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2019 Volkswagen Arteon SEL Premium: A DriveWays Review…

by Frank A. Aukofer

Volkswagen’s 2019 Arteon exudes streamlined styling and comes with an attribute that could entice customers attracted to the increasingly popular crossover sport utility vehicles.

Though it doesn’t look the part, the Arteon is a hatchback sedan with a cargo area of 27 cubic feet, which rivals that of many crossovers.  It also has passenger space of 98 cubic feet. Together, the total 125 cubic feet qualify it as a large car by the federal government’s definition.

2019_Arteon_SEL_Premium_R-Line-Large-9794Yet the dimensions and handling feel are those of a midsize car. In concept, it resembles — and can compete with — the smaller A5 and larger A7 Sportbacks from Audi, Volkswagen’s luxury division. They too are low-slung and sleek but more expensive hatchback sedans.

The Arteon resembles the acclaimed Kia Stinger, which also is a fastback sedan with a hatch. Both are powered by turbocharged, 2.0-liter four-cylinder engines with eight-speed automatic transmissions and available all-wheel drive. Horsepower is similar at 268 for the Arteon and 255 for the Stinger with zero to 60 mph acceleration times of about six seconds.

At 15 feet 11 inches, the Arteon is an inch longer than the Stinger and weighs 185 pounds more. With eight cubic feet less of interior space, the Stinger is classified as a midsize car. Its base price is about $4,000 less than the Arteon’s. (The Stinger also is available with a 365-hp, twin-turbo, 3.3-liter V6 engine; the Arteon has only the 2.0-liter four-cylinder).

2019_Arteon_SEL_Premium_R-Line-Large-9779But when it comes to luxury appointments, the Arteon — now VW’s flagship sedan — does not slouch. Though popularly priced, starting at $36,840 for the base SE version, the top trim level — the $45,940 SEL Premium 4Motion all-wheel drive model driven for this review — has plenty of luxurious accouterments as well as a full suite of safety enhancements.

Equipment includes automatic emergency braking with pedestrian detection, lane-keeping assist, blind spot monitoring, adaptive cruise control with stop and go, overhead view rear camera, and VW’s intelligent crash response system. In an accident the system unlocks doors, shuts off the engine, disables electronics and turns on lights.

2019_Arteon-Large-7924Inside features include navigation, three-zone automatic climate control, Nappa leather upholstery, heated and ventilated front seats, driver’s seat with massage and memory functions, heated outboard rear seats, AM/FM/HD and SXM satellite radio, Apple CarPlay, Android Auto, Bluetooth connectivity and a panoramic glass sunroof.

Mimicking a current cliché in European luxury cars, the sunshade for the Arteon’s sunroof was made of a perforated cloth that admitted sunlight and heat. Sunshades should be opaque.

The Arteon name incorporates “art” and “eon,” evoking a sort of timeless staying power. It is a descendant of the Volkswagen’s former CC model, so-called because VW christened it as a “comfort coupe” — that is, a sedan with a coupe profile. It was based on the VW Passat sedan and lasted nine years until it was axed after the 2017 model year.

2019_Arteon_SEL_Premium_R-Line-Large-9788Despite its striking low profile, the Arteon has plenty of head and legroom inside, both in the front and the rear outboard seats. As with almost every vehicle these days, the center-rear passenger gets punished with a hard cushion and a floor hump, and on the Arteon does not get a heated seat.     The rear seatbacks fold almost flat to expand the cargo carrying capability to 55 cubic feet.

On the road, the tested SEL 4Motion model is an amiable companion. Belying its $45,460 price tag, its ambiance is that of a luxury cruiser with little intrusion of mechanical or wind noise. In this era of lousy surfaces, however, it’s impossible to eliminate tire noise unless you’re driving on newly-paved asphalt.

2019_Arteon_SEL_Premium_R-Line-Large-9790Though it is turbocharged, the 2.0-liter engine is smooth and quiet with little turbo lag setting off from rest. The eight-speed automatic transmission is unobtrusive in around-town motoring but also snaps off rapid shifts under hard acceleration. On the tested SEL Premium 4Motion, there were steering-wheel mounted paddles for manual shifting.

Five drive modes are available: Eco, Normal, Comfort, Sport and Custom. They, too, are mostly unobtrusive except for the Sport setting, which delays upshifts to higher rpms than the other settings. Custom allows the driver to tailor personal preferences.

The front seats are supportive and comfortable, and with the Arteon’s adaptive shock absorbers, the ride is controlled and serene for the most part. Handling is confident with responsive, weighted steering.

German luxury cars are notoriously expensive. The Arteon delivers much of that amenity at a middle-class price.

2019_Arteon_SEL_Premium_R-Line-Large-9800Specifications

  • Model: 2019 Volkswagen Arteon SEL Premium 4Motion four-door hatchback sedan.
  • Engine: 2.0-liter four-cylinder; 268 hp, 258 lb-ft torque.
  • Transmission: Eight-speed automatic with manual shifting mode and all-wheel drive.
  • Overall length: 15 feet 11 inches.
  • EPA/SAE passenger/cargo volume: 98/27 cubic feet.
  • Weight: 3,835 pounds.
  • EPA city/highway/combined fuel consumption: 20/27/23 mpg.
  • Base price, including destination charge: $45,490.
  • Price as tested: $45,940.

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

2019_Arteon_SEL_Premium_R-Line-Large-9774Photos: Volkswagen

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2019 Mercedes-Benz A220 4MATIC: A DriveWays Review…

by Frank A. Aukofer

The Mercedes-Benz A220 4MATIC sedan, an all-new entry-level model from the German luxury manufacturer, turns heads and invites comments attesting to its striking styling.

It’s as if this small car, only a couple of inches shorter than the new economy-model Nissan Versa and with less interior room, surprises onlookers with its presence.

