Gull Magus.com by Thomas Swift

MOTOR M ORRTREND REND JANUARY 2018

CAR SUV TRUCK PERSON ●

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OF THE YEAR R

MOTORTREND

CAR SUV TRUCK PERSON ●

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OF THE YEAR

POWER LIST

2018

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January 2018

EST. 1949 VOL. 70, NO. 1

Cover Photos FPI Studios

40 42 46 68 78 84

INTRODUCTION SUV OF THE YEAR CONTENDERS FINALISTS WINNER FINALIST CHARTS

88 92 94 100

TRUCK OF THE YEAR FINALISTS WINNER FINALIST CHARTS

104 POWER LIST 114 PERSON OF THE YEAR 120 124 142 152 158

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CAR OF THE YEAR CONTENDERS FINALISTS WINNER FINALIST CHARTS

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HOW WE DID IT Vehicles tested: 90 Total miles of testing/evaluation: 3,498 Miles looped at Honda Proving Ground 1,170 Miles looped at Hyundai-Kia Proving Ground 1,046 Miles climbed at Davis Dam grade: 113 Miles traveled in 1/4-mile runs: 90 Miles traveled in figure eight: 162 0–60 runs: 360 60–0 stops: 360 Pounds towed in 1/4-mile test: 60,300 Pounds towed over Davis Dam grade: 31,480 Lugs checked: 1,812 Tire pressures checked: 362 … and we’re just getting started.

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MOTOR TREND (ISSN 0027-2094) January 2018, Vol. 70, No. 1. Published monthly by TEN: The Enthusiast Network, LLC, 261 Madison Ave., 6th Floor, New York, NY 100162303. Copyright© 2017 by TEN: The Enthusiast Network Magazines, LLC; All rights reserved. Periodicals Postage Paid at New York, NY, and at additional mailing offices. SUBSCRIPTIONS: U.S. and U.S. Possessions $18 for 12 issues. Canada $30 per year and international orders $42 per year (including surface mail postage). Payment in advance, U.S. funds only. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: send address corrections to: MOTOR TREND, P.O. Box 420235, Palm Coast, FL 32142-0235.

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Contents

MOTOR TREND OnDEMAND IS NOW LIVE! FOR MORE THAN 1,000 HOURS OF ORIGINAL AUTOMOTIVE programming, live motorsports, and an extensive historical archive, head to www.motortrendondemand.com.

WORLD EXCLUSIVE

DEPARTMENTS 16 LOHDOWN Car of the Yearbook: Awards given, challenges accepted 20 TREND INTAKE This month’s hot metal WE SAY Words from our editors 28 REFERENCE MARK Hail the Underdogs 34 TECHNOLOGUE Patient Zero: Assessing the first case in a predicted autonomy epidemic 36 THEY SAY INTERVIEW Chris Bangle, Designer, Chris Bangle Associates SRL 38 YOUR SAY Our readers talk back 171 THE BIG PICTURE Electric Warriors: Benz and BMW take on the future

171

THE GANG’S ALL HERE Our Car of the Year testing included a thorough evaluation of the Tesla Model 3.

MOTOR TREND

ARRIVALS Mazda CX-9 AWD (Touring) UPDATES BMW 530i, Hyundai Tucson Limited AWD, Jaguar F-Pace 35t R Sport, Jeep Renegade Sport 4x4 VERDICT Chevrolet Colorado Z71 4x4 Duramax

162

THAT BOSS WON’T PAY FOR ITSELF. Switch to GEICO and save money for the things you love. Maybe it’s maintaining that vintage classic you own. Or the lease on the new one. Cars are what you love – and they don’t come cheap. So switch to GEICO, because you could save 15% or more on car insurance. And that would help make the things you love that much easier to get.

Auto • Home • Rent • Cycle • Boat geico.com | 1-800-947-AUTO (2886) | local office Some discounts, coverages, payment plans and features are not available in all states or all GEICO companies. Homeowners and renters coverages are written through non-affiliated insurance companies and are secured through the GEICO Insurance Agency, Inc. Boat and PWC coverages are underwritten by GEICO Marine Insurance Company. Motorcycle and ATV coverages are underwritten by GEICO Indemnity Company. GEICO is a registered service mark of Government Employees Insurance Company, Washington, D.C. 20076; a Berkshire Hathaway Inc. subsidiary. © 2017 GEICO

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Art

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CAR OF THE YEARBOOK AWARDS GIVEN, CHALLENGES ACCEPTED From the very beginning, the Car of the Year award has always been a unique time capsule for Motor Trend. In only our third issue, we had the gumption to select the 1949 Cadillac as Car of the Year over rivals from Ford and Oldsmobile. The arguments focused almost exclusively on the advancements made in Cadillac’s all-new V-8 engine (overhead valves, shorter stroke, and lighter, more compact design) and were supported by technical drawings of crankshaft and piston assemblies along with graphs plotting the “trends in design characteristic of Cadillac engines” from 1916 to three years into the future (1952). What was trending for Cadillac in ’49? A steady rise in horsepower per cubic inch and lockstep declines in stroke versus bore ratio and pounds per horsepower. From humble beginnings in that November 1949 issue, Car of the Year has evolved into a triumvirate of vehicular awards and an annual gut-busting rite of passage for the staff. The pages that follow are a concise distillation of the 10-week Of The Year season and contain the boldest, most forward-looking statements we make as a team—declarations we hope will resonate for the decades to come. In choosing only one Car, Truck, and SUV of the Year, we not only put each winning manufacturer on a pedestal, but we also put our process and judgment up for close examination. Ranking the men and women who drive the automotive industry forward requires a similar force of effort. We survey the landscape and cull from the thousands of movers and shakers a list of the 50 highest performers. Our scalpel? Merely the question: “What have you done lately?” The leader whose results speak for themselves sits atop this power list as our Person of the Year. Three years ago, we decided to make the January issue a special edition focused on all four Of The Year awards. It has become our yearbook, and for 2018 we log the beginning of another chapter— a joint venture between our parent company, The Enthusiast Network, and Discovery Communications. The new entity involves storied brands you already know, our brothers-in-arms at Hot Rod, Automobile, Truckin’, and Super Street, among many others, and the Velocity channel and its stable of familiar entertainment properties, including Wheeler Dealers, Bitchin’ Rides, and Garage Squad. As you’ve known for years, Motor Trend is more than just a magazine, website, YouTube channel, and Facebook page. We’ve been investing in online video for more than a dozen years, and the fruits of that labor are the shows you already know and love—such as Ignition, Head 2 Head, Dirt Every Day, and Roadkill. By combining forces with Discovery Communications and Velocity, we are poised to take a giant leap in the evolution of automotive entertainment in a space we’ve carved out called MotorTrendOnDemand.com. I’ll spare you the bigger, better, faster superlatives—there is plenty of that in the pages to come—but just know that although big changes are on the way, the Motor Trend mission remains the same: Deliver the highest-quality, most accurate, most informative, and most compelling automotive content on the planet. Heartfelt congratulations to our 2018 Of The Year winners, and thanks to you for your continued support. n 16 MOTORTREND.COM / JANUARY 2018

What’s On Demand This Month? NOV. 24

NOV. 27 NOV. 29 DEC. 1 DEC. 4 DEC. 5 DEC. 6 DEC. 7 DEC. 8 DEC. 9 DEC. 11 DEC. 12 DEC. 13 DEC. 14 DEC. 15 DEC. 19 DEC. 20 DEC. 21 DEC. 22

DEC. 26 DEC. 27 DEC. 28

LIVE! Virgin Australia Supercars, Newcastle 500 Auto Mundial Motorsport Mundial ROADKILL, Ep. 72 Trans Am Racing Series, Circuit of the Americas LIVE! MOTOR TREND AWARDS (Los Angeles) FIM Freestyle MX World Championship (Shenzhen, China) Auto Mundial Motorsport Mundial Porsche Carrera Cup Australia (Gold Coast) ENGINE MASTERS, Ep. 29 Mobil 1 The Grid SKUSA SuperNationals, Las Vegas FIM Freestyle MX World Championship (Sofia, Bulgaria) GP Confidential, Post Abu Dhabi + Post Season MODIFIED, Ep. 7 PUT UP OR SHUT UP, Ep. 7 Auto Mundial Motorsport Mundial LIVE! Intercontinental Challenge Series (Sepang) Real Road Racing, Macau Grand Prix Ultimate Adventure Week SKUSA SuperNationals (Las Vegas) Ultimate Adventure Week HEAD 2 HEAD, Ep. 97 Ultimate Adventure Week ROADKILL GARAGE, Ep. 25 Ultimate Adventure Week Ultimate Adventure Week DIRT EVERY DAY, Ep. 72 SKUSA SuperNationals (Las Vegas) FIM Freestyle MX World Championship (Oberhausen, Germany) GP Confidential, Post Season HOT ROD GARAGE, Ep. 60 Auto Mundial FIM Freestyle MX World Championship (Wenzhou, China) Motorsport Mundial ROADKILL, Ep. 73 Tuner Battle Week Tuner Battle Week Tuner Battle Week

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SCHEDULE KEY RACING ORIGINAL PROGRAMS The program information provided is subject to change.

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SPECIAL THANKS We have 11 staffers who attended Best Driver’s Car and all of the Of The Year programs this year: Alisa Priddle, Brian Vance, Chris Walton, Christian Seabaugh, Cory Lutz, Darren Martin, Erick Ayapana, Jade Nelson, Kim Reynolds, Mark Rechtin, and Robin Trajano.

NEWS / OPINION / GOSSIP / STUFF

TREND1.18 WE SAY P26

INTAKE P20

WORDS FROM OUR EDITORS

THIS MONTH’S HOT METAL

THEY SAY P36 INTERVIEW CHRIS BANGLE DESIGNER

Tesla Model 3 Long Range WE GET THE FIRST INSTRUMENTED TEST OF THE ELECTRIC CAR THAT COULD CHANGE THE WORLD Tesla’s product unveilings are notoriously wild nights. If you’re with the press, you’re outnumbered by a rooting section of invited owners who show up psyched, chic, and ready to party. Hors d'oeuvres waft by every 15 seconds. A rock beat pounds away, the lighting in nightclub mode. When Elon Musk finally takes the mic 90 minutes late, his halting improvisation only adds to the edginess. But he’s preaching to the faithful, and they don’t care if he’s polished or not. In the case of the Model 3, Tesla engaged in a moment of stagecraft genius: a realtime reservation counter appeared on the screen behind the three cars rotating

on their turntables. In the hall, the press watched as the number rocketed. People were lining up at Tesla stores to place reservations; the Tesla website was bogging down. The number passed 100,000, then 200,000. By the next morning, it was the talk among complete strangers in Starbucks lines that some new car had gotten 400,000 orders in one night. Suddenly, the Model 3 was a celebrity on wheels, injected into the middle of the general public’s consciousness. It’s now 19 months later. The scene: The arid Hyundai-Kia Proving Ground. There’s no rock soundtrack; the only lighting is the orange ball of blazing sun overhead. The test team of road test editor Chris

WORLD EXCLUSIVE

The Model 3 is a celebrity on wheels, injected into the middle of the general public’s consciousness.

BIG SCREEN Perhaps the Model 3’s most controversial feature is its 15-inch display, which concentrates almost all your interactions into multitouch interaction. Where’s the speedometer? A digital display on the screen’s upper left corner.

20 MOTORTREND.COM / JANUARY 2018

TEST TEAM HOMEWORK Before conducting instrumented tests, we unofficially document the Tesla’s details and environmental conditions. For official numbers, see pages 150 and 159.

YOUR SAY P38 READERS TALK BACK

Walton, associate road test editor Erick Ayapana, and me is eying this jackpot of a car with anticipation and wariness. Without its surrounding hurricane of hyperbole, our very-early-build production Tesla appears oddly alone without its rooting-section entourage. There’s just it, us,

our instruments, and these asphalt surfaces. Walton goes first, knowing that his best run will happen with the motor cool and the battery nudging 100 percent charge. There’s no Ludicrous launch mode here—just oldfashioned stamp-the-pedalas-hard-as-you-can. Chris

double-checks that the Vbox and the laptop are recording and secured. He collects his thoughts, looks ahead, and kicks the floor. Pressed to the road by its tail-heavy (48/52) weight distribution, the Tesla surfs away on a steep, 307-lb-ft wave of torque. A 0–60 time of 4.8 seconds pops on the screen, then the

acceleration rate slightly fades as aerodynamics reel back against the motor’s 271 hp. Walton flashes past the quarter mile: 13.4 seconds and 104.9 mph. “The torque is certainly impressive,” Chris says, “but I wonder if its acceleration seems exaggerated by the absence of engine noise to distract you from it.”

LEARNING CURVE The staff gets a tutorial on the Model 3’s software workings. Note how the display is free-standing of low dash design.

How do these numbers compare? Better than expected. The single-motor Tesla Model S 60 (which was upgraded to a 75-kW-hr battery via an OTA update, the same size as in this Model 3) runs a 0–60 in 5.0, twotenths slower (which carries over to its quarter of 13.6 seconds at 103.5 mph). On the cooling laps between his acceleration assaults, Chris inserts emergency brake stops—his best in the Model 3, at 119 feet, is essentially identical to the 121 for the Model S, which is 532 pounds heavier and stands on rubber 0.4 inch wider. For my figure-eight test, I fit a different set of Vbox data loggers, slide the seat back for my 6-foot-1 frame, and whir toward the first corner. Nine

times out of 10, this first brake application and steering cut tells me most of what I need to know; up ahead are loopy black tire marks where a few notable sport sedans have already half-spun. As the arc of orange cones appears on the right, I stiffen my ankle into the brake pedal. The 3’s nose barely sinks, and I’m gauging my stopping rate to within a foot or two. Very precise braking. The car’s low battery location and firm springing give it a go-kart quality, and it quickly points right with a fraction of the expected body roll. On most laps it relaxes into a mild understeer, 0.87g cornering stance. But a few times I chuck it in and use its 3,902 pounds to rotate into brief drifts. Its lap is a crisp 25.7 seconds. This is a very digital car to drive: Brake, dial in one single steering angle, wait for the corner to end, and tidily accelerate. Most sedans are a conga line of steering corrections and throttle stabs. Of the other cars on hand, only the Porsche 718 Cayman and

Boxster and the Honda Civic Type R, drive this precisely. Each night after sunset photography wraps, we tether the Tesla to a lonely Supercharger in a Mojave, California, parking lot. As the clock moves toward midnight and the 75-kW-hr battery closes in on 100 percent charge, there’s time to think. Where does the Model 3’s performance fall in the automotive landscape? The iconic BMW 330i—everybody’s favorite yardstick (and about 2 inches shorter, 1.5 inches narrower, and 0.5 inch lower)—is similarly priced to this full-boat, glass-roof, every-feature Model 3 Long Range (after deducting its tax incentives). The Tesla outperforms the Bimmer in almost every metric: 0.7 second quicker to 60, a 4-foot-shorter stopping distance, and a 0.4-secondquicker figure-eight lap. The Model 3’s lateral grip is only 0.1 g behind despite hauling 365 extra pounds sideways. And although our real-world 103.7 combined mpg-e from Emissions Analytics (89.7/128.2 city/highway) lags behind the EPA’s official 126 overall, the Tesla still eats its energy at only a quarter of the BMW’s pace. Did I say energy? You haven’t lived until you’ve carried a bag of the fish

MIKE CONNOR

MT CONFIDENTIAL There’s not much love lost between Germany’s automakers and Silicon Valley’s techies, with one senior German auto industry exec describing his Californian counterparts as “arrogant.” It seems the Germans were initially keen to work with Silicon Valley on autonomous driving technologies, but their advances were rebuffed. “They thought they could do better than us,” our source said. As a result, Daimler, BMW, and VW Group subsequently came together and in 2015 spent $3 billion buying digital-mapping company Here, formerly a subsidiary of Nokia. Last year the three poured $767 million into R&D at the company. Why? Because high-level autonomous driving capability depends on highly accurate digital maps. The Germans made the move, our source says, “before Apple could get it and hold the car industry hostage.” The long-awaited Lamborghini Urus will be joined within in a year by another Lamborghini crossover, says the Sant’Agata Bolognese rumor mill. Implausible as it sounds, this will be a jacked-up version of the Huracán, with long-travel, height-adjustable suspension, all-wheel drive, four-wheel steering, and the usual assortment of off-roadstyle skidplates and fender flares. Kind of like a Lancia Stratos SUV, then. Only faster. And louder.

special back from Primo Burgers—and dined in a Model 3—because there are only to-go orders after 10 p.m. Horseradish sauce and vinegar dipping cups balance very nicely on the center armrest, by the way. Not exactly the hors d'oeuvre trays at a Tesla introduction. But the horseradish is OK, and Brubeck is playing on the car’s internet radio. It’s not bad company. Kim Reynolds 22 MOTORTREND.COM / JANUARY 2018

IN YOUR CAR

NEWS / OPINION / GOSSIP

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PRICE: $2.50 We’d forgotten about this one. Back in the ’80s, Porsche built special versions of the 911’s 3.2-liter flat-six for aviation usage. We flew a Porschepowered Cessna across the Golden State to test the engine. It turns out it was a drastic improvement on aviation engines of the day.

PRICE: $4.99 Just like this issue, Car of the Year took top billing back in 2008. The cover showed off the Honda Accord, Chevrolet Malibu, and Cadillac CTS. All three were built in America, but it was the secondgeneration CTS that took the Calipers.

1.18 TREND

Intake EXCLUSIVE FIRST LOOK

Mazda Vision Coupe and Kai Concepts Two years ago, Mazda stole the Tokyo auto show with the RX-Vision concept, and Japan’s lithest automaker is back for a repeat with the stunning Vision Coupe and Kai concepts. The Vision Coupe is sure to draw the most attention; it’s a classically proportioned four-door coupe concept Mazda says is a statement on the future of its Kodo design language. Much of the look is inspired by the RX-Vision, including the long hood, reardrive dash-to-axle ratio, fastback roofline, deconstructed grille, and small, round taillights. Mazda says a “less is more” philosophy drove the design, leading sculptors to emphasize curves and minimize hard lines. Particularly striking features include the low hood, quad exhaust, allglass roof, and restrained use of polished metal accents. Mazda has given no indication as to what powers the Vision Coupe, what platform it might ride on if it were produced, or whether either even exists. Based on early teases of a concept inspired by the RX-Vision, many enthusiasts hoped for an RX-9 concept or production car or something rotary-powered. Rather, the Vision Coupe suggests either a radical redesign of the Mazda6 sedan or a larger, more premium sedan in the vein of the old Millenia.

Mazda’s future cars will be more “elegant” and premium, if not a bit Italian in style. The Kai concept makes far more than a suggestion. Built on Mazda’s next-gen Skyactiv vehicle architecture, the Kai is powered by the Skyactiv-X Spark Controlled Compression Ignition (SpCCI) engine. Destined for production in the near future, this engine is able to operate like either like a traditional gasoline engine or as a diesel, as the driver’s needs change— which Mazda says improves efficiency 20 to 30 percent and torque 10 to 30 percent while improving responsiveness.

Ostensibly a design concept, the Kai is a preview of the next Mazda3 hatchback. The Kai is 1.6 inches shorter in length, 3.2 inches shorter in height, and 2.3 inches wider than the current Mazda3, and it rides on a wheelbase stretched 2.0 inches—entailing a moresquat look with the wheels pushed farther to the corners. The new platform is said to improve both the driver’s comfort and connection to the car, delivering a jinba-ittai experience—or “horse and rider as one.” The Kai eschews hard lines for graceful curves and minimal accent pieces. Inside,

Mazda has tried to emphasize both open space and a focus on the driver. There’s a strong hint of the Alfa Romeo Giulietta hatchback, no bad thing. Mazda says its intent was to design the ideal hatchback. Shrink the wheels, add real door mirrors and handles, make space for license plates, and make the dashboard more practical, and you’re looking at the next Mazda3. We expect to see a production car make its debut within the next year and a late 2018 or early 2019 on-sale date as a 2019 model. Scott Evans

JANUARY 2018 / MOTORTREND.COM 25

NEWS / OPINION / GOSSIP / STUFF

@markrechtin

Mark Rechtin REFERENCE MARK

Hail the Underdogs I’ve always had a place in my heart for the downtrodden. I attended Northwestern University back when the football team was so awful that defeating equally cruddy Illinois was cause for tearing down the goalposts and for the campus radio to play Tom Petty’s “Even the Losers.” I’m also a fan of the Cubs baseball and Tottenham soccer clubs—organizations with well-worn records in futility. But rejoicing when your lovable losers finally succeed is that much sweeter. As a sports journalist earlier in my career, I much preferred interviewing the losing team— more pathos, more pithy quotes, and more determination to get back out on the damn field the very next day. Eventually, they know they’re gonna win it all. For that reason, I’ve enjoyed watching automotive backmarkers elbow their way into the conversation. Sure, it’s easy to join the 350,000-plus people every year who dutifully buy a reliable appliance such as the Toyota Corolla. But it fills me with glee when the folks from Hiroshima roll out a Mazda3 that’s cooler, looks better, and is more fun to drive than the sales leader. Which is why it was so gratifying to see the blazing re-entrance of Alfa Romeo, the resurgence of Honda, and the rise of Kia during this year’s OTY competitions. Spoiler alert: Had a couple votes gone the other way, we could have

28 MOTORTREND.COM / JANUARY 2018

seen either Alfa Romeo or Honda take both the Car and SUV of the Year Calipers. Both automakers showed consistent excellence with vehicles in vastly different segments. Meanwhile, although not winning any awards, Kia showed newfound strength in creating innovative vehicles across disparate price bands. Alfa’s Giorgio platform that supports both the Giulia sedan and Stelvio crossover gives both vehicles fine bone structure, but it underpins vastly different vehicle types. Trying to balance dynamics and comfort for both a passenger car and an SUV might be the toughest assignment for a chassis and suspension engineering team—yet both vehicles do so flawlessly. Combine that with a 2.0-liter engine that delivers class-leading horsepower and acceleration numbers, and BMW might have to relinquish its Ultimate Driving Machine tagline. Then there’s Honda, which was in the finalist conversation with its CR-V compact crossover, Civic Type R hot

We were even more impressed by the affordable brilliance of Kia’s Rio econobox. It shows how far, how quickly, Kia has come.

hatch, and Accord midsize sedan. Like the Alfas, both the CR-V and the Accord share underpinnings, with the Accord stretching the astonishing 2016 Civic platform into midsize dimensions—again another magnificent engineering feat. But it’s more than just the engineering. Look back a few years. The last two generations of Accord were competent but unexciting. The rest of the lineup was in disarray. This was a company that had lost its mojo. The 2018 vintage Accord brings back the original Honda idea of giving owners a sense they bought a snazzy car that should have cost a lot more money, loaded with a supple suspension and full of elegant touches. The CR-V, meanwhile, is plain excellent—from its remarkable packaging efficiency to its ride and handling. It should be a blueprint for all others to follow. And don’t get me started on the Civic Type R, which looks like a Tooner Karz cartoon but has incredible performance while being absolutely serene in traffic. Which brings us to Kia—which 20 years ago was claimed off the insolvency scrap heap by Hyundai Motor. Confined to “cheap and cheerful” branding by a new parent wanting to ensure its higher status in the order, Kia has found its footing in recent years as the noisy neighbor to Hyundai’s more refined status. We at Motor Trend cling to the belief that it is orders of magnitude harder to build a great $20,000 car than a decent $40,000 one. So although Kia’s creation of its rear-drive fastback Stinger sedan is a magnificent assault on the dominant German triad, we were even more impressed by the affordable brilliance of Kia’s Rio econobox. It shows how far, how quickly, Kia has come. What about Tesla as the ultimate disruptor, you ask? Well, there are many questions still to be asked about its “affordable EV” entry, but a successful launch of the Model 3 could shake everything we know about the auto industry off its foundation. So be wary, those who believe in the stability of the status quo. There are newcomers and resurgent automakers barking at the gate. n

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NEWS / OPINION / GOSSIP / STUFF

Frank Markus TECHNOLOGUE

Patient Zero Assessing the first case in a predicted autonomy epidemic I’ve finally done it. I’ve been driven in a car that assumed full responsibility for my safety, freeing me to watch TV on the center screen or do nearly anything that leaves my head facing forward and my eyes open. The Audi A8 chauffeuring me featured Traffic Jam Pilot, billed as the world’s first true SAE Level 3 autonomous driving system. The technical achievement was probably inevitable; getting a corporate legal sign-off seems like a miracle. First the nuts and bolts. Level 3 autonomy requires all safety-critical systems to have backup. The brake assist and stability control/ABS provide braking redundancy. Electric steering is backstopped by the selective leftor right-side braking used in many lane-departure systems. Forward environmental sensing enjoys quadruple redundancy. A new zFAS central controller fuses data coming in from a high-definition forward-looking camera, a radar unit, ultrasonic sensors in the bumper, and the market’s first production laser scanner. The latter is located down in the bumper and aims a stationary laser at a spinning carousel of flat mirrors, each of which directs the

laser beam through its 145-degree field of view. The sensor data gets overlaid on detailed GPS maps, and if one sensing system goes down, the driver is asked to take over. Oh, and the computing power of that Nvidia-based zFAS brain exceeds that of all the computers in today’s A8. Here’s how TJP works: When a noseto-tail traffic jam slows you to below 37 mph on a multilane highway where opposing traffic is separated by guard rails or concrete, the cluster announces “Traffic Jam Pilot available.” Pressing the “Audi AI” button on the console then changes the edge lines on the instrument cluster from white to green, and you’re off duty. Steer or touch the pedals, and you’re back in control. You must remain ready to take over within 10 seconds, so the car monitors your head using an infrared camera. If it senses that you’re sleeping or nonresponsive—or if the end

HACKED Germany doesn’t allow scribblers to drive prototypes on public freeways, so TJP was modified to permit this faux-jam airport runway simulation.

34 MOTORTREND.COM / JANUARY 2018

of the highway is approaching or a lane change becomes necessary (TJP doesn’t change lanes)—the system directs you to take over. First the cluster-edge lines change to red with a message, followed by a warning tone. The car then slows, jabs the brakes, and tightens the seat belt. Finally it stops in the lane, engages the parking brake and hazard signals, unlocks the doors, and calls for help. Sadly, you can’t buy a car with this system just yet. Audi and German authorities are working to amend UN Regulation No. 79 to raise the current limit for “automatically commanded steering function” from 10 to 130 km/h (6 to 81 mph). This amendment is expected any day, after which Audi should obtain homologation for TJP in Germany, rolling it out to other countries later. Audi tech boss Peter Mertens says 81-mph Level 3 autonomy will follow in several years, with more conditions and functions built in. China and the U.S. have no autonomous-steering speed restrictions, but state laws—such as a 1971 New York statute that requires drivers keep one hand on the wheel at all times— pose problems. Audi’s director of U.S. government affairs, Brad Stertz, says TJP is compliant with current Federal Motor Vehicle Safety Standards. He notes that bipartisan House legislation now being reconciled in the Senate will grant NHTSA authority over all future autonomous vehicle standards. As for TJP, Stertz says Audi is still tailoring the system to our unique urban highways and fine-tuning liability hedges such as event-data recorders. All 2018 A8s will ship with zFAS and the laser scanner (both enhance Level 2 adaptive cruise) but perhaps not the driver-monitoring camera or capacitive steering wheel. Without these, the cars won’t be flashupgradable to TJP. The system works great, but because full autonomy will ultimately decimate whole populations of automobile critics, you’ll forgive me for curbing my enthusiasm. n

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NEWS / OPINION / GOSSIP / STUFF

They Say...

Chris Bangle Chris Bangle has designed cars for Opel and Fiat, but he’s best known for his controversial work as design chief for the BMW Group from 1992 to 2009—whereupon he left BMW and the industry. He formed a design firm and is getting back in the automotive space, helping an unnamed client create a “natural” car, with details still to come. We spent time with the outspoken designer at the Frankfurt auto show in September.

DESIGNER, CHRIS BANGLE ASSOCIATES SRL

Interview

Should I ask about the BMW X7 concept? Do you need to see it in natural light?

I set myself up for that one. They make excellent models, don’t they? Has the brand lost some of its dynamics?

What did you think of the cars at the Frankfurt auto show?

There are some interesting concept vehicles. I think the most outstanding one is probably the Borgward [Isabella] as a new way of stating elegance and beauty. It is a highly emotional design—a redux of the original Isabella. The Kia Proceed is a super ultra clean conservative car. It has shaved ribbons (on the seats) and the whole effect of glossy red outside, glossy red inside. It’s kind of porno. It’s super hot-rod overkill. But the cars don’t really ask any questions. Neither of these cars is pushing a boundary. What cars ask questions? Toyota with

Lexus has not shied away from trying to reinterpret concepts of surfacing and dynamics. The C-HR is an interesting response to the (Nissan) Juke. My son, who just got his degree in design criticism, calls the Juke the first car designed for the modern urban landscape. If you look at a line of parked cars in the modern urban environment, the Juke stands out. What do you think of the Toyota Prius?

I think the Prius is the first post-factual car. We live in a post-factual age. Facts don’t matter. That car is a summation of tweets. If you look at it and what’s it trying to do, it’s giving you a tweet here on this corner that says, “Look, I’m dynamic here.” Then it’s giving you another one here that says, “Look, I’m dynamic here.” Then it’s giving you another one, “Look, I’m sporty here.” You get back, and you try to put all those tweets together, and 36 MOTORTREND.COM / JANUARY 2018

working on finally got superseded by the stuff that came after it. They’re still trying to find their way forward from those days. Some of the things they’ve done very commendably. I was looking at the Z4 this morning—it really inspired me.

I would like to see every brand evolve based on research and question-asking. I’d like to see it based on new technologies and ways of doing things.” you say that doesn’t make any sense. But each one of those appeals to a particular visual audience at that one moment. And then you go back, and you look at the tiny wheels on it, and it’s giving you this morning-after tweet saying, “I was just kidding. I’m not really sporty at all.” This is what a post-factual car is about. And that car has its followers. What do you think of the Tesla Model 3?

I haven’t seen the car. I’ve only seen pictures. I don’t really understand it. I would be speculating on too much. Designers have this language. If you ask them if they saw a car and they said they haven’t seen it, it means it sucks. If they say, “I want to see it outside,” then it sucks really bad.

It’s not just them. I would like to see every brand evolve based on research and question-asking. I’d like to see it based on new technologies and ways of doing things. If you’re not doing research and not doing technological jumps, you’re stuck with the same hash to work with. Many companies have a fear factor of moving forward. Has Mini lost its “Mini-ness?” The biggest challenge is it was reintroduced into a world with safety and crash factors, which worked against the phenomena of what is “Mini-ness.” I really like the latest Clubman. Who is showing leadership? The Juke

shows incredible design leadership. They made the younger generation’s Mustang. They made the car that their parents said, “No,” but the young people said, “Yes.” Now you see 55-year-olds who bought a Juke … like how the Mustang originally appealed to a younger generation. Do you miss working for a major automaker? Next time I see you I hope it’s

when we launch our car. Your client is not a traditional car company? Yes. It’s going to be a new name on our horizon? Joyfully, yes. Is it going to be in the next year?

Do you like the design direction BMW is taking? I’m always circumspect

about commenting on my old alma mater. It’s not so long ago that the stuff I was

Let’s hope. Knock on wood. I think this is one of the most challenging projects we’ve ever worked with. Alisa Priddle

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NEWS / OPINION / GOSSIP / STUFF

Your Say... READERSÕ THOUGHTS ON PAST ISSUES A model for the masses The Tesla Model 3 (“Intake,” October) sounds like an incredible car. My only concern is that if this is a car for “the masses,” standard rear-drive even with traction control is problematic in bad weather. The customers Tesla is hoping to attract are I suspect mostly front-wheel-drive owners and are used to having better adverse-weather drivability. In my opinion the Model 3 should be a FWD car with AWD as the option. I appreciate the performance and sporty experience they are trying to present, but in reality that might take a back seat to better control in the snow and rain. GEORGE CARACOST CENTREVILLE, VIRGINIA

No one car best suits “the masses.” The masses have a variety of preferences. The Model 3 is trying to win over folks accustomed to the performance of a rear-drive BMW 3 Series. Besides, an all-wheel-drive dual-motor Model 3 is planned.—Ed.

Apples to apples in Canada I picked up the October issue specifically for the truck road test advertised on the cover (“King in the North”). I was a bit surprised to see you tested three completely different trucks then crowned one King. Over my 50 years of driving, I have owned or operated nearly every type of domestic pickup, including a 1970 Jeepster Commando; a 1972 Chevy El Camino; several Chevy, Ford and Dodge 150s/1500s/250s/2500s; a gas-guzzling, tow-and-haul-anything F-350; and even an Explorer Sportrack. I could have told anyone that a 2500 Ram would blow the socks off of a Chevy Colorado or a Ford F-150, on- or off-road, no matter what Detroit might have said in their marketing materials! The true test should have been between same-ton haulers all the way around, with the best off-road optional equipment each automaker offered off the shelf. That is what we vehicle purchasers want to know on a head-to-head competition, which is the best, why, and what do I have to pay for it. ROBERT CLAYTON COOPER WASHINGTON, D.C.

