Search

The Review Garage

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

Tag

new for 2018

2018 Audi S5 Sportback 3.0 quattro: A DriveWays Review…

by Frank A. Aukofer

President Trump’s rejoinder to North Korea’s Kim Jong-un that he has a bigger button illustrates the reason why we will always have cars like the 2018 Audi S5 Sportback.

With Trump, it was all about the superior U.S. nuclear arsenal; with Audi it’s about engine dominance and performance. No matter what, especially among luxury makes, vehicle manufacturers surely will market more powerful versions of perfectly capable cars, crossover SUVs and trucks.

2018 Audi S5 Sportback

In the Audi lineup, there are A cars and S cars, even RS cars, as well as Q and SQ crossovers. Over at BMW, there are extra-powerful M models, and at Mercedes-Benz they are labeled AMG, a company that once was an independent performance tuner of Mercedes cars but now is part of the company.

Similarly, In the U.S. there are SRT, R/T, Scat Pack and Hellcat versions of various Dodge Challengers and Chargers, along with GT and Bullitt Ford Mustangs, Cadillac V performance models, Chevrolet Corvette Z06 and ZL1, and Camaro SS and ZL1 versions.

You get the picture, which is to stretch the boundaries in automotive design and performance, while also maximizing buyer devotion and profits—this in spite of choking traffic and near-universal speed limits that thwart any actual performance driving desires.

Audi is particularly adept at the dance with over 30 distinct versions of sedans, crossovers, sport hatchbacks, coupes, convertibles and sports cars. And more are on the way.

2018 Audi S5 Sportback

The A5 Sportback and its more powerful sibling, the S5, are particularly welcome because they punctuate a return to an automotive design that was once popular but faded away. That was the so-called torpedo body, used on various cars in the early 20thcentury but most familiar on cars like the Tucker ’48 and the 1941 Buick, where the roofline was an unbroken sweep from the windshield header to the rear bumper.

At Audi, the design is called a Sportback, and it also incorporates a hatchback body that doesn’t look like one. American buyers never developed much affection for hatchbacks that looked like small station wagons, although that changed when manufacturers jacked them up a bit, added all-wheel drive in some cases and called them crossover SUVs.

The advantage of Sportbacks like the Audi A5 and S5 is utility. Plus, they don’t look like station wagons. They have cargo areas of 22 cubic feet, which expands to 35 cubic feet if you fold the rear seatbacks. As a sedan with a typical trunk, the cargo volume could be as little as 12 cubic feet in the same size car.

2018 Audi S5 Sportback

With a 252-hp turbocharged 2.0-liter four-cylinder engine connected to a seven-speed dual-clutch automatic transmission and all-wheel drive, the A5 should provide plenty of driving thrills for almost any motorist. It has a starting price of $43,575.

If that’s not a fit, any enthusiast can plunk down an additional $11,800 for the tested S5 Sportback 3.0 quattro Tiptronic. Yes, that’s its official title. As indicated, it comes with a turbocharged 3.0-liter V6 engine that makes 354 hp and 369 lb-ft of torque, transferred to all four wheels through an eight-speed Tiptronic automatic transmission with manual-shifting paddles.

The tested S5’s price started at $55,375 and, with options, ended up at $63,975. For that, you get a midsize rocket that will surge from rest to 60 mph in 4.3 seconds with a governed top speed of 155 mph, according to Audi — and there’s no reason to question the claim.

2018 Audi S5 Sportback

The S5 comes with five drive modes that can be selected with the touch of a button: Efficiency, Comfort, Dynamic, Auto and Individual. They customize engine, transmission, steering and suspension settings to suit the driver’s mood and conditions. For example, Efficiency enhances fuel economy during sedate cruising while Dynamic is the choice for fast driving on curving mountain roads.

Though the tester came with $8,600 worth of options, they did not include the $1,800 Audi driver assistance package, which covers such items as adaptive cruise control, lane-keeping assist and automatic headlight high beams. It did have pre-collision sensing and other safety equipment.

There’s a seatbelt for a third passenger in back, but the seat is hard and compromised by a huge floor hump and center console.

The S5 has one of those oddball shifters that require a push on a button for “park.” If you push the shifter forward it lands in reverse. Happily, it automatically goes into “park” when you shut off the engine.

2018 Audi S5 Sportback

Specifications

  • Model: 2018 Audi S5 Sportback 3.0 quattro Tiptronic four-door hatchback sedan.
  • Engine: 3.0-liter V6, turbocharged; 354 hp, 369 lb-ft torque.
  • Transmission: Eight-speed automatic with manual-shift mode and all-wheel drive.
  • Overall length: 15 feet 7 inches.
  • EPA passenger/cargo volume: 93/22 cubic feet.
  • Weight: 4,015 pounds.
  • EPA city/highway/combined fuel consumption: 21/30/24 mpg.
  • Base price, including destination charge: $55,375.
  • Price as tested: $63,975.

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

2018 Audi S5 Sportback

Photos (c) Audi

Advertisements

2018 BMW X2 xDrive28i: A DriveWays Review…

by Frank A. Aukofer

BMW, the Bavarian Motor Works of Germany, has been masterful at plugging holes in its high-performance luxury lineup, especially with crossover sport utility vehicles. Now, with the 2018 X2 xDrive28i, it’s even filling a small gap where there was no hole.

The company, somehow sensing that crossovers would be the next big thing, already marketed the X1, X3, X4, X5 and X6 crossover SUVs, plus higher-performance M versions of the X5 and X6. Most are built in the company’s plant in Spartanburg, SC, and exported around the world.