Mercedes-Benz A-Klasse Limousine, V 177, 2018 // Mercedes-Benz A-Class Sedan, V177, 2018Well, it should, if for nothing else than its price tag. While you can buy a satisfactory top-line Versa SR for about 20 grand, the A220 has a starting price of $35,495. With the customary European luxury-car list of expensive options, the test car checked the boxes with a sticker of $49,785. You can save $2,000 by skipping the 4MATIC all-wheel drive.

Though marketed as subcompacts, both cars barely sneak into the compact class by the U.S. government’s definition: a car with interior space of 100 to 109 cubic feet, including the trunk. The A220 4MATIC has 102, with 93 cubic feet for passengers and shy of nine cubic feet in the trunk. The Versa has 104 cubic feet, divided at 89 for people with a large trunk of 15 cubic feet.

But enough of size comparisons. The A220 and the Versa do not circulate in the same company. Though either will get you to where you are going, the valets who park the Mercedes will expect a way bigger tip. Versa owners likely will self-park or seek out a street space.

Mercedes-Benz A-Klasse Limousine, V 177, 2018 // Mercedes-Benz A-Class Sedan, V177, 2018Of course, few Mercedes customers would even deign to look at a Versa, much less drive one, and it’s likely most Versa customers would not have pockets deep enough to venture into a Mercedes showroom.

The new A220 should not be confused with the CLA, another compact sedan that Mercedes calls a “four-door coupe.” Though both cars are built off the same front-drive architecture, the CLA is three inches longer and boasts sleeker down-low styling with slightly less passenger space — 91.5 cubic feet compared to 93 for the A220. However, it has a larger trunk of 13 cubic feet versus nine cubic feet in the A-220.

Sophisticatedly motivating the A220 is a 188-hp turbocharged 2.0-liter four-cylinder engine that makes 221 lb-ft of torque, or twisting force. It gets the power to the pavement via a seven-speed dual-clutch automatic transmission, which delivers instant shifts up or down and can be manually shifted with paddles on the steering wheel.

Mercedes-Benz A-Klasse Limousine, V 177, 2018 // Mercedes-Benz A-Class Sedan, V177, 2018However you choose to do it, the engine-transmission combination will slingshot the A220 4MATIC to 60 mph in about six seconds. It does that with a remarkable lack of any dreaded turbo hesitation.

Despite its size and relatively light weight of 3,417 lbs, the A220 feels like a Mercedes-Benz, with handling responsive to the weighted steering. It tracks steadily in a straight line, cruises quietly, brakes smartly and its optional adaptive damping suspension system and tires mostly absorb the damnable road irregularities that increasingly plague U.S. roads.

So if nothing else, it’s a good thing for a car like the A220 to have  robust, quality underpinnings. At its price point, it also has many other desirable qualities, along with a few fluffs.

Mercedes-Benz A-Klasse Limousine, V 177, 2018 // Mercedes-Benz A-Class Sedan, V177, 2018Much of the desirable stuff comes with an additional price tag on the options list, including the comprehensive safety equipment: Distronic adaptive cruise control, automatic emergency stopping, lane-keeping and emergency steering assist, and blind-spot warning.

Also optional: combined digital instruments/center-screen cluster, head-up display, Burmester premium surround audio, navigation system, parking assist, surround-view rear camera, SXM satellite radio, heated front seats, auto-dimming inside and outside rear-view mirrors, and inductive smart phone charging

Mercedes-Benz A-Klasse Limousine, V 177, 2018 // Mercedes-Benz A-Class Sedan, V177, 2018

The head-up display is unusual in that it has a readout that displays the distance between the A220 and the car ahead, up to 300 feet. However, although it shows the speed of the car, it does not indicate the speed limit. For that, you have to glance down at the dashboard instruments.

The test car also had a curious intervention. On some cars, when you shut down the engine and open the door, the driver’s seat automatically moves back to facilitate exit and entry. On the A220, it does the opposite. The seatback pushes forward, as if to squash your chest into the steering wheel. It does not, fortunately.

Other fluffs: the shade for the panoramic sunroof is not opaque but made from a flimsy material that admits heat and sunlight. Sun visors do not slide to block sun from the sides. And there were no inside assist handles — only coat hooks combined with reading lights.

Mercedes-Benz A-Klasse Limousine, V 177, 2018 // Mercedes-Benz A-Class Sedan, V177, 2018

Specifications

  • Model: 2019 Mercedes-Benz A220 4MATIC four-door sedan.
  • Engine: 2.0-liter four-cylinder, turbocharged; 188 hp, 221 lb-ft torque.
  • Transmission: Seven-speed twin-clutch automatic with manual shift mode and all-wheel drive.
  • Overall length: 14 feet 11 inches.
  • EPA passenger/trunk volume: 93/9 cubic feet.
  • Weight: 3,417 pounds.
  • EPA city/highway/combined fuel consumption: 25/33/28 mpg.
  • Base price, including destination charge: $35,495.
  • Price as tested: $49,785.

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

Mercedes-Benz A-Klasse Limousine, V 177, 2018 // Mercedes-Benz A-Class Sedan, V177, 2018Photos:  Mercedes-Benz

2019 Mazda3 Hatchback AWD: A DriveWays Review…

by Frank A. Aukofer

The 2019 Mazda3 Hatchback epitomizes the company’s goal of developing vehicles that punch above their weight.

This a slinky, stylish, fully-realized four-door for four (though there’s a seatbelt for a hapless soul in the cramped center-rear seat) that has the appointments and feel of luxury compacts costing thousands of dollars more.

2019-Mazda3-Hatchback_01It leans more in that direction and away from the so-called “hot hatch” category characterized by machines like the Hyundai Veloster N, and Volkswagen GTI and R models. But slotting between those two categories makes it more versatile for enthusiasts as well as people who value quality transportation that does not require a second mortgage.

The first impression is the styling. Nobody buys a car that is unattractive; something they would not want to be seen in. The Mazda3 is a beauty with artistic lines that belie its hatchback configuration.