You’re looking at that comparison with a wealth of experience. Not everyone consid38 MOTORTREND.COM / JANUARY 2018

ering one of these trucks has the benefit of 50 years of knowledge, though. Could some readers have predicted the results? Sure. And some would have predicted the Baja-bombing Raptor or dimensionally tidy Colorado ZR2 would waltz to a win.—Ed. This seems a little like putting a rabbit, a goat, and a grizzly bear in a pen to see which one will be the winner. I’ve owned several brands of pickups, and the Ram is my all-in favorite. So I’m not putting down the Dodge. I just don’t think it’s a fair fight. What’s wrong with the Ford F-250 and Chevy 2500 as competitors? FRANK THUDIUM VIA EMAIL

Some bears are lazy and just want to eat honey. An appropriately sized billy goat can knock a troll off a bridge. And the Rabbit of Caerbannog is quite fearsome. So don’t be so quick to assume who comes out of that pen alive. Sometimes the grizzly wins, but you’ll never know for sure unless you try it.—Ed. I really enjoyed the comparison on the Trans-Labrador Highway. The Power Wagon is one nice rig, no doubt about that. I do question the manufacturer’s claimed ground clearance of 14.3 inches, which is far more than the other two. There is no way there is over 14 inches

READERS ON LOCATION

IAN DUBAC of Clifton, New Jersey, recently took a trip to Israel and brought his October issue of Motor Trend with him. The tank museum at Latrun made a great backdrop for a reading break. Now that looks like something we’d like to try out on Canada’s Trans-Labrador Highway. But then we’d get letters saying it had an unfair advantage.

between the ground and the bottom of the rear diff. What gives? Are they ignoring the differential and measuring to the highest point on the frame? ERIC SCHEIB COLUMBIA, MARYLAND

Note to self: Keep a closer eye on the interns. That number is the running ground clearance, so it’s not analogous to the others. We normally measure from the ground to the lowest point on the underbody/chassis, which in the Ram’s case should have been 8.3 inches. But the Ram wasn’t the only one with an exaggerated number. Ford claims a ground clearance of 11.5 inches, but we just went out and remeasured the Raptor. The rear differential housing is 9.0 inches off the deck.—Ed. I notice in the picture that the Ram and the Colorado both are equipped with the same tire (tread pattern) while the Raptor is equipped with a tire with a less aggressive tread pattern. I wonder if the Raptor’s shortcomings on the gravel and mud would be significantly improved if it had the same tire as the others. JOHN SANSBURY TUCSON, ARIZONA

You’re right that the Raptor’s behavior could change with a different tire. It’s possible it would improve, but it’s also possible it would change for the worse. The issue could also be unique to the truck. Regardless, this is the tire Ford equips the Raptor with from the factory, so that’s what we tested, and that was how it performed.—Ed. I’m 25 and have been subscribing to Motor Trend for at least a dozen years. I’ve been impressed by your publication before, but I was amazed by “King in the North.” I’m a Ram owner and lifelong Mopar fan, so I’ve been eagerly waiting for you to get ahold of a Power Wagon and knock the Raptor down a few pegs. But I also respect the Colorado, and I think you were wise to include it in this comparison. Your statement about the ZR2 being “small and nimble enough to fit down tight trails that’d leave pinstripes on the other two” is the reason I will seriously consider the Colorado for my next truck. My Ram 1500 Big Horn sports several custom pinstripes applied by some pugnacious sweet gum branches in the woods of Maryland, and I sometimes envy my friend’s 1998 Ford Ranger, even as he’s

1.18 TREND

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slapping Bondo onto its rusted rocker panels. Great reporting on these three, and I hope by the time you revisit the Trans-Labrador Highway you have a Jeep Wrangler Pickup and a new Ford Ranger to take along. Also, I was thrilled that this comparison made no mention of Wi-Fi, blind-spot monitoring, self-driving capability, lane departure warning, adaptive cruise control, Apple CarPlay, Android Auto, Bluetooth pairing, or miles per gallon (sorry). DAN MASSE PHILADELPHIA, PENNSYLVANIA

See? We weren’t the only ones who thought this was a good idea.—Ed. I love that you all pushed these three trucks to their limits and then some! I’m wondering why other off-road-packaged trucks weren’t included, though. The Tundra and Tacoma TRD Pro as well as the Nissan Titan Pro 4X could’ve and even should’ve been included for a more rounded comparison. Mind you, I am

aware none are packaged as straight-up brute force Baja-blasting trucks like the Raptor and Power Wagon, but hey, why leave them out of the party, huh? MARIO WHYTE WORCESTER, MASSACHUSETTS

The bouncer checked the list, but their names weren’t on it. Try as they might with their respective off-road packages, those three couldn’t get past the velvet rope along our northern border, where only the poshest of off-roaders were invited.—Ed.

What is “old,” anyway? In Miguel Cortina’s story on the Volkswagen Tiguan (“Big Tig,” October), he says near the end of the opening paragraph, “I felt old,” as it pertains to receiving an invitation to his 10-year high school reunion. I’m guessing an awful lot of your readers rolled their eyes after reading that sentence. Although recent articles I’ve read have shown that millennials actually are interested in cars and driving, the smart money is on the

bulk of your readership being Generation X (me) or baby boomers. Although many of us in those groups don’t feel old, by comparison to Mr. Cortina, we are. It’s great and necessary to have young(er) contributors in your magazine, and there probably were a few of his peers who could relate. However, the under-40 staff should be reminded this is not Import Tuner, where they might actually be considered “old.” Geezerly yours, JIM MASTRODOMENICO GLEN HEAD, NEW YORK

We meant no disrespect to our more geezerly readers. In fact, this issue marks the one-year anniversary of our larger font size to accommodate your aging eyes. (THAT is what will make you feel old, Miguel.) His point was less about his age and more about how quickly everything else can advance in such a short time. The landscape the Tiguan faces today is dramatically different from when it made its debut, so the overhaul is quite welcome.—Ed.

THE CRITERIA ADVANCEMENT IN DESIGN ENGINEERING EXCELLENCE PERFORMANCE OF INTENDED FUNCTION EFFICIENCY SAFETY VALUE

This is not a comparison test. There is no way to properly evaluate how a $20,000 hatchback measures up against a $75,000 sports car or how a luxury soft-roader would fare against a ladder-frame rock-stomper. Rather, the Motor Trend Car, Truck, and SUV of the Year are an evaluation of every vehicle’s place in the automotive spectrum. All contenders are judged against our six testing 40 MOTORTREND.COM / JANUARY 2018

criteria relative to their competitive set, thus evening the playing field. In the end, only one vehicle is deemed the finest of its category. Similarly, in naming our Person of the Year, we look at the achievements of the industry’s stars over the past year—the winner being someone who clearly defines the role. Who are the contenders, and who are the pretenders? Turn the page.

MOTOR TREND AWARDS | COVER STORY

Photo Darren Martin JANUARY 2018 / MOTORTREND.COM 41

COVER STORY | 2018 MOTOR TREND SUV OF THE YEAR

CLIMATE CHANGE

WHERE FAINT VARIATIONS SUDDENLY BECOME THE NEW NORMAL

. . . .

THE LINEUP Alfa Romeo Stelvio Audi Q5 BMW X4 Buick Enclave Buick Encore Buick Envision Chevrolet Equinox Chevrolet Traverse GMC Terrain Honda CR-V Hyundai Santa Fe Sport Jeep Compass Land Rover Discovery Maserati Levante Mazda CX-5 Mercedes-Benz GLC Coupe Mini Countryman Nissan Rogue Sport Subaru Crosstrek Toyota C-HR Volkswagen Atlas Volkswagen Tiguan Volvo V90 Cross Country Volvo XC60

. .

Words Motor Trend editors Photographs Motor Trend staff

. Mark Rechtin, executive editor .. Angus MacKenzie, international bureau chief . Alisa Priddle, Detroit editor Seabaugh, features editor . Scott Evans, associate editor .. Christian Frank Markus, technical director . Chris Walton, road test editor . Erick Ayapana, associate road test editor . Miguel Cortina, editor, Motor Trend en Español THE JUDGES Ed Loh, editor-in-chief

REPLACING DISPLACEMENT 2018 was the largest field in the history of the contest, and there wasn’t a V-8-powered SUV in sight. Most popular engine? A turbocharged four-pot.

Gordon Dickie, guest judge

JANUARY 2018 / MOTORTREND.COM 43

SUV OF THE YEAR | TESTING This is the 20th time we’ve awarded the Golden Calipers to a Sport Utility Vehicle. And perhaps no vehicle type has changed more radically in this period than SUVs. The shift from trucklike body-onframe to car-based unibody architecture was the revolution that in 1999 broke SUVs out from Truck of the Year, where they originally competed. Since then, we’ve seen locking differentials evolve into multimode selectable terrain-response systems and shapes transform from two-box silhouettes to “coupes” and high-riding wagons. The revolution has been so complete that there isn’t a single ladder frame underpinning any of this year’s contestants. This year also marks the second occasion without a V-8-powered vehicle (the other being 2010). Of the 24 contestants (represented by 37 model variants—our largest field ever) vying for the 2018 award, two-thirds are powered by four-cylinder engines. Then there are 10 six-cylinder- and two three-cylinder-powered sport utilities. This doesn’t mean they are underpowered—there are also 30 turbochargers (including three engines with twin turbos and three with both a turbo and a supercharger). There is one solely supercharged entry and two plug-in hybrids, and one of those turbos assists a diesel engine. The average engine displaces 2.3 liters and makes 248 hp. Meanwhile, the average highway fuel economy jumped from 25 mpg in 2017 to 27 this year. The average weight of this year’s field is down 403 pounds. There is only one traditional fourwheel-drive system with a separate low-range transfer case. The rest offer some manner of electronically controlled AWD, but two compete with just front-wheel drive. There are six-, eight-, and nine-speed automatics, a handful of CVTs, one twin-clutch auto, and one manual transmission. It’s also a truly international group, with entries from Germany, Japan, England, Italy, Sweden, Korea, and the U.S. Besides powertrains growing smaller, smarter, more efficient, and more complex, this means our two-week job of sifting through the field got exponentially more challenging. Luckily, our core testing regimen and sixfold judging criteria take into account the change inherent to the sport utility vehicle, which is now asked to do it all. Chris Walton 44 MOTORTREND.COM / JANUARY 2018

PHASE 1 THE PERFORMANCE ENVELOPE For the first time, the testing phase was based entirely at the Honda Proving Center, located in the scorching desert near Cantil, California, where each contestant first underwent our battery of routine trials. Using satellite GPS, our Vbox data-acquisition equipment measured acceleration

(0–60 mph and quarter mile), braking (60–0 mph), and lateral acceleration (g) on the skidpad and generated a best lap time of Motor Trend’s dynamic figure-eight test. With these numbers, we generated a 28-column spreadsheet with all the contenders’ results listed for comparison to our vast performance database dating back 20 years. Because the test surface we used for this review was a mere month old and still curing, our braking and handling results show longer stopping distances and less grip than we typically record and report.

PRIVATE TRACK Is it everybody’s dream to have a closed winding road track in their backyard? Or is that just us?

With that in mind, the numbers are not necessarily comparable with previous or future results.

PHASE 2 EVALUATION LOOPS Next, our 11 judges subjected all 37 vehicles to a four-part, 14.1-mile evaluation circuit. These events included a newly designed 1.3-mile off-road course with flat and uphill

OPEN FOR BUSINESS For the second year in a row, Honda allowed Motor Trend to use its expansive proving grounds near California City to determine our SUV of the Year.

deep-sand bogs, a hardpacked high-speed “fire road” stretch, and a steep hill ascent/descent. We also made use of a gravel road/ Belgian block loop (0.5 mile), road-holding on a winding track (1.9 miles), and a 7.6-mile trip around Honda’s four-lane oval, complete with a 1.0-mile section that duplicates the concrete expansion joints of Los Angeles’ 110 freeway. During these two days, every contender’s exterior was checked for fit and finish, and each vehicle endured a thorough evaluation of seating accommodations, blind spots, material and build quality, and so on. After Phase 2, we cut the field to seven finalists.

quiet country roads, two rail crossings (one perpendicular, one angled), broken/patched pavement, and a generous stretch of open highway. At the end of the two days of this thudding redundancy (where the finalists’ real-world

weaknesses become evident), we confined ourselves to a conference room to debate and determine the 2018 Motor Trend SUV of the Year. See page 122 for more on the Tehachapi loop. GUEST JUDGE Gordon Dickie is a certified automotive engineer with experience in R&D, manufacturing, and quality control for Mazda, Kia, Volvo, Ford, and others.

PHASE 3 REAL-WORLD LOOP

The 27.6-mile public road route we’ve used for years will be familiar to some readers. It encompasses stop-andgo city driving, a 1,000-foot ascent to a 5,000-foot summit followed by a similar descent, tight canyon roads, curvy,

BREAK TIME As we put our seven finalists through the realworld portion of SUV of the Year testing, we’d use breaks like this to size up the competition.

Audi Q5 We Like Its futuristic dashboard; the SQ5 performance. We Don’t Like The Q5’s stability-control intervention and dull personality.

2.0T Quattro

n the surface, the Q5 has a lot going for it: a futureis-now instrument panel, high-style interior details, and a rip snortin’ SQ5 performance model. What it doesn’t have—or at least our tester didn’t—was properly operating stability control and collision-avoidance software. The Q5 had a startling habit of slamming on the brakes mid-corner in response to nonexistent threats, SPECS

a behavior every judge experienced when driving moderately quickly on the handling evaluation loop. Audi technicians later reported a busted “level sensor,” which reads how much the vehicle is pitching or yawing and informs the stability control’s response. Audi says it’s never seen this problem before and that it was unique to our tester. Unfortunately, we were not able to repair the Q5 on-site or acquire

2018 Audi Q5 2.0T Quattro

2018 Audi SQ5 V6 T

Base Price/As Tested

$42,475/$56,500

$55,275/$68,175

Power (SAE net)

252 hp @ 5,000 rpm

354 hp @ 5,400 rpm

Torque (SAE net)

273 lb-ft @ 1,600 rpm

369 lb-ft @ 1,370 rpm

Accel, 0-60 mph

5.9 sec

5.0 sec

Quarter Mile

14.5 sec @ 94.6 mph

13.5 sec @ 101.8 mph

Braking, 60-0 mph

136 ft

112 ft

Lateral Acceleration

0.79 g (avg)

0.88 g (avg)

MT Figure Eight

27.2 sec @ 0.65 g (avg)

25.7 sec @ 0.73 g (avg)

EPA City/Hwy/Comb

23/27/25 mpg

19/24/21 mpg

a replacement vehicle during our evaluation. The SQ5 had no such problem; it loved the handling track. However, our awards are presented to the full vehicle range, and the SQ5’s fun factor didn’t invalidate the Q5’s problems. Nor did it hide that beyond the digital dash, the Q5 doesn’t break any new ground for the class or for Audi in general. “This is fundamentally an evolution of the

existing Q5—and looks and feels it in every way,” MacKenzie said. “We’ve kind of seen it all before. It doesn’t move the needle in terms of Audi design and engineering. The drive experience is somewhat anodyne in the regular Q5. The SQ5 is a stormer but is comprehensively bested by the AMG GLC43 Coupe, which is quicker, steers better, and grips harder.” Scott Evans

SQ5 V6 T

Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission 2.0T Quattro 2.0L turbo DOHC 16-valve I-4/7-speed twin-clutch auto SQ5 V6 T 3.0L turbo DOHC 24-valve V-6/8-speed automatic Curb Weight (F/R Dist) 2.0T Quattro 4,179 lb (53/47%) SQ5 V6 T 4,464 lb (54/46%) Wheelbase 2.0T Quattro 111.0 in SQ5 V6 T 111.2 in Length x Width x Height 2.0T Quattro 183.6 x 74.5 x 65.3 in SQ5 V6 T 183.9 x 74.5 x 65.3 in Energy Consumption, City/Hwy 2.0T Quattro 147/125 kW-hrs/100 miles Q5 V6 T 177/140 kW-hrs/100 miles CO2 Emissions, Comb 2.0T Quattro 0.79 lb/mile SQ5 V6 T 0.93 lb/mile

PRAGMATISM VS. PASSION Behind the scenes at 2018 SUV of the Year I’m stuck. Inconceivable. I unclip my seat belt and step out of the molten orange Rogue Sport and into the silty sand of the Mojave Desert. It’s hot. Oppressively so. Especially considering the other 10 judges and I began our evaluations at the Honda Proving Center only an hour earlier. 46 MOTORTREND.COM / JANUARY 2018

As I step back to evaluate my sandpit predicament, international bureau chief Angus MacKenzie rolls up, bemused, in a blue Maserati Levante. I wave him by and watch as the Levante disappears behind a swirling rooster tail of dust before turning my attention back to the ensnared Nissan.

BMW X4

CONTENDERS

We Like The surprising amount of cargo room. We Don’t Like Driving it. Looking at it. Sitting in it.

M40i

ike them or not, we have BMW to thank for the onslaught of fastback SUVs sweeping the industry. Seeking to keep things fresh, BMW updated the X4 lineup with the X4 M40i, powered by a 355-horsepower 3.0-liter turbocharged I-6 mated to an eightspeed auto and all-wheel drive. It joins the base X4 xDrive28i’s 240-hp 2.0-liter turbo I-4 in the lineup. SPECS

Fastback SUVs are designed to be sportier and more fashionforward than their more traditional counterparts. To that end, the X4 misses the mark. Sure, the two X4s are fast, but more important than that, they aren’t much fun to drive. Both X4s ride harshly and have poor body control. More worryingly for a brand whose tagline is The Ultimate Driving Machine, steering feel is unnecessarily heavy with little

2018 BMW X4 xDrive28i

2018 BMW X4 M40i

Base Price/As Tested

$48,595/$60,420

$60,245/$64,445

Power (SAE net)

240 hp @ 5,000 rpm

355 hp @ 5,800 rpm

Torque (SAE net)

260 lb-ft @ 1,450 rpm

343 lb-ft @ 1,350 rpm

Accel, 0-60 mph

6.2 sec

4.9 sec

Quarter Mile

14.9 sec @ 88.7 mph

13.6 sec @ 101.2 mph

Braking, 60-0 mph

123 ft

120 ft

Lateral Acceleration

0.81 g (avg)

0.82 g (avg)

MT Figure Eight

27.2 sec @ 0.65 g (avg)

26.7 sec @ 0.68 g (avg)

EPA City/Hwy/Comb

20/28/23 mpg

18/25/21 mpg

in the way of road feel. How heavy? Imagine twisting shut a watertight door on a sinking battleship. The X4 doesn’t redeem itself inside, either, even if it does have a big cargo area. Ignoring the tight back-seat package—the cost of the BMW’s aggressive roofline—the design and materials are simply outclassed by competitors. “The seats feel like slick, matted rubber, not luxurious leather,”

Rechtin said. “In fact, the whole interior feels like a giant rubber room.” Markus agreed: “I’m not smitten by the design of this cockpit. It seems almost retro, but not in a cool way.” We know BMW can build a funto-drive, sporty SUV. Unfortunately this isn’t one of them, and when it comes to our SUV of the Year criteria, the X4 misses the mark. Christian Seabaugh

xDrive28i

Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission xDrive28i 2.0L turbo DOHC 16-valve I-4/8-speed automatic M40i 3.0L turbo DOHC 24-valve I-6/8-speed automatic Curb Weight (F/R Dist) xDrive28i 4,136 lb (49/51%) M40i 4,261 lb (51/49%) Wheelbase 110.6 in Length x Width x Height xDrive28i 184.5 x 74.1 x 63.9 in M40i 184.3 x 74.8 x 63.9 in Energy Consumption, City/Hwy xDrive28i 169/120 kW-hrs/100 miles M40i 187/135 kW-hrs/100 miles CO2 Emissions, Comb xDrive28i 0.85 lb/mile M40i 0.94 lb/mile

The other judges are busy cycling through the 37 SUVs we have on hand, and our photo and video teams are hard at work capturing the action. I don’t want to bother them, so only one option remains—do it myself. I try all the tricks I learned after plowing my college-years Mustang into a snowdrift for the millionth time. Regardless, I taste bitter defeat. A few minutes later, road test editor Chris Walton, photographer Jade Nelson, and

IT BEGINS SUV of the Year, like all Of The Years, begins with a walkaround overview of each contender. And of course, we always seem to pick the hottest part of the day to do it.

Buick Enclave Avenir We Like The refined ride and capable handling. We Don’t Like Its poor packaging for a premium SUV.

lhe Enclave is Buick’s first model to carry the Avenir badge, a subbrand that will bring more luxury to future vehicles in its lineup. Our judges praised its unique styling and ride quality but were disappointed in its equipment levels for a premium SUV. Seabaugh observed that the Enclave Avenir “still suffers from the same hard plastics below the beltline as the Chevrolet Traverse” SPECS

despite looking somewhat luxurious at first glance. Loh said the package wasn’t stellar: “The Enclave’s third-row headroom suffers due to the rounded roofline. My head hits the roof, and it doesn’t in the Traverse.” On the other hand, the Avenir received praise for its handling on the winding track and for its well-balanced suspension. “The big girl comported herself with

unbelievable grace,” Markus said. “I was never aware of overt stability control intervention, and I was able to set up gentle drifts through some of the turns.” Evans also appreciated the Enclave’s suspension. “I am barely noticing the bumps on the 110 freeway section,” he said. “It’s by far the best ride.” And Rechtin said it “feels like something you could drive all day—it’s just planted.”

However, against our six criteria, the Buick Enclave Avenir didn’t stand out as much, especially when it comes down to dollars. With a $60,000 price tag, its value equation takes a hit. When compared to its cheaper cousin, the Chevrolet Traverse, it doesn’t stand out as much as it should. For those reasons, the Buick didn’t make the cut to be a SUV of the Year finalist. Miguel Cortina

2018 Buick Enclave AWD Avenir

Base Price/As Tested

$56,690/$60,035

Power (SAE net)

310 hp @ 6,800 rpm*

Torque (SAE net)

266 lb-ft @ 2,800 rpm*

Accel, 0-60 mph

7.0 sec

Quarter Mile

15.4 sec @ 84.5 mph

Braking, 60-0 mph

134 ft

Lateral Acceleration

0.75 g (avg)

MT Figure Eight

28.4 sec @ 0.60 g (avg)

EPA City/Hwy/Comb

17/25/20 mpg

Vehicle Layout Front-engine, AWD, 7-pass, 4-door SUV Engine/Transmission 3.6L DOHC 24-valve V-6/9-speed automatic Curb Weight (F/R Dist) 4,699 lb (57/43%) Wheelbase 120.9 in Length x Width x Height 204.3 x 78.8 x 69.9 in Energy Consumption, City/Hwy 198/135 kW-hrs/100 miles CO2 Emissions, Comb 0.99 lb/mile COWBOY Scott and Christian discuss Scott’s penchant for big, ridiculous hats.

48 MOTORTREND.COM / JANUARY 2018

*SAE certified

photo intern Darren Martin pull up in our long-term Ford F-250, the 2017 Truck of the Year. Jade and Darren position themselves on the Rogue Sport’s B-pillars. With a little throttle in reverse the Nissan springs free. The great thing about evaluating SUVs at a facility such as Honda’s is that it not only allows each judge to evaluate our 24 contenders (totalling 37 vehicles) in the same repeatable way but also

allows us to bring our unique automotive perspectives and experiences to the table. I am a child of the Northeast. My younger brothers and I grew up shoveling snow from the stoop of my family’s apartment building every winter. When we wanted extra money, we’d walk up the block looking to rescue SUVs whose drivers thought all four-wheel-drive systems were created equal. We never had to look hard. For every Jeep or Subaru

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Buick Encore We Like Its surprise fun factor and good looks. We Don’t Like The bouncy ride and the loud, vibration-filled cabin.

lhis might sound crazy, but this pint-sized South Korean– built and Opel-engineered American crossover is a compelling little vehicle. Buick ditched the old jelly bean styling for handsome new sheetmetal, cleaned up the cluttered interior by installing a slick Apple CarPlay– and Android Auto-friendly IntelliLink system, and added a slightly more powerful 154-hp SPECS

1.4-liter turbo I-4 to complement the base 138-hp engine. For being a stubby, tall crossover, the Encore is surprisingly nice to drive. Sure, the standard six-speed automatic transmission prefers to think of gears two through five as vestigial organs, but once it kicks down, the updated engine is, as Evans put it, “surprisingly stout,” though the little engine gets noticeably coarse as it nears the

upper reaches of the tachometer. The Buick handles pretty nicely, too, driving more like a subcompact car than a crossover. Inside, the updated cabin is tastefully executed. The front seats are comfortable, if a bit flat. The back seats are super-tight on the legs, as you’d expect, but offer up decent headroom. That being said, taller passengers will want to watch their heads when getting in and out.

Where the Buick falls down is in refinement. Ride quality is unlike other Buicks—bouncy and harsh—and the amount of wind noise entering the cabin betrays the Encore’s economy-car roots. The Encore is Buick’s best-seller. But with this segment growing evermore competitive, Buick needs to improve its game if it wants the Encore’s hot streak to continue. Christian Seabaugh

2017 Buick Encore AWD (Premium)

Base Price/As Tested

$32,990/$35,675

Power (SAE net)

153 hp @ 5,600 rpm*

Torque (SAE net)

177 lb-ft @ 2,000 rpm*

Accel, 0-60 mph

10.7 sec

Quarter Mile

17.9 sec @ 77.5 mph

Braking, 60-0 mph

126 ft

Lateral Acceleration

0.72 g (avg)

MT Figure Eight

29.6 sec @ 0.54 g (avg)

EPA City/Hwy/Comb

26/31/28 mpg

Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission 1.4L turbo DOHC 16-valve I-4/6-speed automatic Curb Weight (F/R Dist) 3,385 lb (61/39%) Wheelbase 100.6 in Length x Width x Height 168.4 x 69.9 x 65.2 in Energy Consumption, City/Hwy 130/109 kW-hrs/100 miles CO2 Emissions, Comb 0.69 lb/mile *SAE certified

we rescued, we saved a half-dozen early Ford Escapes or Honda CR-Vs. That would explain how I found myself stuck in the sand. Sand isn’t a perfect substitute for snow, but it’s close enough to serve as a SoCal analogue. I made a point to drive around the sand portion of our off-road course at city speeds, stopping and starting to see which SUVs could handle it. Most did fine. The Rogue Sport and Toyota C-HR 50 MOTORTREND.COM / JANUARY 2018

STUCK When the Nissan Rogue Sport got mired in sand, it took multiple sets of hands to break it free.

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Buick Envision We Like The HiPer struts, quiet ride, and twin-clutch AWD system. We Don’t Like Its funky interior styling and hard seats.

uick sold 2016 model year Envisions, so why is it vying for the 2018 SUV of the Year? Good question! The media was not invited to drive it until deep into 2017, which suggests a lack of confidence in the readiness of this Chinese-designed and -built CUV for the U.S. market. Was greater confidence warranted? Sound level and on-road ride quality seem brand appropriate.

SPECS

“It’s noticeably quieter at idle than the Equinox or Terrain,” MacKenzie said. Dickie observed that “ride quality on the 110 freeway was rounded and controlled.” But Evans likened the seats to “a leatherwrapped park bench: hard, flat, and uncomfortable,” with the back seat enjoying vast amounts of legroom but compact shoulder room. Multiple editors noted how different the interior looked relative

to the other Buicks—most found the Envision’s mix of unconvincing black “wood” with matte and gloss black plastics jarring at $44,135. Comparisons were naturally drawn with the Buick’s platformsharing cousins, the Chevy Equinox and GMC Terrain. Weighing more and spinning three fewer transmission ratios put the Buick at a slight acceleration and efficiency disadvantage, but its sophisticated

HiPer strut front suspenders might have given it a slight handling edge on the figure eight. Its fancier all-wheel-drive system also tackled our sand course with ease. But try as we might, we were unable to find enough to rank it ahead of stalwart competitors such as 2015 finalist Lincoln MKC and reigning champ Mercedes GLC to warrant advancing it to the finals. Frank Markus

2017 Buick Envision AWD 2.0T (Premium I)

Base Price/As Tested

$43,245/$44,135

Power (SAE net)

252 hp @ 5,500 rpm*

Torque (SAE net)

260 lb-ft @ 2,000 rpm*

Accel, 0-60 mph

7.0 sec

Quarter Mile

15.4 sec @ 88.5 mph

Braking, 60-0 mph

127 ft

Lateral Acceleration

0.81 g (avg)

MT Figure Eight

27.5 sec @ 0.63 g (avg)

EPA City/Hwy/Comb

20/26/22 mpg

Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission 2.0L turbo DOHC 16-valve I-4/6-speed automatic Curb Weight (F/R Dist) 3,880 lb (58/42%) Wheelbase 108.2 in Length x Width x Height 183.7 x 72.4 x 66.8 in Energy Consumption, City/Hwy 169/130 kW-hrs/100 miles CO2 Emissions, Comb 0.87 lb/mile *SAE certified

did not. Others—some with strong offroad credentials—had more difficulties than we would have expected. The 1.34-mile off-road course is just one of the four abuses we subjected our entrants to. We also made good use of a 7.6-mile oval, the 1.9 mile winding road, and a half-mile gravel loop. We weren’t kidding around with these tests, and we do this so you can make an informed decision regarding which SUV

Chevrolet Equinox

CONTENDERS

We Like The spacious rear seat and great road manners. We Don’t Like The driver-selectable AWD switch and suspect build quality.

he new Chevrolet Equinox is worlds better than the version it replaces, but for every step forward it takes, the competition takes two. Although significantly smaller than the version it replaces, it feels bigger inside. Thanks to the Equinox’s new platform, Chevy was able to boost rear-passenger space, even engineering away that pesky drive shaft hump in back, SPECS

making the middle seat actually usable. Chevy also revamped the Equinox’s powertrains. We only had access to the 252-hp 2.0-liter turbo I-4 engine paired to a nine-speed automatic and optional all-wheel drive, but Chevrolet also offers a 170-hp 1.5-liter turbo I-4 and a fuelefficient 1.6-liter turbodiesel I-4. The top-shelf engine has plenty of power on tap, and the new ninespeed shifts quickly and decisively.

The Chevy handles well, too, with exceptional body control and sporty steering. The big negative is the all-wheel-drive switch; the allwheel-drive system only activates if the driver remembers to press a poorly placed and dimly lit switch on the center console. Forget to press the button or ignore the warnings on the instrument cluster, and getting stuck in snow, sand, or mud is a real possibility.

The materials in the cabin felt built to price, but what holds the Equinox back is its suspect build quality: The door sheetmetal flexes if you gently brush against it, the hatchback creaks when opened and closed, and a weird, booming sound emanates from the back of the cabin at highway speeds. The competition has already set a benchmark far ahead of the Equinox. Christian Seabaugh

2018 Chevrolet Equinox 2.0T AWD LT

Base Price/As Tested

$29,445/$36,175

Power (SAE net)

252 hp @ 5,500 rpm*

Torque (SAE net)

260 lb-ft @ 2,500 rpm*

Accel, 0-60 mph

6.6 sec

Quarter Mile

15.2 sec @ 92.1 mph

Braking, 60-0 mph

127 ft

Lateral Acceleration

0.77 g (avg)

MT Figure Eight

28.0 sec @ 0.61 g (avg)

EPA City/Hwy/Comb

22/28/24 mpg

Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission 2.0L turbo DOHC 16-valve I-4/9-speed automatic Curb Weight (F/R Dist) 3,759 lb (58/42%) Wheelbase 107.3 in Length x Width x Height 183.1 x 72.6 x 65.4 in Energy Consumption, City/Hwy 153/120 kW-hrs/100 miles CO2 Emissions, Comb 0.80 lb/mile *SAE certified

will best get you to and from your ski lodge or hunting cabin without getting stuck in bad weather. The goal of our time at Honda’s proving ground isn’t to pick a winner, though. It’s to winnow out the SUVs that aren’t winners. After two days cycling through every SUV and assessing them against our six criteria, we’d know enough to separate the

contenders from the pretenders. Our finalist loop would settle the rest. Although I spent much of my time on the off-road course, my fellow judges brought their unique perspectives to the table. Technical director Frank Markus, an engineer by trade, made a point of torturing himself on the Belgian block section of the gravel course, testing suspension compression,

STUCK AGAIN The front-drive C-HR got stuck four times before we banned it from the off-road course. JANUARY 2018 / MOTORTREND.COM 53

GMC Terrain We Like Its interior amenities and nine-speed auto/2.0-liter combo. We Don’t Like Its PRNDL controls and manual AWD modes.

MC got a lot of the fundamentals right on this one, Evans said of the improved Terrain with a more spirited chassis, quiet cabin, and nicely appointed interior. The bone of contention: reimagining the gear shifter as a row of buttons on the center stack, which you pull for drive or reverse but push for neutral, park, and low. Seabaugh applauded the move to SPECS

be different. Rechtin and Evans felt it was reason enough to disqualify the SUV. Evans predicted it won’t survive a midcycle refresh. The 252-hp 2.0-liter I-4 paired with GM’s new nine-speed automatic transmission drew appreciation for nice power delivery and quick shifts, though. The interior also got mixed reviews. “It’s quite elegant, almost European,” Loh said. Markus liked

the selection of colors and materials, but MacKenzie called it “faux luxe to the max” and described the fake wood as “Walmart luxury.” The Terrain was praised for comfortable seats and how well it treats second-row passengers with heated, reclining seats, armrests, cupholders, air vents, USB ports, and power outlets. The rear seats also fold flat, and it has underfloor storage in back.

The Terrain has off-road capability, but you must manually select the proper drive mode; the knob can be confusing, and the icons are hard to decipher. At its heart, the Terrain doesn’t have enough extra value to justify its average $1,400-$4,600 price increase over a Chevy Equinox, and although the GMC is better than its predecessor, it was not better than the top of the field. Alisa Priddle

2018 GMC Terrain AWD Denali

Base Price/As Tested

$40,245/$43,900

Power (SAE net)

252 hp @ 5,500 rpm*

Torque (SAE net)

260 lb-ft @ 2,500 rpm*

Accel, 0-60 mph

6.8 sec

Quarter Mile

15.4 sec @ 89.0 mph

Braking, 60-0 mph

130 ft

Lateral Acceleration

0.79 g (avg)

MT Figure Eight

27.5 sec @ 0.64 g (avg)

EPA City/Hwy/Comb

21/26/23 mpg

Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission 2.0L turbo DOHC 16-valve I-4/9-speed automatic Curb Weight (F/R Dist) 3,848 lb (58/42%) Wheelbase 107.3 in Length x Width x Height 182.3 x 72.4 x 65.4 in Energy Consumption, City/Hwy 160/130 kW-hrs/100 miles CO2 Emissions, Comb 0.84 lb/mile

54 MOTORTREND.COM / JANUARY 2018

OASIS In the otherwise featureless Mojave Desert in Southern California, our off-road course was a welcome respite.

*SAE certified

WHERE

MEETS

THE NEW 2018

NexenTireUSA.com

Hyundai Santa Fe Sport We Like The nice interior, even for the base model. We Don’t Like That there’s nothing special that stands out.

2.0T Ultimate AWD

lhe Hyundai Santa Fe Sport is essentially a short-wheelbase, five-seat version of the Santa Fe. Competing directly against the Nissan Murano and the Ford Edge, the Santa Fe Sport has two engine options and features a two-tone interior. First, although many automakers send us tarted-up versions of their entries, kudos to Hyundai for having the guts to send a proper

SPECS

base model. Our 2.4-liter tester came with a dual-tone interior composed of cheap, hard plastics and a price tag of $26,310. “Hyundai does a better job than GM of making cheap materials look lush,” MacKenzie said. On the other hand, the Ultimate AWD tester was decently equipped, and we preferred its performance. Markus said its 2.0-liter turbo “makes all the difference in the

world,” adding that “it’s much more fun to drive on the winding track, though it’s clear that this isn’t a duty cycle for which it was designed.” The Santa Fe Sport’s ride was widely criticized among our judges. Seabaugh said the SUV felt “both floaty and flinty,” and he would like to see a better wheel and tire package. That might help with the noise, vibration, and harshness issues, especially the cabin intru-

2018 Hyundai Santa Fe Sport

2018 Hyundai Santa Fe Sport 2.0T Ultimate AWD

Base Price/As Tested

$25,845/$26,310

$38,095/$40,160

Power (SAE net)

185 hp @ 6,000 rpm

240 hp @ 6,000 rpm

Torque (SAE net)

178 lb-ft @ 4,000 rpm

260 lb-ft @ 1,450 rpm

Accel, 0-60 mph

8.3 sec

8.4 sec

Quarter Mile

16.4 sec @ 81.7 mph

16.5 sec @ 85.1 mph

Braking, 60-0 mph

139 ft

145 ft

Lateral Acceleration

0.76 g (avg)

0.73 g (avg)

MT Figure Eight

28.4 sec @ 0.58 g (avg)

EPA City/Hwy/Comb

21/27/24 mpg

19/24/21 mpg

sion from the Belgian blocks that Rechtin experienced. Overall, editor-in-chief Loh put it best. “The Hyundai Santa Fe Sport is a thoughtfully designed, well-executed SUV that lacks excitement,” he said. “It’s anonymous but strong on value.” Although it serves its purpose well, it’s not good enough to be the 2018 SUV of the Year. Miguel Cortina

Sport

Vehicle Layout Sport Front-engine, FWD, 5-pass, 4-door SUV AWD Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission Sport 2.4L DOHC 16-valve I-4/6-speed automatic AWD 2.0L turbo DOHC 16-valve I-4/6-speed automatic Curb Weight (F/R Dist) Sport 3,589 lb (58/42%) AWD 4,018 lb (57/43%) Wheelbase 106.3 in Length x Width x Height 185.0 x 74.0 x 66.1 in Energy Consumption, City/Hwy Sport 160/125 kW-hrs/100 miles AWD 177/140 kW-hrs/100 miles CO2 Emissions, Comb Sport 0.83 lb/mile AWD 0.93 lb/mile

rebound, and impact harshness. Chris made multiple passes on the winding road, driving each contender in the same lanes at near-identical speeds so that he could accurately assess how they handle different performance thresholds. Meanwhile, executive editor Mark Rechtin spent much of his time testing things buyers rarely notice on test drives but become bothersome after months of 56 MOTORTREND.COM / JANUARY 2018

ownership: wind noise, air-conditioning performance, and high-speed cruise control accuracy—the latter so much so that he was chided by Honda’s proving ground monitors for, ahem, accidently exceeding the 100-mph speed limit. All in the name of science, right? While Mark ripped around the oval, associate editor Scott Evans was taking a more holistic approach, attempting to recreated how owners would use an SUV

in the real world, testing passing power, emergency braking, and ride quality. Others, such as guest judge Gordon Dickie—an automotive engineering consultant who’s been an R&D executive for Kia, Mazda, Volvo, Ford, and others— spent extra time evaluating interior lighting, folding and unfolding rear seats, measuring body-panel gaps, and investigating hundreds of other traits that together make a vehicle great.