P90278977_highResNow it has slipped the X2 between the smallest X1 and compact X3. But unlike its garage mates, it is more of an amalgamation of a crossover and small hatchback or wagon.

Though built on the same front-wheel drive platform as the X1 and BMW’s Mini Countryman, it is shorter than the X1 with a lower roofline, giving it a sleeker, more sporting appearance while maintaining a crossover look.

For those who haven’t been paying attention, a crossover is an SUV built like a sedan with unit-body construction. A pure SUV, which doesn’t appear anywhere in the BMW lineup, is constructed like a pickup truck with a separate body and frame.

No BMW comes cheap, and the new X2 is no exception. Its performance and quality dictate a high price compared to other, similar vehicles. The tested X2, with xDrive — meaning all-wheel drive — came with a base price of $39,395 and, as tested with a load of expensive options, checked in at $50,920.

P90278987_highResOn the performance side, it is powered by a 228-hp turbocharged four-cylinder engine, mounted crosswise under the hood like most front-drive based vehicles. The engine makes 258 lb-ft of torque, sent to all four wheels through an eight-speed automatic transmission with a manual-shift mode controlled by steering-wheel mounted paddles.

The combination is enough to propel the X2 to 60 mph in 6.3 seconds with a top speed of 143 mph, according to the manufacturer’s specifications.

Given BMW’s heritage dating back to the remarkable 1600-2 in 1967, it’s no surprise that the X2 handles beautifully, responding rapidly to steering inputs, cornering with minimal body lean and tracking ruler-straight on the highway. The tradeoff is a harsh ride, especially on the increasingly pockmarked roads all over the country.

Some of the harsh ride likely could be traced to the hard run-flat tires, which eliminate the need for a spare. The X2 also was noisy, with engine and road sounds transmitted into the cabin.

P90278949_highResBut there’s a practical side as well. Passenger volume is 93 cubic feet, which means a couple of adults can sit comfortably in the back seat, though as usual any center-rear passenger gets dissed by a high, hard cushion and a big floor hump.

Augmenting the passenger pod is a cargo area of 22 cubic feet behind the rear seat, which expands to 50 cubic feet with the rear seatbacks folded. Total interior volume of 115 feet would place the X2 in the midsize class if it were a sedan.

The biggest items among the $11,525 worth of options were the $5,050 M SportX packages, which included an upgraded automatic transmission and sport suspension, panoramic sunroof, SXM satellite radio, power folding outside mirrors, garage-door opener, sport seats with lumbar support, 19-inch alloy wheels and M Sport exterior and interior trim pieces.

P90278955_highResAlso, the test car came with its most controversial feature: $550 “Galvanic Gold” metallic paint. Comments ranged from people who though it stood out beautifully to others who said it looked hideous. It reminded a few of early BMWs that came with orange paint jobs.

Other features included a power tailgate, LED cornering headlights and fog lights, automatic climate control, a Wi-Fi hotspot, wireless smart phone charging, Apple CarPlay and a high-zoot Harman Kardon audio system.

In today’s marketplace, it’s not difficult to find a crossover roughly the same size as the X2. With customers and manufacturers abandoning sedans, there are many good choices across the board, from small  vehicles like the Honda HR-V and Jeep Renegade to big, three-row crossovers like the Chevrolet Traverse and Audi Q7.

However, if you can afford it and your choice is a sports car in semi-crossover guise, the BMW X2 certainly is worth a test drive. The only drawback from an enthusiast’s point of view is that there is no manual shifter available.

P90278961_highResSpecifications

  • Model: 2018 BMW X2 xDrive28i four-door crossover sport utility vehicle.
  • Engine: 2.0-liter four-cylinder, turbocharged; 228 hp, 258 lb-ft torque.
  • Transmission: Eight-speed automatic with manual-shift mode and all-wheel drive.
  • Overall length: 14 feet 4 inches.
  • Height: Five feet (60.1 inches).
  • EPA passenger/cargo volume: 93/22 cubic feet. (50)
  • Weight: 3,685 pounds.
  • EPA city/highway/combined fuel consumption: 21/31/25 mpg.
  • Base price, including destination charge: $39,395.
  • Price as tested: $50,920.

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

P90278958_highResPhotos (c) BMW

2018 Bentley Bentayga: A DriveWays Review…

by Frank A. Aukofer

Wealthy people have plentiful options for relaxation: five-star hotels and spas, yacht cruises, pricey entertainment and fine-wine dining. Some also choose the 2018 Bentley Bentayga crossover SUV, among the most easy-going vehicles on the planet.

In the current pattern of the runaway popularity of these tall tailgate-equipped conveyances, the Bentayga represents the pinnacle of luxury and power, although its onetime garage-mate, Rolls-Royce, is ready with its new Cullinan and other manufacturers will follow. Among them: Ferrari, Aston Martin and Lamborghini.

Duo_Tone_002When it was introduced as a 2016 model, the Bentayga was touted by its maker as the fastest SUV available anywhere, with a zero-to-60 mph acceleration time of four seconds and a top speed of 187 mph.

All that continues with the 2018 version, which is powered by a 600-hp W12 engine that delivers 664 lb-ft of torque through an eight-speed automatic transmission to all four wheels.  A W12 has four banks of three cylinders each – in contrast to a V12, which has two banks of six cylinders.

Not that any of its customers cares, but the Bentayga avoids a gas guzzler tax in the U.S. Its EPA city/highway/combined fuel consumption works out to 12/19/15 mpg on premium fuel. Deactivation of six cylinders when cruising economizes somewhat.