2019-Mazda3-Hatchback_04That, of course, requires compromises — in the Mazda3 a low roofline that dictates a fanny-down seating position and limited headroom in the back seat. If you want something higher and airier for Uncle and Grandma, check out the Mazda CX-5 crossover.

The Mazda3 Hatchback AWD satisfies on multiple fronts: With 186 hp and 186 lb-ft of torque from its 2.5-liter four-cylinder engine, operating through a snap-shifting six-speed automatic transmission, it can nail zero to 60 mph in whiff more than seven seconds, with a factory-limited top speed of 131 mph.

2019-Mazda3-Sedan_44That’s respectable these days but not outstanding. Nevertheless, it’s just one aspect of a car that handles effortlessly, delivers a comfortable ride over most surfaces and cruises quietly on smooth freeways (though defeated by the many pimple-faced roadways around the country). City/highway/combined fuel consumption is rated at 24/32/27 mpg.

A die-hard enthusiast might not choose the Mazda3 Hatchback with all-wheel drive because it comes only with the six-speed automatic transmission, although there are manual-shift paddles mounted on the steering wheel. If you’re one of those, you can save $1,400 by ordering the front-wheel drive model with the six-speed manual gearbox.

2019-Mazda3-Sedan_46The tested Mazda3 Hatchback AWD came with a Premium package incorporated in the base price of $29,920, including the destination charge. With options, the bottom-line sticker came to $31,245 — not inexpensive but about $5,000 less than the current U.S. average price of a new car.

This is the fourth generation Mazda3, which comes as a standard four-door sedan as well as the tested Hatchback. In both cases, Mazda has been concentrating on upgrades intended to transform the 3 into a premium compact.

14_Mazda3_5HB_INT_2The list of equipment, including standard and optional items, testifies to the effort. There’s hardly anything missing that you might find on more expensive European cars of a similar size.

Safety-related items on the tester included Mazda’s Smart Brake Support, which uses a laser sensor to detect the risk of a low-speed collision, prepares the system for maximum braking and, if the driver does not brake, automatically brakes and slows the engine.

Other safety equipment: rear cross-traffic alert, radar adaptive cruise control, blind-spot warning, lane departure warning and lane-keeping assist, rain-sensing windshield wipers, LED headlights and taillights, and tire-pressure monitoring.

2019-Mazda3-Hatchback_28Not to be outdone on the luxury front, the tested Mazda3 Hatchback came with “Polymetal Gray Mica” paint, red leather upholstery, heated front seats, power driver’s seat with lumbar support, memory settings for outside mirrors and driver’s seat, dual-zone automatic climate control, 18-inch black alloy wheels, Apple CarPlay and Android Auto, Bose premium audio, SXM satellite and HD radio, and Bluetooth connectivity.

If you were new to the Mazda3 and had not been briefed, you’d likely be unaware that it is now available with all-wheel drive (front-wheel drive is standard). The system is unobtrusive in normal driving. However, dive at speed into a tight curve on a winding road and the tires take a bite with good steering feel. The all-wheel drive is biased slightly toward the rear wheels for improved cornering.

2019-Mazda3-Hatchback_15The Mazda3, as noted, also can be ordered as a standard four-door sedan. Of the two, however, the Hatchback is the choice here. Though it is four inches shorter than the sedan, it has a total interior volume of 111 cubic feet, with 20 of those for cargo and 91 for passengers. The sedan has a total of 108 cubic feet with 96 for passengers and a trunk of just 12 cubic feet.

Competitors include the hatchback versions of the Honda Civic, Subaru Impreza, Hyundai Elantra, Kia Forte, Toyota Corolla, Chevrolet Cruze and Ford Focus, as well as the Volkswagen Golf.

2019-Mazda3-Hatchback_05Specifications

  • Model: 2019 Mazda3 AWD w/Premium Package four-door hatchback.
  • Engine: 2.5-liter four-cylinder; 186 hp, 186 lb-ft torque.
  • Transmission: Six-speed automatic with manual-shifting mode and all-wheel drive.
  • Overall length: 14 feet 8 inches.
  • EPA passenger/cargo volume: 91/20 cubic feet.
  • Weight: 3,228 pounds.
  • EPA city/highway/combined fuel consumption: 24/32/27 mpg.
  • Base price, including destination charge: $29,820.
  • Price as tested: $31,245.

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

2019-Mazda3-Hatchback_08Photos: Mazda

2019 Volkswagen Jetta GLI 2.0T: A DriveWays Review…

by Frank A. Aukofer

The most tired cliché in the automotive world is “fun to drive,” used everywhere and on everything from kiddie cars to 18-wheelers. Still, Volkswagen is faithful to the original idea with its 2019 Jetta GLI 35thAnniversary Edition.

Just as the VW Golf GTI invented the so-call “hot hatch” and still is regarded as the benchmark for popular-priced practical performance cars, the Jetta GLI has long been regarded as the sedan version of the GTI.

2019_Jetta_GLI_35th_Anniversary_Edition-Large-9557The front fenders of the 2019 GLI bear an escutcheon that announces “GLI 35,” reminding us that it’s been around since 1984 as the notchback with the roomy trunk for American buyers who, until recently, treated hatchbacks as if they were coated with slime (actually attractive to 11-year old girls).

That changed with the geniuses who decided that hatchbacks could be jacked up for more ground clearance and re-named as crossover SUVs, usually with optional all-wheel drive. Now they are taking over the marketplace and sedans are dying off, as witness the impending demise of the Ford Focus and Fusion, and Chevrolet Cruze, Malibu and Impala.

That hasn’t happened at Volkswagen — at least in the U.S., where the Jetta sedans handily outsell the Golf hatchbacks, though the Tiguan crossover beats both.

2019_Jetta_GLI_35th_Anniversary_Edition-Large-9569The 2019 Jetta GLI comes in three trim levels: S with a base price of $26,890 including the destination charge, 35thAnniversary Edition at $27,890 and the top-line Autobahn $30,090. All of those prices are with the six-speed manual gearbox. Add $800 for a seven-speed dual-clutch automatic transmission.