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Jeep Compass We Like Its styling and value proposition. We Don’t Like Its powerless engine and slow-to-shift transmission.

Trailhawk

hen Jeep launched the Compass, we praised its styling and the direction the off-road brand was taking by replacing two old vehicles (the previous Compass and the Patriot) with one. The 2017 Jeep Compass is by far better than its predecessors, but a gutless engine leaves us with a desire for more. Our two testers (in Limited and Trailhawk trims) SPECS

featured a 2.4-liter four-cylinder engine generating 180 hp and 175 lb-ft of torque and mated to a ninespeed ZF transmission. Every judge complained about the Compass’ slow, hesitant acceleration, which Priddle characterized as “loud and painful, suggesting the Tigershark engine is struggling to deliver.” And the lackluster build quality, such as the yawning panel gaps and cheap interior plastics, was inexcusable.

But off the pavement, most of the judges enjoyed driving the Trailhawk model. “This vehicle is very impressive in the sand,” Markus said. “I only tried the sand mode, which locks the four-wheel drive, maintains lower gears, and turns off traction control. It never spun a tire.” Sand might be easy to tackle for this Jeep, but most of the judges noted rattles when driving over ruts.

2017 Jeep Compass Trailhawk 4x4

2017 Jeep Compass Limited 4x4

Base Price/As Tested

$29,690/$34,060

$30,090/$36,250

Power (SAE net)

180 hp @ 6,400 rpm

Torque (SAE net)

175 lb-ft @ 3,900 rpm

Accel, 0-60 mph

9.4 sec

10.5 sec

Quarter Mile

17.2 sec @ 77.2 mph

17.8 sec @ 76.1 mph

Braking, 60-0 mph

144 ft

133 ft

Lateral Acceleration

0.73 g (avg)

0.75 g (avg)

MT Figure Eight

29.6 sec @ 0.53 g (avg)

28.6 sec @ 0.57 g (avg)

EPA City/Hwy/Comb

22/30/25 mpg

“On the gravel road and Belgian blocks, it creaked like my old body, and the split rear seat rattled, especially with rear armrest down and no passengers,” Dickie said. The new Jeep Compass looks attractive, and it’s capable when you go off-road, but its poor powertrain and lack of refinement kept it from gaining entrance into the finalist round. Miguel Cortina

Limited 4x4

Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission 2.4L SOHC 16-valve I-4/9-speed automatic Curb Weight (F/R Dist) Trailhawk 3,656 lb (59/41%) Limited 3,615 lb (58/42%) Wheelbase 103.8 in Length x Width x Height Trailhawk 173.0 x 73.8 x 64.9 in Limited 173.0 x 73.8 x 64.6 in Energy Consumption, City/Hwy 153/112 kW-hrs/100 miles CO2 Emissions, Comb 0.78 lb/mile

Not all contenders would make it through the test track torture scot-free. The C-HR and the front-drive variant of the Hyundai Santa Fe Sport joined the Rogue Sport in beaching themselves in the sand. The Chevy Equinox narrowly escaped its opportunity to join that club, too. Elsewhere, the Alfa Romeo Stelvio and Audi Q5 lived up to their brands’ sometimes spotty histories with electrical issues. The Stelvio periodically FAKE IT Frank examines the SQ5’s fake exhaust tips. 58 MOTORTREND.COM / JANUARY 2018

displayed taillight out and service headlamp warnings, and the Q5’s collision mitigation software would routinely freak out and slam on the brakes when being driven on the winding road. While some SUV’s stocks tumbled, others rose. The Enclave Avenir, for example, impressed judges with its quiet, buttoned-down ride and handsome sheetmetal—though it’s as-tested price gave many judges sticker shock,

Maserati Levante

CONTENDERS

We Like The Italian style, snorting engine, and hydraulic steering. We Don’t Like Its stubborn shifter and erratic interior materials.

aserati is a bit late to the luxe-SUV party, yet it’s reaping the rewards— already accounting for 38 percent of the brand’s U.S. sales in the first half of 2016. It will likely become the company’s best-selling model worldwide. What Maserati got right, they really did right: styling, a multisensory driving dynamic, and just a touch of premium interior materials SPECS

such as the Zegna Mulberry Silk inserts on the seats, door panels, and headliner. It’s even good off-road when adjusted to the right drive settings. This all supports the brand’s reputation and values. All of our judges were impressed with how well the 4,900-pound Maseratis acquitted themselves on the winding road course with their 50/50 weight distribution. The Q4/ SQ4 also made good use of that

2017 Maserati Levante Q4

2017 Maserati Levante SQ4

Base Price/As Tested

$74,550/$93,350

$85,850/$102,150

Power (SAE net)

345 hp @ 5,750 rpm

424 hp @ 5,750 rpm

Torque (SAE net)

369 lb-ft @ 4,500 rpm

428 lb-ft @ 4,500 rpm

Accel, 0-60 mph

5.8 sec

4.9 sec

Quarter Mile

14.2 sec @ 98.2 mph

13.4 sec @ 103.3 mph

Braking, 60-0 mph

127 ft

113 ft

Lateral Acceleration

0.82 g (avg)

0.86 g (avg)

MT Figure Eight

26.7 sec @ 0.69 g (avg)

25.8 sec @ 0.74 g (avg)

EPA City/Hwy/Comb

14/20/16 mpg

14/19/16 mpg

mass and their standard air-spring suspension to impress us on the high-speed oval, with barely a whisper of wind/road noise and marked envelopment on the bumpy 110 freeway section. The problem is that it’s not as polished or pure as the direct competitors it hopes to unseat. We noted the obvious Chrysler parts-sharing inside, plus a few errors of usability. “There are better

sporty SUVs available,” MacKenzie noted, “most notably the less expensive Alfa Romeo Stelvio.” Having another high-performance Italian SUV (and two German rivals) available mere moments before and after the Levante was enough to reveal that it’s not yet the total package. The Levante is an excellent first effort, but it wasn’t enough to bring it to the finalists’ circle. Chris Walton

Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission 3.0L twin-turbo DOHC 24-valve V-6/8-speed automatic Curb Weight (F/R Dist) Q4 4,987 lb (50/50%) SQ4 4,961 lb (50/50%) Wheelbase 118.3 in Length x Width x Height 197.0 x 77.5 x 64.3-67.7 in Energy Consumption, City/Hwy Q4 241/169 kW-hrs/100 miles SQ4 241/177 kW-hrs/100 miles CO2 Emissions, Comb Q4 1.20 lb/mile SQ4 1.22 lb/mile

especially compared to the equivalent Chevy Traverse. The Honda CR-V also impressed with its full suite of semiautonomous driving tech, good road manners, and spacious interior. Judges were also blown away by the Volkswagen Atlas’ adult-friendly third row—who needs a reborn VW Microbus when the Atlas has packaging like this? When a palate cleanser

was needed, many judges gravitated to the hunchbacked Mercedes-AMG GLC43 or the Alfa Romeo Stelvio. The former, with its high-strung twin-turbo V-6, steamroller tires, and rear-biased AWD system, was a monster on the winding track. The Stelvio was an absolute sweetheart, too. Toss a corner its way, and it comes alive, exhibiting a sense of soul missing from

SUPPLY RUN Guest judge Gordon Dickie carries some of his test gear between SUVs.

JANUARY 2018 / MOTORTREND.COM 59

Mazda CX-5 We Like The gorgeous styling and sports car handling. We Don’t Like Its disappointing mpg, missing Apple/Android tech, and lack of room.

Sport

azda gets us. This is, after all, an enthusiast magazine that also speaks to consumers, so when an SUV turns up that handles like a sporty sedan, we get excited. “Mazda brings the fun, even to SUVs,” Priddle said. “The CX-5 is sized to appeal to a wide band of consumers. It accelerates nicely, tackled the winding course with vigor, and sounds and feels good SPECS

while doing it. The back end wants to step out for an extra little dose of fun.” A touch too much fun for some consumers, we suspect. The CX-5, particularly the up-spec Grand Touring trim, is eager to rotate when cornering aggressively. Although stability control prevents things from getting out of hand, it’ll catch some buyers off guard. This is an enthusiast’s crossover through and

2017 Mazda CX-5 AWD (Sport)

through. And even though it lacks an off-road mode, the Mazda still did pretty well in the dirt. Enthusiasts also appreciate creature comforts, but the CX-5 is missing a few. Apple CarPlay and Android Auto are coming to Mazda products at some point, but they’re not here yet. The rear seats get no USB or power ports, and they only get A/C vents on the expensive models. The real-world fuel

economy is also disappointing. The CX-5’s biggest problem, though, is that there’s a better vehicle all around. From interior roominess to fuel economy to technology, the Honda CR-V outshines the CX-5—though the Mazda is prettier and equally fun to drive. But when two or more vehicles in the same class show up to this competition, only the best moves on. Scott Evans

2017 Mazda CX-5 AWD (Grand Touring)

Base Price/As Tested

$26,485/$27,405

$31,635/$34,465

Power (SAE net)

187 hp @ 6,000 rpm

Torque (SAE net)

185 lb-ft @ 4,000 rpm

Accel, 0-60 mph

8.3 sec

8.7 sec

Quarter Mile

16.3 sec @ 80.4 mph

16.7 sec @ 78.3 mph

Braking, 60-0 mph

136 ft

135 ft

Lateral Acceleration

0.79 g (avg)

0.77 g (avg)

MT Figure Eight

28.1 sec @ 0.60 g (avg)

28.4 sec @ 0.58 g (avg)

EPA City/Hwy/Comb

23/29/26 mpg

Sport

Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission 2.5L DOHC 16-valve I-4/6-speed automatic Curb Weight (F/R Dist) Sport 3,510 lb (58/42%) Grand Touring 3,699 lb (56/44%) Wheelbase 106.2 in Length x Width x Height 179.1 x 72.5 x 65.3 in Energy Consumption, City/Hwy 147/116 kW-hrs/100 miles CO2 Emissions, Comb 0.76 lb/mile

TURN AND BURN With AWD engaged, the Chevrolet Equinox churns through of our off-road course.

60 MOTORTREND.COM / JANUARY 2018

many crossovers in its competitive set. With few exceptions, the sporty Europeans were a welcome respite as the days grew long and caffeine ran low. At the end of two frantic days totaling some 5,700 combined miles of evaluations in this desert kiln, we haggled over the cut list in a mercifully air-conditioned conference room—while our hardy photo and video teams continued slaving away outside, fighting off dust storms and flybys from Air Force and Navy jets.

Mercedes-Benz GLC Coupe

CONTENDERS

We Like The AMG model’s autobahn-storming performance, interior quality, and tech. We Don’t Like Compromised utility and packaging.

AMG GLC43 Coupe

ot quite an off-roader, not quite a wagon, not quite a sports car—the MercedesBenz GLC Coupe is near the top of the list of pointless things. But it shows how far SUVs have evolved from jacked-up two-box trucks with off-road capability. It’s difficult to make something tall and bulky look sexy and lowslung, but the GLC Coupe carries off the idea with more élan than

SPECS

the larger GLE Coupe. Even so, it’s polarizing. “This is a compromised GLC,” Seabaugh said, referencing last year’s winner. “And for what? A dopey-looking roofline?” The well-appointed interior drew more unanimous praise, however. “Super premium and hugely impressive,” Loh said. Added Priddle: “You feel special as you buckle in.” The entry-level version is powered by a 241-hp turbo-four,

and the AMG-massaged GLC43 model is powered by a 362-hp twin-turbo V-6. The GLC300 Coupe is more nimble and more buttoned down than the Caliper-winning GLC300 crossover, and although the chassis doesn’t disappoint, it doesn’t excite, either. It’s just quietly competent, with a better ride and steering than BMW’s X4. The AMG version, on the other hand ... is “remarkably fast in a straight line,”

2018 Mercedes-Benz GLC300 4Matic Coupe

2017 Mercedes-AMG GLC43 Coupe

Base Price/As Tested

$46,875/$65,455

$60,645/$76,125

Power (SAE net)

241 hp @ 5,500 rpm

362 hp @ 5,500 rpm

Torque (SAE net)

273 lb-ft @ 1,300 rpm

384 lb-ft @ 2,500 rpm

Accel, 0-60 mph

6.7 sec

4.6 sec

Quarter Mile

15.2 sec @ 89.6 mph

13.2 sec @ 103.5 mph

Braking, 60-0 mph

137 ft

112 ft

Lateral Acceleration

0.79 g (avg)

0.92 g (avg)

MT Figure Eight

27.6 sec @ 0.63 g (avg)

25.0 sec @ 0.79 g (avg)

EPA City/Hwy/Comb

22/27/24 mpg

18/24/20 mpg

Walton said, “and offers enough grip to carry ludicrous speed through the fast sweepers.” Although the GLC43 Coupe delivers performance to match its style, the GLC300 Coupe is simply about the visuals. In the context of the traditional GLC300—which offers the same quality and technology plus more usability for less money—the Coupe falls short. Angus MacKenzie

GLC300 4Matic Coupe

Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission GLC300 2.0L turbo DOHC 16-valve I-4/9-speed automatic GLC43 3.0L twin-turbo DOHC 24-valve V-6/9-speed automatic Curb Weight (F/R Dist) GLC300 4,076 lb (53/47%) GLC43 4,254 lb (55/45%) Wheelbase 113.1 in Length x Width x Height GLC300 183.5 x 76.0 x 64.1 in GLC43 186.1 x 76.0 x 62.4 in Energy Consumption, City/Hwy GLC300 153/125 kW-hrs/100 miles GLC43 187/140 kW-hrs/100 miles CO2 Emissions, Comb GLC300 0.81 lb/mile GLC43 0.96 lb/mile

Ruthless People It’s always interesting to see how the finalist cut conversation goes. Some years no one seems to want to narrow the field. Other years, judges want to slash and burn—a braying Roman gladiator crowd pitilessly thumbing down any vehicle that’s not up to snuff. This discussion quickly went the latter way. Editor-in-chief Ed Loh started feeling out the room by offering up a vehicle

that’d been banned from our offroad testing due to its propensity for getting stuck: the Toyota C-HR. Although an argument could be made for the C-HR on our Efficiency or Value criteria, when it comes to Engineering Excellence and Performance of Intended Function, the C-HR’s lack of all-wheel drive coupled with its carlike ground clearance led to failure in its primary JANUARY 2018 / MOTORTREND.COM 61

Mini Countryman We Like The roomy interior and a plush ride for its size. We Don’t Like That it stretches the credibility of the Mini brand.

Cooper

uilt on the same platform as BMW’s X1, the new Mini Countryman is bigger and better mannered than the model it replaces. It’s also better groomed inside and out. “The new Countryman presents more practicality in a larger car that is still more fun to drive than most in the segment,” Priddle said. With a lively chassis, the 2.0-liter Cooper S is the most entertaining

of the Countryman lineup to drive. Disappointingly, the 1.5-liter threecylinder engine that powers the Cooper and is the ICE component of the Cooper S E plug-in hybrid is a shuddering drudge. Although technically interesting and seamless to drive, the hybrid— the heaviest, most powerful, and most expensive of the Countryman lineup—will confuse consumers expecting a fuel miser. It does

deliver superior city efficiency. Everywhere else the Cooper S E is more about mph than mpg, being 1.5 seconds quicker to 60 mph than the Cooper S and taking 1.1 seconds less in the quarter mile. Ride refinement is noticeably improved across the range compared with the old Countryman. The longer wheelbase helps, reducing fore-aft pitching, but there’s also been a marked improve-

ment in the initial compliance of the suspension. The cheeky edge that’s core to the Mini brand is still there. But there’s a fine line between character and caricature, and some judges felt this Mini crossed it. “The Countryman has always been something of a cartoon,” Markus said. “I see no flashes of brilliance that warrant elevating this one to finalist status.” Angus MacKenzie

2017 Mini Cooper Countryman All4

2017 Mini Cooper S Countryman All4

Base Price/As Tested

$28,950/$36,750

$31,950/$38,500

$37,650/$39,700

Power (SAE net)

134 hp @ 4,400 rpm

189 hp @ 5,000 rpm

134 hp @ 4,400 rpm (gas) + 87 hp (elec), 221 hp (comb)

SPECS

2018 Mini Cooper S E Countryman All4

Torque (SAE net)

162 lb-ft @ 1,250 rpm

207 lb-ft @ 1,250 rpm

162 lb-ft @ 1,250 rpm (gas) + 122 lb-ft (elec), 284 lb-ft (comb)

Accel, 0-60 mph

9.3 sec

7.4 sec

5.9 sec

Quarter Mile

17.0 sec @ 79.6 mph

15.7 sec @ 86.7 mph

14.6 sec @ 88.3 mph

Braking, 60-0 mph

138 ft

129 ft

150 ft

Lateral Acceleration

0.79 g (avg)

0.83 g (avg)

0.79 g (avg)

MT Figure Eight

28.3 sec @ 0.58 g (avg)

27.2 sec @ 0.63 g (avg)

27.5 sec @ 0.63 g (avg)

EPA City/Hwy/Comb

23/30/25 mpg

22/31/26 mpg

28/27/27 mpg

Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission Cooper 1.5L turbo DOHC 12-valve I-3/8-speed automatic Cooper S 2.0L turbo DOHC 16-valve I-4/8-speed automatic Cooper S E 1.5L turbo DOHC 12-valve I-3 plus electric motor Curb Weight (F/R Dist) Cooper 3,546 lb (57/43%) Cooper S 3,633 lb (58/42%) Cooper S E 3,881 lb (53/47%) Wheelbase 105.1 in Length x Width x Height 169.8 x 71.7 x 61.3 in Energy Consumption, City/Hwy Cooper 147/112 kW-hrs/100 miles Cooper S 153/109 kW-hrs/100 miles Cooper S E 120/125 kW-hrs/100 miles CO2 Emissions, Comb Cooper 0.75 lb/mile Cooper S 0.77 lb/mile Cooper S E 0.70 lb/mile

PRANKSTERS Ed and Alisa pull pranks with a rubber snake.

mission of being a crossover. Blood was in the water. A heated debate ensued on the GM triplets, the Buick Envision, Chevrolet Equinox, and GMC Terrain, ultimately ending in all three being cut. Down the list we went—a coldblooded 45-minute slash and burn before we agreed on our first finalist. However, once we had the

low-hanging fruit out of the way, the debate was engaged in earnest for the remaining bubble candidates. Was the Audi SQ5’s zippy performance sufficient to overcome the Q5’s clinical styling and weird collision-prevention events? Was the thrilling Alfa Romeo’s occasional gremlin enough to disqualify it? Was the Buick Enclave Avenir a

SA SAFETY SAFETY JUST ST ST C CO OMES COMES NAT NATURALLY. AT ATURALLY LY LY Y..

Toyota Safety Sense™ is now standard on many new Toyotas.

Now that active safety features like a Pre-Collision System (PCS),2 Lane Departure Alert (LDA)3 and others come standard on many new Toyotas – including the all-new Camry – you get extra peace of mind at no extra charge. Toyota Safety Sense™ (TSS). Designed for safety. Prototype shown with options. Production model may vary. 1. Drivers are responsible for their own safe driving. Always pay attention to your surroundings and drive safely. System effectiveness is dependent on many factors including road, weather and vehicle conditions. See Owner’s Manual for additional limitations and details. 2. The TSS Pre-Collision System is designed to help avoid or reduce the crash speed and damage in certain frontal collisions only. It is not a substitute for safe and attentive driving. System effectiveness is dependent on many factors including road, weather and vehicle conditions. See Owner’s Manual for additional limitations and details. 3. Lane Departure Alert is designed to read visible lane markers under certain conditions, and provide visual and audible alerts when lane departure is detected. It is not a collision-avoidance system or a substitute for safe and attentive driving. Effectiveness is dependent on many factors including road, weather and vehicle conditions. See Owner’s Manual for additional limitations and details. ©2017 Toyota Motor Sales, U.S.A., Inc.

Nissan Rogue Sport We Like Its competent ride and ample cargo space. We Don’t Like The weak engine, numb steering, and poor off-road performance.

t’s a tricky segment: Larger than a subcompact SUV and smaller than but priced nearly on top of a compact. That’s the niche Nissan is seeking to fill with the city-friendly Rogue Sport. Dickie described it as “a perfectly decent car for empty nesters who want to get away for the weekend.” The Rogue Sport suffers from being underpowered, with a mere 141 hp underhood. Seabaugh

SPECS

described the Rogue Sport’s acceleration as “like a boat … it confidently and capably saunters forward, gathering speed.” But it’s hardly quick, and the CVT moans like an old man getting up from his favorite reclining chair. The ride, with a planted chassis unperturbed by road crud or washboard, is excellent for a SUV of this size. Unfortunately, once off-road in our silty approxima-

tion of a snowdrift, the Rogue Sport ground to a halt—on several occasions with several drivers. Not a good sign. It also was plagued with numb steering feedback and suffers dynamically from “grinding understeer,” Markus said. Although Nissan cribbed interior bits from the upmarket Rogue, it still has too much plastic strewn about. It also lacks Apple CarPlay, and the infotainment screen is too small

and carries an outdated interface. The back seat is an uncomfortable little cushion with insufficient thigh support and compromised knee- and foot room—although it offers two air-conditioning vents and two USB ports. Cargo space is wide and deep but not tall. The hatchback required an extra effort to close—tough when your arms are full of stuff. A fair effort but not a finalist. Mark Rechtin

2017 Nissan Rogue Sport SL AWD

Base Price/As Tested

$28,395/$31,640

Power (SAE net)

141 hp @ 6,000 rpm

Torque (SAE net)

147 lb-ft @ 4,400 rpm

Accel, 0-60 mph

9.8 sec

Quarter Mile

17.5 sec @ 80.6 mph

Braking, 60-0 mph

137 ft

Lateral Acceleration

0.75 g (avg)

MT Figure Eight

29.6 sec @ 0.53 g (avg)

EPA City/Hwy/Comb

24/30/27 mpg

Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission 2.0L DOHC 16-valve I-4/Cont variable auto Curb Weight (F/R Dist) 3,426 lb (59/41%) Wheelbase 104.2 in Length x Width x Height 172.4 x 72.3 x 63.3 in Energy Consumption, City/Hwy 140/112 kW-hrs/100 miles CO2 Emissions, Comb 0.74 lb/mile

better seven-seat SUV for the money than its mass-market Chevrolet Traverse cousin? And although the fun Mazda CX-5 fell short against its Honda CR-V rival in most measurements, this is not a head-to-head test—so was the CX-5 good enough to make the finals? Were the awful gear-selector buttons of the otherwise competent GMC Terrain enough to ruin its chances? The debate raged on. Finally, after hours of discussion, our 64 MOTORTREND.COM / JANUARY 2018

Toyota C-HR

CONTENDERS

We Like Its interesting styling and flat handling. We Don’t Like The lack of features and poor capability/utility.

he C-HR generated endless debate about whether it qualified as an SUV. We even asked Toyota if it ought to compete in Car of the Year instead, but Toyota insisted it’s an SUV. MacKenzie disagreed: “To call it an SUV is as cynical a piece of marketing as has ever been perpetrated on unsuspecting car buyers. The C-HR proves there are limits to what should be labeled SPECS

an SUV.” Indeed, the C-HR has 0.8 inch less ground clearance than a Corolla sedan and fails three of five EPA criteria defining an SUV (axle clearance, running clearance, and approach angle). A fourth measurement, breakover angle, is not provided in the spec sheet, but the C-HR likely fails that, as well. Moreover, the C-HR is only offered with front-wheel drive in the U.S. This became an immediate issue

on the off-road evaluation loop, where it got stuck repeatedly. Judges also took issue with the C-HR on-road. The powertrain was resoundingly derided for being too slow. The rear seat offers a cavelike experience accessible only via fingernail-snapping door handles placed near the roofline. And the infotainment system has an aftermarket appearance and lacks Apple CarPlay and Android Auto. This is

unthinkable in a vehicle marketed toward millennials. There were kind words for its unique styling, fun handling, and funky interior with embossed diamond motif. But the C-HR’s lack of capability, utility, and features is made all the more galling by the availability of all-wheel drive, a hybrid powertrain, and a modern infotainment system in global markets. A frustrating entry. Scott Evans

2018 Toyota C-HR

Base Price/As Tested

$23,545/$25,539

Power (SAE net)

144 hp @ 6,100 rpm

Torque (SAE net)

139 lb-ft @ 3,900 rpm

Accel, 0-60 mph

10.3 sec

Quarter Mile

17.9 sec @ 77.4 mph

Braking, 60-0 mph

137 ft

Lateral Acceleration

0.80 g (avg)

MT Figure Eight

28.3 sec @ 0.59 g (avg)

EPA City/Hwy/Comb

27/31/29 mpg

Vehicle Layout Front-engine, FWD, 5-pass, 4-door hatchback Engine/Transmission 2.0L DOHC 16-valve I-4/Cont variable auto Curb Weight (F/R Dist) 3,286 lb (60/40%) Wheelbase 103.9 in Length x Width x Height 171.2 x 70.7 x 61.6 in Energy Consumption, City/Hwy 125/109 kW-hrs/100 miles CO2 Emissions, Comb 0.68 lb/mile

field of 24 was down to just seven. The finalists couldn’t be more different; it’s a good thing that our Of The Year competitions aren’t comparison tests. Our finalists included a bit of everything: the sporty Alfa Romeo Stelvio, the family-friendly VW Atlas and Chevrolet Traverse, the value-packed Honda CR-V, the off-road-ready Land Rover Discovery, the cheap and cheerful Subaru Crosstrek, and the luxurious

Volvo XC60. Over the next two days on real-world roads, we’d figure out which was worthy of the Golden Calipers. We packed up as the sun set on the Mojave. Tehachapi and our real-world loops still lay an hour’s drive away. We jockeyed for keys and saddled up for our convoy to the old railroad town on the outer edges of the desert. EDITOR-IN-CHILI Ed lords over his plate of jalapenos at dinner one night. MOTORTREND.COM 65

Volkswagen Tiguan We Like Its modern tech and good looks. We Don’t Like The cramped third row, weak engine, and weird handling.

fter nearly 10 years on the same compact platform, the Tiguan finally received a redesign, and it grew by a whopping 10.6 inches in overall length. That allowed Volkswagen to add a third row—not that you’d ever want to use it due to its cramped nature. At its heart, the Tiguan is still a compact SUV. The diminutive Ayapana was brave enough to climb in the back, SPECS

which he called “an adventure.” Loh described the seating position as “basically on the floor … knees very high and head touching the headliner.” MacKenzie said it was “useless for all but small children.” Although a five-seat version is available with 4Motion all-wheel drive, front-drive Tiguans only come with seven seats. Bummer. The third row wasn’t the only place where our judges showed

dissatisfaction. Driving dynamics were not what we’ve expected from VW. Dickie found the 2.0-liter engine “sluggish and underwhelming” hauling this larger mass. And the Tiguan’s handling was roundly criticized. “You go around the corner, and the back end just doesn’t want to play along,” Rechtin said. Over washboards and Belgian blocks, drivers suffered significant jostling.

Are there pluses? Sure. Although the third row is a torture chamber, the second row is remarkably spacious. The Tiguan handled our silty, hilly off-road course with aplomb, regardless of which drive mode we were in. We enjoyed VW’s modern Digital Cockpit with its easy-to-use infotainment system and thumping Fender stereo. But the Tiguan’s faults cannot be overlooked. Miguel Cortina

2018 Volkswagen Tiguan SEL 4Motion

Base Price/As Tested

$34,750/$39,245

Power (SAE net)

184 hp @ 4,400 rpm

Torque (SAE net)

221 lb-ft @ 1,600 rpm

Accel, 0-60 mph

8.6 sec

Quarter Mile

16.5 sec @ 81.5 mph

Braking, 60-0 mph

134 ft

Lateral Acceleration

0.77 g (avg)

MT Figure Eight

28.3 sec @ 0.58 g (avg)

EPA City/Hwy/Comb

21/27/23 mpg

Vehicle Layout Front-engine, AWD, 7-pass, 4-door SUV Engine/Transmission 2.0L turbo DOHC 16-valve I-4/8-speed automatic Curb Weight (F/R Dist) 4,083 lb (54/46%) Wheelbase 109.8 in Length x Width x Height 185.1 x 72.4 x 66.3 in Energy Consumption, City/Hwy 160/125 kW-hrs/100 miles CO2 Emissions, Comb 0.83 lb/mile FAMILY PHOTO These SUVs might look haphazardly parked, but Robin Trajano positioned them precisely for one of this year’s group photos.

66 MOTORTREND.COM / JANUARY 2018

Volvo V90 Cross Country

CONTENDERS

We Like Its gorgeous styling and updated infotainment screen. We Don’t Like Its niche appeal and fisheye rearview camera.

lhe judges all want to own this wagon, but we would be a minority. Despite its gorgeous lines, chic interior, and off-road prowess, few people will discover this beauty on their way to buying a more traditional SUV. “This is an excellent all-around vehicle that makes a strong case for the superiority of the all-wheel-drive wagon over the traditional SUV,” Evans said. SPECS

The 316-hp I-4 mated to an eightspeed auto does well on a winding road, cruising and dicing like a luxury sedan. The Volvo’s 8.3 inches of ground clearance make it adept off-road, too. “There’s something about this that screams, ‘Drive hard, put away wet,’ ” Seabaugh said. However, MacKenzie said the ride does not deliver the poise and serenity that its fabulous design promises.

The seats are spacious and luxurious with side window shades and a panoramic sunroof. Markus took note of the large cargo area with a pop-up organizer. Rechtin, who owns an XC70, mooned over the lush Bowers & Wilkins stereo, and Walton appreciated the interior, calling it “perhaps the most wellappointed here.” The V90 also has one of the better lane keeping systems—with

Pilot Assist it can almost drive itself, and it’s equipped with the full suite of Volvo safety systems. The infotainment screen is easier to read than before, too. In the end, judges felt it didn’t move the needle enough beyond the SUVOTY-winning XC90 and COTY-finalist S90. “Let’s start a new Wagon of the Year award, please,” Walton said. “This would be the undisputed winner.” Alisa Priddle

2017 Volvo V90 Cross Country T6

Base Price/As Tested

$56,295/$69,440

Power (SAE net)

316 hp @ 5,700 rpm

Torque (SAE net)

295 lb-ft @ 2,200 rpm

Accel, 0-60 mph

6.5 sec

Quarter Mile

14.8 sec @ 93.7 mph

Braking, 60-0 mph

128 ft

Lateral Acceleration

0.84 g (avg)

MT Figure Eight

26.4 sec @ 0.68 g (avg)

EPA City/Hwy/Comb

22/30/25 mpg

Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission 2.0L turbo + supercharged DOHC 16-valve I-4/8-speed automatic Curb Weight (F/R Dist) 4,267 lb (54/46%) Wheelbase 115.8 in Length x Width x Height 194.4 x 74.0 x 60.1 in Energy Consumption, City/Hwy 153/112 kW-hrs/100 miles CO2 Emissions, Comb 0.78 lb/mile

These 24 contenders were whittled to just seven, and the finalists couldn’t be more different.

Chevrolet Traverse Honda CR-V

Volvo XC60

Subaru Crosstrek

68 MOTORTREND.COM / JANUARY 2018

SUV OF THE YEAR | COVER STORY

Land Rover Discovery

Volkswagen Atlas

Alfa Romeo Stelvio

The Finalists ...

SO MUCH MORE THAN MINIVAN SUBSTITUTES, OUR TOP SUVS DISPLAY A DEPTH OF ON-PAVEMENT CHOPS AND OFF-ROAD CAPABILITY JANUARY 2018 / MOTORTREND.COM 69

Alfa Romeo Stelvio

We Like The exuberant handling, meaty engine, and supple ride. We Don’t Like Its out-of-date infotainment system and off-road weakness.

18/29/22

his tasty Italian treat fully embraces the “sport” proposition of sport utility. It is thrillingly quick, nimble around corners, and surprisingly supple over road crud. Yet its off-road competence is questionable, and the infotainment system clearly trails its luxury rivals. Then there’s the nagging question of Alfa Romeo build quality, which we experienced firsthand. Seabaugh perfectly sums up SPECS

the Stelvio experience: “The Alfa’s existence boils down to moments of brilliance punctuated by others of bewilderment.” Perhaps most impressive is the performance delivered by the 2.0-liter turbo-four engine mated to an eight-speed automatic. (The 505-hp Quadrifoglio version arrives next spring.) But anyone who thinks SUVs can’t be exciting will be instantly converted the moment

that second gear kicks in while making an aggressive exit from the dealership parking lot. It’s among the quickest SUVs in its class. “Even the fonts on the dash are racy and instantly transmit the notion that this is a sports car,” Markus said. For a vehicle geared for enthusiasts, the Stelvio frustratingly lacks a traction control defeat button. Its brakes are grabby at

parking lot speeds. The stop/start system’s software logic is unrefined. Although front-seat occupants are supported well by firm leather seats, the bolstering will be narrow for those of husky build. And we did have a typical Alfa moment when the sunroof went on a cigarette break for a couple hours. But it’s all worth it. The Alfa Romeo Stelvio is a blast. Frank Markus

2018 Alfa Romeo Stelvio Q4 (Ti Sport AWD)

Base Price/As Tested

$47,490/$55,240

Power (SAE net)

280 hp @ 5,200 rpm

Torque (SAE net)

306 lb-ft @ 2,000 rpm

Accel, 0-60 mph

5.4 sec

Quarter Mile

14.0 sec @ 97.3 mph

Braking, 60-0 mph

127 ft

Lateral Acceleration

0.82 g (avg)

MT Figure Eight

26.9 sec @ 0.67 g (avg)

EPA City/Hwy/Comb

22/28/24 mpg

Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission 2.0L turbo SOHC 16-valve I-4/8-speed automatic Curb Weight (F/R Dist) 4,018 lb (51/49%) Wheelbase 111.0 in Length x Width x Height 184.6 x 74.9 x 66.0 in Energy Consumption, City/Hwy 153/120 kW-hrs/100 miles CO2 Emissions, Comb 0.80 lb/mile DOWN TIME Chris Walton, Gordon Dickie, and Angus MacKenzie chat while the photo team waits for sunset.