Though Bentley once was allied with Rolls-Royce, both companies are now owned by German manufacturers. Bentley is part of the Volkswagen conglomerate, which also includes Audi and Lamborghini. Bavaria’s BMW owns Rolls-Royce and Mini.

Verdant_Bentayga_004The Bentayga’s body is built at a Volkswagen plant in Germany and  shipped to the sprawling Bentley works in Crewe, England, where it is assembled to customers’ tastes with old-world hand craftsmanship. Many Bentayga models are custom-built — or bespoke in United Kingdom-talk.

With a base price of $231,825 and a tested price of $258,910, the  Bentayga W12 obviously is not an everyman’s vehicle. But it is part of the growing public infatuation with crossover SUVs. For example, in 2017 Bentley sold 1,152 Bentayga crossovers in the United States, just 101 fewer than the combined sales of all the other Bentley vehicles — Mulsanne, Flying Spur and Continental.

To augment the lineup, the company has added a lower-priced Bentayga for 2019. Powered by a 4.0-liter V8 engine with 456 hp and 429 lb-ft of torque, it comes with a base price of $197,725. Both the V8 and the V12 engines were developed by Volkswagen, with the Bentayga the first to get the W12.

Sequin_Blue_017It’s hard not to feel a rush the first time you enter the Bentayga environment. Like other Bentley models, the surroundings ooze high quality materials and bespoke craftsmanship. You sit on the finest leather upholstery available, with front seats that have built-in selectable massage choices. Rear seat passengers have burr walnut-veneered fold-down picnic tables. Expert hand-stitching stands out everywhere you look.

The only slightly jarring note in the interior is the sun shield for the panoramic sunroof. Hewing to a current fad among luxury vehicles, it is made of a perforated, cheesecloth-like material that admits too much sunlight. Sun shields should be opaque, although it’s certain Bentley would substitute one at a customer’s request.

Another minor drawback is a smallish cargo area behind the second-row seat. Space is compromised by an inflatable temporary spare tire beneath the cargo floor.

Bentley Bentayga named SUV of the Year by Robb Report UK 07Though you have 600 hp murmuring under the hood, it almost seems superfluous. You’re not likely to floor the go pedal at stoplights to reach triple-digit speeds in seconds. No, the Bentayga’s forte is relaxed cruising in utter silence. Even tire-slap sounds on rough roads barely make it through to the passengers.

The competence continues for off-roading, suggested by the Bentayga name, which is a combination of Bentley and the Taiga, the world’s largest land community of compatible plants and animals that stretches through 10 countries in the northern hemisphere.

Bentley Bentayga-3There are eight driver-selectable settings of driving modes on and off the road, including a system that fine-tunes the front and rear anti-roll bars. Others adjust the engine, transmission and steering. For on-road handling, the all-wheel drive is biased toward the rear. Off-road? Who would bash a Bentayga through the backwoods?

Of course, the Bentayga comes with all modern safety and convenience equipment, active and passive. The tested Bentayga also had $27,085 worth of options that included Bentley-wing escutcheon puddle lamps that illuminate the pavement under all four doors at night.

Duo_Tone_006Specifications

  • Model: 2018 Bentley Bentayga W12 four-door crossover sport utility vehicle.
  • Engine: 6.0-liter W12, twin turbochargers; 600 hp, 664 lb-ft torque.
  • Transmission: Eight-speed automatic with manual-shift mode and all-wheel drive.
  • Overall length: 16 feet 10 inches.
  • Height: 5 feet 9 inches.
  • EPA passenger/cargo volume: 109/17 cubic feet.
  • Weight: 5,380 pounds.
  • EPA city/highway/combined fuel consumption: 12/19/15 mpg.
  • Base price, including destination charge: $231,825.
  • Price as tested: $258,910.

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

Bentley Bentayga

Photos (c) Bentley

 

2018 Ford EcoSport SES: A DriveWays Review…

by Frank A. Aukofer

If you happen to have a Madras skirt, shorts or a shirt, you can match it with the 2018 Ford EcoSport SES, which was made in the same place.

Madras clothing, as many older folks recall and a few younger ones have discovered, is made from lightweight summertime cotton with plaid or patterned designs. It is named for the mega-city on the Bay of Bengal in eastern India, which has been renamed Chennai.

Ford EcoSport

The EcoSport is actually an international vehicle, a small four-door crossover sport utility vehicle. Though the version sent to the U.S. comes from Chennai, the EcoSport also is manufactured Romania, Russia, China, Thailand and Brazil.

That’s why it looks odd to American eyes: tall, sort of squished front to back and with a side-opening fifth door instead of the more familiar tailgate. A plus: it opens correctly for right-hand drive countries, hinged at the left and opening from curbside on the right. Other small crossovers with side-opening doors, like early Honda CR-Vs, opened the opposite, requiring loaders to stand out in traffic.

Ford EcoSport

The EcoSport is part of a proliferation of mini-sized crossovers that includes the Kia Soul, Hyundai Kona, Honda HR-V, Chevrolet Trax, Toyota CH-R, Nissan Kicks and Mazda CX-3.

At just 13 feet 5 inches long, it is shorter than other small crossovers and even some hatchbacks like the Toyota Corolla and Hyundai Elantra. It is just a few inches longer than BMW’s all-electric i3. Still, it manages 91 cubic feet of space for passengers and 21 cubic feet for cargo, which is equivalent to a midsize sedan.

However, on the EcoSport space is not allocated well. There’s plenty of room and comfort up front, but the second row comes up short on knee room, which would force the driver and front passenger to move their seats forward simply to accommodate those in back.