What that means is that the highest sticker price you can find for a Jetta GLI is $30,890. That’s somewhere around $5,000 less than the current average price of a new car.

Die-hard enthusiasts will rejoice over the fact that all GLI models come with stick shifts, as well as selectable driving modes and what some like to call “German handling.” It’s a vague term, more felt than defined.

2019_Jetta_GLI_35th_Anniversary_Edition-Large-9556What it translates into is a compact sport sedan with athletic moves in traffic and on twisting mountain roads, and comfortable, straight-line cruising with few steering corrections needed. Also, with a fully independent suspension, the GLI also delivers a steady ride and plenty of insulation for a quiet cabin during freeway cruising.

Unfortunately, in an era when the vast majority of motorists have no clue how to drive a manual gearbox, only a select few will experience the pleasurable sensations of shifting for themselves. The GLI’s manual is a paradigm of slick, with effortless upshifts and downshifts, as well as easy clutch engagement. You have to be a real klutz to kill the engine on a bad shift.

2019_Jetta_GLI_35th_Anniversary_Edition-Large-9539However, there is a bit of a downside. In former times, manual gearboxes delivered better fuel economy than automatic transmissions, sometimes referred to as slush boxes. But the automatics have been improved to the point where many beat the manuals on fuel economy. That’s especially true of the dual-clutch types, as on the GLI, which essentially are manuals that shift automatically.

It turns out that the VW engineers have managed to deliver a six-speed manual that, in the hands of an economy-oriented driver, can equal the seven-speed dual-clutch automatic. Both are rated by the EPA at 25/32/28 mpg in city/highway/combined driving. The GLI tested for this review consistently delivered nearly 30 mpg.

2019_Jetta_GLI_35th_Anniversary_Edition-Large-9544That’s remarkable given the reviewer’s heavy foot and the fact that the GLI is powered by a turbocharged 228-hp, 2.0-liter four-cylinder engine that delivers 258 lb-ft of torque, or twisting force. That’s enough to hit 60 mph in around six seconds — no slouch by anybody’s definition.

Along with its other attributes, the Jetta GLI is a comfortable everyday companion. The tested 35thAnniversary Edition came with seats covered in an attractive, durable textured black cloth, preferable in this reviewer’s preference to sometimes cold or hot and sticky leather or leatherette. Even at that, the front seats are heated.

2019_Jetta_GLI_35th_Anniversary_Edition-Large-9545The front seats have well-bolstered seatbacks to hold the torso in cornering. Outboard back seats also are comfortable with adequate head and knee room. However, as on most cars these days, any center-rear passenger will have to suffer a hard cushion and splay his or her feet around a big, square hump.

Traditional on Jetta models, there’s a large trunk, though the hinges for the trunk lid are only partially isolated from the contents. You also have to pay more for the Autobahn model to get SXM satellite radio.

2019_Jetta_GLI_35th_Anniversary_Edition-Large-9562Specifications

  • Model: 2019 Volkswagen GLI 2.0T 35thAnniversary Edition four-door sedan.
  • Engine: 2.0-liter four-cylinder; turbocharged, 228 hp, 258 lb-ft torque.
  • Transmission: Six-speed manual.
  • Overall length: 15 feet 5 inches.
  • EPA passenger/trunk volume:  95/14 cubic feet.
  • Weight: 3,217 pounds.
  • EPA city/highway/combined fuel consumption: 25/32/28 mpg.
  • Base price, including destination charge: $27,890.
  • Price as tested: $27,890.

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

2019_Jetta_GLI_35th_Anniversary_Edition-Large-9560Photos (c) Volkswagen

 

2019 Ford Mustang Bullitt: A DriveWays Review…

by Frank A. Aukofer

Nostalgia and heroic performance come wrapped in a pretty, pulsating package called the 2019 Ford Mustang Bullitt.

The Bullitt is not unlike one of those Beatles tribute bands, except it makes different music from exhaust pipes. It also comes from the same source — Ford Motor Co. — that birthed the star of the 1969 movie. The other star was actor Steve McQueen as Lt. Frank Bullitt of the San Francisco police department.

2019 Mustang Bullitt

Ford delivered two 1968 Mustang fastbacks for the filming, which included a storied episode of McQueen chasing bad guys in a 1968 Dodge Charger, who came to a fiery end. The Mustangs — one still survives — were modified with stronger springs, Koni racing shock absorbers and modest customizing by removing identifying badges.

So goes the 2019 model. It has smooth, flowing lines that make you want to caress it like a newborn, accented by a black hole of a grille. The event horizon paint is the original 1968 Highland Green, the only color offered and only on the Bullitt.

Bullitt’s sensuous body is bereft of ornamentation. Not a Mustang or Ford emblem mars the curvy surface. Only the Bullitt name, in a circle that evokes a target, graces the backside and beckons followers.

2019 Mustang Bullitt

The 1968 Bullitt Mustang was powered by a 320-hp, 6.4-liter V8 engine that made 427 lb-ft of torque. The four-speed manual gearbox and clutch were heavy-duty parts from Borg Warner, and the steering wheel came from a Shelby Mustang.

Contemporary tests put the zero-to-60 acceleration time at just over five seconds with a quarter-mile time of about 13 seconds. Top speed was well into three digits, depending on the tester.

Over the years after the turn of the millennium, Ford produced optional Bullitt packages to somewhat mimic the original. But the 2019 Bullitt, 50 years after the movie if you can imagine that, is the monument on the mountain top.

2019 Ford Mustang Bullitt

No automobile is perfect or flawless, but any high performance machine should be true to its purpose. The 2019 Bullitt is such a machine in conception and execution.

Its 5.0-liter V8 engine spits 480 hp and 420 lb-ft of torque with a cacophony of sounds through the minimally restrictive exhaust system, making certain that the occupants understand what it is about. The muscular clutch and six-speed manual gearbox require strength and finesse that become relaxed and easy with familiarity. This is a machine that grows on you and you on it.