The Finalists If the first two days of SUV of the Year are a sprint through 37 vehicles, the last two are a marathon through seven finalists. Over the next 48 hours, we’d each drive our 27.6-mile Of The Year loop 11 times, thanks to the extra Crosstrek, Discovery, and XC60 variants that help us assess the breadth of their given lineups. After 303.6 miles on highways, rural back roads, canyons, city streets, 70 MOTORTREND.COM / JANUARY 2018

and industrial byways, we’d each be ready to put our heads together and pick our 2018 SUV of the Year. Proving grounds are great places to test lots of vehicles in a controlled environment over a short period of time, but performance in the uncontrollable real world can make or break a finalist. For example, issues such as those we experienced with the Audi Q5’s forward collision software at the

Chevrolet Traverse

FINALISTS

We Like Its brawny style, ride/handling balance, and ample stowage. We Don’t Like The dumb AWD knob and lacking driver-side tilt/slide seat.

e expected a typical generational upgrade from the dozy last-gen Traverse, but we found ourselves awarding the newbie high marks in nearly all of our criteria. Chevy’s sharp new look translates surprisingly well to this full-figured CUV. The weight loss and superbly tuned nine-speed automatic advance its efficiency standings, and in terms of performance of intended SPECS

function it trumps the rival VW Atlas. Here’s a sampling of the love. Seabaugh: “The interior materials quality is noticeably higher than in the VW Atlas.” Evans: “The handling is excellent for the size and weight, and the new automatic maximizes power delivery without always grabbing the highest gear no matter what.” MacKenzie: “The Chevy proved better on the off-road sections than the Volkswagen—

quieter, smoother, more comfortable, and more enjoyable. Linear steering with meaty feel.” Obviously it didn’t grab the Calipers, but all the tough stuff— driving dynamics, design, pricing, and packaging—are nearly spoton, so the to-fix list is pretty short. At the top: Add the second-row tilt-n-slide mechanism to the leftside seat; we usually load the car in a driveway or garage, not at the

curb. Reposition and redesign the AWD-mode switch so we can see and comprehend it. Fix the jiggly, flimsy exterior door handles. And relocate the rear-hatch latch away from the bumper, where it will freeze over with accumulated snow. Although the VW’s third row is more comfortable and accessible, everywhere else this Chevy has the minivan-replacement mission accomplished. Frank Markus

2018 Chevrolet Traverse AWD (Premier)

Base Price/As Tested

$48,295/$50,140

Power (SAE net)

310 hp @ 6,800 rpm*

Torque (SAE net)

266 lb-ft @ 2,800 rpm*

Accel, 0-60 mph

6.7 sec

Quarter Mile

15.2 sec @ 90.6 mph

Braking, 60-0 mph

135 ft

Lateral Acceleration

0.77 g (avg)

MT Figure Eight

27.8 sec @ 0.61 g (avg)

EPA City/Hwy/Comb

17/25/20 mpg

Vehicle Layout Front-engine, AWD, 7-pass, 4-door SUV Engine/Transmission 3.6L DOHC 24-valve V-6/9-speed automatic Curb Weight (F/R Dist) 4,639 lb (57/43%) Wheelbase 120.9 in Length x Width x Height 204.3 x 78.6 x 70.7 in Energy Consumption, City/Hwy 198/135 kW-hrs/100 miles CO2 Emissions, Comb 0.98 lb/mile *SAE certified

proving ground typically don’t rear their heads except on public streets with real traffic—in fact, a similar issue arose last year with the Mazda CX-9, sinking its chances at winning. The unpredictability of the real world also further helps us test everything from low-speed braking behavior and transmission responsiveness in traffic to radar cruise control, lane keep assist systems, infotainment software, and

audio systems—something I vowed to pay particular attention to this year. Just before 8 a.m. on the first day of the finalist loops, I walked into our hotel conference room and was greeted by a personalized drive schedule. Frank, who seems to always be running on East Coast time, made one for each judge despite turning in for bed past midnight and waking up at what I’m sure was way before dawn.

I snagged the keys to the diesel Discovery, fired up the oil burner, and set out for my first loop of the day. Before I’d even made it to lunch with the gang some four hours later, I realized I’d made a terrible mistake. I’d read recently that Queen’s “Bohemian Rhapsody,” with its operatic highs and heavy-metal lows, is one the best songs for testing an audio system’s chops. In years past I’ve used JANUARY 2018 / MOTORTREND.COM 71

Land Rover Discovery

We Like Its response off-road, precise steering, and smooth diesel. We Don’t Like The poor third row and illogical infotainment controls.

24/32/27

Td6 HSE

rawling up and over the hoods of the rest of the field, the relentlessly capable Land Rover Discovery was an easy choice as finalist. We used it to smooth ruts in the deep sand so other contenders didn’t get stuck. With its air suspension, the handsome, capable Disco reduced a jump to a bump and railroad tracks to ripples in the pavement. The fifth generation drops the SPECS

integraded body-on-frame of the LR4 for unibody architecture with aluminum-intensive bodywork. It also comes with a choice of a 254-hp 3.0-liter turbodiesel V-6 with 443 lb-ft of torque or a 340-hp 3.0-liter supercharged gas V-6 with 332 lb-ft. The diesel was quieter and more refined, and the eight-speed automatic transmission shifted better, but the gas engine was

quicker. Taller sidewalls on the Td6 made it perform better on rough roads that caused the Si6 to shake and shudder. The Discovery handles well for a big SUV. The auto terrain response quickly felt at play in the silty sand that plagued many entrants. “It took the Land Rover a dozen or so feet to realize the terrain had changed, and all of a sudden it was like a second wind,” Seabaugh said.

2017 Land Rover Discovery Si6 HSE (Luxury)

2017 Land Rover Discovery Td6 HSE (Luxury)

Base Price/As Tested

$64,945/$82,850

$66,945/$80,150

Power (SAE net)

340 hp @ 6,500 rpm

254 hp @ 3,750 rpm

Torque (SAE net)

332 lb-ft @ 3,500 rpm

443 lb-ft @ 1,750 rpm

Accel, 0-60 mph

6.1 sec

8.7 sec

Quarter Mile

14.7 sec @ 89.7 mph

16.6 sec @ 83.6 mph

Braking, 60-0 mph

137 ft

133 ft

Lateral Acceleration

0.69 g (avg)

0.72 g (avg)

MT Figure Eight

28.9 sec @ 0.58 g (avg)

29.0 sec @ 0.59 g (avg)

EPA City/Hwy/Comb

16/21/18 mpg

21/26/23 mpg

Inside, the Disco’s greenhouse cabin created epic sightlines. We like the comfortable seats, numerous amenities, and clever storage. But the infotainment system is from yesteryear, the stereo volume knob is a lengthy reach, and third-row seat access is a challenge. Although it’s a strong finalist, the Landie didn’t pack the requisite extras to win it all. Alisa Priddle

Si6 HSE

REAL MPG 16/21/18

Vehicle Layout Front-engine, 4WD, 7-pass, 4-door SUV Engine/Transmission Si6 3.0L supercharged DOHC 24-valve V-6/8-speed automatic Td6 3.0L turbodiesel DOHC 24-valve V-6/8-speed automatic Curb Weight (F/R Dist) Si6 5,473 lb (47/53%) Td6 5,582 lb (47/53%) Wheelbase 115.1 in Length x Width x Height 195.7 x 81.6 x 71.1-75.6 in Energy Consumption, City/Hwy Si6 211/160 kW-hrs/100 miles Td6 180/145 kW-hrs/100 miles CO2 Emissions, Comb Si6 1.08 lb/mile Td6 0.97 lb/mile

my favorite albums, but I’ve never used a single song on repeat. This seemed much more scientific. It was on my fourth loop when I realized my critical mistake: Listening to a great song repeatedly on full blast ruins said great song. Sure, in those four hours I learned “Bohemian Rhapsody” sounds unexpectedly good on the Subaru’s Harman Kardon audio system and surprisingly bass-heavy on the 72 MOTORTREND.COM / JANUARY 2018

VW Atlas’ Fender system, but at what cost? My ears would ring with Freddie Mercury’s voice and Brian May’s guitar on an endless loop. By the following afternoon, I was ready for “Bohemian Rhapsody” to end and our debate to begin. There’s always a tense, nervous quiet that overtakes the conference room ahead of our final debates. Some mindlessly fiddle with their phones. Others

anxiously pore over their notes, gaining ammunition for the fight to come. Unlike the relative anarchy of our contender cuts, Ed leads us diligently through the finalists. We start with the VW Atlas. “Anyone feel strongly that this should be our SUV of the Year?” Detroit editor Alisa Priddle is the first to respond: “I know this is Volkswagen’s corporate styling, but the design does not work for me at all.” Angus jumps

Subaru Crosstrek

FINALISTS

We Like Its excellent CVT, plush ride, off-road strength, and overall value. We Don’t Like The weak engine and the manual’s shifter.

26/39/31

Premium

ith base prices of just over $23,000 (Crosstrek Premium) to a few dollars over $27,000 (Limited), the lifted Impreza wagon carries a burly demeanor and playful color palette. This all-wheel-drive problem solver will safely and comfortably get you around town with its new EyeSight safety suite, fuel-sipping 2.0-liter direct-injection engine, and newfound infotainment connecSPECS

tivity—but it also has the capability to get you to the ski slopes, trailheads, and fishing holes as well as any full-scale SUV would. The 2018 Crosstrek impressed the judges with its smooth and sorted ride, its true off-road capability, its 8.7-inch ground clearance, and the prompt and smart responses from its revised CVT. The novelty of the available six-speed manual quickly wore thin,

however, because it emphasized the Crosstrek’s biggest liability— a real lack of power. The Subie stumbled on our uphill merge with 18-wheelers looming large. Although it’s more than a second quicker to 60 mph than its predecessor, this only makes it tolerably slow. We’re eagerly waiting for Subaru to add the 2.0-liter turbo to the lineup. The trade-off is 30.5 mpg combined in our Real MPG testing.

2018 Subaru Crosstrek 2.0i (Premium)

2018 Subaru Crosstrek 2.0i (Limited)

Base Price/As Tested

$23,510/$23,510

$27,210/$30,655

Power (SAE net)

152 hp @ 6,000 rpm

Torque (SAE net)

145 lb-ft @ 4,000 rpm

Accel, 0-60 mph

8.8 sec

9.0 sec

Quarter Mile

16.7 sec @ 77.4 mph

16.9 sec @ 80.8 mph

Braking, 60-0 mph

125 ft

131 ft

Lateral Acceleration

0.79 g (avg)

0.80 g (avg)

MT Figure Eight

28.2 sec @ 0.59 g (avg)

28.4 sec @ 0.58 g (avg)

EPA City/Hwy/Comb

23/29/25 mpg

27/33/29 mpg

We were impressed with the Crosstrek’s excellent sight lines, the amount of rear passenger space, and the base infotainment system with standard Apple CarPlay and Android Auto. The EyeSight safety suite, reverse cross-traffic automatic braking, navigation, and Harman Kardon audio option is a steal at $3,445. The value here is off the scale. Just a bit more power, please. Chris Walton

Limited

REAL MPG 21/34/25

Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission Premium 2.0L DOHC 16-valve flat-4/6-speed manual Limited 2.0L DOHC 16-valve flat-4/Cont variable auto Curb Weight (F/R Dist) Premium 3,143 lb (58/42%) Limited 3,284 lb (59/41%) Wheelbase 104.9 in Length x Width x Height 175.8 x 71.0 x 62.6 in Energy Consumption, City/Hwy Premium 147/116 kW-hrs/100 miles Limited 125/102 kW-hrs/100 miles CO2 Emissions, Comb Premium 0.76 lb/mile Limited 0.66 lb/mile

HEADS UP Eyes above catch us spending some time with our finalists.

in, defending the Atlas’ sheetmetal before admitting, “My big problem with the Atlas is in its suspension calibration,” noting that it’s frequently either bottoming or topping out. After thoroughly covering the Atlas, Ed moves the discussion on to the Volvo, then the Land Rover and the Chevrolet. Like the Atlas, the XC60, Discovery, and Traverse all get an exhaustive review from the judges—yet

no one makes a passionate case for any of them to be crowned SUV of the Year. Everyone seems to be waiting for their favorites to be brought to the table. Then we get to the Alfa Romeo Stelvio. “I feel like this is the most polarizing vehicle in the mix,” Ed said. Boy, was he right. For every case that could be made against the Alfa—from its electronic glitches and intermittently functioning sunroof (an issue which JANUARY 2018 / MOTORTREND.COM 73

Volkswagen Atlas

FINALISTS

We Like Its stadium third-row seating, digital cluster, and tilt/slide seats. We Don’t Like The floaty yet brittle suspension and the snoozy VR6.

16/26/20

tatistics suggest that minivan customers are regular defectors to big three-row SUVs. So the intended purpose of these jumbo utes is to serve as socially acceptable minivans. And although none perfectly matches both the passenger and cargo capacity of a minivan, VW’s new Atlas comes about as close as any to carrying people with equivalent ease and comfort. “If space is SPECS

your No. 1 concern and a minivan is off the table,” Seabaugh said, “it’s tough not to recommend the Atlas.” Its savvy packaging quickly earned it a finalist bid. “It’s huge,” Loh said. “Like really, really, really big. The room inside is ridiculous.” We praised the Digital Cockpit, infotainment touchscreen, and the third row fit for adults (but without vents or USB ports). The interior materials quality was likened to that

of European commercial vans and Fisher-Price toys. Off-road capability with the terrain-mode controller was impressive, but Seabaugh deemed the VR6 loud, coarse, and “barely adequate for hauling seven people,” with an overeager throttle calibration and a transmission that grabbed overdrive ASAP. Evans fretted: “I can only imagine how gutless the four-cylinder must feel.”

But the suspension damping really tweaked our judges. MacKenzie said it “floats down the road like a Wagon Queen Family Truckster. It needs more body control and more suspension travel.” At the same time, Evans noted that the Atlas “is also more brittle than the Chevy [Traverse] on the rough pavement.” A strong effort. Just not the winner. Frank Markus

2018 Volkswagen Atlas V6 SEL 4Motion

Base Price/As Tested

$43,615/$49,415

Power (SAE net)

276 hp @ 6,200 rpm

Torque (SAE net)

266 lb-ft @ 2,750 rpm

Accel, 0-60 mph

7.9 sec

Quarter Mile

16.0 sec @ 81.6 mph

Braking, 60-0 mph

139 ft

Lateral Acceleration

0.79 g (avg)

MT Figure Eight

27.9 sec @ 0.61 g (avg)

EPA City/Hwy/Comb

17/23/19 mpg

Vehicle Layout Front-engine, AWD, 7-pass, 4-door SUV Engine/Transmission 3.6L DOHC 24-valve V-6/8-speed automatic Curb Weight (F/R Dist) 4,725 lb (55/45%) Wheelbase 117.3 in Length x Width x Height 198.3 x 78.3 x 70.0 in Energy Consumption, City/Hwy 198/147 kW-hrs/100 miles CO2 Emissions, Comb 1.01 lb/mile THROWDOWN Miguel Cortina, Ed Loh, and Mark Rechtin begin the mighty debate.

cropped up minutes before we began our discussion)—an equally compelling case could be made for its exceptional driving manners. The Stelvio was appealing to our hearts, the enthusiast in each and every one of us. We debated for more than a half hour about the Stelvio before moving on to the next surprisingly controversial vehicle, the Crosstrek. The Subaru scored particularly high on Value and 74 MOTORTREND.COM / JANUARY 2018

Performance of Intended Function, thanks to its grippy all-wheel-drive hardware and superb ride quality, but more than a few judges found its engine almost unforgivably underpowered. Then came the Honda CR-V, our last finalist. After yet another lengthy discussion, Ed yielded the floor to anyone who wanted to make an impassioned plea for their SUV of the Year favorite. Plenty did. It was shaping up to

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Volvo XC60

FINALISTS

We Like The stylish design, plush interior, and strong powertrains. We Don’t Like The slow-booting infotainment and sensitive brakes.

19/31/23

T5 Momentum

ith three powerplants, Volvo offers three flavors of XC60. The T5 with a 2.0-liter turbocharged I-4 and steel suspension has plenty of power and performed best on abrupt bumps. “This is a great SUV to be the base model,” Cortina said. Ayapana liked the price: “There’s a lot of value here.” The T6 adds a supercharger. Ayapana called it the best SPECS

powertrain here. On the winding course, Loh said its “balance and responsiveness shrunk the T6 down like a little ball into and out of corners.” Markus applauded the weighting of the steering and the “added pleasure of zipping down an engaging twisty road while getting a high-speed, high-intensity Swedish massage” from the seats. The T8 plug-in hybrid can travel 18 miles on electricity, after

which the handoff from EV mode to hybrid driving is seamless. But the regenerative brakes are overly sensitive and grabby, and the Orrefors crystal shifter must be awkwardly bumped twice to get into forward or reverse gear. Volvo prioritizes safety, but the seat belt cinched itself so tightly over a whoop-de-doo that it took our breath away. The Sensus infotainment system was slow to boot

up—not great when you need the rearview camera. The second-gen XC60’s design is racier with a raked windshield. MacKenzie called the interior “a textbook example of Scandinavian Zen—studied, airy, and sophisticated.” It’s filled with lovely woods and leathers to soothe the soul. Regardless of which trim level you choose, you can’t go wrong. Alisa Priddle

2018 Volvo XC60 T5 Momentum

2018 Volvo XC60 T6 Inscription

Base Price/As Tested

$42,495/$44,690

$49,695/$63,290

2018 Volvo XC60 T8 Inscription $57,695/$71,590

Power (SAE net)

250 hp @ 5,500 rpm

316 hp @ 5,700 rpm

313 hp @ 5,700 rpm (gas) + 87 hp (elec), 400 hp (comb)

Torque (SAE net)

258 lb-ft @ 1,500 rpm

295 lb-ft @ 2,200 rpm

295 lb-ft @ 2,200 rpm (gas) + 177 lb-ft (elec), 472 lb-ft (comb)

Accel, 0-60 mph

7.3 sec

6.6 sec

5.4 sec

Quarter Mile

15.5 sec @ 86.1 mph

15.0 sec @ 89.9 mph

14.0 sec @ 97.1 mph

Braking, 60-0 mph

130 ft

131 ft

Lateral Acceleration

0.83 g (avg)

0.80 g (avg)

MT Figure Eight

27.2 sec @ 0.64 g (avg)

27.1 sec @ 0.64 g (avg)

27.2 sec @ 0.66 g (avg)

EPA City/Hwy/Comb

22/28/24 mpg

21/27/23 mpg

26/28/26 mpg

Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission T5 2.0L turbo DOHC 16-valve I-4/8-speed automatic T6 2.0L turbo + s’charged DOHC 16-valve I-4/8-speed automatic T8 2.0L turbo + s’charged DOHC 16-valve I-4 plus front/rear elec motors/8-speed automatic Curb Weight (F/R Dist) T5 4,100 lb (55/45%) T6 4,297 lb (55/45%) T8 4,722 lb (54/46%) Wheelbase 112.8 in Length x Width x Height T5 184.6 x 74.9 x 64.8 in T6, T8 184.6 x 74.9 x 62.8-66.6 in Energy Consumption, City/Hwy T5 153/120 kW-hrs/100 miles T6 160/125 kW-hrs/100 miles T8 130/120 kW-hrs/100 miles CO2 Emissions, Comb T5 0.80 lb/mile T6 0.83 lb/mile T8 0.72 lb/mile

be a battle of heads versus hearts. The pragmatic versus the passionate. The anonymous paper ballots went out. On them, each judge put their top three picks for SUV of the Year in order. Even though we don’t award the two runners-up, voting for three helps ensure there isn’t a tie. Ballots in hand, Ed left the room to 76 MOTORTREND.COM / JANUARY 2018

tally the vote. Typically he returns with the results a few minutes later. Instead, he came back in the room 15 minutes later and grabbed photographer Brian Vance to come help verify the tally. It was close. Really close. Ed and Brian returned after another tension-filled 10 minutes. We had a winner. The margin was slim—one

judge’s flip-flop of a first- and secondplace vote would have netted a different outcome—a result few judges would have protested either way. And despite the close result, this win was no mistake. Few vehicles in recent memory have lived up to our criteria as thoroughly as our 2018 SUV of the Year. Christian Seabaugh

HAVE A HIGH-PERFORMANCE HOLIDAY WATCH THE BEST AUTOMOTIVE SHOWS STREAMING NOW ON MOTOR TREND ONDEMAND!

START YOUR FREE TRIAL NOW! MotortrendondeMand.coM /E11

WINNER | 2018 SUV OF THE YEAR

Words Angus MacKenzie Photographs Michael Shaffer

THE QUIET ACHIEVER

STRY’S U D IN E H T IN ELLENCE C X E T H IG GMENT R E T S E OU IV IT T E P MOST COM

78 MOTORTREND.COM / JANUARY 2018

COVER STORY

HONDA CR-V

JANUARY 2018 / MOTORTREND.COM 79

WINNER | 2018 SUV OF THE YEAR Whether it’s a car, truck, or SUV, the winners of Motor Trend’s Golden Calipers tend to fall into two categories. There are the dashing, dazzling disruptors such as Nissan’s GT-R or Tesla’s Model S. Then there are the quiet achievers: mass-market vehicles with thoughtful engineering and design, rigorous attention to detail, and a deeply intuitive understanding of the demands and desires of the customer. The 2018 Motor Trend SUV of the Year, the Honda CR-V, falls into the latter camp—a supreme example of calm, confident composure that delivers in all categories. “Honda made sure it kept its crown jewel ahead of the field by paying attention to a wide range of details,” Detroit editor Alisa Priddle said. “Others might excel in certain fields, but others don’t put the whole package together the way the CR-V does.” This is the second CR-V to take home the calipers in the 20-year history of the award: A thorough rework and refresh of the previous CR-V platform was enough to garner the 2015 SUV of the Year title, narrowly edging out Jeep’s Cherokee to take the win. Now, three years later, the comprehensively redesigned CR-V has bested another sporty European—this time Alfa Romeo’s surprisingly accomplished li h d Stelvio—by St l i b just j t one vote. t Against 23 contenders, the 2017 Honda CR-V is a worthy winner. Here’s why.

ADVANCEMENT IN DESIGN

Like every new Honda launched in America in recent years, the new CR-V looks bigger and more substantial than the model it replaces, and that perception is reinforced by exterior styling that is a touch heavy-handed in places. Nevertheless, the CR-V is mercifully free of the riotous mess of lines and surfaces that blights the sheetmetal of some contemporary Japanese crossovers, relying instead on bolder graphic elements such as the grille and taillights to establish its identity. But in a field that boasted some beautifully styled SUVs, most notably the Volvo XC60 and V90 Cross Country and the aforementioned Alfa, it’s fair to say the Honda’s exterior wasn’t among the leaders when the judges’ discussion turned to design. Inside, it’s a different story. “This is about the swankiest interior ever seen on the CR-V,” technical director Frank Markus said. Apart from some reflections on the instrument panel and some obviously fake wood, it’s carefully executed, with the high-mounted PRNDL gate, climate li ate and audio controls, and infotainment ent screen within easy reach even for drivers of modest stature. Additional

PERFECT FIT With its compact dimensions and efficient pairing of its 1.5-liter turbo engine to the industry-best CVT, the Honda CR-V is an excellent urban utility vehicle.

22/35/27

Against 23 contenders, the 2017 Honda CR-V is a worthy winner of SUV of the Year. controls on the steering wheel are unobtrusive yet intuitive to use. “The overall design is logical and high-tech, and it feels loaded,” editor-in-chief Ed Loh said. More important than how it feels, though, the CR-V’s cabin is also supremely functional, with a ton of storage space up front in the doors and center console. The rear doors open wide, ensuring easy entry and exit to a rear seat that offers legroom and headroom aplenty, even for adults. Vents in the

center console direct air to rear-seat passengers, and two USB charging ports keep their devices charged. At the rear, a low load floor and square dimensions help deliver a class-leading 39.2 cubic feet of cargo space with the rear seats up. And the CR-V is still one of only a handful of SUVs in the segment to offer the ability to lower the 60/40 split rear seat via levers in the load space area. It is a masterpiece of packaging, a true accomplishment in the compact SUV space.

ENGINEERING EXCELLENCE

The eye doesn’t lie: The CR-V is bigger than the previous model—longer and taller with a longer wheelbase. But the scales also tell an intriguing truth. You get more CR-V, but it weighs 113 pounds less, which helps both handling and efficiency. Two engines are available, both of which drive through a continuously variable transmission. The entry-level CR-V LX is powered by the 184-hp, 180-lb-ft 2.4-liter naturally aspirated inline-four

SPECS 2017 Honda CR-V AWD Touring Base Price / As Tested

$34,735/ $34,735

Power (SAE net)

190 hp @ 5,600 rpm

Torque (SAE net)

179 lb-ft @ 2,000 rpm

Accel, 0-60 mph

7.5 sec

Quarter Mile

15.9 sec @ 88.4 mph

Braking, 60-0 mph

129 ft

Lateral Acceleration

0.79 g (avg)

MT Figure Eight

28.0 sec @ 0.61 g (avg)

EPA City/Hwy/Comb

27/33/29 mpg

XXX XX XX X XXXXX XX X

Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission 1.5L turbo DOHC 16-valve I-4 /Cont variable auto Curb Weight (F/R Dist) 3,481 lb (57/43%) Wheelbase 104.7 in L X W X H 180.6 x 73.0 x 66.5 in Energy Cons, City/HWY 125/102 kW-hrs/100 miles CO2 Emissions, Comb 0.66 lb/mile JANUARY 2018 / MOTORTREND.COM 81

WINNER | 2018 SUV OF THE YEAR

carried over from the previous generation. New for the 2018 EX, EX-L, and Touring CR-V models is a 1.5-liter turbocharged inline-four that develops 190 hp and 179 lb-ft. Offering two engines with essentially identical outputs might seem a little odd, but there’s a method in Honda’s madness. Carrying over the 2.4-liter engine enables the entry-level LX model to be priced at just under $25,000. For a $2,750 premium the new 1.5-liter turbo delivers its peak power at lower revs and peak torque across a much broader range than the naturally aspirated one, delivering noticeably better drivability, performance, and fuel economy. The 2018 CR-V Touring is not only 0.8 second quicker to 60 mph than the previous model but is

TURBOED Quicker and more fuel-efficient.

also about 8 percent more fuel efficient around town, according to the EPA numbers. Our Real MPG figures show a 22.3 percent gain on the highway. On the road, the CR-V chassis is consistent and predictable; it doesn’t do anything that will surprise you. That’s not to say it’s boring to drive. The steering is light but accurate and the ride tightly

controlled, keeping the CR-V confidently planted through corners. The CVT works beautifully with the new 1.5-liter turbocharged four-banger, keeping the engine humming right where the torque curve is fattest to ensure good throttle response. “I’m impressed by how quickly this Honda is capable of going down a canyon road,” associate editor Scott Evans said. And on the high-speed oval, executive editor Mark Rechtin found the CR-V planted and stable at 115 mph—not that you’ll ever need to go that fast, but it’s an excellent measure of chassis engineering. Although impact harshness is wellsuppressed, tire noise seeping into the cabin—a consistent bugbear with Hondas—is intrusive on some surfaces. And without lockable AWD or hilldescent control, the CR-V is definitely a soft-roader, though the AWD versions cope well with rutted, low-traction surfaces, thanks to a system that sends up to 40 percent of torque to the rear wheels. EFFICIENCY

The entry-level CR-V LX matches the previous generation’s EPA-rated fuel economy, at 25–26/31–32 mpg city/ highway with front- and all-wheel drive. Although one of the lighter SUVs among this year’s contenders, the fully loaded CR-V Touring nevertheless weighs 82 MOTORTREND.COM / JANUARY 2018

3,481 pounds and has a relatively large frontal area for a 1.5-liter engine to deal with, even one with a turbocharger. The Touring’s 27/33 mpg city/highway EPA rating is therefore impressive. Our Real MPG test results fall behind the EPA in the city and combined but outperform EPA’s highway rating. SAFETY

When it comes to passive safety—the stuff that protects you during a crash— the CR-V has scored a solid five-star safety rating from NHTSA. And in terms of active safety—the stuff that can help you avoid a crash in the first place—the CR-V’s Honda Sensing driver-assistance system, which includes lane keeping assist, active cruise control, and collision prevention and is fitted to all but the base LX model, leads the segment. Honda Sensing is easy to use and effective. The lane keeping assist function drew particular praise for being one of the few to infer a right edge of the road without needing a painted white line and for its ability to activate independently of active cruise control. Road test editor Chris Walton reckoned it to be perhaps the best lane keeping system available short of Tesla’s. Evans was equally impressed. “It’s seriously impressive, especially for the price,” he said of Honda Sensing. “This is one of the most advanced driver-assistance systems on the market, and you can get it in an everyday family crossover.” VALUE

With prices ranging from just under $25,000 for a front-drive LX to $34,735 for the top Touring AWD model, the CR-V crash-tackles America’s most competitive market segment. No matter which version you choose, Honda delivers a lot of compact SUV for your money. Standard equipment levels are high. Volume-selling EX models, which start at $27,735 for a front-drive version and $1,300 more for the all-wheel-drive variant, come equipped with smart entry

POWERTRAIN/CHASSIS

PACKAGING Honda continues to be the best at fitting more stuff in small spaces.

locking, a 7.0-inch touchscreen, and, of course, the deeply impressive Honda Sensing safety system. PERFORMANCE OF INTENDED FUNCTION

Offering a compelling mix of fun and functionality, value and versatility, comfort and connectivity across a range of body styles and price points, today’s compact SUVs are attracting everyone from first-time car buyers to costconscious families to empty nesters. This broad appeal is why demand for compact SUVs has exploded over the past decade, with U.S. sales zooming from 1.5 million units in 2010 to nearly double that amount last year—and still climbing. With the CR-V, Honda took aim right at the heart of this white-hot segment— and hit a bull’s eye. “If you’re buying a family crossover, I’m not sure why you’d consider anything other than the Honda CR-V,” features editor Christian Seabaugh said. “It checks all the boxes.” It’s clear that Honda sweats the details. The CR-V is not just roomy, well-built, and well-equipped. It’s also thoughtfully conceived and executed. It has space for your stuff. It won’t punish you at the pump. It keeps you safe on the road. It’s packed with features at an affordable price. It’s even fun to drive when you want it to be. And it’s made in the U.S. and Canada to boot. “Overall, it’s the best in one of the toughest classes around,” Loh said. “That’s saying something.” You bet. That’s saying the new Honda CR-V is good enough to make it Motor Trend’s 2018 SUV of the Year. n

2017 Honda CR-V AWD Touring

DRIVETRAIN LAYOUT

Front-engine, AWD

ENGINE TYPE

Turbocharged I-4, alum block/head

VALVETRAIN DISPLACEMENT COMPRESSION RATIO POWER (SAE NET) TORQUE (SAE NET) REDLINE WEIGHT TO POWER TRANSMISSION AXLE/FINAL-DRIVE RATIO

DOHC, 4 valves/cyl 91.4 cu in/1,498cc 10.3:1 190 hp @ 5,600 rpm 179 lb-ft @ 2,000 rpm 6,500 rpm 18.3 lb/hp Cont variable auto 5.64:1/2.28:1

SUSPENSION, FRONT; REAR

Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar

STEERING RATIO TURNS LOCK-TO-LOCK BRAKES, F; R

12.3:1 2.4 11.1-in vented disc; 10.2-in disc, ABS 7.5 x 18-in cast aluminum 235/60R18 103H M+S Hankook Kinergy GT

WHEELS TIRES DIMENSIONS

WHEELBASE TRACK, F/R LXWXH GROUND CLEARANCE APPRCH/DEPART ANGLE TURNING CIRCLE CURB WEIGHT WEIGHT DIST, F/R TOWING CAPACITY SEATING CAPACITY HEADROOM, F/R LEGROOM, F/R SHOULDER ROOM, F/R CARGO VOLUME BEH F/R

104.7 in 62.9/63.5 in 180.6 x 73.0 x 66.5 in 8.2 in 20.8/24.8 deg 37.4 ft 3,481 lb 57/43% 1,500 lb 5 37.8/38.3 in 41.3/40.4 in 57.9/55.6 in 75.8/39.2 cu ft

ACCELERATION TO MPH 0-30 0-40 0-50 0-60 0-70 0-80 PASSING, 45-65 MPH QUARTER MILE BRAKING, 60-0 MPH LATERAL ACCELERATION MT FIGURE EIGHT TOP-GEAR REVS @ 60 MPH

2.8 sec 4.1 5.6 7.5 9.9 12.7 3.7 15.9 sec @ 88.4 mph 129 ft 0.79 g (avg) 28.0 sec @ 0.61 g (avg) 1,600 rpm

TEST DATA

CONSUMER INFO

BASE PRICE PRICE AS TESTED STABILITY/TRACTION CONTROL AIRBAGS

$34,735 $34,735 Yes/Yes 6: Dual front, front side, f/r curtain 3 yrs/36,000 miles 5 yrs/60,000 miles 3 yrs/36,000 miles 14.0 gal

BASIC WARRANTY POWERTRAIN WARRANTY ROADSIDE ASSISTANCE FUEL CAPACITY REAL MPG, CITY/HWY/COMB 22.4/34.5/26.6 mpg EPA CITY/HWY/COMB ECON 27/33/29 mpg 125/102 kW-hrs/100 miles ENERGY CONS, CITY/HWY 0.66 lb/mile CO2 EMISSIONS, COMB Unleaded regular RECOMMENDED FUEL

NIMBLE More than a simple hauler of people and their stuff, the Honda CR-V has made great gains in ride feel and fun-to-drive factors.