Ford EcoSport

Once you divvy up the space, rear-seat passengers get generous headroom to go with the short knee room. Outboard passengers, as usual, fare the best while the unfortunate in the center position must contend with cramped foot space and an uncomfortable cushion.

The basic S version, with a $20,990 price tag, comes with a 123-hp, 1.0-liter three-cylinder engine that delivers 125 lb-ft of torque to the front wheels through a six-speed automatic transmission. It also is available with other trim levels but was not driven for this review, likely because it is more suited to the byways of Bangkok and Bengal than Milwaukee or Miami.

Instead, the tested EcoSport was the SES model with all-wheel drive. Its 2.0-liter four-cylinder engine makes a more Yankee-friendly 166 hp with 149 lb-ft of torque, also with a six-speed automatic transmission. On the SES, the automatic was enhanced by a manual-shift mode that included steering-wheel mounted paddle shifters.

ecosport-trunkThat combination transforms the Eco-Sport into an entertaining urban runabout of a size that can dodge traffic and park easily almost anywhere. The main downside is lackluster fuel economy — just 23/29/25 mpg on the EPA’s city/highway/combined cycles.

With a $27,735 price tag, the SES comes well-equipped with rear cross-traffic alert, navigation, blind-spot warning, pushbutton starting, motorized sunroof, automatic climate control, leather-trimmed cloth upholstery, heated front seats, the paddles for manual shifting and 17-inch alloy wheels.

More important from the driver’s standpoint is a stiffer suspension system for improved handling. The EcoSport SES handles curves without much lean and cruises steadily on freeways. Safety equipment does not include collision warning, automatic emergency braking or lane-departure mitigation.

Ford EcoSport

The tester’s price tag placed it at the top end of the mini crossover class. Comparably equipped competitors sell for less, though the new all-wheel drive Hyundai Kona Ultimate has a higher price tag of $29,775.

However, an all-wheel drive Honda HR-V has a sticker price of $24,660. The new Nissan Kicks checks in at $22,205 and the Toyota CH-R sells for $24,060. However, both the Kicks and CH-R have front-wheel drive.

Ford has announced that it will bail out of sedans, which means the demise of the subcompact Fiesta, compact Focus and midsize Fusion. It will concentrate on trucks, no surprise because its F-Series pickups have been best-sellers for four decades.

Because of the current buyer infatuation with SUVs and crossovers of all sizes, shapes and price classes, the EcoSport likely will continue to anchor the bottom of the Ford lineup, which includes the Escape, Edge, Explorer and Expedition.

Ford EcoSport

Specifications

  • Model: 2018 Ford EcoSport SES four-door crossover sport utility vehicle.
  • Engine: 2.0-liter four-cylinder; 166 hp, 149 lb-ft torque.
  • Transmission: Six-speed automatic with manual-shift mode and all-wheel drive.
  • Overall length:13 feet 5 inches.
  • Height: 5 feet 5 inches.
  • EPA passenger/cargo volume: 91/21 cubic feet.
  • Weight: 3,300 pounds.
  • EPA city/highway/combined fuel consumption: 23/25/29  mpg.
  • Base price, including destination charge: $27,735.
  • Price as tested: $27,735.

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

Ford EcoSport

Photos (c) Ford

2018 Volkswagen Golf R 2.0T: A DriveWays Review…

by Frank A. Aukofer

You could argue that the 2018 Volkswagen Golf R is superfluous, or at least a bit of overkill. It is the pinnacle of the Golf lineup, which also includes the best-selling GTI, for many years the darling of so-called “hot hatch” enthusiasts.

In full-blown Autobahn trim, the GTI comes with a sticker price of $37,020. The tested Golf R — the initial likely refers to “racing” but the preference here is to think of it as “randy” — jumps up to $40,635. With all-wheel drive, 292 hp and 280 lb-ft of torque from its 2.0-liter turbocharged four-cylinder engine, it eclipses the front-drive GTI’s 220 hp and 258 lb-ft of torque.

2018_Golf_R--7564So, it’s fair to say that Volkswagen’s Golf overall is more of a high-performance machine than a pedestrian runabout, though lower-priced and less powerful Golfs exhibit much of that famed “German feel” as well.

Sales statistics bear that out. Between them, the R and GTI outsell the economy-oriented Golf models. In 2017, for example, they accounted for 55,426 U.S. sales, compared to 13,552 for the other Golf versions.

In the first half of 2018, GTI sales totaled 9,189 and the standard Golf had 4,036. The R’s sales, likely reflecting its higher price, totaled 2,240.

2018_Golf_R--7566The tested Golf R — it comes only as a four-door hatchback — arrived with a six-speed manual gearbox. For an additional $1,100 you can order the seven-speed dual-clutch automatic transmission, which actually gets you up to speed quicker than the manual, computer controls being superior to the human right hand on the shifter and left foot punching the clutch pedal.

For 2018, there’s only one version, down from two, which now incorporates VW’s Dynamic Chassis Control as well as a navigation system. The DCC includes adaptive shock absorbers, which with precise steering helps deliver outstanding handling and a good ride for a hatchback that measures just 14 feet bumper to bumper.

So, while the Golf R easily handled bumps in the road, the manual shifter sustained bumps in the throws. This was the one disappointment in the entire R package. While it was easy to smoothly upshift at low rpm — much like expert European taxi drivers maximizing fuel economy — at other times the shift linkage felt clunky.

2018_Golf_R--7567Also new for 2018 are an idle stop-start system to enhance fuel economy, rated at 21/29/24 mpg on the EPA’s city/highway/combined cycle. Exterior touches are refreshed front and rear styling with LED headlights and taillights, as well as newly designed 19-inch alloy wheels. Inside, there’s a new eight-inch center touchscreen, up from 6.5 inches on the previous model.