The 2019 Bullitt Mustang shaves about a second off the 1968’s zero-to-60 time, in the four-second range, with a top speed over 160 mph. But that’s not the point in modern traffic. In the famous daylight chase in the movie, San Francisco’s streets were mostly empty. Now you’d be unlikely to duplicate that at 3 a.m. on a weekend.

2019 Mustang Bullitt

Yet even in traffic, the Bullitt delivers tactile sensations: the smooth feel of the round ball on the shift lever, the progressive uptake of the clutch, the positive moves of the shift linkage aided by uncanny automatic rev-matching on downshifts, the blasting exhaust notes.

When the road clears, punch the pedal in second or third gear and experience the adrenaline rush as the Bullitt takes hold of your body and pins you in the seat. Too bad you can’t do it every time because of traffic.

But the Bullitt is docile enough to be perfectly happy noodling along around town in second, third or fourth gears. You know the hammer is there if you want or need it.

2019 Mustang Bullitt

With its tidy dimensions, honking V8 power, quick steering, compliant suspension system and performance tires, the Bullitt delivers joyful feedback any time you can find a twisting mountain road with minimal traffic. Think Skyline Drive in Virginia or the Blue Ridge Parkway. You don’t even have to go very fast to enjoy the moments.

Though the Bullitt Mustang has seats for four, it’s best to think of it as a two-seater — or what used to be called a “plus two” with mostly useless back seats. The rear seatbacks fold down to augment the trunk space, which is surprisingly generous considering the fastback design.

2018 NAIAS

As a high-performance sports car, the Bullitt delivers something of a bargain. The base price of the test car was $47,490, including the destination charge. With a few options, including Ford’s MagneRide shock absorbers, which deliver a comfortable ride but stiffen up for quick maneuvering, the bottom-line sticker came to $51,920.

Ford markets more powerful Mustangs. But none with the character and appeal of the Bullitt.

2019 Mustang Bullitt

Specifications

  • Model: 2019 Ford Mustang Bullitt two-door sports coupe.
  • Engine: 5.0-liter V8; 480 hp, 420 lb-ft torque.
  • Transmission: Six-speed manual.
  • Overall length: 15 feet 9 inches.
  • EPA passenger/trunk volume: 83/14 cubic feet.
  • Weight: 3,850 pounds.
  • EPA city/highway/combined fuel consumption: 15/24/18 mpg.
  • Base price, including destination charge: $47,495.
  • Price as tested: $51,920.

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

2019 Mustang Bullitt

Photos (c) Ford

2020 Toyota Corolla Hybrid LE: A DriveWays Review…

by Frank A. Aukofer

When Toyota unveiled the redesigned 2020 Corolla sedan to a group of automotive journalists in November 2018, the shining examples showed like compact luxury cars.

Now that this all-new Corolla has arrived, the emphasis is not on luxury but economy. Instead of top-line trim levels, the spotlight is on the 2020 Corolla Hybrid LE, which among its other attributes gets 52 miles to the gallon of regular gasoline.

Corolla_Hybrid_013_E8752A42C66E156C23136C861E7A6BAF9B59801DMoreover, it has a base price of $23,880, including the destination charge. With a few minor options, the Corolla Hybrid tested for this review had a bottom-line sticker price of $24,524. Get one each for mom and pop.

Where the gasoline-engine model has six variants over five trim levels, the Hybrid comes one way: mid-level LE with a 1.8-liter gasoline engine and a 71-hp electric motor. Together, they make 121 hp and 105 lb-ft of torque transferred to the front wheels through a continuously variable automatic transmission (CVT).

Gasoline-engine models are the base L, LE and XLE along with the more sporting SE and XSE. The SE can be ordered with the CVT or a six-speed manual gearbox for those who like to shift for themselves.

Corolla_Hybrid_016_F877FFF1D0CC1E9E62B2B38F35CDC86320654023With more than 43 million sales world-wide, the Corolla is the best-selling nameplate in history, although it has gone through many different versions, including multiple configurations with rear-wheel drive and front-wheel drive.

Throughout, however, it has maintained a reputation as among the more durable and reliable cars available. Now with its first hybrid version, it adds stellar fuel economy to the package.

Ironically, its main competitor is Toyota’s own Prius, the best-selling hybrid in the world. Unlike the Prius, with its funky controls and instrument displays, the Corolla comes across more like a regular car with familiar surroundings. Both use the same 121-hp hybrid power package and CVT, and compete in similar price brackets.

2020_Corolla_LE_Hybrid_BlueCrushMetallic_015_5FFD7C54695C1A21AE859CADDF038ABAB6B6B57AOther competitors are the Hyundai Ioniq, Honda Insight and Chevrolet Volt, as well as a number of hybrid crossover sport utility vehicles, including the Kia Niro, Hyundai Kona, Nissan Rogue and Toyota RAV4.

The U.S. government classifies cars by total interior volume, which includes the space for passengers and cargo. By that definition, the Prius is classified as midsize, bordering on full-size, while the Corolla is classified as a compact.

Much of that has to do with the Prius’s hatchback design, which gives it 27 cubic feet for cargo and 93 cubic feet for passengers. The Corolla is a standard sedan design with a trunk of 13 cubic feet and 89 cubic feet for passengers. If extra cargo space is needed, the split rear seatback folds 2/3 and 1/3.

2020_Corolla_LE_Hybrid_BlueCrushMetallic_037_6DFA2E153484B87955A00735E0FC37737A513E2CThe Corolla’s design delivers ample head, leg and knee room for four, though as usual in most vehicles, the center-rear passenger gets squished with limited room, a hard cushion and a big floor hump.  Seats are covered in an attractive, comfortable cloth that looks long-lasting — preferable, in this view, to leather or leatherette.

Equipment on the LE Hybrid — as noted the only trim level — covers full safety equipment, including collision mitigation with pedestrian detection, lane-departure alert with steering assist, adaptive radar cruise control and automatic high headlight beams.