JANUARY 2018 / MOTORTREND.COM T 83

SUV OF THE YEAR

2018 Alfa Romeo Stelvio Q4 (Ti Sport AWD)

2018 Chevrolet Traverse AWD (Premier)

2017 Land Rover Discovery Si6; Td6 HSE (Luxury)

DRIVETRAIN LAYOUT ENGINE TYPE

Front-engine, AWD Turbocharged I-4, alum block/head

Front-engine, AWD 60-deg V-6, alum block/heads

Front-engine, 4WD Supercharged 90-deg V-6, alum block/heads; Turbodiesel 60-deg V-6, iron block/alum heads

VALVETRAIN DISPLACEMENT

SOHC, 4 valves/cyl 121.7 cu in/1,993cc

DOHC, 4 valves/cyl 217.5 cu in/3,564cc

DOHC, 4 valves/cyl 182.7 cu in/2,995cc; 182.6 cu in/2,993cc

COMPRESSION RATIO POWER (SAE NET)

10.0:1 280 hp @ 5,200 rpm

11.5:1 310 hp @ 6,800 rpm*

TORQUE (SAE NET)

306 lb-ft @ 2,000 rpm

266 lb-ft @ 2,800 rpm*

332 lb-ft @ 3,500 rpm; 443 lb-ft @ 1,750 rpm

REDLINE WEIGHT TO POWER TRANSMISSION AXLE/FINAL-DRIVE/LOW RATIO SUSPENSION, FRONT; REAR

5,500 rpm 14.4 lb/hp 8-speed automatic 3.73:1/2.39:1/— Multilink, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar

6,500 rpm 15.0 lb/hp 9-speed automatic 3.49:1/2.16:1/— Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar

6,750; 4,800 rpm 16.1; 22.0 lb/hp 8-speed automatic 3.73:1/2.49:1/2.93:1; 3.21:1/2.14:1/2.93:1 Multilink, air springs, anti-roll bar; multilink, air springs, anti-roll bar

STEERING RATIO TURNS LOCK-TO-LOCK BRAKES, F; R

11.8:1 2.3 13.0-in vented disc; 12.5-in vented disc, ABS

17.3:1 3.3 12.6-in vented disc; 12.4-in vented disc, ABS

17.6:1 2.7 14.2-in vented disc; 13.8-in vented disc, ABS

POWERTRAIN/CHASSIS

140.5 hp/Liter

Quick steering

Largestthis engine year!

Only one this year

10.5:1; 16.1:1 340 hp @ 6,500 rpm; 254 hp @ 3,750 rpm

Huge brakes

WHEELS

8.5 x 20-in cast aluminum

8.0 x 20-in cast aluminum

9.5 x 21-in/8.5 x 20-in cast aluminum

TIRES

255/45R20 101H (M+S) Continental CrossContact LX Sport

255/55R20 107H (M+S) Continental CrossContact LX 20

275/45R21 110W (M+S) Pirelli Scorpion Verde All Season; 255/55R20 110W (M+S) Goodyear Eagle F1 Asymmetric AT

DIMENSIONS WHEELBASE TRACK, F/R LENGTH X WIDTH X HEIGHT

111.0 in 63.5/65.0 in 184.6 x 74.9 x 66.0 in

120.9 in 67.3/67.0 in 204.3 x 78.6 x 70.7 in

115.1 in 66.6/66.4 in 195.7 x 81.6 x 71.1-75.6 in

GROUND CLEARANCE APPRCH/DEPART ANGLE TURNING CIRCLE CURB WEIGHT WEIGHT DIST, F/R TOWING CAPACITY SEATING CAPACITY HEADROOM, F/M/R LEGROOM, F/M/R SHOULDER ROOM, F/M/R CARGO VOLUME, BEHIND F/M/R

8.1 in 23.0/22.0 deg 38.4 ft 4,018 lb 51/49% 3,000 lb 5 40.2/38.9/— in 36.6/35.9/— in 57.5/56.0/— in 56.5/18.5/— cu ft

7.5 in 13.3/21.3 deg 39.0 ft 4,639 lb 57/43% 5,000 lb 7 41.3/40.0/38.2 in 41.0/38.4/33.5 in 62.1/62.2/57.5 in 98.2/57.8/23.0 cu ft

9.6-14.1 in 26.0-34.0/25.0-30.0 deg 40.4 ft 5,473; 5,582 lb 47/53% 8,201; 7,716 lb 7 39.4/39.0/37.9 in 39.1/37.6/33.5 in 60.4/59.5/47.1 in 82.7/45.0/9.1 cu ft

TEST DATA ACCELERATION TO MPH 0-30 0-40 0-50 0-60 0-70 0-80 0-90 PASSING, 45-65 MPH QUARTER MILE

1.7 sec 2.7 3.9 5.4 7.1 9.2 11.8 2.9 14.0 sec @ 97.3 mph

2.5 sec 3.6 4.9 6.7 8.7 11.1 13.9 3.4 15.2 sec @ 90.6 mph

BRAKING, 60-0 MPH

127 ft (120 ft est)

135 ft (126 ft est)

LATERAL ACCELERATION MT FIGURE EIGHT

0.82 g (avg) 26.9 sec @ 0.67 g (avg)

0.77 g (avg) 27.8 sec @ 0.61 g (avg)

TOP-GEAR REVS @ 60 MPH

2,200 rpm

1,600 rpm

0.69; 0.72 g (avg) 28.9 sec @ 0.58 g (avg); 29.0 sec @ 0.59 g (avg) 1,740; 1,400 rpm

CONSUMER INFO BASE PRICE PRICE AS TESTED STABILITY/TRACTION CONTROL AIRBAGS

$47,490 $55,240 Yes/Yes 8: Dual front, fr side, f/r curtain, front knee

$48,295 $50,140 Yes/Yes 7: Dual front, front side, front center, f/r curtain

$64,945; $66,945 $82,850; $80,150 Yes/Yes 7: Dual front, front side, f/r curtain, driver knee

BASIC WARRANTY POWERTRAIN WARRANTY ROADSIDE ASSISTANCE FUEL CAPACITY REAL MPG, CITY/HWY/COMB EPA CITY/HWY/COMB ECON ENERGY CONS, CITY/HWY

4 yrs/50,000 miles 4 yrs/50,000 miles 4 yrs/Unlimited miles 16.9 gal 17.9/28.8/21.6 mpg 22/28/24 mpg 153/120 kW-hrs/100 miles

3 yrs/36,000 miles 5 yrs/60,000 miles 5 yrs/60,000 miles 21.7 gal Not yet tested 17/25/20 mpg 198/135 kW-hrs/100 miles

CO2 EMISSIONS, COMB RECOMMENDED FUEL

0.80 lb/mile Unleaded premium

0.98 lb/mile Unleaded regular

4 yrs/50,000 miles 4 yrs/50,000 miles 4 yrs/50,000 miles 23.5/22.5 gal 15.5/21.3/17.7; 23.8/32.3/27.0 mpg 16/21/18; 21/26/23 mpg 211/160 kW-hrs/100 miles; 180/145 kW-hrs/100 miles 1.08; 0.97 lb/mile Unleaded premium; Diesel

Seriously quick

84 MOTORTREND.COM/JANUARY 2018

Not a rock-crawler

Rated to 168 mph

Highest tow rating

Similar to VW Atlas, but largest cargo

LEGEND Notably GOOD

2.2; 2.7 sec 3.3; 4.4 4.5; 6.3 6.1; 8.7 8.0; 11.6 10.2; 15.1 13.0; — 3.1; 4.7 14.7 sec @ 89.7 mph; 16.6 sec @ 83.6 mph 137; 133 ft

Both met OR beat EPA estimates

Notably POOR

2018 Subaru Crosstrek 2.0i (Premium); (Limited)

2018 Volkswagen Atlas V6 SEL 4Motion

Front-engine, AWD Flat-4, alum block/heads

Front-engine, AWD 10.6-deg V-6, iron block/alum head

Very odd V-angle

DOHC, 4 valves/cyl 121.7 cu in/1,995cc

2018 Volvo XC60 T5 Momentum; T6 Inscription; T8 Inscription Front-engine, AWD Turbocharged + Supercharged I-4, alum block/head + front/rear elec motors

DOHC, 4 valves/cyl 219.6 cu in/3,598cc

DOHC, 4 valves/cyl 120.2 cu in/1,969cc

12.5:1 152 hp @ 6,000 rpm

12.0:1 276 hp @ 6,200 rpm

10.8:1; 10.3:1; 10.3:1 250 hp @ 5,500 rpm; 316 hp @ 5,700 rpm; 313 hp @ 5,700 rpm (gas) + 87 hp (elec), 400 hp (comb)

145 lb-ft @ 4,000 rpm

266 lb-ft @ 2,750 rpm

258 lb-ft @ 1,500 rpm; 295 lb-ft @ 2,200 rpm +177 lb-ft (elec), 472 lb-ft (comb) N/A; 6,500, 6,500 rpm 16.4; 13.6; 11.8 lb/hp 8-speed automatic 3.33:1/2.24:1/—; 3.33:1/2.24:1/—; 3.20:1/2.15:1/— Control arms, coil springs, air springs,anti-roll bar; multilink, transverse leaf spring, air springs,anti-roll bar 16.6:1 3.0 13.6-in vented disc; 12.6-in disc, ABS

Ugh.

Only one this year

6,300; 6,250 rpm 20.7; 21.6 lb/hp 6-speed manual; cont variable auto 4.44/3.28:1/—; 3.90:1/2.17:1/— Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar

6,000 rpm 17.1 lb/hp 8-speed automatic 3.60:1/2.40:1/— Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar

13.0:1 2.6 11.6-in vented disc; 10.8-in disc, ABS

16.3:1 2.8 13.2-in vented disc; 12.2-in disc, ABS

Highest output is PHEV!

7.0 x 17-in cast aluminum

8.0 x 20-in cast aluminum

8.0 x 18-in; 8.0 x 20-in; 8.0 x 20-in cast aluminum

225/60R17 98H (M+S) Yokohama Geolander 691 ; 225/55R18 98H (M+S) Falken Ziex ZE001 A/S

255/50R20 105T (M+S) Continental CrossContact LX Sport

235/60R18 103V (M+S) Pirelli Scorpion Zero; 255/45R20 105H (M+S) Continental CrossContact LX Sport; 255/45R20 105H (M+S) Continental CrossContact LX Sport

104.9 in 61.0/61.2 in 175.8 x 71.0 x 62.6 in

117.3 in 67.2/67.8 in 198.3 x 78.3 x 70.0 in

112.8 in 65.1/65.2; 64.9/65.1; 64.9/65.1 in 184.6 x 74.9 x 64.8; 184.6 x 74.9 x 62.8-66.6; 184.6 x 74.9 x 62.8-66.6 in

8.7 in 18.0/29.0 deg 35.4 ft 3,284 lb 59/41% 1,500 lb 5 39.8/38.0/—; 37.6/37.8/— in 43.1/36.5/— in 56.7/55.6/— in 55.3/20.8/— cu ft

8.0 in 20.4/22.4 deg 38.1 ft 4,725 lb 55/45% 5,000 lb 7 41.3/40.4/38.3 in 41.5/37.6/33.7 in 61.5/60.8/54.9 in 96.8/55.5/20.6 cu ft

8.5; 6.3-9.8; 6.3-9.8 in 23.1/25.5 deg (at standard height) 37.4 ft 4,100; 4,297; 4,722 lb 55/45; 55/45; 54/46% 3,500 lb 5 38.0/38.0/— in 41.5/38.0/— in 58.2/56.3/— in 50.6/22.4/—; 49.3/21.1/— cu ft

2.7; 3.4 sec 4.4; 5.0 6.5; 6.8 8.8; 9.0 12.0; 11.7 —; 15.2 —; — 4.9; 4.4 16.7 sec @ 77.4 mph; 16.9 sec @ 80.8 mph

2.6 sec 4.1 5.6 7.9 10.3 13.0 — 4.3 16.0 sec @ 81.6 mph

2.3; 2.2; 1.9 sec 3.6; 3.5; 2.9 5.2; 4.7; 4.0 7.3; 6.6; 5.4 0-60 9.5; 8.5; 7.0 12.5; 10.8; 8.8 —; 14.4; 11.6 4.0; 3.5; 2.8 15.5 sec @ 86.1 mph; 15.0 sec @ 89.9 mph; 14.0 sec @ 97.1 mph 1/4 mile

125; 131 ft

139 ft

130; 131; 131 ft

0.79; 0.80 g (avg) 28.2 sec @ 0.59 g (avg); 28.4 sec @ 0.58 g (avg)

0.79 g (avg) 27.9 sec @ 0.61 g (avg)

0.83; 0.83; 0.80 g (avg) 27.2 sec @ 0.64 g (avg); 27.1 sec @ 0.64 g (avg); 27.2 sec @ 0.66 g (avg)

2,450; 1,700 rpm

1,800 rpm

1,600; 1,600; 1,550 rpm

$23,510; $27,210 $23,510; $30,655 Yes/Yes 7: Dual front, front side, f/r curtain, driver knee

$43,615 $49,415 Yes/Yes 6: Dual front, front side, f/r curtain

$42,495; $49,695; $57,695 $44,690; $63,290; $71,590 Yes/Yes 6: Dual front, front side, f/r curtain

3 yrs/36,000 miles 5 yrs/60,000 miles 3 yrs/36,000 miles 16.6 gal 25.9/38.9/30.5; 20.9/33.8/25.2 mpg 23/29/25; 27/33/29 mpg 147/116; 125/102 kW-hrs/100 miles

6 yrs/72,000 miles 6 yrs/72,000 miles 3 yrs/36,000 miles 18.6 gal 16.4/25.8/19.6 mpg 17/23/19 mpg 198/147 kW-hrs/100 miles

0.76; 0.66 lb/mile Unleaded regular

1.01 lb/mile Unleaded regular

4 yrs/50,000 miles 4 yrs/50,000 miles 4 yrs/Unlimited miles 18.8 ; 18.8; 13.2 gal + 104 kWh Li-ion battery 18.5/31.0/22.6; 17.9/29.6/21.8; 28.3/29.0/28.6 mpg 22/28/24; 21/27/23; 26/28/26** mpg 153/120 kW-hrs/100 miles; 160/125 kW-hrs/100 miles; 130/120 kW-hrs/100 miles 0.80; 0.83; 0.72 lb/mile Unleaded premium

Only the 6M beat EPA, Weird.

*SAE certified, **Charge depleting mode

Virtual tie with Traverse

Tied with Alfa!!

New for 2018

JANUARY 2018 / MOTORTREND.COM 85

S O R R Y. N O T S O R R Y.

OFFICIALLY BANNED BY THE NHRA Dodge is a registered trademark of FCA US LLC.

COVER STORY | 2018 MOTOR TREND TRUCK OF THE YEAR

HAULERS AND ROCK CRAWLERS Words Motor Trend editors Photographs Motor Trend staff

.. Ed Loh, editor-in-chief Rechtin, executive editor .. Mark Alisa Priddle, Detroit editor Seabaugh, features editor .. Christian Chris Walton, road test editor Nishimoto, associate online editor . Alex Miguel Cortina, Motor Trend en Español editor THE JUDGES:

. .

THE LINEUP Chevrolet Colorado ZR2 GMC Sierra HD Ford F-150

IT’S A FORD VERSUS GM THROWDOWN AS THE F-150 CHALLENGES CHEVROLET AND GMC JANUARY 2018 / MOTORTREND.COM 89

DRIVE LOOP: 21.5 miles

TRUCK OF THE YEAR | TESTING

START/ FINISH

KINGMAN, ARIZONA

DAVIS DAM GRADE

ELEVATION PROFILE

PEAK ELEVATION 5,121 ft.

LOWEST ELEVATION 3,361 ft.

KINGMAN

ARIZONA LOWEST ELEVATION 3,361 ft.

FCA ARIZONA PROVING GROUND

OFF-ROAD PLAYGROUND

WHERE WE TESTED Fancy suspensions, high ground clearance, and knobby tires. Our 2018 Truck of the Year competition bordered on Off-Roader of the Year, thanks to three entrants packing hardware aimed at rock crawling and desert racing. Although they’re specially equipped, that doesn’t entail a free pass from the rigorous towing drills or extensive judging criteria applied at every TOTY competition. Chevrolet was eager to send two examexamples of its off-roading midsize Colorado ZR2 armed with Multimatic shocks—one featuring a new V-6 and new eight-speed auto under its hood and the other chugchugging along with a Duramax turbodiesel. Long a formidable contender, the Ford F-150 was back this year with a whopping four variants showcasing the unmatched range of the half-ton’s lineup. The F-150 XL work truck, for example, entered the fray with a new 3.3-liter V-6. The popular 2.7-liter EcoBoost V-6 and the 5.0-liter V-8 are in the competition after signifisignificant revisions, and the second-gen Bajabruising Raptor brought off-road cred to the F-150 arsenal. Rounding off the competition: GMC’s 2018 Sierra Denali 3500HD and its thunthunderous new 6.6-liter Duramax turbodiesel, now with 910 lb-ft of torque. Each truck brought its own special set of skills and made a strong case to be Truck of the Year. But only one could secure our Golden Calipers. Erick Ayapana

PEAK ELEVATION 5,121 ft.

TESTIN’ AND TOWIN’ acres of asphalt to perform FROM PROVING GROUND instrumented testing and TO THE DAVIS DAM used five trailers precisely Each truck endured a week’s worth of extensive tests, starting at Fiat Chrysler Automobile’s proving ground in Yucca, Arizona. Here, we took advantage of

weighted and prepped to match each truck’s claimed maximum towing capacity. We made our annual journey to the Davis Dam grade to knock out our Frustration

Testing index, made possible with a hulking trailer and John Deere mini excavator totaling 7,740 pounds. And after dedicating a full day evaluating each truck on a 21-mile road loop in and around Kingman, we reached a decision for the 2018 Truck of the Year.

NO ROAD, NO PROBLEM The path to our favorite photo location was damaged from heavy rains, but the Raptor barely broke a sweat traversing the rough terrain.

THE TOUGH GET GOING Behind the scenes at Truck of the Year “Do you want your burrito deepfried?” By the time associate online editor Alex Nishimoto was asked that question, he had spent almost five hours under the blazing Arizona sun while hooking up trailers and learning the stressful maneuvers required to reverse a 22,000-pound gooseneck into a narrow parking

space. Alex nodded his assent when the tattooed cook at “R” Burger asked the question. And this was only day one. That’s Truck of the Year for you: a week full of questionable culinary decisions, topped with scorching sun and lots of towing. Of the seven judges who participated this year, three were newbies. Detroit editor Alisa Priddle

ELEVATION PROFILE

LAKE MOHAVE

PEAK ELEVATION 3,571 ft.

LOWEST ELEVATION 990 ft.

FINISH

START

DAVIS DAM

VDF aka “Asphalt Lake”

Prep work for our vital towing tests began long before we even stepped foot in Fiat Chrysler’s desert playground. On-site staffers and mechanics spent days building out five trailers with varying weights: one with 5,000 pounds of mass (for the light-duty trucks) and a three-axled gooseneck unit

that tipped the scales at a staggering 22,700 pounds (for the heavy-duty GMC Sierra Denali). Our base camp was the facility’s 16.9-acre vehicle dynamics facility (the “asphalt lake”), which provided ample space to knock out our long list of testing, photography, and video tasks in just two days.

GOOGLE EARTH

TRAILER TIME MAXING OUT EACH TRUCK’S CAPABILITY

BULLHEAD CITY

HIGHWAY 68 DAVIS DAM GRADE

UPHILL BATTLE: Lugging around thousands of pounds up a long hill revealed strengths and weaknesses in ride quality, powertrain performance, cruise control systems, and much more.

MAJOR SCALE Before testing can begin, each truck is topped up with fuel, weighed, and sent through a safety check.

joined Alex and yours truly as the rookie participants of the program. From dawn to dusk, we spent five full days in the desert testing seven pickups from three tough-truck brands. Every day was packed with planned and unplanned activities. Just before sunset one evening, Alisa got a flat in the priciest F-150 during a drifting session in a quarry (located on the wrong side of a flash-flood washout that required significant low-speed

rock crawling). As dusk waned, we quickly swapped the spare and headed to the hotel, where we met with Benny’s Mobile Tire Service. He took the flat off of the rim, patched it, resealed the bead, and inflated the tire to its correct psi. GOLD DIGGER This John Deere 17G excavator served as a 3,740 pounds of ballast.

Chevrolet Colorado ZR2

We Like The go-anywhere, do-anything off-road capability and great on-road manners. We Don’t Like Its gone-hunting gearbox.

Duramax

f there were a dark horse candidate for this year’s Truck of the Year title, it would’ve been the Chevrolet Colorado ZR2. The Colorado has won the Calipers before, and Chevy has made extensive changes to create an impressive off-road version from this dimensionally tidy truck. The new ZR2 gets aggressive bodywork, a suspension lift, Bajaready Multimatic DSSV dampers,

and locking front and rear differentials—making it our trailblazer of choice. “It absolutely crushed any off-road challenge,” Rechtin said. Added Nishimoto: “It glides over rocks and ruts effortlessly.” Under the hood, the 186-hp 2.8-liter turbodiesel I-4 and sixspeed auto are untouched, but the 308-hp 3.6-liter gasoline V-6 and its eight-speed auto are new, gaining a few hp and fuel-saving tech to boot.

On pavement, the ZR2’s manners are exceptional, its handling frisky like an eager puppy. But despite dramatic improvement from the new gas powertrain, the gearbox is constantly hunting; the lack of low-end torque is apparent. And the slower but more efficient diesel could use the eight-speed auto. The ZR2 was adequate hauling a 4,000-pound load (trailer only) on the Davis Dam grade, but gearshifts

2018 Chevrolet Colorado 4WD ZR2 V6

2018 Chevrolet Colorado ZR2 Duramax Diesel

Base Price/As Tested

$42,780/$45,020

$46,280/$47,970

Power (SAE net)

308 hp @ 6,800 rpm †

186 hp @ 3,400 rpm †

Torque (SAE net)

275 lb-ft @ 4,000 rpm †

369 lb-ft @ 2,000 rpm †

Accel, 0-60 mph

7.1; 14.7* sec

9.7; 21.5* sec

Quarter-mile

15.5 sec @ 90.0 mph

17.2 sec @ 78.4 mph

Quarter-mile (towing)*

20.2 sec @ 69.6 mph

22.2 sec @ 61.4 mph

Davis Dam Frustration**

10.5 sec @ 682 ft

16.3 sec @ 1,116 ft

Braking, 60-0 mph

135 ft

132 ft

Lateral Acceleration

0.70 g (avg)

0.69 g (avg)

MT Figure Eight

29.1 sec @ 0.58 g (avg)

29.5 sec @ 0.55 g (avg)

EPA City/Hwy/Comb

16/18/17 mpg

19/22/20 mpg

SPECS

were sometimes jerky, and the gas engine could use more hp. In our parking lot test, maneuvering with a trailer was easy. Walton found a too-short seat bottom and the lack of an A-pillar grab handle among its shortcomings. Its headlight brilliance, reach, and clarity need to be improved, but for its primary purposes, the ZR2 is a game-changer in its segment. Christian Seabaugh

Vehicle Layout Front-engine, 4WD, 5-pass, 4-door truck Engine/Transmission V6 3.6L DOHC 24-valve V-6/8-speed automatic Diesel 2.8L turbodiesel DOHC 16-valve I-4/6-speed automatic Curb Weight (F/R Dist) V6 4,760 lb (57/43%) Diesel 4,983 lb (58/42%) Wheelbase 128.5 in Track (F/R) 65.9/65.9 in Length x Width x Height 212.4 x 76.7 x 72.2 in Energy Consumption, City/Hwy V6 211/187 kW-hrs/100 miles Diesel 199/171 kW-hrs/100 miles CO2 Emissions, Comb V6 1.15 lb/mile Diesel 1.10 lb/mile

*Towing 5,000-pound trailer ** 35-55-mph acceleration with 4,000-pound trailer † SAE certified

In total, the process took less than 25 minutes. “I’ve been doing this for 10 years,” he said proudly as associate road test editor Erick Ayapana doublechecked the (correct) wheel lug nut torque in the owner’s manual. Also notable were Alisa’s eating notes while riding shotgun up Davis Dam in one of the Colorados. “Do not try to eat an In-N-Out burger while the truck is 92 MOTORTREND.COM / JANUARY 2018

moving,” she said as she cleaned the splotches of secret sauce from her shirt and pants. The 17 colleagues that made this Truck of the Year possible turned into a

family as dinnertime approached. The tears of joy, the jokes, and emotional experiences that we exchanged at the dinner table brought us closer together. And by the time we had our last supper, we looked more like best friends than co-workers. That’s how the best team in the business operates. That’s how Motor Trend’s 2018 Truck of the Year happens. Miguel Cortina

GMC Sierra 3500 HD Denali

FINALISTS

We Like Its powerful engine. We Don’t Like The driveline behavior when towing.

or the 2017 model year, GM gave its heavy-duty trucks a new engine, but neither the Chevrolet Silverado HD nor the GMC Sierra HD were ready in time for last year’s Truck of the Year competition. The updated HDs missed out on a battle royale with the Ram HD and Ford Super Duty—but that might have been for the best. For this year’s competition, GM SPECS

sent a Sierra 3500 HD dually, which packed the new 6.6-liter turbodiesel Duramax V-8, which makes 445 hp and 910 lb-ft of torque (up 48 hp and 145 lb-ft) and came mated to a six-speed Allison automatic transmission. That engine felt great when the truck wasn’t under load. “This truck is properly fast,” Seabaugh said. “It has plenty of horsepower from this diesel and an endless assault of torque.”

But once a 22,700-pound gooseneck trailer was attached, there was significant shift shock when towing around the proving ground. The driveline lash was still present on the Davis Dam, where the Sierra had only 7,740 pounds to pull. The GMC “wasn’t nearly as smooth or effortlessly capable” as the trucks in last year’s test despite towing 7,300 pounds less than the Ford or Ram, Walton noted.

Despite the Denali badge, the GMC’s interior didn’t impress. “Our near-midlevel long-term Ford F-250 King Range feels more upscale,” Seabaugh said. “This has way too much plastic and not enough tech.” Loh summed up the Sierra 3500 HD best: “This doesn’t feel like an attempt to be a class leader. If the Sierra represents the best of GMs heavy-duty efforts, this is solidly midpack.” Alex Nishimoto

2018 GMC Sierra Denali HD Duramax (3500 4WD DRW)

Base Price/As Tested

$68,475/$70,490

Power (SAE net)

445 hp @ 2,800 rpm †

Torque (SAE net)

910 lb-ft @ 1,600 rpm †

Accel, 0-60 mph

7.6; 24.2* sec

Quarter-mile

15.8 sec @ 88.2 mph

Quarter-mile (towing)*

24.2 sec @ 60.0 mph

Davis Dam Frustration**

9.9 sec @ 700 ft

Braking, 60-0 mph

148 ft

Lateral Acceleration

0.70 g (avg)

MT Figure Eight

30.0 sec @ 0.55 g (avg)

EPA City/Hwy/Comb

Not Rated

Vehicle Layout Front-engine, 4WD, 5-pass, 4-door truck Engine/Transmission 6.6L turbodiesel OHV 32-valve V-8/6-speed automatic Curb Weight (F/R Dist) 8,426 lb (57/43%) Wheelbase 167.6 in Track (F/R) 68.2/75.2 in Length x Width x Height 258.3 x 96.0 x 77.7 in Energy Consumption, City/Hwy N/A CO2 Emissions, Comb N/A *Towing 22,700-pound trailer ** 35-55-mph acceleration with 7,740-pound trailer † SAE certified

JANUARY 2018 / MOTORTREND.COM 93

TRANSFO WINNER | 2018 TRUCK OF THE YEAR

FORD SILENCES ITS CRITICS WITH A MIDCYCLE F-150 THAT IS SIMPLY DOMINANT Words Alisa Priddle Photographs Brian Brantley

94 MOTORTREND.COM / JANUARY 2018

RMATION FORD F--150

JANUARY 2018 / MOTORTREND.COM 95

Ford gambled more than $1 billion and abandoned seven decades of steel bodywork to create a 2015 F-150 with an aluminum body. Dropping a claimed 700 pounds would improve fuel economy, increase towing capacity, improve powerto-weight ratios, and create a truck with fewer parts subject to rust. The move was bold and expensive. Two truck plants closed for 13 weeks each to gut the body shop. Months of downtime meant the lost sale of 60,000 trucks valued at $40,000 or higher, followed by a slow rollout. Ford endured a year of lost market share and profits. Critics called it an unnecessary and costly mistake. Once the new F-150 arrived, Ford had to fend off GM's allegations that aluminum wasn't as tough as Chevy steel. And Ford still was trailing the fuel efficiency chase to the Ram diesel. Ford fought back, saying reducing weight was just step one in a more comprehensive reimagining of the F-150. Still to come were a new powertrain lineup with new engines, improvements to existing ones, and a new transmission. Patience, Ford pleaded. We’re just getting started. Three years ago, we determined the new F-150 had a nice body but that not all the details had been sorted out. The F-150 lost the Motor Trend 2015 Truck of the Year title to the Chevrolet Colorado. Fast-forward to today. For 2018 Truck of the Year testing, Ford gave us four variants to show the breadth of the changes under the hood. Ford has been busy; the interiors have gotten nicer, the infotainment system y more intuitive,, the steeringg better. The F-150 chassis is stupendous, the innovations have increased, and it has earned an NHTSA five-star safety rating. It was unanimous. The Ford F-150 is Motor Trend’s 2018 Truck of the Year. “It was a pretty resounding win,” road test editor Chris Walton said. “Nothing really came close.” The F-150 was once again up against its nemesis: the Colorado ZR2 Crew Cab with either a 3.6-liter V-6 or a 2.8-liter turbodiesel I-4. And there was the GMC Sierra Denali 3500 HD, a dually with a 6.6-liter Duramax turbodiesel V-8. Ford proved its superiority with 96 MOTORTREND.COM / JANUARY 2018

WORKIN’ IT Despite the lengthy list of pricey variants, we were nonetheless wowed by the capability of the basic F-150 work truck.

an impressive range of trucks with a different grille and wheel-tire combo for every taste and ride and handling that have come a long way since 2015. 2018 FORD F-150 4X2 SUPERCAB XL

This rear-drive work truck with lots of rubber and vinyl, a front bench seat, an AM/FM radio, a CD player, and a slotted coin holder has an element of purity. There is a wisp of nostalgia listening to the 3.3-liter naturally aspirated V-6 work to produce 290 horsepower and 265 lb-ft ADDED TOUGHNESS A spray-in bedliner is a $495 factory option.

of torque. It was visceral while delivering the lineup’s second-best efficiency at 19/25 mpg in city/highway driving. (The reardrive 2.7 EcoBoost ups those numbers by 1 mpg each.) “I always fall in love with the base models,” editor-in-chief Ed Loh said. We were not as misty-eyed about the carryover six-speed automatic. Executive editor Mark Rechtin experienced an abundance of gear hunting uphill, whereupon it stayed in sixth gear downhill and would only downshift in Sport or Tow mode. Associate online editor Alex Nishimoto also experienced weird gear choices—he once downshifted to second in Sport mode downhill at 40 mph. Some liked the start/ stop system, but others found it a bit harsh and felt it paired better with the 10-speed. Our entry truck has less ground clearance and no four-wheel drive, so it could not get to our washed-out quarry of choice for the dirt-drifting shenanigans that the four-wheel-drive F-150s enjoyed. The XL is a champ with a trailer. It weighed less than the trailer it towed (not to mention the smaller Colorado) but tied for the second-fastest quarter mile while laden and was a handling master on

2018 TRUCK OF THE YEAR | WINNER

It was a pretty resounding win. Nothing else really came close. the skidpad. Features editor Christian Seabaugh was impressed. “The little 3.3 has zero trouble towing its 5,000-pound trailer,” he said. “Tow/Haul mode keeps the gears low and the engine roaring. No shift shock. Rock solid and stable. Super easy to park this trailer, too.” The bare-bones truck has a boxed steel frame, a locking removable tailgate, pickup box tie-down hooks, trailer sway control, hitch assist, hill-start assist, and curve control standard. “I love the tiny screen that still gives you all the major features (except for navigation),” said Loh, who used USB and Bluetooth to play Pandora, Spotify, Amazon Music, and NPR One. “The MORE POWER Even the base 3.3-liter V-6 had zero trouble hauling a 5,000-pound trailer.

backup camera works well and has a zoom feature that allowed me to connect a trailer with little help from the spotter. Everything works. Nothing is luxe. That’s the way it is supposed to be—functional.” It’s easy to question this F-150’s value proposition when focusing on its $32,760 starting price, but when you look at its class-leading payload and towing capacity, the bill becomes easier to swallow. Trucks are made to work, after all. Still, the base F-150 is a few thousand dollars more than some competitive half-ton pickups when comparably equipped. Our tester came to $36,285 with the must-have spray-in bedliner option, chrome appearance package, cruise control, and 17-inch painted aluminum wheels with Michelin LTX M/S2 tires. 2018 F-150 4X4 SUPERCREW LARIAT

Seabaugh thinks the $995 bump for the 2.7-liter twin-turbo EcoBoost V-6 engine (325 hp and 400 lb-ft of torque) and the 10-speed transmission is money well spent. This is one of the new engines a lighter-bodied F-150 made possible. (Buyers can also opt for the 3.5-liter

EcoBoost V-6, which we didn’t test in this variant because it was in play last year.) “I can’t believe that such a tiny engine can produce this much power,” Motor Trend en Espa–ol editor Miguel Cortina said. “This is probably the one that I would get if it were my own money.” That will be $48,265 please, Mr. Cortina, if you want the base model; it’s $60,475 for our tester. Walton was impressed. “It never fails to amaze me how well pickup trucks drive now,” he said. “The 2.7 is all the engine most folks will ever need, and the steering is shockingly precise.” On the sweeping curve of the Davis Dam grade where Walton measured steering input, the truck held its steering angle like it was on railway tracks. The Lariat’s strong brakes and street tires brought it to a stop from 60 mph in 119 feet—impressive for a truck weighing 5,265 pounds. The chassis is fantastic, shining the way we think Ford originally wanted it to. “It is an absolute sweetheart to drift,” Seabaugh said. Loh gave kudos to Ford for leading the way on safety technology with airbagequipped seat belts for rear passengers and a lane keeping assist system that JANUARY 2018 / MOTORTREND.COM 97

WINNER | 2018 TRUCK OF THE YEAR gently caresses (rather than nudges) the truck back to the center of the lane. Where the 2.7-liter failed to impress was the downhill on the Davis Dam. With cruise control set to 65 mph, the Lariat’s small displacement meant insufficient engine braking for its cargo load—hitting 76.2 mph in our test. Otherwise it did the loop with less drama than other trucks, exploiting the torque to its advantage. The $48,265 base model has foglamps, BoxLink cargo management, a powersliding rear window, an 8.0-inch screen, Sync 3, adjustable pedals, and heated/ cooled front seats. Extras on our $60,475 tester include a bedliner, a twin-panel moonroof, 20-inch wheels with Goodyear Wrangler tires, active park assist, a 360-degree camera, blind-spot detection with trailer tow monitoring, remote start, and heated power-folding mirrors, steering wheel, and second-row seats. A quibble: the console shifter’s toosoft detents. It is too easy to shift from park past drive and into Manual mode, Nishimoto found. Going the other way, it frequently zipped past reverse and into park—an anxiety on quick three-point turns. But we all liked the 10-speed automatic, which kicks down several gears instantly on acceleration, going from 10th to fifth at 65 mph at wide-open throttle. 2018 F-150 4X4 SUPERCREW PLATINUM

Yes, a good old-fashioned V-8. The 5.0-liter has the same torque as the 2.7-liter turbo V-6 at 400 lb-ft, but it ups the ante with 395 hp and the rumble

SPECS

IT HAULS The 5.0-liter V-8 made short work of towing up the Davis Dam grade.

of a V-8, which was once the staple of every full-size truck. Emotionally, it’s the engine we want: relaxed, steady power. We expected the Raptor to dominate the performance tests, but the 5.0-liter is right on top of it. It wasn’t much slower from 0 to 60 mph, and even though they tied in the quarter mile, the 5.0-liter was going 96.6 mph to the Raptor’s 91.4—so it was passing like a freight train. “That kind of shocked me,” Walton said. The 5.0-liter sounds and hauls like a truck should. It did the quarter mile in 20.3 seconds at 71.9 mph while dragging a 9,000-pound trailer. Going up the Davis Dam it dragged out shifts to the redline. Gear changes were smooth. LED lighting, body-color bumpers, power running boards, and heated rear seats are now standard on a truck with a $58,875 base price. Our tester was $63,205, adding the bedliner, twin-panel

2018 Ford F-150 4X2 Supercab XL (3.3L)

2018 Ford F-150 4X4 Supercrew Lariat (2.7L EcoBoost)

sunroof, and 360-degree camera to offer active park assist and adaptive cruise control. It also has a tailgate step and 20-inch polished aluminum wheels with Hankook Dynapro ATM tires. “This truck is stupid expensive, but it at least feels like a luxury truck,” Seabaugh said. “It’s quiet and comfortable inside, with beautiful leather, nice wood trim, and a general high-quality feel. This is the first F-150 of the three I’ve driven that feels like its sticker price.” 2017 F-150 RAPTOR SUPERCREW

What a concept: a desert racer with a 3.5-liter twin-turbo V-6 generating 450 hp and 510 lb-ft of torque that does 0–60 mph in 6 seconds flat and can do a burnout with a trailer attached. It’s a treat on good pavement, carving corners and provoking grins. The Raptor starts at $51,080; our tester came to $64,745.