Leather sport seats hold the torso snugly during spirited cornering on twisty roads while the driver looks through a flat-bottom steering wheel at the R’s Digital Cockpit, a 12.5-inch configurable information screen that displays different vehicle functions.

One annoyance is a display that reminds the driver when to upshift the manual gearbox, mainly to enhance fuel economy. Experienced drivers usually shift by feel and likely won’t look at it much anyway.

2017_Golf_R--5366The center touchscreen incorporates controls for the navigation system, SXM satellite and HD radio, and a JPEG viewer. A Bluetooth system can pair two smart phones simultaneously and the system has the capability to send and receive text messages. There are three USB ports.

Interior comfort is first rate, with supportive bolstering on the front seats. In back, the outboard seats have plenty of headroom and adequate knee room. The center-rear position is compromised by a big floor hump and a hard cushion. There’s 23 cubic feet for cargo.

A full suite of state-of-the art technology and safety equipment includes forward collision warning and braking with pedestrian detection, adaptive cruise control, lane keeping assist, blind-spot warning with rear traffic alert, park distance control front and rear, automatic headlight high beams and a rear-view camera.

2018_Golf_R--6684On the road, depending on how you drive, the Golf R’s personality is as soft as a velvet cushion or as raucous as a race car. Throttle response is quick, though sometimes there’s a slight lag. It’s a good idea to turn off the stop-start system to avoid hesitation off the line.

In a test drive of both the manual-transmission R and GTI at the Road America road racing course near Elkhart Lake, Wis., both Golfs showed capable racetrack manners. With an all-wheel drive system that can send up to 50 percent of the engine’s power to the rear wheels, the R felt more composed in the corners.

2018_Golf_R--7563Specifications

  • Model: 2018 Volkswagen R 2.0T four-door hatchback.
  • Engine: 2.0-liter four-cylinder, turbocharged; 292 hp, 280 lb-ft torque.
  • Transmission: Six-speed manual with all-wheel drive.
  • Overall length: 14 feet.
  • EPA passenger/cargo volume: 93/23 cubic feet.
  • Weight: 3,300 pounds.
  • EPA city/highway/combined fuel consumption: 21/29/24 mpg.
  • Base price, including destination charge: $40,635.
  • Price as tested: $40,635.

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

2018_Golf_R--6683Photos (c) Volkswagen

2018 Chrysler Pacifica Hybrid: A DriveWays Review…

by Frank A. Aukofer

For economical family transportation to some beach, it would be hard to choose better than the 2018 Chrysler Pacifica Limited Hybrid minivan.

How about fuel economy of 34 mpg going and coming in all traffic conditions? Chasing back and forth to supermarkets and shopping in the beach area without using any gasoline at all? That’s because this is a plug-in hybrid that can travel up to 33 miles on electric power alone.

2018 Chrysler Pacifica Hybrid with the Hybrid Special Appearance Package

So: Plug it into any 120-volt socket at the beach house and it will recharge the battery in about 12 hours, or overnight. If you have access to a 240-volt charger, the charging time is two hours.
If you locally travel less than 33 miles a day, you would hardly ever have to take Pacifica Hybrid to the service station to gas up. For that, the Pacifica’s engineers have included sensors that detect when gasoline in the tank is more than 90 days old, in which case the gasoline engine runs automatically to use up any possibly tainted fuel.

The EPA rates this Hybrid at 84 mpg equivalent on gasoline-electric operation, with an overall range of 566 miles. After the battery is depleted the gasoline engine starts seamlessly.

2018 Chrysler Pacifica Hybrid

Then there’s the convenience that you can convey seven people with 32 cubic feet left over for luggage, beach umbrellas, coolers, chairs and the like. If only four of you go, there’s 99 cubic feet of stash space behind the second row and, if just two, a whopping 141 cubic feet behind the front seats. You can practically bring your own bed and rocking chair.

The Pacifica Hybrid is an offshoot of the critically acclaimed Pacifica from the manufacturer that invented the minivan back in the mid-1980s. It used to be called the Town and Country but Chrysler resurrected the Pacifica name for the 2017 all-new model, which came in standard and hybrid versions.

The tested 2018 Limited Hybrid is essentially the same but with upgrades, including a premium Harman Kardon audio system, revised center console, auto-dimming rear-view mirror and universal garage-door opener.

2018 Chrysler Pacifica Hybrid

There wasn’t much to add because the Limited already was loaded with about every safety, convenience and comfort feature available on a modern automobile. That included Chrysler’s KeySense fob, which allows parents to set limits on top speed, radio channels and volume, and emergency thresholds for their younger drivers.

Other equipment, some standard and others optional: front collision mitigation; parallel and perpendicular parking assist; tri-zone automatic climate control; one-touch power side doors and tailgate; panoramic sunroof; adaptive cruise control; lane departure assist; blind-spot warning with rear cross-traffic alert; UConnect streaming connectivity and entertainment system; SXM satellite radio, and 360-degree surround-view camera.

One curious omission: Although the owner’s manual listed memory seats and radio in the index, none could be found in the text or the vehicle itself.

2018 Chrysler Pacifica Hybrid

About the only other feature not found in the Hybrid Pacifica is the gasoline model’s stow ’n’ go second-row seats, which fold into the floor to expand the cargo capacity. On the Hybrid, that space is taken up by the 350-lb battery.