Other equipment: stop-start idle system, pushbutton starting, automatic climate control, hill start assist, electronic parking brake, LED headlights and taillights, and power windows and outside mirrors.

2020_Corolla_LE_Hybrid_BlueCrushMetallic_039_B5761486DC80A4597CAB1C0917650157427F8CD3An eight-inch center touch screen provides access to the audio system and infotainment functions. However, it does not include SXM satellite radio, though it is compatible with Apple Car Play and Siri Eyes Up.

Given its modest power, the Corolla Hybrid gets a good jump off the line, boosted by the electric motor. The CVT has no shift points so delivers uninterrupted acceleration with little or none of that annoying sensation of slipping or roaring that are characteristic of some CVTs.

2020_Corolla_LE_Hybrid_BlueCrushMetallic_059_0198C3BB115B28B00655AF19B368D7D5EE2AF5ADHandling is competent and secure, and the Corolla tracks true in a straight line, requiring few steering corrections. The main downside is road noise. It could use additional sound-deadening insulation, which likely is included in higher trim levels with gasoline engines.

In this era of electrification, a standard hybrid is the best bet. Plug-in hybrids are more expensive with limited electric range, and pure electrics have no backup if batteries are depleted.

Then there’s the matter of money. The Environmental Protection Agency, which oversees fuel economy ratings, estimates that a Corolla Hybrid owner will save $3,500 in fuel costs over five years compared to the average new vehicle.

Corolla_Hybrid_008_C12A8DE2AAB24DFD329CCCFB6A2A6CFEEBA9A403Specifications

  • Model: 2020 Toyota Corolla Hybrid LE four-door sedan.
  • Engine/motor: 1.8-liter four-cylinder gasoline engine with 71 horsepower electric motor; total system 121 hp, 105 lb-ft torque.
  • Transmission: Continuously-variable automatic.
  • Overall length: 15 feet 2 inches.
  • EPA passenger/cargo volume: 89/13 cubic feet.
  • Weight: 3,050 pounds.
  • EPA city/highway/combined fuel consumption: 53/52/52 mpg.
  • Base price, including destination charge: $23,880.
  • Price as tested: $24,524.

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

Corolla_Hybrid_009_7AB3C30F7FDDA2997F5A75013AC0E9623044E8D0Photos (c) Toyota

2019 Cadillac CT6 AWD: A DriveWays Review…

by Frank A. Aukofer

The 2019 Cadillac CT6 comes with Super Cruise, the most sophisticated automated driving experience on the market so far. But its basic technology actually incorporates old stuff.

Fundamentally, the system combines adaptive cruise control with lane-keeping assist. Both have been around awhile.

2017 Cadillac CT6

In 1999, Mercedes-Benz introduced Distronic cruise control, generically called adaptive or radar cruise control, which automatically maintains a set distance from the car ahead. It was ground-breaking because it slowed the Mercedes S-Class to a stop and, when the car ahead started off, would move with it.

Other manufacturers soon adopted the system, more or less. On the less side, some would maintain a distance but would cut out at a low speed of 20 mph or so, forcing the driver to brake manually.

The lane-keeping assist came from a different locale and time. In 2004, Nissan’s luxury Infiniti brand introduced lane-departure warning, which called an audible when the driver wandered across a lane marker. In 2007, the upgraded system brought M-Line models back into the lane by pulsing the brakes on the opposite side of the lane marker being crossed.

2017 Cadillac CT6

In 2013, on the Infiniti Q50, the company introduced the world’s first active lane control, which uses cameras and sensors to steer the wheels and keep the vehicle centered in the lane.

At the national press introduction, this reviewer drove a Q50, engaged the lane-keeping assist and adaptive cruise control, and motored about 15 miles on a divided freeway with hands off the wheel and feet off the pedals.

Other manufacturers later incorporated similar systems. But for safety’s sake, they installed systems that required the drivers to keep their hands on the steering wheel. If you removed your hands for about 15 seconds, lights and warning sounds activated.

2017 Cadillac CT6

Cadillac’s Super Cruise allows you to motor continuously with hands and feet off the wheel and pedals. Other current systems require the driver to keep hands on the steering wheel. But the Caddy system is unique.

Driving in Super Cruise, a steering-column camera monitors the driver’s face to make certain that he or she has eyes on the road. A prerequisite is that the driving must be done on freeways that Cadillac engineers have mapped and included in the software. On rural byways and city streets, the system does not engage, though the standard adaptive cruise control will work.

In a test run on Interstate Highway 95 between Washington, D.C., and Richmond, VA — one of the most congested freeways in the country — the Super Cruise control functioned as promised — with one exception.

2017 Cadillac CT6

If conditions are correct for Super Cruise, activate the adaptive cruise control and, when the system assents, engage the Super function.

It works, keeping you in the lane. A light bar at the top of the steering wheel glows green when everything is functioning. The driver can take over to change lanes but then the light turns blue, resuming green in the next lane.

As long as I looked ahead at traffic and monitored the inside and outside mirrors to maintain a 360-degree view around the Cadillac CT6, it motored along effortlessly. To test the system, I turned my head fully to the left and right, and within five seconds warnings went off.

But the exception came when I acted as if I were dozing off, eyes fluttering and head bowing down. Even after several tries, no warning came.

2017 Cadillac CT6

All of this tells us that autonomous driving still is in its infancy, though of the systems currently available, Cadillac’s Super Cruise is the state-of-the-art. Consumer Reports tested half a dozen systems and concluded that Caddy’s Super Cruise now is the best.

So also take a look at the rest of the 2019 Cadillac CT6 with Super Cruise. It is a consummate, full-size luxury sedan that owes no apology to any of the more expensive Europeans in performance, handling and comfort. Not that the CT6 is inexpensive. The base price is $87,790 and, as tested for this review, the bottom-line sticker came to $88,490.