2017 Ford F-150 Supercab Raptor

2018 Ford F-150 4X4 Supercrew Platinum (5.0L)

Base Price/As Tested

$32,760/$36,285

$48,265/$60,475

$51,080/$64,745

$58,875/$63,205

Power (SAE net)

290 hp @ 6,500 rpm

325 hp @ 5,000 rpm

450 hp @ 5,000 rpm

395 hp @ 5,750 rpm 400 lb-ft @ 4,500 rpm

Torque (SAE net)

265 lb-ft @ 4,000 rpm

400 lb-ft @ 2,750 rpm

510 lb-ft @ 3,500 rpm

Accel, 0-60 mph

7.6; 14.4* sec

7.0; 15.4* sec

6.0; 11.2* sec

6.3; 14.4* sec

Quarter Mile

15.9 sec @ 88.2 mph

15.5 sec @ 89.5 mph

14.7 sec @ 91.4 mph

14.7 sec @ 96.6 mph

Quarter Mile (Towing)*

20.2 sec @ 72.4 mph

20.5 sec @ 69.0 mph

18.2 sec @ 74.4 mph

20.3 sec @ 71.9 mph

Davis Dam Frustration**

Not tested

8.9 sec @ 585 ft

7.1 sec @ 466 ft

12.1 sec @ 801 ft

Braking, 60-0 mph

129 ft

119 ft

140 ft

120 ft

Lateral Acceleration

0.75 g (avg)

0.76 g (avg)

0.70 g (avg)

0.75 g (avg)

MT Figure Eight

28.6 sec @ 0.59 g (avg)

28.4 sec @ 0.59 g (avg)

29.2 sec @ 0.59 g (avg)

28.0 sec @ 0.62 g (avg)

EPA City/Hwy/Comb

19/25/22 mpg

19/24/21 mpg

15/18/16 mpg

16/22/18 mpg

*Towing 5,000-pound trailer

*Towing 7,600-pound trailer ** 35-55-mph acceleration with 4,000-pound trailer

*Towing 6,000-pound trailer ** 35-55-mph acceleration with 4,000-pound trailer

*Towing 9,000-pound trailer ** 35-55-mph acceleration with 7,740-pound trailer

Vehicle Layout Supercab XL Front-engine, RWD, 6-pass, 4-door truck Lariat; Platinum Front-engine, 4WD, 5-pass, 4-door truck Raptor Front-engine, 4WD, 5-pass, 4-door truck Engine/Transmission Supercab XL 3.3L DOHC 24-valve V-6/6-speed automatic Lariat 2.7L twin-turbo DOHC 24-valve V-6/10-speed Raptor 3.5L twin-turbo DOHC 24-valve V-6/10-speed Platinum 5.0L DOHC 32-valve V-8 Curb Weight (F/R Dist) Supercab XL 4,564 lb (57/43%) Lariat 5,265 lb (59/41%) Raptor 5,711 lb (55/45%) Platinum 5,371 lb (58/42%) Wheelbase Supercab XL; Lariat; Platinum 145.0 in Raptor 134.2 in Track (F/F) Supercab XL; Lariat; Platinum 67.6/67.6 in Raptor 73.9/73.6 in Length x Width x Height Supercab XL 231.9 x 79.9 x 75.5 in Lariat; Platinum 231.9 x 79.9 x 77.2 in Raptor 220.0 x 86.3 x 78.5 in Energy Consumption, City/Hwy Supercab XL 177/135 kW-hrs/100 miles Lariat 177/140 kW-hrs/100 miles Raptor 225/187 kW-hrs/100 miles Platinum 211/153 kW-hrs/100 miles CO2 Emissions, Comb Supercab XL 0.91 lb/mile Lariat 0.93 lb/mile Raptor 1.20 lb/mile Platinum 1.06 lb/mile 98 MOTORTREND.COM / JANUARY 2018

“The nearest automotive equivalent—and this will sound weird—is a car that has been equally loved and sweated over, the similarly aggressive and goofylooking yet oh so refined and sophisticated Honda Civic Type R,” Loh said. “The similarities are quite compelling. And yeah, I loved that one, too.” “Acceleration is fantastic,” Nishimoto said. “You get a nice whoosh from the turbos shortly after hitting the throttle and then a rush of power. There’s also little turbo lag. I love the long metal paddle shifters on the steering wheel. I found myself dropping into Manual mode more often just so I could use them.” Cortina loved the transmission, as well. “The powerful engine is well mated to the transmission, which provides fast shifts at the right time,” he said. “The fact it can skip gears to provide a faster downshift gives the feeling there’s more power.” But he doesn’t like placement of the Off-Road mode button on the steering wheel, where you can accidently engage or disengage 4WD with a misplaced thumb. Off-road is where the Raptor is in its element, but it also sets well when cornering on pavement. However, the rear end gets skittery on imperfect roadways, and a trailer exacerbates it. Few folks will tow with a Raptor, but we tested it anyway. In the quarter mile, the Raptor hauls a trailer in 18.2 seconds at 74.4 mph. But its fancy dampers and softer springs did not like the tongue weight of the 4,000-pound trailer. The rear sagged, so all you could see in the rearview mirror was tarmac. But it was the only truck that noticeably used

LUXE TRUCK The SuperCrew Platinum comes with lots of elegant interior touches.

APPROACH THE BENCH We appreciated the F-150 XL’s vinyl bench seat, wide-opening suicide doors, and flat load floor.

brakes to slow it just before an automated downshift, taking the load off the transmission. It was effective at holding speed going downhill. At only 1.7 mph over the 65-mph setting, the Raptor was the best in test. It also had the best air conditioning while pulling under load. Ford’s Pro Trailer Backup Assist, available across the F-150 lineup, alleviates anxiety while backing up a trailer, especially when there’s an impatient lineup at the boat ramp. Pairing the truck’s assist function with our trailer took 15 minutes, a tape measure, some stickers, and a pen. Then you just turn the knob on the center stack in the direction you want everything to go. PTBA takes care of the rest. Magic. Equally handy is a trailer hookup checklist on the instrument panel menu, which ensures you don’t forget a step. In looking at the F-150 lineup, Ford kept its promise to lead the pack once it

completed its transformation. Last year, Ford dominated our competition with the thunderous F-250 and F-350 Super Duty lineup. Now it’s Ford’s full-size light-duty pickups that grab the Calipers. And there is more to come. Ford will put a diesel under the F-150’s hood this coming summer and will offer a hybrid by 2020. “Ford really sweats the small stuff on this truck,” Seabaugh said. “They know it’s their bread and butter.” n

TRUCK OF THE YEAR POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT ENGINE TYPE VALVETRAIN DISPLACEMENT COMPRESSION RATIO POWER (SAE NET) TORQUE (SAE NET) REDLINE WEIGHT TO POWER TRANSMISSION AXLE/FINAL-DRIVE/LOW RATIO SUSPENSION, FRONT; REAR STEERING RATIO TURNS LOCK-TO-LOCK BRAKES, F; R WHEELS TIRES

DIMENSIONS WHEELBASE TRACK, F/R LENGTH X WIDTH X HEIGHT TURNING CIRCLE CURB WEIGHT WEIGHT DIST, F/R SEATING CAPACITY HEADROOM, F/R LEGROOM, F/R SHOULDER ROOM, F/R CARGO VOLUME BEH 1ST ROW PICKUP BOX L X W X H PICKUP BOX VOLUME WIDTH BET WHEELHOUSES PAYLOAD CAPACITY TOWING CAPACITY TEST DATA ACCELERATION TO MPH 0-30 0-40 0-50 0-60 0-70 0-80 0-90 0-100 PASSING, 45-65 MPH QUARTER MILE BRAKING, 60-0 MPH LATERAL ACCELERATION MT FIGURE EIGHT TOP-GEAR REVS @ 60 MPH CONSUMER INFO BASE PRICE PRICE AS TESTED STABILITY/TRACTION CONTROL AIRBAGS BASIC WARRANTY POWERTRAIN WARRANTY ROADSIDE ASSISTANCE FUEL CAPACITY REAL MPG, CITY/HWY/COMB EPA CITY/HWY/COMB ECON ENERGY CONS, CITY/HWY CO2 EMISSIONS, COMB RECOMMENDED FUEL

FINALISTS

2018 Chevrolet Colorado 4WD ZR2 Crewcab; Diesel

2018 GMC Sierra Denali HD Duramax (3500 4WD DRW)

Front-engine, 4WD 60-deg V-6, alum block/heads; Turbodiesel I-4, iron block/alum head DOHC, 4 valves/cyl 217.5 cu in/3,564cc; 169.4 cu in/2,775cc 11.5:1; 16.5:1 308 hp @ 6,800 rpm†; 186 hp @ 3,400 rpm† 275 lb-ft @ 4,000 rpm†; 369 lb-ft @ 2,000 rpm† — 15.5; 26.8 lb/hp 8-speed automatic; 6-speed automatic 3.42:1/2.26:1; 2.31:1/2.62:1 Control arms, coil springs, anti-roll bar; live axle, leaf springs

Front-engine, 4WD Turbodiesel 90-deg V-8, iron block/alum heads OHV, 4 valves/cyl 402.7 cu in/6,599cc 16.0:1 445 hp @ 2,800 rpm† 910 lb-ft @ 1,600 rpm† — 18.9 lb/hp 6-speed automatic 3.73:1/2:28:1/2:72:1 Control arms, coil springs, anti-roll bar; live axle, leaf springs

16.8:1 2.7 12.2-in vented disc; 12.8-in vented, disc, ABS 8.0 x 17-in cast aluminum 265/65R17 112S (M+S) Goodyear Wrangler Duratrac

18.0:1 3.6 14.0-in vented disc; 14.0-in vented disc, ABS 6.5 x 17-in cast aluminum 235/80R17 120/117/R (M+S) Michelin LTX A/T2

Oof!

Six of them

128.5 in 65.9/65.9 in 212.4 x 76.7 x 72.2 in 44.0 ft 4,760; 4,983 lb 57/43; 58/42% 5 41.4/38.3 in 45.0/38.5 in 57.5/53.3 in —/— 61.7 x 57.8 x 20.9 in 41.3 cu ft 44.0 in 1,100 lb 5,000 lb

167.6 in 68.2/75.2 in 258.3 x 96.0 x 77.7 in 55.7 ft 8,426 lb 57/43% 5 42.8/40.5 in 45.3/40.9 in 64.8/64.3 in 76.3 cu ft 97.8 x 51.0 x 21.2 in 76.3 cu ft 51.0 in 4,930 lb 22,700 lb

2.6; 2.8 sec 3.8; 4.6 5.3; 6.8 7.1; 9.7 9.4; 13.3 12.1; 18.7 15.8; 26.6 —; — 3.6; 5.7 15.5 sec @ 90.0 mph; 17.2 sec @ 78.4 mph 135; 132 ft 0.70; 0.69 g (avg) 29.1 sec @ 0.58 g (avg); 29.5 sec @ 0.55 g (avg) 1,550; 2,000 rpm

2.7 sec 3.9 5.5 7.6 9.8 13.0 16.6 — 3.9 15.8 sec @ 88.2 mph 148 ft 0.70 g (avg) 30.0 sec @ 0.55 g (avg) 1,500 rpm

$42,780; $46,280 $45,020; $47,970 Yes/Yes 6: Dual front, front side, f/r curtain 3 yrs/36,000 miles 5 yrs/60,000 miles 5 yrs/60,000 miles 21.0 gal 16.3/19.8/17.7 mpg; 16.1/23.9/18.8 mpg 16/18/17; 19/22/20 mpg 211/187 kW-hrs/100 miles; 199/171 kW-hrs/100 miles 1.15; 1.10 lb/mile Unleaded regular; Diesel

$68,475 $70,490 Yes/Yes 6: Dual front, front side, f/r curtain 3 yrs/36,000 miles 5 yrs/100,000 miles 5 yrs/100,000 miles 36.0 gal Not Tested Not Rated Not Rated Not Rated Diesel

They "feel" quicker than this ¯\_(..)_/¯

Good for 400+ mi. with diesel.

100 MOTORTREND.COM / JANUARY 2018

Because: Dually

Kingman, Ariz. Come for the sun... stay for the fried burritos

Duramax

LEGEND Notably GOOD

Notably POOR

WINNER

2018 Ford F-150 4X4 Supercrew Lariat (2.7 EcoBoost)

2018 Ford F-150 4X4 Supercrew Platinum (5.0L)

2017 Ford F-150 Supercab Raptor

2018 Ford F-150 4X2 Supercab XL (3.3L)

Front-engine, 4WD Twin-turbo 60-deg V-6, alum block/heads

Front-engine, RWD 60-deg V-6, alum block/heads

Front-engine, 4WD Twin-turbo 60-deg V-6, iron block/alum heads

Front-engine, 4WD 90-deg V-8, alum block/heads

DOHC, 4 valves/cyl 212.9 cu in/3,489cc 10.0:1 450 hp @ 5,000 rpm 510 lb-ft @ 3,500 rpm 6,300 rpm 12.7 lb/hp 10-speed automatic 4.10:1/2.60:1/2.64:1 Control arms, coil springs, anti-roll bar; live axle, leaf springs

DOHC, 4 valves/cyl 203.7 cu in/3,337cc 12.0:1 290 hp @ 6,500 rpm 265 lb-ft @ 4,000 rpm 7,000 rpm 15.7 lb/hp 6-speed automatic 3.55:1/2.45:1/— Control arms, coil springs, anti-roll bar; live axle, leaf springs

DOHC, 4 valves/cyl 164.3 cu in/2,693cc 10.3:1 325 hp @ 5,000 rpm 400 lb-ft @ 2,750 rpm 5,800 rpm 16.2 lb/hp 10-speed automatic 3.55:1/2.25:1/2.64:1 Control arms, coil springs, anti-roll bar; live axle, leaf springs

DOHC, 4 valves/cyl 307.2 cu in/5,034cc 12.0:1 395 hp @ 5,750 rpm 400 lb-ft @ 4,500 rpm 5,800 rpm 13.6 lb/hp 10-speed automatic 3.31:1/2.11:1/2.64:1 Control arms, coil springs, anti-roll bar; live axle, leaf springs

17.2:1 3.1 13.8-in vented disc; 13.7-in vented disc, ABS 8.5 x 17-in cast aluminum 315/70R17 113/110S (M+S) BFGoodrich All-Terrain T/A KO2

17.4:1 3.1 13.8-in vented disc; 13.2-in vented disc, ABS 7.5 x 17-in cast aluminum 245/70R17 110T (M+S) Michelin LTX M/S2

17.4:1 3.1 13.8-in vented disc; 13.2-in vented disc, ABS 8.5 x 20-in cast aluminum 275/55R20 113T (M+S) Goodyear Wrangler

17.4:1 3.1 13.8-in vented disc; 13.2-in vented disc, ABS 8.5 x 20-in cast aluminum 275/55R20 113T (M+S) Hankook Dynapro ATM

134.2 in 73.9/73.6 in 220.0 x 86.3 x 78.5 in 44.3 ft 5,711 lb 55/45% 5 40.8/40.3 in 43.9/33.5 in 66.7/65.8 in 31.6 cu ft 61.7 x 65.2 x 21.4 in 52.8 cu ft 50.6 in 1,000 lb 6,000 lb

145.0 in 67.6/67.6 in 231.9 x 79.9 x 75.5 in 47.1 ft 4,564 lb 57/43% 6 40.8/40.3 in 43.9/33.5 in 66.7/65.8 in 31.6 cu ft 78.9 x 65.2 x 21.4 in 62.3 cu ft 50.6 in 1,840 lb 5,000 lb

145.0 in 67.6/67.6 in 231.9 x 79.9 x 77.2 in 47.1 ft 5,265 lb 59/41% 5 40.8/40.4 in 43.9/43.6 in 66.7/65.9 in 51.9 cu ft 67.1 x 65.2 x 21.4 in 52.8 cu ft 50.6 in 1,690 lb 7,600 lb

145.0 in 67.6/67.6 in 231.9 x 79.9 x 77.2 in 47.1 ft 5,371 lb 58/42% 5 40.8/40.4 in 43.9/43.6 in 66.7/65.9 in 51.9 cu ft 67.1 x 65.2 x 21.4 in 52.8 cu ft 50.6 in 2,080 lb 9,100 lb

2.1 sec 3.1 4.4 6.0 8.0 10.7 14.3 19.2 3.1 14.7 sec @ 91.4 mph 140 ft 0.70 g (avg) 29.2 sec @ 0.59 g (avg) 1,550 rpm

2.8 sec 4.1 5.8 7.6 9.7 13.0 16.8 21.5 3.7 15.9 sec @ 88.2 mph 129 ft 0.75 g (avg) 28.6 sec @ 0.59 g (avg) 1,600 rpm

2.5 sec 3.7 5.3 7.0 9.2 12.2 15.7 20.3 3.7 15.5 sec @ 89.5 mph 119 ft 0.76 g (avg) 28.4 sec @ 0.59 g (avg) 1,550 rpm

2.4 sec 3.5 4.8 6.3 8.1 10.2 12.8 16.0 3.1 14.7 sec @ 96.6 mph 120 ft 0.75 g (avg) 28.0 sec @ 0.62 g (avg) 1,450 rpm

$50,560 $62,845 Yes/Yes 6: Dual front, front side, f/r curtain 3 yrs/36,000 miles 5 yrs/60,000 miles 5 yrs/60,000 miles 26.0 gal 14.3/18.6/16.0 mpg 15/18/16 mpg 225/187 kW-hrs/100 miles 1.20 lb/mile Unleaded premium

$32,760 $36,285 Yes/Yes 6: Dual front, front side, f/r curtain 3 yrs/36,000 miles 5 yrs/60,000 miles 5 yrs/60,000 miles 23.0 gal 18.7/23.1/20.5 mpg 19/25/22 mpg 177/135 kW-hrs/100 miles 0.91 lb/mile Unleaded regular

$48,265 $60,475 Yes/Yes 6: Dual front, front side, f/r curtain 3 yrs/36,000 miles 5 yrs/60,000 miles 5 yrs/60,000 miles 26.0 gal 14.9/23.2/17.7 mpg 19/24/21 mpg 177/140 kW-hrs/100 miles 0.93 lb/mile Unleaded regular

$58,875 $63,205 Yes/Yes 6: Dual front, front side, f/r curtain 3 yrs/36,000 miles 5 yrs/60,000 miles 5 yrs/60,000 miles 26.0 gal Not Tested 16/22/18 mpg 211/153 kW-hrs/100 miles 1.06 lb/mile Unleaded regular

129 hp/Liter

And a splendid one at that

Raptor spec.

Why so heavy?

But not long ago this was V8 power

Extended Cab + Long Box

And you can feel it

Previous best was 5.2 (?)

Previous: 13.9 @ 97.3

120.7 hp/Liter

Opt.

With a 2.7 L V6!

4 tire suppliers!

Stout rating

Passes the mighty Raptor!

WOW

†SAE certified JANUARY 2018 / MOTORTREND.COM 101

We’d rather be making history than looking back on it. Introducing the Genesis G80 Sport. An impeccably crafted balance of power and detail, with its aggressive dark-chrome crosshatched front grille, carbon-fiber-trimmed dash, and 19-inch copper accented alloy wheels artfully surrounding a 365-hp twin-turbo engine that will pin you to its copper stitched sport seats. Add in the peace of mind of our most advanced safety features standard and Complimentary Service Valet, and it’s easy to see why the G80 Sport follows none. It’s designed from the ground up the only way we know. Our way. Genesis.com.

Estimated horsepower based on premium fuel. Service Valet available from Authorized Genesis Retailers during complimentary maintenance period. Includes normal wear, parts replacement and warranty repairs for 3 years or 36,000 miles, whichever comes first. Coverage area varies by retailer. Charges and fees may apply. Applies to original owner/lessee only. Safety features standard on Genesis G80 and G90 models.

49 OF THE AUTO INDUSTRY’S TOP PLAYERS, PLUS OUR PERSON OF THE YEAR JOHAN DE NYSSCHEN CADILLAC

PRESIDENT

2017 RANK: 9 Amid continued reports re of Cadillac in retreat, retrea de Nysschen keeps fighting fig for his vision for the brand that he moved to New York three years ago and has been working to rredefine ever since. Despite setbacks setbac to an ambitious product plan and a decline in sales in the U.S., U. Cadillac continues to grow globally, largely helped by sales in China.

JAMAL HAMEEDI FORD

FORD PERFORMANCE CHIEF ENGINEER

2017 RANK: UNRANKED The Ford F-150 Raptor, Hameedi’s baby, is still fresh in showrooms, but the chief engineer for Ford Performance mance has already moved on to a new project: a Ford Ranger Raptor for Australia. stralia. (Please, can we have one too?) He has also been working on the Mustang ng GT500, which should break cover ver soon. Essentially, Hameedi gets to tinker inker with all things fun at Ford.

DAVID FREIBURGER DA TEN

CO-HOST OF ROADKILL CO

2017 RANK: UNRANKED 201 There is a lot of love for Freiburger, co-host of Roadkill, a cool gearhead show he describes as hacking together sketchy cars for stupid hac fun. But Freiburger is so much more. After fun years as a print scribe, he currently hosts yea four shows: Roadkill and Engine Masters fou on Motor M Trend OnDemand and the Motor Trend YouTube channel, as well as RoadTren kill ki ill G Garage and the daily show Roadkill Extra on MTOD. He also has his hands on Extr Hot Rod Garage and Put Up or Shut Up, is deep into events such as Roadkill Nights dee as a precursor to the Woodward Dream Cruise in Detroit, and is all over social Cru media, helping forge the path forward for me automotive journalism. auto

MATTHIAS MÜLLER LLER

447

VOLKSWAGEN

CEO

2017 RANK: 22 Despite the Dieselgate selgate scandal, Müller has a contract to lead VW through ugh 2020— moving the automaker beyond diesels to become a mass producer ucer of electric vehicles. “Roadmap E” calls for 80 electric models by 2025 wi with ith an investment of $24 billion iin n greener technology by 2030. That’s at’s a bi big ig move from a company that hat pai paid id out about $30 billion globally bally for the emissions-test cheating scandal.

Words Alisa Priddle Illustrations David Kiss

This is the 13th year Motor Trend has produced its Power List to recognize those who made the biggest impact on the auto industry. 2017 was a year we saw talk turn to action in an accelerated pursuit of electric and autonomous vehicles. But it did not stop the industry from introducing hypercars, supercars, and huge gobs of horsepower in general. Gasoline engines continue to improve, the word 104 MOTORTREND.COM / JANUARY 2018

“diesel” is now ow said almost in a whi whisper, isper, and new nameplates l populate l our roads. d The cars and technology these industry leaders helped make happen show the wild ride is just beginning. Our 50 top players include CEOs—but of equal importance are those who design, engineer, build, and market new cars, trucks, and SUVs. A growing population on our Power List comes from the tech world involved in creating vehicles that double as computers on wheels, have artificial

iintelligence, ntellige and can drive themselves. Some on the list deserve attention for S setting rules, others for breaking them. We applaud those who stir the pot and make the industry expand its thinking. Topping the list is the Person of the Year, the individual who made the biggest impact in 2017. But all 50 are people to watch in the 12 months ahead, and they will undoubtedly be joined by new cast members during this period of rapid change and innovation.

LUC DONCKERWOLKE HYUNDAI

HEAD OF HYUNDAI MOTOR DESIGN CENTER, PRESTIGE DESIGN DIVISION N

2017 RANK: 23 It’s hard to launch a new brand; nd;; it relies on outstanding product uct to break through the clutter. The he job of capturing the world’s atten atten-tion on falls to Donckerwolke, who started tarted with the top-end Genesis G90 90 sedan, challenged the compact luxury xury sedan segment with the G70, and an nd has shown us what Genesis’ SUV SUVs V Vs will look like with the GV80 concept.

43 RUSS RUEDISUELII SRT

DIRECTOR OF MOTORSPORTS RSPORTS ENGINEERING

2017 Rank: 44 An 840-hp muscle car iiss not jjust ust outrageous. It’s also educational. onal. Engineeri Engineering ing the Dodge Demon prompted mpted Ruedisuelii and his team to modify the Dodge dge Challenger SRT Hellcat’s 6.2-liter V-8 and supercharger. rcharger. The transmission was upgraded to provide vide a transbrake to assist with dragstrip launches, es, and an innovative chilled intercooler system wi with ith two aiir-condiitioniing systems reduces heat. The result: Dodge and SRT remain cool.

MARY GUSTANSKI DELPHI

VICE PRESIDENT, P ENGINEERING ENGIN AND PROGRAM P MANAGEMENT MANA

2017 RAN RANK: UNRANKED An engineer by education and trade, Gustanksi tio oversees the mammoth ov supplier’s suppli ier’s 20,000-strong team working worki ing on active-safety, autonomous, and self-driving autono technology. Delphi has parttech nered with Intel, Mobileye, ner Blackberry, and others to Blac develop comprehensive techdevelo nology that any automaker can use for its own self-driving cars.

GILL PRATT PRA TOYOTA

CEO OF TOY TOYOTA RESEARCH INSTITUTE

2017 Rank: Unranked Un Pratt heads hea a group that looks to bridge dg g ge the gap between research and product duc ct development. Pratt is using his DARPA develop PA A experience experi ience and Toyota’s $1 billion in funding ng to work in artificial artiific intelligence and roboticss research. The ultimate goal is creating a c car ar that is incapable inca of causing a crash. The he fiirst project first projject proje e is building buildin ng an n autonomous auton nomou us Toyota byy 2020.

THOM THOMAS MAS INGENLATH VOLVO

CHIEF DESIGN OFFICER, POLESTAR CEO

2017 RANK: UNRANKED As senior design director, Ingenlath left his styling stamp across the gorgeous and sophisticated Volvo lineup. He has since been named to the new position of chief design officer and tapped to head Volvo’s Polestar performance brand— reborn as an electric-vehicle skunkworks.

RAJ NAIR FORD

PRESIDENT, NORTH AMERICA ERICA

2017 Rank: 17 Nair finalized his product development chops by getting the e Ford GT into production. Now he turns more to the business side with hiss appointment to lead operations in n North America, where Ford makess the money it needs to continue product roduct development. No pressure, Raj.

44 VERSUS 40 Who makes the better ponycar?

AL OPPEN OPPENHEISER, GENERAL MOT MOTORS

CHIEF ENGIN ENGINEER, CHEVROLET CAMARO

2017 RANK:: UN UNRANKED If you hav have driven the Camaro ZL1 1LE, you will understand wh why Oppenheiser deserves to be on the Power List. Li ist. Fi Finishing inis fourth in Motor Trend’s Best Driver’s Car competi competition ition against a pack of six-figure supercars, it is the most track-c track-capable street-legal car GM has ever sold (apologies to Corvette). The beauty is that engineering this thi is exceptional excep trickles down into the rest of the lineup, making all Chevrolets better for it.

JANUARY 2018 / MOTORTREND.COM 105 JANU

PATRICK LITTLE PATRI QUALCOMM QUALCO

ALFONSO ALBAISA BAISA

GENERAL MANAGER, AUTOMOTIVE GENER

NISSAN N

2017 RAN RANK: UNRANKED If yyou love the infotainment system in your car, you can thank the telephony giant. ca Qualcomm has cornered the market in Qu automotive connectivity and telematics, recently automotiv acquiring Bluetooth/Wi-Fi/GPS tech leader CSR and pushing to acquire NXP, the largest semiconductor/processor/microcontroller semic supplier. sup ier. Now Qualcomm is setting its sights on the autonomous space. o

SENIOR VICE PRESIDENT RESIDENT OF DESIGN

2017 RANK: ANK: UNRANKED UNRANK KED The Cuban-bor Cuban-born rn American replaced eplaced the re retired etired Shiro Nakamura, making mak king him bosss of Nissan, In Infiniti, finiti, and Datsun design as the automaker omaker works to inject inject more ore excitementt iinto nto the mainstream ainstream Nissans Nisssans while continuing contin nuin uing ng to hone IInfiniti’s nfiiniti’ss nfiniti racier aciier sty styling. yling.

LOGAN GREEN LYFT

RALPH GILLES

CEO 2017 RANK: UNRANKED

FCA

As ride-hailing competitor Uber imploded in scandals of itss own making, Lyft has looked unstopstoppable. The $7.5 billion company alre already eady has GM as an investor and is talking g to Google’s parent, Alphabet. Ford is now partnering with Lyft, as well, providing cars to the fleet with plan plans ns to o eventually provide autonomous vehicles. W With ith h all all this success, Gree Green en en is lookiing to take the company pub bliic.

HEAD OF DESIGN

2017 RANK: 39 Gilles has become adept at giving each of the FCA brands its own look and has sculpted some beautiful designs for the premium Italian brands, as well. Kudos to anyone who can work on a minivan, a Hellcat muscle car, a Wrangler pickup, and an Alfa Romeo Giulia and make them all look distinct and true to their heritage.

IAN C CALLUM JAGUAR

DIRECTOR OF DESIGN DIRECT

THOMAS DOLL SUBARU RU OF AMERICA

PRESIDENT

2017 RANK: ANK: 13 While sales of large largerr brands sputter, Suba Subaru aru stays true to its root rootss and continues ntinues to grow sales, sale es, market share, and profits. The steady eady stream of new w vehicles cles includes the funfun nto-drive drive Crosstrek and d an improved mproved Impreza. Doll D is also expecting big g things ings from Subaru’ss new Ascent cent three-row SUV V coming next year.

KGPPHOTOGRAPHY

JEEPERS! Mike Manley should have a home run on his hands with the new Jeep Wrangler pickup. 106 MOTORTREND.COM / JANUARY 2018

2017 RAN RANK: 19 Jaguar is expanding beyond its roots Ja with SUVs and electric vehicles. w Callum has ensured the Pace family Ca iiss true to JJaguar DNA and distinct from the Land Rover products that share their platforms. And he continues to let his team platforms experiment, which led to the Jaguar XE SV experime Project 8, an XE on steroids that made its Proje debut in 2017. de

MIKE MANLEY FIAT CHRY CHRYSLER AUTOMOBILES

HEAD O OF JEEP AND RAM BR BRANDS

2017 RAN RANK: 30 Manley Ma a is the moneymaker as head of the Jeep and Ram brands. hea Recognizing how important trucks Re and SUVs are, FCA boss Sergio Marchionne took Asi Asia-Pacific iaoff Manley’s plate so he can focus on launching the new Wrangler, a Wrangle Wrangler pickup, a new Wagoneer and Grand Wagoneer, Wa and the next-generation Ram 1500 150 pickup. If he accomplishes a to-do list not for the faint of heart, Manley iiss a potential p successor to Marchionne.

WITH MOTOR TREND CERTIFIED, YOU CAN’T BUY THE WRONG CAR. Buying a car should always feel right and your pre-owned vehicle is only as good as the certification program it’s backed by. With a 72-hour exchange policy, a best value guarantee and value-added benefits - you will get the right vehicle at the right price, guaranteed.

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Comprehensive warranty, paintless dent repair and key fob replacement

72-hour exchange policy and best value guarantee

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CARLOS TAVARES PSA PEUGEOT CITROËN

CHAIRMAN OF THE MANAGING BOARD

2017 RANK: UNRANKED Vive la France! PSA Peugeot Peugeo Citroën is making noise about abo returning to the U.S. market, market first through a car-sharing service but eventue ally with cars and dealers. Tavares was the brains behind the purchase of Opel and Vauxhall from GM, giving PSA access to platforms that are already certified for the U.S. market. In creating Europe’s uropes second second-largest d largest au autouto maker, aker, Tavares iiss helping sculpt the e automoti automotive ive landscape.

TAKAHIRO HACHIGO

ANDY PALMER ASTON STON MARTIN

PRESIDENT AND CEO

2017 017 RANK: 37 The brand that Bond popularized is well into a seven-year plan that is downright droolworthy. orthy. Revenues are soaring, and the loss-plagued oss-plagued boutique brand is back in the black. Future products include a new ew Vantage, which Palmer describes ass the most beautiful car yet. Aston is also working on a Vanquish, two Lagonda agonda sedans, another mid-engine sports ports car after the Valkyrie hypercar, the he DBX crossover, and the RapidE electric car. And for the lucky few: a elect Vulcan Vu ulc AMR track supercar.

DONALD WALKER DO

HONDA MOTOR

MAGNA MAG

CEO

2017 RANK: UNRANKED Honda is led by an engineer, and it shows in the vehicles the automaker is putting on the road. d. The Civic, CR-V, and Accord have all been en brilliantly executed, and the Type R is engineering at its finest. Such excellence ce occurs most naturally when you have someone such as Hachigo at the helm to greenlight it. Honda is also accomplished ed when it comes to CVTs, fu fuel uel cells, a and nd driiver-assist safety technologies.