To make up for the loss, the Hybrid comes with plush captain’s chairs that have more padding than the thin stow ’n’ go seats. But they must be physically wrestled out of the minivan if there’s a need to maximize the cargo area. Also, the Hybrid is not available as an eight-passenger minivan with a second-row bench seat.

The gasoline-electric system delivers a total of 260 hp, enough for a vehicle that weighs nearly 5,000 pounds. Because electric motors produce maximum torque instantly when the throttle is pressed, the Pacifica Hybrid has robust acceleration off the line.

The 2018 Chrysler Pacifica Hybrid features a 16-kWh lithium-ion battery pack (shown with cover on) that is stored under the second row floor.

Except for instrumentation needed to communicate what’s going on with the hybrid system, the new Pacifica Hybrid has all of the same features that made the 2017 original the new benchmark for minivans.

Among them: Hands-free power sliding side doors. Simply touch a button on the outside door handle and the door slides open. Touch it again and the door closes. No jerking of handles. The side doors are made of aluminum, also used in the hood and tailgate for reduced weight and better fuel economy.

Other minivan “firsts” included an electric parking brake, rotary shift knob (eliminates shift levers), 10-inch touch screens for second row passengers, and wireless connectivity for devices.

2018 Chrysler Pacifica Hybrid

Specifications

  • Model: 2018 Chrysler Pacifica Hybrid Limited four-door minivan.
  • Engine/motors: 3.6-liter gasoline V6 with dual transmission-mounted electric drive motors; total system 260 hp.
  • Transmission: Continuously variable gear-driven automatic.
  • Overall length: 17 feet.
  • EPA passenger/cargo volume: 165/32 cubic feet.
  • Weight: 4,987 pounds.
  • EPA fuel consumption: 84 mpg equivalent gasoline-electric; 32 gasoline only.
  • Range on electric only: 33 miles.
  • Base price, including destination charge: $45,590.
  • Price as tested: $48,580.

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

2018 Chrysler Pacifica Hybrid

Photos (c) FCA

2018 Mazda6 Signature: A DriveWays Review…

by Frank A. Aukofer

Some cars deliver instant gratification the first time you get behind the wheel. The 2018 Mazda6 Signature is such a machine.

Barely a quarter of a mile underway, you already experience the palpable feedback from well-weighted steering, quick turn-in, supple suspension system, responsive throttle and solid brakes.

Mazda6_38There are many midsize sedans, most aimed at providing family transportation and at least a measure of performance. From its inception in 2002, the Mazda6 has been viewed as a sports sedan, not unlike some of its more expensive road companions from Acura, Cadillac, Infiniti and Lexus.

Though it won’t turn heads because it doesn’t look much different from its predecessor, the re-engineered 6 exhibits the currently fashionable near-fastback style that resembles cars like the Kia Stinger and Audi A5.

Despite the sleek roofline, there’s plenty of headroom front and back, as well as outboard back seats that can accommodate six-foot-plus humans. Unfortunately, as in most cars, the center-rear passenger is shortchanged with a high, hard cushion and large floor hump.

New_Mazda6_08The headline news for 2018 is the addition of a new powerplant for the 6. It is a 2.5-liter turbocharged four-cylinder engine that was lifted from Mazda’s flagship CX-9 crossover sport utility vehicle. It runs on regular gasoline and makes 227 hp with 310 lb-ft of torque. Fill it with 93-octane premium and the horsepower jumps to 250.

Power makes its way to the front wheels via a six-speed automatic transmission that can be manually shifted with paddles on the steering wheel. Shifts are crisp and rapid up or down and the 6 Signature exhibited no front-drive torque steer, that dreaded jerk of the steering wheel when you punch the pedal while turning.

The transmission came with a switchable Sport mode that changed the shift mapping to keep the engine at higher rpms in each gear. That’s the one you want when you want to grab the advantage in stoplight sprints.

2018_Mazda6-7It was the setup in the tested top-of-the-line Signature model, which, given the equipment and features, came with a reasonable base price of $33,860, including the inescapable destination charge. With a few minor options, the bottom-line sticker came to $36,040, which is only a bit more than the average price of a new car these days.

There are five trim levels, starting with the Sport model, stickered at $22,480 with a six-speed manual gearbox. It is the only manual-transmission model, which will disappoint enthusiasts who would appreciate it on the 2.5-liter turbo versions. Though the manual was not tested for this review, if it’s anything like its predecessors it is a pleasure to manipulate.

The difference is that the base Sport and Touring versions come with Mazda’s 187-hp non-turbo 2.5-liter four-cylinder engine, which delivers 186 lb-ft of torque. City/highway/combined fuel consumption is rated by the EPA at 24/33/27 mpg for the manual and 26/35/29 for the automatic. The 2.5-liter turbo, which is designed for cylinder deactivation when cruising, gets 23/31/26 mpg.

Mazda6_28In addition to the tactile performance sensations in the cut and thrust of daily driving, the Mazda6 Signature delivers long-distance cruising comfort. The front seats, upholstered in perforated Nappa leather, with heat and cooling, coddle the lower back with welcome adjustable lumbar support, though the seatback bolsters are a bit truncated. Radar cruise control operates to a stop.

The Signature came with a full suite of safety equipment, including lane departure warning and lane-keeping assist, rear cross-traffic alert, a comprehensive head-up display with traffic-sign recognition, radar cruise control, blind-spot warning and a 360-degree rear camera.

It also came equipped with features one might expect on a luxury or near-luxury car, including dual-zone-climate control, Bose premium audio, navigation, motorized glass sunroof, eight-way power driver’s seat with two memory settings, six-way power front passenger seat, rain-sensing windshield wipers, heated outside mirrors, and pushbutton starting with keyless entry.