2017 Cadillac CT6

It is powered by a 335-hp, twin-turbocharged V6 that delivers 284 lb-ft of torque to all four wheels through a silky-shifting 10-speed automatic transmission.

When you approach, the CT6 lights up, as if it’s happy to see you. Settle in, and you are treated to sumptuous coddling, including seats in front and back that will deliver selectable massages while you are motoring. It is as good as it gets if you can afford it.

2017 Cadillac CT6

Specifications

  • Model: 2019 Cadillac CT6 Platinum AWD four-door sedan.
  • Engine: 3.6-liter V6, twin-turbochargers; 335 hp, 284 lb-ft torque.
  • Transmission: 10-speed automatic with manual-shift mode and all-wheel drive.
  • Overall length: 17 feet 2 inches.
  • EPA passenger/trunk volume: 113/16 cubic feet.
  • Weight: 4,226 pounds.
  • EPA city/highway/combined fuel consumption: 18/26/21 mpg.
  • Base price, including destination charge: $87,790.
  • Price as tested: $88,490.

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

2017 Cadillac CT6

Photos (c) Cadillac

2019 Hyundai Elantra Limited: A DriveWays Review…

by Frank A. Aukofer

As other manufacturers have done, Hyundai has designed its compact Elantra to bridge the divide between buyers looking for economy with comfort and those more focused on entertainment and sport.

The former is represented quite capably with the 2019 Elantra Limited four-door sedan and the latter by the 2019 Elantra GT N-Line four-door hatchback.

Large-34143-2019ElantraFor reference, think of the Volkswagen Golf and Volkswagen GTI. Or the Honda Civic and Civic Si or R-Type. In both cases, the base cars are oriented toward economy and everyday duty, while the others promise excitement.

Usually, the base cars come with less powerful engines and automatic transmissions while the performance variants are equipped with manual gearboxes exclusively or a choice of automatic or manual.

Both Elantra versions were driven for this review at the annual Spring Rally of the Midwest Automotive Media Association (MAMA) at the Road America racetrack in Elkhart Lake, Wis. Manufacturers provided 80 cars and light trucks for driving by about 100 automotive journalists. Some vehicles were designated for track use and autocross; others for street driving and off-roading.

Large-34144-2019ElantraThe Hyundai Elantra Limited four-door is powered by a 147-hp, 2.0-liter four-cylinder engine with 136 lb-ft of torque. It acquitted itself well as an economical and comfortable tourer that never felt short of passing power. Quiet on smooth asphalt highways, road noise intruded on rougher surfaces. It rode comfortably but needed frequent steering corrections.

Averaging 43.8 mpg of regular gasoline over 140 miles of highway driving at speeds up to 75 mph, the tester beat its EPA city/highway/combined fuel economy rating of 28/37/32 mpg.

It had a base price of $23,485, including the destination charge. The price included forward collision and blind spot warning, rear cross-traffic alert and lane keeping assist, as well as dual-zone automatic climate control, SXM satellite radio, Android Auto and Apple Car Play, power driver’s seat with lumbar support, leather upholstery with heated front seats and hands-free trunk opening.

Large-33684-2019ElantraThe tester also came with a $3,350 option package that included adaptive cruise control, navigation system, collision avoidance with pedestrian detection, motorized sunroof, and memory settings for outside mirrors and driver’s seat. All that brought the bottom-line tested price to $26,960, or about $10,000 less than the current average price of a new car.

Though marketed as a compact, the Elantra sedan qualifies as a midsize according to the EPA’s definition, though just barely. The back seat is a bit tight but can accommodate two average-sized adults. However, the center-rear fifth passenger sits on a cramped and uncomfortable perch.

At the other end of the Elantra spectrum is the N-line. Hyundai has chosen N as the designation for its line of high-performance variants, not unlike BMW’s M vehicles or the AMG models from Mercedes-Benz. The N badge comes from Hyundai’s research and development facility in Namyang, South Korea, and also refers to its testing at the famed Nürburgring track in Germany.

Large-33665-2019ElantraAs a four-door hatchback, the 2019 Elantra N-Line is nine inches shorter than the sedan but has more room inside: 97 cubic feet for passengers and 25 cubic feet for cargo under the hatch, compared to 96 cubic feet for passengers and a trunk of 14 cubic feet in the sedan.

The N-Line also has a smaller 1.6-liter four-cylinder engine, more powerful than the base 2.0-liter at 201 horsepower and 195 pound-feet of torque because it is turbocharged. It comes standard with a slick, easy-shifting six-speed manual gearbox, though a dual-clutch automatic is optional.

Equipped with full basic safety equipment but few of the frills on the Limited sedan, the Elantra N had a bottom-line sticker price of $24,195, or $2,775 lower than the Limited. For any enthusiast, what’s not to like?

Large-33966-2019ElantraThe base price included heated sport seats upholstered in sturdy cloth that hold the torso in place in hard cornering, pushbutton starting, dual-zone automatic climate control, 18-inch alloy wheels with summer performance tires, Apple Car Play and Android Auto, LED headlights and taillights, audio system with SXM satellite radio, and Bluetooth hands-free phone connectivity.

Some estimates put the number of U.S. drivers who know how to shift for themselves at something like 2%. It’s a shame because that other 98% would not experience the joy of driving the Elantra GT N-Line or, for that matter, a stick-shift Mazda3, Volkswagen GTI or Honda Civic Si.

The shift linkage of the Elantra N-Line’s six-speed gearbox and clutch action are so easy-going that shifts up and down seem to happen almost by thought control.

Large-33686-2019ElantraSpecifications

  • Model: 2019 Hyundai Elantra Limited four-door sedan.
  • Engine: 2.0-liter four-cylinder; 147 hp, 136 lb-ft torque.
  • Transmission: Six-speed automatic.
  • Overall length: 15 feet 2 inches.
  • EPA passenger/trunk volume: 96/14 cubic feet.
  • Weight: 2,844 pounds.
  • EPA city/highway/combined fuel consumption: 28/37/32 mpg.
  • Base price, including destination charge: $23,485.
  • Price as tested: $26,960.