MITSUO HITOMI

CEO

2017 RANK: 25 In addition to Magna’s role as a major Tier 1 supplier, its Magna Steyr assembly plant in Austria added another 3,000 employees to the adde 9,000 already in place and doubled capacity capa a to 200,000 vehicles a year. As a contract con manufacturer, Magna will be building b some pretty hot vehicles, including the Jaguar E-Pace and I-Pace, in BMW’s 5 Series and next-gen Z4, the B Toyota Supra, and a much-anticipated update to the MercedesBenz G-Class. Magna is also looking loo okii at adding more assembly plants iin nE Europe, China, and North America. Eu

299

MAZDA

OLA KÄLLENIUS

MANAGING EXECUTIVE OFFICER AND SENIOR TECHNICAL FELLOW

DAIMLER/ MERCEDES-BENZ

BOARD OF MANAGEMENT, GROUP RESEARCH AND MERCEDES-BENZ CARS DEVELOPMENT

2017 RANK: UNRANKED For more than a decade, car companies have unsuccessfully ully tried to achieve the fuel efficiency of diesel engines via compresssion-igniting much cleaner-burning gasoline. Mazda’s Skyactiv-X engine wi will ill finally accomplish this mission with tthe he 2019 Mazda3. Mastering the compresession-ignited gasoline engine could be a seminal m moment oment for powertrain technology. echnology.

FRANZ VON HOLZHAUSEN EN TESLA MOTORS

SENIOR DESIGN EXECUTIVE

2017 RANK: 36 Musk’s design chief has deliberately tely kept his exterior designs in the mainaiinstream so Teslas wouldn’t look like e science projects (falcon doors on the Model odel X notwithstanding). But the interior of the e Model 3 is revolutionary—clean and spare, are, save for the giant center touchscreen. Gutsy. utsy.

108 MOTORTREND.COM / JANUARY Y 2018

2017 RANK: 14 Mercedes has invested heavily to stay on the tech forefront with advanced powertrains and assisted driving systems. As head of group research, Källenius oversees the efforts to lead the luxury pack and is heir apparent to the CEO office. Major achievements in 2017 include production of the Project One hypercar and the creation of the new EQ electric brand while also ensuring the passenger car lineup remains fresh and relevant.

RESTRAINT Thee Model 3 followed a mainstream design path, not something thatt screamed alt-fuel.

BRIAN KRZANICH BR

MARK REUSS MA

INTEL INT

GENERAL MOTORS GENE

CEO CE

EXEC EXECUTIVE VICE PRESIDENT, GLOBAL PRODUCT DEVELOPMENT, GLO MENT, PURCHASING, AND SUPPLY CHAIN PUR HAIN

2017 RANK: UNRANKED 201 With investments in companies and tech for autonomous driving and artificial intelligence, the CEO of one of the world’s largest manufacturers of computer chips is man now a major player in the auto space. Intel bought Mobileye, an Israeli tech Inte company that is a leader in vision-based com driver assistance systems, for $15.3 dri billion. Now Intel is working with b Waymo on self-driving cars and W ssupplying chips to Tesla to power the Model 3’s giant touchscreen. Look M for fo or In Intel ntel to make greater inroads in n the au uto o segment.

2017 RANK: R 7 This is the man with GM’s product plan. Reuss is charged with ensuring the e lineup is timely, relevant, and desirable. able. He bro brought a swath of new crossovers to market at a time when consumers can’t get marke et enough enoug g of them. Now he is working on the crucial full-size pickups while incor-porating new materials and tech for p autonomous and electric vehicles. And he walks the walk, putting aside e his llaptop la aptop to spend time behind the whe a wheel ell to t pe erfe ect the liineup.

CARLOS CAR LOS GHOSN N RENAULT, NISSAN, MITSUBISHI RENAU HI

SERGIO MARCHIONNE E FIAT CHRYSLER AUTOMOBILES, FERRARI

CEO

2017 RANK: 34 Marchionne has been less controverontroversial this year, working on the succession plan for his pending retirement rement in 2019. He is also pursuing profit targets rgets and debt reduction to put a shine on n his legacy and make the automaker an attractive merger partner. He has been busy with recalls and investigations when he would rather be spending sp pe d g more o e ttime e with t Ferrari—where e a where he will remaiin CEO until 2021. And he h ffinally got Alfas on Ameriican roads.

CHAIRMAN/CEO CHAIR

2017 RA RANK: 18 Can Ghosn actually retire? C ? We doubt it. Although taking W king a sstep back from running Ni Nissan issan as CEO CEO, Renault-Nissan’s acquisiition ti ion of M Mitsubishi means Ghosn wi will ill apply his h strategic leadership to the new au automotive triad as chairman an of all thre three automakers. He’ll also likely ikely have his hand on the shoulder er of his Nissan CEO successor, Hiroto Saikawa.

LI SHUFU ZHEJIANG GEELY AND VOLVO

CHAIRMAN

2017 RANK: UNRANKED The businessman who founded Geely bought Volvo from Ford in 2010, providing working capital and instructions to “liberate the tiger.” Under his leadership, the Chinese company continues to expand its holdings. It created Lynk & Co., an exciting new company that looks like it could succeed outside of China. Geely also owns London Taxi Company and just purchased a 51 5 percent controlling stake in Lotus Cars and a 49.8 percent of Proton Holdings. Hold There are also reports repor Geely is acquiring Terr Terrafugia, a startup that aims to build flying ca cars.

JOHN KRAFCIK WAYMO CEO 2017 RANK: 46 Among the tech companies developing autonomous au cars, Waymo (a division of Google/Alphabet) Google/Alphab has evolved from testing pods to equipping Chrysler Ch Pacifica minivans with self-driving technology. Krafcik K leads a team that is developing software and hardware hardware, including radar, lidar, and sensors, in-house. Waymo has every ev intention of being a leader in this space with affordable affordabl technology it wants to supply to all automakers.

DIETER ZETSCHE DI DAIMLER DA

CHAIRMAN AND CEO CH

2017 RANK: 5 201 Under Zetsche, Daimler’s brands are peaking. The vehicles still offer the premium experience you expect from a exp Mercedes and have overtaken BMW in terms of dynamic handling. The automaker has updated its SUVs and has a new G-Wagen in the works, expanded AMG and added a hypercar, created the EQ electric car brand, cr and developed slick autonomous vehicle tech. He’s also working to veh make Smart profitable. Zetsche’s cool ma hand is ticking all the boxes. han

220

S-CLASSY Dieter Zetsche’s new flagship sedan.

JANUARY 2018 / MOTORTREND.COM 109

PETER SCHREYER

RALF SPETH RA

PRESIDENT AND CHIEF DESIGN OFFICER

CEO

HYUNDAI MOTOR GROUP

2017 RANK: 12 Schreyer has had a busy year with h a flurry of new Hyundai, Kia, and Genesis vehicles that must all be distinct and carry the proper brand DNA. A. The group has added new faces: the Hyundai Kona, Kia Stinger, and Genesis GV80 SUV concept, with more to come. The Korean ean brands continue to flouri flourish ish in large part due to Schreyer’s fresh, intelintelligent design esign directi direction. ion.

JAGUAR LAND ROVER JAGU 2017 RANK: UNRANKED Jaguar Land Rover is flourishing. Both brands have greatly expanded their lineups of both cars and SUVs, and both have even managed to mix up the body styles mana between them while maintaining betw distinct disti in brand DNA. Under Speth, JLR has ha a introduced stunning new products with new engines and even announced the introduction of an all-electric support race series for Formula Fo E. Under the Tata umbrella, JLR is is returning to form.

PAM FLETCHER GENERAL MOTORS

VICE PRESIDENT, GLOBAL L ELECTRIC VEHICLE PROGRAMS

2017 RANK: UNRANKED Fletcher leads the teams that invent, engineer, and produce e GM’s electrified and autonomous vehicles—meaning Fletcher has the keys to GM’s future and must st execute the vision of CEO Mary Barra. rra. Developing the new Volt and Bolt were warm-ups. Fletcher’s hands are also o all over Super Cruise and other advanced vanc ced technologies where GM has quietly etlyy taken leadership. She must now lau launch unch 20 new electric vehicles by 2023. 3.

JIM FARLEY FORD

EXECUTIVE VICE PRESIDENT IDENT AL AND PRESIDENT, GLOBAL MARKETS 2017 RANK: 16 Farley shepherded the turnaround of Ford of Europe ope and was promoted under new CEO Jim Hackett to a position where here he will oversee all business units ass well as global marketing and sales, Lincoln Motor Co., and the strategy egy and business model for Ford’s electrified and autonomous vehicles. Pulling that all off could d be a path to the CEO suite.

CAMRY Although SUVs are on the rise rise, Toyota didn’t relax in redesigning its midsize sedan.

JOE HINRICHS FORD

EXECUTIVE VICE PRESIDENT AND PRESIDENT, GLOBAL OPERATIONS

2017 RANK: UNRANKED Under new Ford CEO Jim Hackett, Hinrichs was promoted to president of global operations—overseeing product development, purchasing, quality, manufacturing, labor, environmental, and safety engineering. The move comes after running North America, Ford’s profit engine, and building up operations in China. Success clings to Hinrichs. Like Farley, he is auditioning for the CEO position in the future.

AKIO TOYODA TOYOTA

CEO AND PRESIDENT

2017 RANK: 20 It’s easy to focus on the redesigned Camry. But we’re more excited about Gazoo Racing, which will bring aftermarket go-fast products to Toyota dealerships around the world. Akio’s youthful leadership also has inspired the Lexus LC coupe and upcoming Supra. He had the courage to kill Scion, having inculcated its lessons.

110 MOTORTREND.COM / JANUARY 2018 018

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TOBIAS MOERS

EUI-SUN CHUNG

MERCEDES-AMG DES-AMG

HYUNDAI MOTOR CO.

CEO AND CHAIRMAN OF THE BOARD OF MANAGEMENT

VICE CHAIRMAN

2017 RANK: UNRANKED The heir apparent to helm he the Hyundai Group chaebol cha founded by his grandfather, grandfa the 47-year-old Chung already alread is running Kia Motors and overseeing over the launch of the Genesis luxury lux car brand and the N performance perform brand. The American-educated American-educat Chung seems set to succeed his 79-year-old father, Mong-koo MongChung, as South Korea’s top car executive And the automaker executive. automake shows no signs of slowing down.

2017 RANK: ANK: 2 2017 17 was the 50th anniversary of AMG, and d under Moers the performance brand and has never been stronger. It has a huge portfolio ortfolio bookended by Project One, the street-legal et-legal hypercar with a Formula 1 powertrain ain at the high end, and entry-level AMG G “43” models, including a growing number umber of SUVs. AMG will produce 40 0 individual body styles by the end of the decade. Volume and profits continue ntinue to grow, and the innovation from m AMG continues contin nues to in infuse nfuse its dynadyna mism into all Mercedes products.

THE HE PERFORMANCE PERFORMA ANCE GURU: URU: DAVE PERICAK ERICAK

THE OUTSIDER: ALEJANDRO AGAG

FORD ORD

CEO

ENGINEERING DIRECTOR, ECTOR, UNIBODY VEHICLES S

FORMULA E HOLDINGS

2017 17 RANK: 21 This ranking honors Pericak’s ericak’s work in getting street-legal versions of the Ford GT on the road, oad, punctuating nctuating a journey thatt included included the e return to—and win at— at—the —the 24 Hours ours of Le Mans. Ford’s g growing performance rformance lineup will inc include clude 12 vehicles hicles by 2020, and we c can’t wai wait it to see them. Now, Ford is asking a askiing forr Pericak to lend his skillss to the engineering interiors, engineering, interiors and an nd exteriors of all Ford cars ex globally. glo

2017 RANK: UNRANKED The Spanish businessman moved early to acquire the Formula 1 TV rights for Spa Spain, and today he is in charge of the Formula Form E Championship, which had its inaugural ina season in 2014. As the CEO of Fo Formula E Holdings, he oversees races for the t all-electric series as it expands its global footprint. With the growth of EVs and more automakers joining in, Formula E is here to stay and is a powerful way to promote the technology.

THE CEO: HÅKAN SAMUELSSON VOLVO CAR GROUP

CEO

2017 RANK: 15 The XC90 was Motor Trend’s 2016 SUV of the Year, and it has been followed up by the equally impressive S90, V90, XC60, and XC40. If those weren’t attention-getting enough, Samuelsson announced that all Volvo vehicles sold starting in 2019 will be hybrid gas-electric or pure-electric vehicles. Volvo’s performance arm, Polestar, is now a stand-alone brand within the Volvo Group and dedicated to electric performance vehicles. Volvo is also building a factory in South Carolina, which will be ready to build the S60 and XC90 this fall. Samuelsson shows what mobilizing your DNA and resources can do.

STYLISH Volvo’s new line of cars and SUVs impresses.

THE FUTURIST: JENSEN HUANG NVIDIA

FOUNDER AND PRESIDENT

2017 RANK: UNRANKED The Taiwan-born, Stanford-educated Huang founded the graphics-processor company Nvidia in 1993 to give the gaming industry crisper graphics. Then he took the deep learning capability of his GPU (graphics processing unit or programmable chip) to steer Nvidia into artificial intelligence.. His processors are the brains of self-driving cars, computers, and robots, attracting customers from Tesla to Volkswagen and Toyota. Personal net worth: $4.4 billion.

THE MARKETER: TIM KUNISKIS

THE DESIGNER: GERRY MCGOVERN GER

HEAD OF PASSENGER CAR BRANDS: DODGE, SRT, CHRYSLER, AND FIAT

CHIE CREATIVE CHIEF OFFICER OFFI

FCA NORTH AMERICA

LAND ROVER

2017 RANK: 28 Kuniskis grabbed the auto world’s attention with the 840-horsepower power Dodge Challenger SRT Demon, on, which launches so hard it does wheeli wheelies. ies. He also led marketing coups and d reinvigorated sales with the Demon mon and other low-volume versions of dated platforms—teasing out Demon details for weeks to create buzz and partnering with Roadkill to promote both drag racing and the Dodge brand.

2017 R RANK: 32 Sure, SUVs are hot, but Su McGovern shows they don’t Mc have ha a to be cookie-cutter designs. The Velar, which shares design boness (but no body panels) with the Jag Jaguar F-Pace, has a stunning a architectural look, dramatic proportions, and an optional propo wool-blend interior. It is the icing wool-b on the cake—McGovern helped his hi is tea team modernize the lineup by reinventing rei inve old favorites such as the Dissscovery and the muchanticip pated Defender family.

THE ENGINEER: ROBERTO FEDELI

ALFA ROMEO AND MASERATI TI

HEAD OF PRODUCT DEVELOPMENT

2017 RANK: UNRANKED The two iconic Italian brands ds have been rejuvenated with the sexy and dynamic Alfa Romeo Giulia a (our 2018 COTY) and the addition of a pai pair ir of mold-breaking SUVs in the Alfa a Romeo Stelvio and Maserati Levante. Fedelii and his team have engineered vehicles that reintroduce the world to great reat nameplates, giving them the power ower to stand out from the crowd—and d leave theiir competition in the dust.

THE PRODUCT DEVELOPER: YOSHIYUKI MATSUMOTO HONDA

R&D CHIEF

2017 RANK: UNRANKED From the elegant simplicity of the Civic redesign to the unstoppable excellence of the CR-V (Motor Trend’s SUV of the Year) to the exquisite refinement of the Accord, Honda has its mojo back with grand slams of its three top-selling vehicles. Don’t even get us started about the white-hot Civic Type R, which is every Fast and Furious fan’s fantasy.

THE DISRUPTER: ELON MUSK

TESLA CEO 2017 RANK: MOTOR TREND PERSON OF THE YEAR Defying skeptics, Musk launched early models of the mainstream $40,000–$60,000 Model 3 compact electric sedan. He also opened Tesla’s hulking Gigafactory to produce 35 gW-hr/year of lithium-ion battery cells—as much as the rest of the world’s battery production combined—and is working to help rebuild the power infrastructure of Puerto Rico in the wake of Hurricane Maria. Looking ahead, 2018 will be a make-or-break year for Tesla as it goes from building 100,000 electric vehicles a year to five times that amount while attempting to introduce a better way to manufacture cars.

JANUARY 2018 / MOTORTREND.COM 113

MARY BARRA GENERAL MOTORS

CHAIRWOMAN AND CEO 2017 RANK: 11

Barra is quietly and efficiently executing GM’s plans to expand into electric vehicles with the remarkable Bolt and at least 20 new EVs by 2023; ride-hailing with partners such as Lyft and the creation of its own car-sharing service, Maven; and autonomous vehicles with Super Cruise and a test fleet of Bolts running around San Francisco. She continues to mind what’s popular on the shelves, as well. Most of the crossovers have been redone, and

114 MOTORTREND.COM / JANUARY 2018

new pickups are in the works. GM has shown it knows how to do performance with the powerful Camaro ZL1 1LE, and a mid-engine Corvette is in development. The company has gone from bankruptcy to record net income in one of the most successful business turnarounds in the modern age. Barra oversaw the financial restructuring and continues to make the hard decisions, such as selling underperforming Opel-Vauxhall and reducing produc-

tion when needed to avoid relying on heavy incentives to move a glut of product. She led the cultural transformation needed after GM’s ignition switch recall revealed huge cracks in the operation, with a renewed emphasis on quality. GM is leaner and more focused while making savvy acquisitions to position itself as a leader in the era to come. In short, Barra gets it, and GM is the stronger for it. At press time, its stock price was at an all-time high.

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COVER STORY | 2018 MOTOR TREND CAR OF THE YEAR

THE CAR, EVOLVED

AS SUV SALES SOAR, TRADITIONAL SEDANS AND COUPES REIMAGINE THEIR EXISTENCE

Words Motor Trend editors Photographs Motor Trend staff

. . . .

. .

THE LINEUP Alfa Romeo Giulia Audi A4 Allroad Audi A5 BMW 5 Series Honda Accord Honda Civic Si Honda Civic Type R Honda Odyssey Hyundai Elantra GT Hyundai Ioniq Infiniti Q60 Kia Niro Kia Rio Kia Stinger Lexus LC Lincoln Continental Mercedes-Benz E-Class Nissan Leaf Porsche 718 Porsche Panamera Smart Fortwo Subaru Impreza Tesla Model 3 Toyota Camry Toyota Prius Prime Volvo V90

. .

TRAFFIC JAM Where’s the winner here? We’ll guarantee that it’s hidden somewhere among these cars—46 in total, including variants. But this one image strikingly captures the scale of our challenge.

.. Ed Loh, editor-in-chief . Mark Rechtin, executive editor . Angus MacKenzie, international bureau chief Jonny Lieberman, senior features editor . Alisa Priddle, Detroit editor . Christian Seabaugh, features editor .. Frank Markus, technical. director . Kim Reynolds, testing director . Chris Walton, road test editor Tom Gale, guest judge Chris Theodore, guest judge THE JUDGES

MOTORTREND.COM 121

CAR OF THE YEAR | TESTING The adage “May you live in interesting times” is both a a blessing and a curse. And its two-sides-of-the-coin quality rests on that key word, “interesting.” Not its simple meaning—like, it’s interesting to watch the Ken Burns’ documentary The War. Rather, it’s interesting like World War II itself—a global trauma that both tested civilization’s fabric and forged the greatest generation. Interesting times make for remarkable, jolting changes. On a small scale, these past few years have been interesting times for the car, too. SUVs and crossovers are gobbling up car sales. Stiffening regulatory demands for better fuel economy are resulting in alien new power sources under their hoods—technologies unfathomable a few years back. And the developmental pace of semi-autonomous features are starting the slow process of disconnecting us from traditional 100 percent human control. It’s a slippery slope that ends in a pile of questions that begs the meaning of what is to be an automobile. Our old friends the sedan, the coupe, the station wagon, and the minivan—the familiar car variants that our mom and dad and their moms and dads had no trouble defining—are in the midst of a major identity crisis. In response, lithium-ion batteries provide the sole power for a record four of our contenders (the Tesla Model 3, the Nissan Leaf, the Hyundai Ioniq EV, and the Smart Fortwo ED). The Model 3 and Leaf also offer startlingly progressive adaptive cruise control and lane-centering technologies. Then there are the hybrid Hyundai Ioniq and Kia Niro, plus the Prius Prime hybrid, which adds extra plug-in range. And several automakers have uncorked their design departments to shed their boring, steadyas-she-goes mantra—witness the retail giants Honda Accord and Toyota Camry and their go-for-it, attack-mode styling. That’s not to ignore the experimentation expressed elsewhere in our field of 26 models and 46 variations. There are the brain-boggling family features of the new Honda Odyssey, the cool performance-wagon interpretations from Audi and Mercedes-Benz, the sexy Alfa Romeo Giulia, the straight-off-the-autoshowturntable Lexus LC, and the point-meto-a-racetrack Civic Type R. Everywhere, explorations in the redefinition of the car. The petri dish for all this mutation is a circle with its epicenter at Mojave, California. To its east is Hyundai’s test facility where—over seven days—our 122 MOTORTREND.COM / JANUARY 2018

Hyundai Motor Group California Proving Grounds, California City

Picking the Motor Trend Car of the Year is a sprawling, complicated process. And as most of us are generalist automotive writers, the program has come to incorporate some expert insights in the form of our two guest judges, Tom Gale (design; for example, the Dodge Viper) and Chris Theodore (engineering; the original Ford GT). For instance, first thing on one of the days, Tom arranges all of the cars into groups on the asphalt expanse of the Hyundai facility’s vehicle dynamics area, angling them such that the sunrise caresses their flanks just so. Group by group, he talks us through their surfacing (and explains what a “horizon line” means). This fascinating chat ought to

be worth a few class credits at the ArtCenter School of Design. Meanwhile, Chris is popping open hoods or pointing out the manufacturing challenges in making body panels. But on the days leading up to this, the VDA is the domain of three vehicle dynamics specialists: road test editor Chris Walton, associate road test editor Erick Ayapana, and me. To begin, Ayapana coordinates the check-in process: documenting vehicle-loan logistics, torqueing lug nuts, adjusting tire pressures, and weighing every one of 46 vehicle variants we were to test. All told, we faced 920 lug nuts and 184 tire pressure checks.

closed-course testing and subjective studies narrow the field to our eight finalists. Then we decamp to Tehachapi, west of Mojave, where over two more days, our 27-mile real-world loop funnels our hopefuls down to one. Every step of the way we remind ourselves of our competition’s six foundational criteria: Advancement in Design, Engineering Excellence,

Once the cars are processed, Chris and I head to the VDA to share figureeight duties, obtaining lap times and maximum lateral accelerations. On the nearby straight stability area, Walton and Ayapana run all the acceleration and braking tests. That comes to 184 quartermile runs and brake stops and 276 figure-eight laps (that’s 82 miles worth of figure eights). Like Gale’s judgments on design and Theodore’s on

Performance of Intended Function, Efficiency, Safety, and Value. But all rules are open to interpretation. One judge feels this car is a great value; another disagrees. Two judges gang up on another who views a certain car as a design advancement. “But it’s ugly!” “Are you sitting on your eyes?” Slowly some of us wish we could relocate from our original seat around the table where the debates rage on and on. But ultimately, editor-in-chief Ed Loh passes out small pieces of paper for us to submit our top three picks. He leaves the room for tabulation and returns with a surprised look and declares the winner. A quiet “Yes!” is exhaled by a few in the room. A few others drop their heads. But that’s democracy. We’re living in interesting automotive times, and the Motor Trend Car of the Year competition gives all of us a ringside seat. Kim Reynolds

START/FINISH 27.6 miles

Tehachapi, California, west of Edwards Air Force Base near the Mojave Desert

engineering, this enormous testing regimen offers a focused quantification of each vehicle’s dynamic differences. It’s a comparative baseline for the rest of the judges as they later spread out onto the facility’s high-speed oval (to check stability and wind noise), winding road handling course, various dedicated ride-quality surfaces, and then our all-encompassing real-world loops in nearby Tehachapi.

Once the track testing was complete and our finalists decided, we took 11 cars forward to tackle the real-world road loop in Tehachapi, California. This 27.6-mile mix of highway, city, and tight canyon roads starts in Tehachapi before climbing a mountain pass. The route snakes back toward State Route 58 via a two-lane country road. Judges pay attention to road and wind noise, steering response, and ride quality. They also test audio, climate, and driverassistance systems.

1. Tehachapi Boulevard Low-speed stop-start driving tests transmission calibration, throttle and brake tip-in, lowspeed ride, and visibility. 2. Tehachapi–Willow Springs Road Broken pavement tests tire noise suppression and whether NVH is transmitted into the body structure. 3. Tehachapi–Willow Springs Road summit A sustained climb tests torque and transmission response; a sustained descent tests cruise-control effectiveness. 4. Cameron Road A canyon road with midcorner elevation changes induces major transient loads, ideal for testing steering,

chassis balance, and body control. 5. Rail Crossing 1 A sharp bump at 10 mph tests the suspension effectiveness. 6. Freeway Patched and broken concrete induces tire noise and highfrequency vibrations. Smooth asphalt tests ride quality in a commuting situation. The

freeway stretch also allows for testing of cruise control, passive and active safety systems, semi-autonomous driving, and passing power. 7. Rail Crossing 2 An angled crossing induces twisting loads for a good assessment of chassis rigidity.

WEAR AND TEAR After much spirited driving, the Giulia Quadrifoglio needed some new rubber.

Audi A4 Allroad

We Like The responsive turbo-four powertrain and full-paint finish option. We Don’t Like Its cozy rear seat, that it costs more than a Q5.

vant-badged wagons have disappeared from Audi’s Stateside lineup, but the Allroad name still survives. The A4 Allroad combines standard all-wheel drive with crossoverlike body cladding and more ground clearance than the A4 sedan. The Allroad’s 252-hp turbo-four is paired to a sevenspeed twin-clutch automatic that’s responsive and makes the most of SPECS

the engine’s abilities. From behind the wheel, the picture is basically the same as in the A4 sedan—a car that placed a strong second in an eight-car Big Test comparison in 2017. The available virtual cockpit digital instrument cluster display looks cool, and the interior is sprinkled with smart touches. More than one judge, however, saw room for improvement with the suspension tuning over harsh or

otherwise imperfect road surfaces. “It has lots of bounce and rebound,” Seabaugh said after driving it over a choppy section. On the winding track, Markus described the car as behaving “like a tall, heavy A5 on crap tires; it has ample body roll and lots of scrubbing noise from the tires. It seems not to enjoy this type of work.” What you won’t get in the A4 Allroad that the cheaper Subaru

Outback provides—besides ground clearance to officially classify it as an SUV—is an everydayusable back seat. The Allroad is a bit cozy back there, and the hard backs of the front seats don’t help. Unless you really prefer wagon styling, Audi’s Q5 crossover has more rear-seat legroom, a bit more cargo space, and a base price that’s thousands below the Allroad. Zach Gale

2017 Audi A4 Allroad 2.0T

Base Price/As Tested

$44,950/$53,480

Power (SAE net)

252 hp @ 5,000 rpm

Torque (SAE net)

273 lb-ft @ 1,600 rpm

Accel, 0-60 mph

5.5 sec

Quarter Mile

14.1 sec @ 97.6 mph

Braking, 60-0 mph

119 ft

Lateral Acceleration

0.81 g (avg)

MT Figure Eight

26.3 sec @ 0.69 g (avg)

EPA City/Hwy/Comb

23/28/25 mpg

Vehicle Layout Front-engine, AWD, 5-pass, 4-door wagon Engine/Transmission 2.0L turbo DOHC 16-valve I-4/7-speed twin-clutch auto Curb Weight (F/R Dist) 3,801 lb (54/46%) Wheelbase 110.9 in Length x Width x Height 187.0 x 72.5 x 58.8 in Energy Consumption, City/Hwy 147/120 kW-hrs/100 miles CO2 Emissions, Comb 0.78 lb/mile

CROWNING A SINGULAR CHAMPION Behind the scenes at 2018 Car of the Year The 2018 Motor Trend Car of the Year program started out as so many of them have for the past seven years: with me stopping off to grab three bottles of good whiskey—to be consumed in the evenings once our cast and crew were safely ensconced at our hotel, naturally. As James Joyce wrote in Ulysses, “The 124 MOTORTREND.COM / JANUARY 2018

bards must drink and junket.” To put it in the parlance of our times, we had 46 cars to test and evaluate in two weeks of intense Mojave Desert heat and wind. Do you know how much bickering that could entail? A good stiff drink or two is essential for inspired debate. Before the editors arrived to judge

the field subjectively, our hard-bitten advance team of testing director Kim Reynolds, road test editor Chris Walton, and associate road test editor Erick Ayapana spent a week at the Hyundai Kia Proving Grounds. These guys ran our field through endless 0–60 dashes, 60–0 halts, quarter-mile blasts, dizzying figure eights, and anything else that could place a quantifiable number to the relative performance of our field. To say

Audi A5

We Like Its fit and finish, high-speed stability, and virtual cockpit. We Don’t Like The anodyne driving dynamics, 2.0T’s idle, ordinary execution.

S5 Sportback 3.0T

common A5/S5 sentiment during the evaluation phase of our Car of the Year contest : “I like it. There’s really nothing wrong with it. I just don’t love it.” MacKenzie rightly posited that both of these cars feel evolutionary, not revolutionary. What they do well is what every new Audi does: showcase sheetmetal stamped and assembled with the exacting attention to detail SPECS

otherwise found on Savile Row. You won’t find a single contender this year with lines so crisp, panel gaps so tight, and details so elegant (like the clamshell hoods’ cutlines, which start the crease that runs from tip to tail). The same elegant touch holds true inside. The A5 earns a majority vote for the cleanest, most sophisticated interior in the biz. We especially appreciate the engineering

and design of Audi’s stunning virtual cockpit instrument panel. But we expect these things from Audi. When it came to driving, neither version stood out from the crowd. Both autobahn-bred cars were rock-steady on the high-speed oval, and true, the S5’s performance cred proved better on paper than its baritone V-8 predecessor. What got lost along with the

2018 Audi A5 Coupe 2.0T

2018 Audi S5 Sportback 3.0T

Base Price/As Tested

$43,775/$55,300

$55,375/$68,350

Power (SAE net)

252 hp @ 5,000 rpm

354 hp @ 5,400 rpm

Torque (SAE net)

273 lb-ft @ 1,600 rpm

369 lb-ft @ 1,370 rpm

Accel, 0-60 mph

5.2 sec

4.5 sec

Quarter Mile

13.8 sec @ 100.5 mph

13.1 sec @ 106.0 mph

Braking, 60-0 mph

117 ft

105 ft

Lateral Acceleration

0.85 g (avg)

0.93 g (avg)

MT Figure Eight

26.3 sec @ 0.71 g (avg)

25.0 sec @ 0.76 g (avg)

EPA City/Hwy/Comb

24/34/27 mpg

21/30/24 mpg

curvy body was the velvet-hammer quality it once wielded, and neither exploited its all-wheel drive to enhance the experience. When pushed near their limits on the winding track, wrinkles began to surface. The biggest thorn in the S5’s foot was the upstart Kia Stinger GT, which provided similar (though more fussy) looks and competitive dynamics at a better price. Chris Walton

A5 Coupe 2.0T

Vehicle Layout 2.0T Front-engine, AWD, 4-pass, 2-door coupe 3.0T Front-engine, AWD, 5-pass, 4-door hatchback Engine/Transmission 2.0T 2.0L turbo DOHC 16-valve I-4/7-speed twin-clutch auto 3.0T 3.0L turbo DOHC 24-valve V-6/8-speed automatic Curb Weight (F/R Dist) 2.0T 3,649 lb (56/44%) 3.0T 4,027 lb (56/44%) Wheelbase 2.0T 108.8 in 3.0T 111.2 in Length x Width x Height 2.0T 184.0 x 72.7 x 54.0 in 3.0T 187.1 x 72.6 x 54.5 in Energy Consumption, City/Hwy 2.0T 140/99 kW-hrs/100 miles 3.0T 160/112 kW-hrs/100 miles CO2 Emissions, Comb 2.0T 0.70 lb/mile 3.0T 0.80 lb/mile

this trio (along with number cruncher Alan Lau) looked spent is an understatement. Now it was the judges’ turn to take the wheel. Kim and Chris joined the panel to be sure the empirical data was fairly included in our deliberations. After a small delay due to air travel, the 11 judges were assembled at the vast blackness of the proving grounds’ vehicle dynamics area, better known as the VDA. At this point we do our

THIS BIG The most accurate way to describe Lexus’ now ubiquitous spindle grille is still Òpolarizing.Ó

BMW 5 Series

We Like Its autobahn stability, V-8 engine, and hybrid integration. We Don’t Like The numb handling and response.

530i

hose were the golden years, back when BMW’s E39 edition of the 5 Series stormed our shores. But today’s rendition seems to be a softer interpretation as BMW attempts to move away from sport and toward luxury. Part of that has to do with the 5 Series’ roots, sharing its platform with the 7 Series luxobarge. And although its design is a return to the “same sausage, different size” SPECS

language of the past, the thrill of those old Bimmers is lacking. Nearly every judge was stunned by the lack of feedback from the steering wheel and suspension. “There is an anodyne feel about the car that permeates all of these 5 Series entries,” Markus said. “They have slowly drained the viscera from the driving experience.” That said, the 5 Series is an autobahn rock star, clipping along

at triple-digit velocities around the oval. Loh described it as “an executive cruiser.” And he’s right, especially in the case of the M550i’s stonking 456-hp 4.4-liter twin-turbo V-8, which is still pulling hard at 120 per. Inside, you’re surrounded by more hard leather than a Munich bondage club. Although the iDrive infotainment system is more intuitive, many functions are still buried

under layers of menus. And although every car here underwent our panic-stop braking tests, only the M550i’s binders were torched—with a couple judges overcooking subsequent corner entries as a result. Sure, this is a fine car for many luxury buyers. Just consider us those jaded fans who remember our favorite band’s old stuff as their best. Mark Rechtin

2017 BMW 530i

2018 BMW 530e iPerformance

2017 BMW 540i

Base Price/As Tested

$52,195/$72,135

$53,395/$67,460

$57,445/$81,910

2018 BMW M550i xDrive $74,395/$87,985

Power (SAE net)

248 hp @ 5,200 rpm

180 hp @ 4,000 rpm (gas)/ 111 hp @ 3,170 rpm (elec)/248 hp (comb)

335 hp @ 5,500 rpm

456 hp @ 5,500 rpm

Torque (SAE net)

258 lb-ft @ 1,450 rpm

255 lb-ft @ 1,450 rpm (gas)/ 184 @ 3,170 rpm (elec)/310 lb-ft (comb)

332 lb-ft @ 1,380 rpm

480 lb-ft @ 1,800 rpm

Accel, 0-60 mph

6.2 sec

6.0 sec

4.9 sec

3.8 sec

Quarter Mile

14.7 sec @ 97.5 mph

14.4 sec @ 95.1 mph

13.5 sec @ 106.2 mph

12.3 sec @ 114.7 mph

Braking, 60-0 mph

116 ft

124 ft

117 ft

106 ft

Lateral Acceleration

0.86 g (avg)

0.85 g (avg)

0.86 g (avg)

0.92 g (avg)

MT Figure Eight

26.3 sec @ 0.68 g (avg)

26.6 sec @ 0.67 g (avg)

25.7 sec @ 0.73 g (avg)

24.9 sec @ 0.77 g (avg)

EPA City/Hwy/Comb

24/34/27 mpg

27/31/28 mpg

20/30/24 mpg

16/25/19 mpg

Vehicle Layout Front-engine, RWD, 5-pass, 4-door sedan M550i Front-engine, AWD, 5-pass, 4-door sedan Engine/Transmission 530i 2.0L turbo DOHC 16-valve I-4/8-speed automatic 530e 2.0L turbo DOHC 16-valve I-4 plus electric motor/8-speed automatic 540i 3.0L turbo DOHC 24-valve I-6/8-speed automatic M550i 4.4L twin-turbo DOHC 32-valve V-8/8-speed automatic Curb Weight (F/R Dist) 530i 3,906 lb (51/49%) 530e 4,344 lb (48/52%) 540i 4,080 lb (52/48%) M550i 4,422 lb (54/46%) Wheelbase 117.1 in Length x Width x Height 530i 194.6 x 73.5 x 58.2 in 530e 194.6 x 73.5 x 58.4 in 540i 194.6 x 73.5 x 58.2 in M550i 195.4 x 73.5 x 57.8 in Energy Consumption, City/Hwy 530i 140/99 kW-hrs/100 miles 530e 125/109 kW-hrs/100 miles 540i 169/112 kW-hrs/100 miles M550i 211/135 kW-hrs/100 miles CO2 Emissions, Comb 530e 0.68 lb/mile 530i 0.70 lb/mile 540i 0.82 lb/mile M550i 1.02 lb/mile

walkarounds based on comprehensive notes explaining why each particular new car is at Car of the Year, what’s new if it’s a refresh, and what it competes against. Unlike what comes later on (the fighting!), our walkarounds are lighthearted and, frankly, fun. You can usually find international bureau chief 126 MOTORTREND.COM / JANUARY 2018

Angus MacKenzie huddled up with our legendary guest judges Tom Gale and Chris Theodore guffawing about some mangled attempt at an A-pillar, me talking over everyone else, and editorin-chief Ed Loh screaming at us to stay on target because we’re running out of daylight.