Mazda6_30There’s an eight-inch center screen that displays navigation and audio functions operated by a control knob on the console, right next to the volume button for the audio system. The control takes a bit of learning but can be operated without looking, though the driver must still look at the screen. No system is completely eyes-free.

Out back, there’s a well-shaped and finished trunk that can accommodate 15 cubic feet of cargo. The trunk lid has C-shaped hinges  fully isolated from the contents.

Bottom line: If you seek sport driving as well as midsize family accommodations, the Mazda6 is worth serious consideration.

Mazda6_9Specifications

  • Model: 2018 Mazda6 Signature four-door sedan.
  • Engine: 2.5-liter four-cylinder, turbocharged; 227 hp, 310 lb-ft torque.
  • Transmission: Six-speed automatic with manual-shift mode and front-wheel drive.
  • Overall length: 16 feet.
  • EPA passenger/trunk volume: 100/15 cubic feet.
  • Weight: 3,560 pounds.
  • EPA city/highway/combined fuel consumption: 23/31/26 mpg.
  • Base price, including destination charge: $33,860.
  • Price as tested: $36,040.

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

2018_Mazda6-2Photos (c) Mazda

2018 Nissan Kicks: A DriveWays Review…

by Frank A. Aukofer

If the 2018 Nissan Kicks landed a part in a western movie, bystanders likely would be moved to say, “Seems like a mighty fine ride.”

The Kicks is the latest in a proliferation of small crossover sport utility vehicles, though it is not accurate to call them subcompacts because their interior volume – the combination passenger and cargo space — nearly matches that of a midsize sedan.

2018 Nissan Kicks Blue

For the Kicks, it amounts to 119 cubic feet, with 94 cubes for passengers and 25 for cargo behind the back seat. Another cubic foot and the interior space would be in the federal government’s large car category.

It becomes apparent when you climb inside. The Kicks has ample head-, shoulder- and knee-room front and back. Even the center-rear passenger, who usually is dissed in most vehicles, gets almost as much room, with a nearly flat floor, as the outboard passengers, although he or she must sit on a raised, hard cushion.

Nissan regards the Kicks’s main competitors as the Kia Soul, Ford EcoSport and the all-new Hyundai Kona. But there are others, including the Honda HR-V, Mazda CX-3, Toyota C-HR and Chevrolet Trax.

2018 Nissan Kicks

Although some of these can be ordered with either front-wheel drive or all-wheel drive, the Kicks — like the Toyota C-HR — comes only with front-drive. It also betrays its economy orientation with disc brakes on the front wheels and drum brakes on the rear wheels. But they are effective given the Kicks’s light weight.

It’s an endearing package for young couples or singles with limited budgets. Nissan says the styling was inspired by a concept car that made its debut in Brazil. Five youth-oriented two-tone paint combinations are available.

There are four trim levels, starting with the base S model and moving up to the SV, SR and the tested SR Premium, which is the top of the line. Prices start at $18,965 for the S, $20,665 for the SV and $21,265 for the SR. The SR Premium adds $1,000 for a total of $22,265.

2018 Nissan Kicks

Standard equipment on all versions includes automatic emergency braking, cruise control, hill-start assist, power windows, hands-free telephone system, Bluetooth connectivity, pushbutton starting, keyless locking, automatic headlights and roof rails.

Features on upper level models include Apple CarPlay, blind-spot warning, rear cross-traffic alert, alloy wheels, SXM satellite radio, heated outside mirrors, LED low-beam headlights, around-view camera and remote starting.

The tested SR Premium had all of that plus an upscale Bose audio system with eight speakers, a security system and heated cloth front seats with faux leather trim. The seats, using Nissan’s “zero gravity” design, were particularly luxurious with superb support and comfort.

B-Roll video: 2018 Nissan Kicks

At just an inch more than 14 feet long, five feet two inches tall and weighing just 2,672 pounds, the Kicks is quick, maneuverable and economical in urban traffic, as well as on desolate freeways and curving mountain roads. It cruises quietly at freeway-plus speeds, delivers an acceptable ride on rough surfaces and holds a straight line without frequent steering corrections.

Though its 1.6-liter four-cylinder engine has but 125 hp and 115 lb-ft of torque, the light weight combined with a vigorous continuously variable automatic transmission (CVT) delivers instant throttle response, making it feel faster than it is. Some critics bash CVTs for their lack of shift points, as well as sounds and a feel that the transmission is slipping.

2018 Nissan Kicks

That’s not the case here. Of all the manufacturers, Nissan likely has the most experience with CVTs and it shows. Unless you are overly sensitive or picky, you won’t even notice anything unusual. Mash the throttle or feather-foot it, the Kicks easily moves off.

City/highway/combined fuel economy on the SR Premium is rated by the EPA at 31/36/33 mpg.

The cargo area behind the second-row seats is well-designed and roomy. Space more than doubles from 25 to 53 cubic feet when the rear seatbacks are folded. However, though they fold flat they are a step above the cargo floor. There’s an overhead privacy cover and a temporary spare tire resides under the cargo floor. Moreover, the tailgate rises high enough for a six-foot-tall person to load or unload without ducking.

Though the Nissan folks say that the Kicks is not a replacement for its quirky Juke, the Juke itself is going away from the U.S. market. Its Kicks replacement amounts to a more than worthy replacement and entry in the increasingly competitive small crossover class.