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

Large-34119-2019ElantraPhotos (c) Hyundai

2019 Lexus RC300 F Sport: A DriveWays Review…

by Frank A. Aukofer

It was an arresting bright yellow. But the 2019 Lexus RC300 F Sport probably should have come in salmon orangey-pink because, like the tasty fish that battles to procreate, it is swimming upstream.

2019_Lexus_RC_F_019_404CDC473CF6D513DE13E0FF95A19B18EE03A8DEThis Lexus, from the upscale division of Japan’s Toyota, is a sports coupe outfitted like a luxury car. But it is a type that is falling out of favor in an era when almost every luxury manufacturer, Lexus included, is laser-focused on crossover sport utility vehicles. Bentley, with the Bentayga, and Rolls-Royce, with its Cullinan, sell crossovers. Aston-Martin has shown a concept.

Lexus markets a full lineup of crossovers and traditional SUVs from the subcompact UX to the big truck-like LX. Its best-seller is the RX crossover, which had 111,641 sales in 2018, up 3,334, or 3%, from 2017.

2019_Lexus_RC_F_001_1EF6549C8CB33C9C501FCC75E5E3AE748596D449In the same period, however, the RC models, which include the RC300 and RC350 in standard and F Sport versions, dropped 54% from 7,363 in 2017 to 3,358 in 2018. Lexus says the RC stands for “Radical Coupe.”

It’s not convincing. The RC300 F Sport is a pleasant conveyance but not what many would consider to be a high-performance car. Though other versions are available with a choice of two V6 engines of 260 and 306 hp, the test car came with the base turbocharged 241-hp four-cylinder engine with 258 lb-ft of torque.

2019_Lexus_RC_F_017_D59DD6ABAA91250F1B59659F1F178BFF8E968221Power gets to the rear wheels through an eight-speed automatic transmission. It’s enough to romp to 60 mph in the neighborhood of seven seconds so you won’t be embarrassed in the stoplight sprints. But it’s best to think of the RC300 F Sport as a comfortable boulevardier.

On the road, especially in the cut and thrust of commuter traffic and short spurts on freeways, the RC300 shines with a responsive throttle and comfortable ride, unexpected in a subcompact car. The steering is responsive with tactile feedback, and the adaptive suspension system keeps the wheels planted in cornering and straight-line cruising.

2019_Lexus_RC_F_012_4E77B19B9819AC67D4D848779D13B65537F952DCThough rear-wheel drive usually is the choice among enthusiasts for handling prowess, customers in areas with nasty weather might choose all-wheel drive. In the F Sport trim, that tacks on an extra $2,930 but it also includes the 260-hp V6 engine. However, the all-wheel drive version uses a six-speed automatic transmission in place of the eight-speed.

Though there are seats for four, the RC300 F Sport basically is what used to be called a plus-two — essentially a two-seat sports coupe with two vestigial back seats installed mainly to reduce insurance premiums.

2019_Lexus_RC_F_023_3DBBBC7D093AD433B91ED960B6F3BF8D9D8F83C3The RC300’s back seats look comfortable enough but there’s no space for knees and feet unless the front seats are adjusted full forward. But that, of course, wipes out any space for the folks in the front seats. Also, the fastback coupe styling results in a small trunk of just 10 cubic feet — again, probably enough for luggage for two. So think of the back seats as a convenient place to toss purses, small backpacks and cantaloupes.

Though it’s a relative youngster with just five years on the market, the RC300 shows some gray hairs. The test car had a base price of $48,885 and, with options, topped out at $53,580. Yet it still used an old-fashioned step-on parking brake instead of one of the new switch-controlled electronic brakes.

2019_Lexus_RC_F_026_65DC19AAC3465F43EC0317A0443CDE8358BD433CMoreover, the console-mounted touchpad, which controls infotainment and other functions displayed on the center screen, is imprecise and difficult to master. It’s not the sort of convenience that you want to be fiddling with while driving. Get the adjusting done before you drive off.

Despite its relatively tame power, the RC300 F Sport doesn’t  lack chops. It has the adaptive variable suspension system with a half-dozen driver selectable drive modes, ranging from Eco to Sport Plus, snow and custom. The front seats are supportive, heated and ventilated, and well-bolstered for spirited driving on curvy roads.

2019_Lexus_RC_F_025_0A0232B3FD2FC91300477E5F817579C41FE14AEBThere’s automatic pre-collision braking with pedestrian detection, adaptive radar cruise control, blind-spot monitor with rear cross traffic alert, power tilt-and-telescoping steering wheel, and lane-keeping control. Also: memory setting for the driver’s seat, outside mirrors and steering wheel, Apple Car Play and Amazon Alexa, SXM satellite radio, and Siri Eyes Free and Google voice control.

Options on the test car included a voice-activated navigation system with premium Mark Levinson audio, triple-beam LED headlights, motorized glass sunroof, limited-slip rear differential, premium paint, and an all-weather package of headlight washers, windshield de-icer, water-repellent front door glass and a fast-response interior heater.

2019_Lexus_RC_F_022_530C508CD852890AD76D5354C6F0EC328EEF1CD2Specifications

  • Model: 2019 Lexus RC300 F Sport two-door coupe.
  • Engine: 2.0-liter four-cylinder, turbocharged; 241 hp, 258 lb-ft torque.
  • Transmission: Eight-speed automatic with manual-shift mode and rear-wheel drive.
  • Overall length: 15 feet 5 inches.
  • EPA passenger/trunk volume: 82/10 cubic feet.
  • Curb Weight: 3,748 pounds.
  • EPA city/highway/combined fuel consumption: 21/30/24 mpg. Premium fuel recommended.
  • Base price, including destination charge: $48,885.
  • Price as tested: $53,580.

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

2019_Lexus_RC_F_006_569A8E436FB6584B4091E96293E06E544890B597Photos (c) Lexus.

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