2018 Nissan Kicks

Specifications

  • Model: 2018 Nissan Kicks SR Premium four-door crossover sport utility vehicle.
  • Engine: 1.6-liter four-cylinder, 125 hp, 115 lb-ft torque.
  • Transmission: Continuously variable automatic with front-wheel drive.
  • Overall length: 14 feet 1 inch.
  • EPA passenger/cargo volume: 94/25 cubic feet. (53)
  • Weight: 2,672 pounds.
  • EPA city/highway/combined fuel consumption: 31/36/33 mpg.
  • Base price, including destination charge: $21,265.
  • Price as tested: $22,025.

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

2018 Nissan Kicks

Photos (c) Nissan

2018 Mitsubishi Eclipse Cross SE: A DriveWays Review…

by Frank A. Aukofer

Q: When is an Eclipse not an Eclipse? A: When it’s a 2018 Mitsubishi Eclipse Cross.

Okay. It has nothing to do with the eclipse of the sun that plunged parts of the United States into total darkness on Aug. 21, 2017.

Nope. It’s about an all-new crossover sport utility vehicle from  Mitsubishi of Japan that reprises a name from the past but on a completely different vehicle.

2018 Eclipse Cross

The original Eclipse was a sports coupe and convertible marketed in four different versions over 22 years from 1990 to 2012. For some of that time, Mitsubishi had a relationship with Chrysler, and the Eclipse also was rebadged as the Eagle Talon and Plymouth Laser.
Resurrecting the Eclipse name injects a dose of familiarity into a new vehicle that aims to take advantage of the stampede of buyers to crossovers — at the expense of traditional sedans and station wagons.

Some crossovers are little more than jacked-up hatchbacks with a bit of extra ground clearance and, in most cases, optional all-wheel drive. That’s not the case with the Eclipse Cross, which was designed from the get-go as a crossover with front- or all-wheel drive.

2018 Eclipse Cross

It is slightly smaller than popular compact crossovers like the Honda CR-V, Toyota RAV4 and Ford Escape, competing more directly against the likes of the Mazda CX-3, Buick Encore, Subaru Crosstrek, Kia Niro, Nissan Rogue Sport and Hyundai Kona.

As such, it is an affordable vehicle for singles, couples and small families who seek low-cost wheels with decent cargo space. It also is a tidy package for parking and negotiating urban traffic.

The Eclipse Cross is 14 feet 5 inches long with 95 cubic feet of space for passengers and 23 cubic feet for cargo behind the second-row seats. It has edgy styling, especially when viewed from the rear, which dictates a split tailgate window.

Though that restricts rear vision somewhat, the designers made up for it by installing rear headrests that slide up for passengers and down for a better view behind. The rear seats can be adjusted fore and aft to divvy space between passengers and cargo, and the backs fold nearly flat to expand the cargo area. The cargo floor, which is a tad high, hides a full-size temporary spare wheel and tire.

2018 Eclipse Cross

There are five trim levels, ranging from the front-drive ES at $24,900 to the SEL Touring at $31,390. The base price of the tested SE model with Mitsubishi’s S-AWC electronically controlled all-wheel drive  was $27,390. (The S-AWC, which stands for Super All-Wheel Control, has driver selectable adjustments for snow, gravel and automatic operation). With a few minor options, the tested price came to $27,715.

Power comes from a 1.5-liter turbocharged four-cylinder engine that delivers 152 hp and 184 lb-ft of torque. The transmission is a continuously variable automatic (CVT) with a manual-shift mode.

With such a small engine, expectations were not high. But the combination delivers a strong and sprightly surge off the line, making the Eclipse Cross feel faster than it actually is. Though many critics deride CVTs for a sensation that the transmission is slipping, this one has very little of that. The small crossover cruises happily at freeway-plus speeds, though city/highway/combined fuel economy is just 25/26/25 mpg — likely because the little engine has to work hard.

2018 Eclipse Cross

Inside, comfort is first rate. The SE model came with heated and  luxurious cloth seats that were relaxing and supportive, with prominent seatback bolsters to coddle the torso. Seat adjustments were manual but allowed fine tuning. Outboard seats in back are similarly accommodating and even the center-rear position, though less comfortable, is at least usable.

Equipment included blind-spot warning, lane departure assist and rear cross-traffic alert; heated and automatic folding outside mirrors;  dual-zone automatic climate control; pushbutton starting, electric parking brake, rain-sensing windshield wipers; Apple CarPlay and Android Auto; fog lights, and HD and SXM satellite radio.

The center touchscreen controls were not intuitive and required close attention to operate, so would be distracting to a driver trying to make adjustments while underway. Better to get things set up before moving off. Though there were remote audio buttons on the steering wheel, there was no volume control knob.

Despite its minor faults and Mitsubishi’s relatively low profile in the U.S., the new Eclipse Cross deserves a look for anyone seeking an entertaining and inexpensive crossover.

2018 Eclipse Cross

Specifications

  • Model: 2018 Mitsubishi Eclipse Cross SE four-door crossover sport utility vehicle.
  • Engine: 1.5-liter four-cylinder, turbocharged, 152 hp, 184 lb-ft torque.
  • Transmission: Continuously variable automatic with manual-shift mode and all-wheel drive.
  • Overall length: 14 feet 5 inches.
  • Height: 5 feet 6 inches.
  • EPA passenger/cargo volume: 95/23 cubic feet.
  • Weight: 3,550 pounds.
  • EPA city/highway/combined fuel consumption: 25/26/25 mpg.
  • Base price, including destination charge: $27,390.
  • Price as tested: $27,715.

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

2018 Eclipse Cross

Photos (c) Mitsubishi.

 

Blog at WordPress.com.

Up ↑