Walkarounds are a little bit of shoptalk, a little bit of design critique, and whole lot of tire kicking. This year’s greatest moment occurred when features editor Christian Seabaugh decided to remove the hood from one of the Smart Fortwo EDs. The hood, which I think would be better referred to as

Honda Civic Si

CONTENDERS

We Like The engine’s smooth character, its precise shifter, balance, and poise. We Don’t Like Hanging revs on upshifts and the vague clutch.

his is probably the best Civic Si in years, Seabaugh noted. “But that’s admittedly not saying much.” He’s right, and much of that goodness is in the bones as a result of the 2017 redesign and its 1.5-liter turbo-four. Regarding performance, however, we looked up 1999–2014 Si coupes and sedans that we tested, and this eighth-generation Civic Si landed literally midpack. SPECS

Progress? It barely matches its own benchmarks. Admittedly, the 2017 Civic Si’s fuel efficiency trounces its predecessors (check that box), but is that the mission of an Si? When fitted with the optional summer tires, all the judges complimented the car’s grip and largely neutral attitude on the winding track, with some even remarking on the electric-assist steering’s ability to relate the front

tires’ information to the driver. Where things started to go awry was when we began driving it on the other test venues, toggling between Normal and Sport modes and finding few difference in the car’s behavior. The variance in the adjustable dampers’ rates isn’t much. Also, there were many references to the vague engagement of the clutch plate, somewhere midstroke in a completely linear-

effort pedal. The tendency of the engine to hang on to revs (rather than drop) when we lifted off the throttle for an upshift affected the Si’s civility, as well. Performance of Intended Function? Sort of. Engineering Excellence and Advancement in Design? Not really. The Civic Type R. Now that’s where the accolades belong, and that’s why it advanced to the finals and the Si did not. Chris Walton

2017 Honda Civic Si Sedan

Base Price/As Tested

$24,775/$24,975

Power (SAE net)

205 hp @ 5,700 rpm

Torque (SAE net)

192 lb-ft @ 2,100 rpm

Accel, 0-60 mph

6.7 sec

Quarter Mile

15.2 sec @ 88.3 mph

Braking, 60-0 mph

109 ft

Lateral Acceleration

0.94 g (avg)

MT Figure Eight

25.5 sec @ 0.72 g (avg)

EPA City/Hwy/Comb

28/38/32 mpg

Vehicle Layout Front-engine, FWD, 5-pass, 4-door sedan Engine/Transmission 1.5L turbo DOHC 16-valve I-4/6-speed manual Curb Weight (F/R Dist) 2,897 lb (61/39%) Wheelbase 106.3 in Length x Width x Height 182.8 x 70.8 x 55.5 in Energy Consumption, City/Hwy 120/89 kW-hrs/100 miles CO2 Emissions, Comb 0.61 lb/mile

a “quote hood,” is not hinged or even permanently attached to the Smart. It’s cabled to it, like a leash on a surfboard. I guess if it flies off in a crash, you won’t have to walk far to find it. I mention this because it took us about five minutes to figure out how to reattach the “hood.” The best part was that it baffled Chris Theodore, the former head of engineering for both Chrysler and Ford. There we were, standing

Honda Odyssey

We Like The slick 10-speed, ride/handling, CabinWatch and Talk. We Don’t Like The no-fold middle row and lightning-struck exterior.

inivans frequently serve as innovation incubators, and Honda’s own imagineers are following up their fourth-gen Odyssey HondaVac breakthrough with CabinWatch and CabinTalk. The former lets parents keep a fisheye on middle- and third-row kiddos even when they’re in rearfacing child seats, and the latter broadcasts front-row voices of SPECS

authority over the rear speakers or headphones. Loh found them “fun, if a bit gimmicky,” while Rechtin likened Talk’s fidelity to “doing a sound check onstage at Cabaret Metro in Chicago.” Honda’s fabulous 10-speed automatic earned big Engineering Excellence points by helping the Odyssey outrun a Chrysler Pacifica Limited by 1.1 seconds to 60 mph while ranking 1 mpg better in the

city. Of course, the plug-in Pacifica Hybrid arguably overcompensates for such engineering deficits. Performance of Intended Function rules in the minivan category, and Chrysler’s foldaway middle row trounces Honda’s 69-pound (each) side-sliders with nonfolding backrests. We don’t buy the argument that Honda’s customers never carry big stuff. “Lots of customers don’t use turn

signals, either,” Seabaugh said, “yet we still need them.” And finally, on the design front, we’re not fans of the lighting bolt beltline. MacKenzie felt there were “too many lines heading in too many directions, many simply dying of despair on a random section of panel.” He sealed the Odyssey’s fate, summarizing: “Chrysler’s more practical, more elegant Pacifica is better.” Frank Markus

2018 Honda Odyssey Elite

Base Price/As Tested

$47,610/$47,610

Power (SAE net)

280 hp @ 6,000 rpm

Torque (SAE net)

262 lb-ft @ 4,700 rpm

Accel, 0-60 mph

6.6 sec

Quarter Mile

15.0 sec @ 94.6 mph

Braking, 60-0 mph

127 ft

Lateral Acceleration

0.73 g (avg)

MT Figure Eight

29.1 sec @ 0.58 g (avg)

EPA City/Hwy/Comb

19/28/22 mpg

Vehicle Layout Front-engine, FWD, 8-pass, 4-door van Engine/Transmission 3.5L SOHC 24-valve V-6/10-speed automatic Curb Weight (F/R Dist) 4,582 lb (55/45%) Wheelbase 118.1 in Length x Width x Height 203.2 x 78.5 x 69.6 in Energy Consumption, City/Hwy 177/120 kW-hrs/100 miles CO2 Emissions, Comb 0.87 lb/mile

around, trying to figure out a way to get it reconnected. Hot tip: do not remove. With walkarounds complete and our collective brains stuffed chock-full of new knowledge, it was time to make the 35-mile schlepp to our hotel in the high-desert hamlet of Tehachapi. Christian and I volunteered to take the Tesla Model 3—even though that meant getting up 30 minutes before everyone else the next day so we could hook it up 128 MOTORTREND.COM / JANUARY 2018

to the Supercharger in Mojave. Like all Teslas, the newest one is loaded with Easter eggs. Click down four times on the cruise control lever, and you enter Rainbow Road, which shows a moving rainbow on the instrument cluster and plays the audio from the “More Cowbell” skit from Saturday Night Live. There are a few other options to play around with, as well. There’s Mars Rover mode, which turns the nav screen into

Hyundai Elantra GT

CONTENDERS

We Like That the Sport badge actually means something. We Don’t Like The lack of a limited-slip differential and its cramped rear seat.

sually, a Sport badge on an economy hatch means next to nothing. But the Elantra GT Sport gets more power, bigger brakes, and a multilink rear suspension—making it surprisingly fun to drive. MacKenzie called it “a genuine Golf GTI-lite,” and Seabaugh said it was “a better Civic Si.” The Si comparisons didn’t stop there, either. “The Elantra’s driveline is SPECS

smoother, the shifter is smoother, the ride is smoother, and so what if it’s a little slower and needs a limited-slip to keep the inside tire from spinning?” Walton said. “I still had a blast on the winding track.” Not everyone agreed, though. “Great package,” Loh noted. “But it’s not the class leader like the GTI. And I prefer the handling of the Civic to this.” He also suggested adding a limited-slip differential.

And although the interior design, with its red anodized trim, red stitching and piping, and perforated, well-bolstered seats, received praise, we had a few nits to pick. “The plastic around the rearview mirror is very cheap, with a flash parting line right where your hands touch it to adjust it,” Markus noted. There were also complaints about the packaging. “The second row is tiny; poor packaging on Hyundai’s

part,” Rechtin said. “And the cargo room is surprisingly small, too. Are we sure this is not an Accent?” As Seabaugh summed it up, the Elantra GT Sport is the “perfect car for someone who wants something more fun than your run-of-the-mill compact but without the compromises of a straight-up hot hatch.” Excelling in that niche, though, does not make it a COTY finalist. Collin Woodard

2018 Hyundai Elantra GT Sport

Base Price/As Tested

$24,135/$24,260

Power (SAE net)

201 hp @ 6,000 rpm

Torque (SAE net)

195 lb-ft @ 1,500 rpm

Accel, 0-60 mph

7.2 sec

Quarter Mile

15.5 sec @ 90.7 mph

Braking, 60-0 mph

118 ft

Lateral Acceleration

0.88 g (avg)

MT Figure Eight

26.5 sec @ 0.67 g (avg)

EPA City/Hwy/Comb

22/29/25 mpg

Vehicle Layout Front-engine, FWD, 5-pass, 4-door hatchback Engine/Transmission 1.6L turbo DOHC 16-valve I-4/6-speed manual Curb Weight (F/R Dist) 3,033 lb (59/41%) Wheelbase 104.3 in Length x Width x Height 170.9 x 70.7 x 57.7 in Energy Consumption, City/Hwy 153/116 kW-hrs/100 miles CO2 Emissions, Comb 0.79 lb/mile

the Martian surface and the directional arrow into what I guess is Tesla’s Mars rover. Because, you know, Elon Musk wants to go to Mars. There’s also an egg that changes the central screen to a doodle pad. I’m not going to tell you what NSFW things Christian and I drew on the Tesla’s screen, but we laughed for 20 minutes straight. ONE-WAY TRIP One of the Model 3’s many Easter Heading to the Supercharger in eggs puts the surface of Mars on the nav screen. the morning, we happened to pass a JANUARY 2018 / MOTORTREND.COM 129

Hyundai Ioniq

We Like How polished and good to drive both versions are. We Don’t Like Engineering compromises baked in from the start.

Ioniq Electric

he Hyundai Ioniq is available in three flavors, a gas-electric hybrid version, a plug-in hybrid (not available in time for Car of the Year), and a fully electric car. We mostly liked the Ioniq, but no one fell in love with it. Why? Have you ever heard the old saying that a camel is a racehorse designed by committee? That applies here. “To fit both a gas tank and an internal combustion engine meant SPECS

that Hyundai had to put the battery under the rear seats, which means the electric version doesn’t have as much range as it could have, and the hybrid/PHEV versions have to have structural accommodations for the bigger, heavier battery that they don’t have,” Seabaugh said. Long story short, the Prius is better as a hybrid, and the Bolt is a better electric car. By trying to tackle both, Hyundai forced itself to

compromise, costing it credit in a key criterion. So what did we like? Basically everything else. MacKenzie praised Hyundai’s design restraint. “Hyundai is to be commended for not making its hybrid and its battery electric sibling look weird because … Prius,” he said. “Both are conventionally styled, and we’ll take that all day long.” One judge did describe its looks as “freakishly vanilla,” though.

2017 Hyundai Ioniq Hybrid

2017 Hyundai Ioniq Electric

Base Price/As Tested

$23,085/$25,960

$30,385/$36,835

Power (SAE net)

104 hp @ 5,700 rpm (gas)/43 hp (elec)/139 hp (comb)

118 hp

Torque (SAE net)

109 lb-ft @ 4,000 rpm (gas)/125 lb-ft (elec)/195 lb-ft (comb)

215 lb-ft 8.7 sec

Accel, 0-60 mph

8.8 sec

Quarter Mile

16.7 sec @ 83.0 mph

16.8 sec @ 83.8 mph

Braking, 60-0 mph

133 ft

129 ft

Lateral Acceleration

0.77 g (avg)

MT Figure Eight

28.4 sec @ 0.58 g (avg)

28.2 sec @ 0.59 g (avg)

EPA City/Hwy/Comb

55/54/55 mpg

150/122/136 mpg-e

Moving on. “These drove surprisingly well, had nimble steering, not too much body roll on the winding road, but the tires are squealers,” Priddle said. “I love the one-pedal driving, and, man, is this car quiet. It rides so well, too.” Perhaps the home-field advantage helped its ride and high-speed stability, Walton noted, as the Ioniq was tuned on these same roads. Jonny Lieberman

Ioniq Hybrid

Vehicle Layout Front-engine, FWD, 5-pass, 4-door hatchback Engine/Transmission Hybrid 1.6L DOHC 16-valve I-4/6-speed twin-clutch auto Electric Permanent magnet AC synchronous motor/1-speed automatic Curb Weight (F/R Dist) Hybrid 3,085 lb (61/39%) Electric 3,280 lb (49/51%) Wheelbase 106.3 in Length x Width x Height Hybrid 176.0 x 71.7 x 56.9 in Electric 176.0 x 71.7 x 57.1 in Energy Consumption, City/Hwy Hybrid 61/62 kW-hrs/100 miles Electric 22/28 kW-hrs/100 miles CO2 Emissions, Comb Hybrid 0.36 lb/mile Electric 0.00 lb/mile (at vehicle)

massive gas station under construction on Tehachapi’s main drag. Driving past it in the Model 3 left me with an incongruous feeling. Who’s out of touch? Tesla or the coming-soon petrol palace? Heading down Highway 58 and seeing what must be thousands and thousands of electricity-generating windmills, you get the feeling that Tesla knows something others don’t. That said, after more than an hour of charging, the ALL IN You’d think after all these cars and all these years we’d get a little jaded. Nope.

Infiniti Q60

CONTENDERS

We Like Its strong engine and appealing exterior styling. We Don’t Like The vague, unnatural steering and the lack of fun-to-drive factor.

ost of us remember the Infiniti G35 from about a decade ago—a premium sports coupe that could put a smile on anyone’s face, thanks to its power and predictable handling. Now called Q60, the higher-performance Red Sport 400 model we tested is quick and stylish, but it lost its soul along the way. When looking at the current field of premium coupes, the Infiniti SPECS

Q60’s unique and striking design immediately stands out. “I like the exterior styling a lot,” Loh said. “Buyers will be attracted to this because it presents as premium but doesn’t look like anything else on the road.” The best part—and an important one—about the Infiniti is the engine. The 400-hp twin-turbo V-6 is strong and responsive, providing quick acceleration. However, the

coupe’s chassis has a hard time keeping up with the engine. “It feels very sporty driven to about eighttenths, but after that it all starts to fall apart,” MacKenzie said. Infiniti’s steer-by-wire Direct Adaptive Steering system felt very unnatural, unpredictable, even downright diabolical. “You could be going the same exact speed on the same exact surface and make the same exact steering movement,

and the car would react differently each time,” Seabaugh said. Added Priddle: “Acceleration is abrupt, snaps your head back into your seat. The brakes are also grabby and abrupt. Although I like visceral, this is too heavy-handed.” “You have a rear end that encourages shenanigans, but the steering can’t keep up,” Lieberman said. “Rethink. Do over.” Michael Cantu

2018 Infiniti Q60S (Red Sport 400)

Base Price/As Tested

$52,995/$61,145

Power (SAE net)

400 hp @ 6,400 rpm

Torque (SAE net)

350 lb-ft @ 1,600 rpm

Accel, 0-60 mph

4.8 sec

Quarter Mile

13.3 sec @ 107.2 mph

Braking, 60-0 mph

110 ft

Lateral Acceleration

0.91 g (avg)

MT Figure Eight

25.5 sec @ 0.76 g (avg)

EPA City/Hwy/Comb

20/27/22 mpg

Vehicle Layout Front-engine, RWD, 4-pass, 2-door coupe Engine/Transmission 3.0L twin-turbo DOHC 24-valve V-6/7-speed automatic Curb Weight (F/R Dist) 3,913 lb (58/42%) Wheelbase 112.2 in Length x Width x Height 184.4 x 72.8 x 54.9 in Energy Consumption, City/Hwy 169/125 kW-hrs/100 miles CO2 Emissions, Comb 0.86 lb/mile

Model 3’s battery still wasn’t full, and we were forced to call in the cavalry (visual assets czar and COTY whisperer Brian Vance) because we couldn’t be late to the morning briefing. It seemed to us that the baby Telsa doesn’t supercharge nearly as quickly as the Model S and X. After some procedural words from the fine folks at Hyundai Kia and a warning from executive editor Mark Rechtin to keep the notes regarding our 46 cars

short and pithy (we tend to overwrite), it was time to begin the monumental task of hacking our massive field of contenders down to a more reasonable, manageable group of finalists. Motor Trend’s Car of the Year is the hardest two weeks of work within the auto industry. I’m going to put in a plug for our process. Unlike our main competitor, which quits when it gets to the point we reach after two

OUR HEROES Once again, the folks at Hyundai made our Car of the Year program possible. JANUARY 2018 / MOTORTREND.COM 131

Kia Niro

We Like Its impressive fuel efficiency, useful interior room, and value price. We Don’t Like The lack of torque and its sharp ride.

Hybrid Touring

lthough Toyota’s egregiously weird Prius Prime shrieks “Hybrid!” Kia’s vanilla Niro whispers “small, practical family wagon.” The Niro’s design is utterly conventional and oddly nondescript for a Peter Schreyer–era Kia. The badges are the only clue it rolls on a dedicated hybrid platform shared with Hyundai’s Ioniq hatchback. SPECS

Interior room is the Niro’s strong suit. The tall roofline really helps the interior package, allowing plenty of rear-seat leg- and headroom. As with the exterior, the interior execution is pragmatic, especially in the entry-level EX model. “Lots of relentless hard-grain plastic almost everywhere I touch,” Markus said. The load space is wide but shallow. The drive experience falls short of that of the Ioniq. “It’s adequately

powered, but passing power just isn’t there,” Seabaugh said. Rechtin noted the suspension transmitted a lot of sharp upward impacts into the cabin. But Markus said the Niro deserves plaudits for making a six-speed twin-clutch transmission work well with a hybrid powertrain and a usefully configured family wagon that delivers an impressive 51 mpg on the EPA city cycle, all for less than $30,000.

2017 Kia Niro Hybrid EX

2017 Kia Niro Hybrid Touring

Base Price/As Tested

$26,595/$28,895

$30,545/$32,445

Power (SAE net)

104 hp @ 5,700 rpm (gas)/

43 hp (elec)/139 hp(comb)

43 hp (elec)/139 hp (comb)

Torque (SAE net)

109 lb-ft @ 4,000 rpm (gas)/ 125 lb-ft (elec)/195 lb-ft (comb)

Accel, 0-60 mph

8.9 sec

9.9 sec

Quarter Mile

16.8 sec @ 83.0 mph

17.4 sec @ 80.3 mph

Braking, 60-0 mph

138 ft

122 ft

Lateral Acceleration

0.78 g (avg)

0.82 g (avg)

MT Figure Eight

28.6 sec @ 0.58 g (avg)

28.3 sec @ 0.58 g (avg)

EPA City/Hwy/Comb

51/46/49 mpg

46/40/43 mpg

Kia is betting there is white space in the market for a familyfriendly, high-efficiency vehicle without the wacky futurist styling of a Prius—and that there are buyers who will appreciate the low-key Niro’s unique combination of fuel economy and interior room at an affordable price. “It just feels so normal,” Loh said. “Like a regular car but with amazing efficiency.” Angus MacKenzie

Hybrid EX

Vehicle Layout Front-engine, FWD, 5-pass, 4-door hatchback Engine/Transmission 1.6L DOHC 16-valve I-4/6-speed twin-clutch auto Curb Weight (F/R Dist) EX 3,200 lb (60/40%) Touring 3,271 lb (60/40%) Wheelbase 106.3 in Length x Width x Height 171.5 x 71.1 x 60.8 in Energy Consumption, City/Hwy EX 66/73 kW-hrs/100 miles Touring 73/84 kW-hrs/100 miles CO2 Emissions, Comb EX 0.40 lb/mile Touring 0.45 lb/mile

initial days (they hand out some sort of participation trophy/everyone’s-awinner award), after we’ve identified the top candidates, we keep on going before declaring an actual Car of the Year. It sure ain’t easy. But the reward for our due diligence, at least on the first day, was tacos. As is often the case, there’s a contest within a contest, a race within a race. At Car of the Year, the secret competition 132 MOTORTREND.COM / JANUARY 2018

is who can eat the most of Wantacos’ delicious creations. First thing that needs to be said is that Ed cheats every year. See, real tacos have two soft corn tortilla shells (if you’re not from California, I’m sorry to break this news to you). But every year, Ed asks for his tacos with only one shell. Blasphemous gringo? Absolutely, but he’s also into being thin. Weirdo. Whatever his motivation, the result is just

Lincoln Continental

CONTENDERS

We Like Its luxurious, well-appointed cabin. We Don’t Like The anonymous styling and a platform stretched to its limits.

nlike Europe’s luxury automakers (and Cadillac), Lincoln has long ignored the temptation to make its luxury sedans sporty. Lincoln stays in its posh lane with the new Continental, and its flagship four-door is all the better for it. The Lincoln Continental is the brand’s first proper full-size luxury sedan since the Town Car. Unlike the V-8-powered and rear-drive SPECS

Town Car, the Continental is available in front- and all-wheel drive, powered by your choice of a trio of V-6 engines offering 305, 335, or 400 hp—and the latter gets 400 lb-ft of torque. All three V-6s are mated to a six-speed automatic. The Continental might have revived the legendary nameplate, but most judges found it missed the presence of its forebear. “There’s a generic look about this car that

neither harks to previous Lincolns nor suggests global luxury,” Markus said. Things are better inside, where the distinctly American interior features two-tone leather and Alcantara surfaces, wood trim, and 30-way adjustable front seats. The back seat gets the presidential treatment, too, thanks to a $4,300 executive seating package—although said executive should dip his or her head when

exiting to avoid the low roofline. The Continental goes down the road well, so long as you don’t ask much of it. The $3,265 3.0-liter is a worthy substitute for a V-8, but the automatic gets flustered when you try to use all its power. It generally rides well, too, but harsher impacts reveal vibrations and judders that indicate this MKZ-based platform has been stretched to its limits. Christian Seabaugh

2017 Lincoln Continental

Base Price/As Tested

$45,645/$79,780

Power (SAE net)

400 hp @ 5,750 rpm

Torque (SAE net)

400 lb-ft @ 2,750 rpm

Accel, 0-60 mph

5.9 sec

Quarter Mile

14.2 sec @ 99.2 mph

Braking, 60-0 mph

118 ft

Lateral Acceleration

0.82 g (avg)

MT Figure Eight

26.7 sec @ 0.67 g (avg)

EPA City/Hwy/Comb

16/24/19 mpg

Vehicle Layout Front-engine, AWD, 5-pass, 4-door sedan Engine/Transmission 3.0L twin-turbo DOHC 24-valve V-6/6-speed automatic Curb Weight (F/R Dist) 4,731 lb (58/42%) Wheelbase 117.9 in Length x Width x Height 201.4 x 75.3 x 58.5 in Energy Consumption, City/Hwy 211/140 kW-hrs/100 miles CO2 Emissions, Comb 1.03 lb/mile

straight-up cheating. Who actually wins isn’t a matter for public record, but the industry as a whole might be shocked to learn that the photo and video crew routinely out-eats the editors. That’s because while the editors are driving in air-conditioned splendor, the visual assets crew is running around in the desert scrub, seeking out the just-right vantage point to shoot their art while hot-footing it past some of nature’s

nastier creatures. Tacos ingested, we head back out for more of the same. The first day concludes with all 11 judges having driven somewhere between 20 and 25 cars. The photographers are cashed out. Useless zombies, we eat some pizza and pass out. The whiskey stays sealed. Morning brings the highlight of the entire event: Tom’s design showcase. We could charge money for JANUARY 2018 / MOTORTREND.COM 133

Mercedes-Benz E-Class Coupe & Wagon We Like The well-engineered wagon. We Don’t Like The underwhelming coupe.

Sport Wagon

ever in recent memory have two variants of the same model been so wildly divergent. The Mercedes-Benz E-Class coupe and wagon are both heavily revised variants of the latest E-Class sedan, yet they both feel like they come from different planets. The E400 wagon is the more charming of the two. Although it shares its 329-horsepower 3.0-liter twin-turbo V-6 and nine-speed SPECS

automatic with the coupe, its longer wheelbase and less aggressive wheel and tire package make it an absolute sweetheart to drive. “It feels carved from steel and rebar-reinforced granite,” Lieberman said. The interior is special, as well, with thick leather and elegant pinstriping. The back seat’s space was disappointing, but Mercedes makes up for it with two old-school rear-facing jump

seats in the spacious cargo area. “The E-Class sedan is the heart of Mercedes-Benz, and the E-Class wagon is its soul,” MacKenzie said. So what does that make the coupe, then? The appendix, apparently. The Engineering Excellence that went into the wagon is missing from the coupe. Steering is heavy and ponderous, its suspension is prone to harsh vertical motions, and the chassis doesn’t have the grip or

2018 Mercedes-Benz E400 (coupe)

2017 Mercedes-Benz E400 4Matic (wagon)

Base Price/As Tested

$59,825/$87,585

$63,295/$89,135

Power (SAE net)

329 hp @ 5,250 rpm

Torque (SAE net)

354 lb-ft @ 1,600 rpm

Accel, 0-60 mph

5.0 sec

5.2 sec

Quarter Mile

13.5 sec @ 104.4 mph

13.8 sec @ 101.5 mph

Braking, 60-0 mph

109 ft

108 ft

Lateral Acceleration

0.85 g (avg)

0.90 g (avg)

MT Figure Eight

26.0 sec @ 0.71 g (avg)

25.7 sec @ 0.73 g (avg)

EPA City/Hwy/Comb

20/26/22 mpg

19/25/21 mpg

composure to deal with the twinturbo V-6’s power. “The E400 coupe is a louche boulevardier,” MacKenzie said. “It’s not a sports car. Not even a GT. It’s all mouth, no trousers.” With few exceptions, Car of the Year is traditionally an award given to a whole lineup, and as good as the E-Class wagon is, it isn’t good enough to pull up the coupe with it. Christian Seabaugh

E400 Coupe

Vehicle Layout Coupe Front-engine, RWD, 4-pass, 2-door coupe Wagon Front-engine, AWD, 7-pass, 4-door wagon Engine/Transmission 3.0L twinturbo DOHC 24-valve V-6/9-speed automatic Curb Weight (F/R Dist) Coupe 4,194 lb (54/46%) Wagon 4,464 lb (52/48%) Wheelbase Coupe 113.1 in Wagon 115.7 in Length x Width x Height Coupe 190.0 x 73.2 x 56.3 in Wagon 194.2 x 72.9 x 58.1 in Energy Consumption, City/Hwy Coupe 169/130 kW-hrs/100 miles Wagon 177/135 kW-hrs/100 miles CO2 Emissions, Comb Coupe 0.87 lb/mile Wagon 0.91 lb/mile

this. We should. Tom is the former head of design for Chrysler during a golden era and the person behind the firstgeneration Dodge Viper. What more do you need to know? Every year Tom lines up all the contenders in a specific nonrepeating order then analyzes them one by one, explaining what it is we’re actually looking at. Tom—and to a large, though secondary, degree, Chris Theodore— hits us with all the industry speak we 134 MOTORTREND.COM / JANUARY 2018

HEAT STROKED Our photo team must find sources of entertainment while the rest of us drive cars.

Nissan Leaf

CONTENDERS

We Like Its design, semi-autonomous option, and killer pricing. We Don’t Like The small range improvement and CHAdeMO charging plug.

lthough electric vehicle historians will inevitably point to GM’s EV1 as the dawn of the modern electric car, its real origin—at least as far as the mass public is concerned—was the appearance of the original Nissan Leaf in 2011. It’s the best-selling electric vehicle in history (with roughly 115,000 sold in America since day one). All of which has created a hushed anticipation for its SPECS

follow-up, this second-generation Leaf (particularly in light of the 238-mile Chevrolet Bolt EV, which grabbed last year’s COTY Calipers). So when the car’s specs were recently released, one number among them eclipsed everything else. It’s range: 150 miles from its 40-kW-hr battery. (A 60 is expected next year.) Back in the BB-era (Before Bolt), this would have ignited celebrations.

We question if it’s enough. Nissan fortified the Leaf’s defense with an excellent styling update, more power, much better steering quality, and its ProPilot Assist option (think single-lane Tesla Autopilot capabilities for $2,200). The new Leaf delivers a supple ride and a focus on tech that makes driving easier. Its e-Pedal is its prime example—a high-regen, hill-holding, one-pedal solution that

could eliminate 90 percent of brake pedal use in real-world driving, Nissan says. Still, the car failed to generate much enthusiasm. But the Leaf’s fall seems to come from Nissan’s decision to retain the original car’s platform. Observed Seabaugh: “In ride and handling, the Leaf rolls and flops way too much through corners, and the ride is just generally too soft.” Kim Reynolds

2018 Nissan Leaf SL

Base Price/As Tested

$36,853/$37,738

Power (SAE net)

147 hp @ 3,283 rpm

Torque (SAE net)

236 lb-ft

Accel, 0-60 mph

7.5 sec

Quarter Mile

15.8 sec @ 87.6 mph

Braking, 60-0 mph

129 ft

Lateral Acceleration

0.76 g (avg)

MT Figure Eight

27.9 sec @ 0.61 g (avg)

EPA City/Hwy/Comb

Not yet rated

Vehicle Layout Front-motor, FWD, 5-pass, 4-door hatchback Motor/Transmission Permanent magnet AC synchronous motor/1-speed automatic Curb Weight (F/R Dist) 3,503 lb (58/42%) Wheelbase 106.3 in Length x Width x Height 176.4 x 70.5 x 61.4 in Energy Consumption, City/Hwy Not yet rated CO2 Emissions, Comb Not yet rated

can handle. Gesture, grain and gloss, surfacing, horizon lines—they don’t talk down to us, but those two are way over all our heads. Anyhow, Tom is very careful not to tell us what to think but rather to explain how a design works. Why we like what we like or dislike what we dislike. “Whoever designed this should be arrested,” barked Tom as we walked up to the new Honda Odyssey. In Tom’s defense, he’s right.

After a day spent sprinting to tracktest the rest of the field, it’s 4 p.m. and time to start cutting down the field. All 11 judges pack into a room, guzzle enough La Croix and Gatorade to fill a hot tub, and start eliminating the cars we don’t think have a snowball’s chance in the Mojave of being Car of the Year. This isn’t a pretty process even when we’re in agreement. When the Smart ED was dismissed for having only a 58-mile JANUARY 2018 / MOTORTREND.COM 135

Porsche 718

We Like The S model’s pure driving experience. We Don’t Like The sticker shock and the 2.0-liter’s flatulent sound.

Boxster S

he Porsche Boxster and Cayman are all grown up, and both have come together to form the 718 family. Although the Boxster and Cayman names live on to denote roadster and coupe models, Porsche’s revamped entry-level sports car gets extensive changes underneath the tweaked sheetmetal. The biggest change in the 718 family: the two new engines SPECS

mounted behind the driver’s seat. Gone are the flat-six engines, and in their place sit your choice of turbocharged flat-fours, either a 300-hp 2.0-liter or the far superior 350-hp 2.5-liter. Both engines power the rear wheels through either a six-speed manual or a PDK sevenspeed twin-clutch automatic. The base 718 Cayman makes good power, but it’s the less charming of the two engines. The

2017 Porsche 718 Cayman

2017 Porsche 718 Boxster S

Base Price/As Tested

$54,950/$70,635

$69,450/$85,170

Power (SAE net)

300 hp @ 6,500 rpm

350 hp @ 6,500 rpm

Torque (SAE net)

280 lb-ft @ 1,950 rpm

309 lb-ft @ 1,900 rpm

Accel, 0-60 mph

4.1 sec

4.3 sec

Quarter Mile

12.5 sec @ 111.2 mph

12.7 sec @ 112.3 mph

Braking, 60-0 mph

100 ft

98 ft

Lateral Acceleration

1.03 g (avg)

1.10 g (avg)

MT Figure Eight

23.7 sec @ 0.85 g (avg)

23.1 sec @ 0.89 g (avg)

EPA City/Hwy/Comb

20/26/22 mpg

22/30/25 mpg

gearing on our PDK-equipped example felt a touch too tall for the engine’s power output, and more than a few judges commented that the 2.0-liter isn’t the sweetestsounding engine. “Not really a pleasant engine note,” Markus said. We were kinder to our perfectly specced manual 718 Boxster S, whose performance options included the sport suspension, torque vectoring transaxle, and

sport exhaust. “Could there be a more pure sports car?” Walton asked. “Mid-engine, delicate steering, growly engine, and perfectly placed pedals.” The 718 is a phenomenal sports car, but its hit-or-miss new engines and tricky value proposition (options ramp up the sticker price far too quickly) mean that this baby Porsche just misses out on a finalist nod. Christian Seabaugh

Cayman

Vehicle Layout Cayman Mid-engine, RWD, 2-pass, 2-door hatchback Boxster S Mid-engine, RWD, 2-pass, 2-door convertible Engine/Transmission Cayman 2.0L turbo DOHC 16-valve flat-4/7-speed twin-clutch auto Boxster S 2.5L turbo DOHC 16-valve flat-4/6-speed manual Curb Weight (F/R Dist) Cayman 3,140 lb (43/57%) Boxster S 3,079 lb (45/55%) Wheelbase 97.4 in Length x Width x Height Cayman 172.4 x 70.9 x 51.0 in Boxster S 172.4 x 70.9 x 50.4 in Energy Consumption, City/Hwy Cayman 153/112 kW-hrs/100 miles Boxster S 169/130 kW-hrs/100 miles CO2 Emissions, Comb Cayman 0.78 lb/mile Boxster S 0.87 lb/mile

range, technical director Frank Markus said, “Thank God. Could you imagine spending 300 miles in one? That should be against the Geneva Convention!” It got cruel from there. “This is as far from the ultimate driving machine as they’ve gone,” said Chris Theodore about the BMW 5 Series. After Detroit editor Alisa Priddle explained how much she enjoyed the “More Cowbell” in the Model 3, Angus weighed in with his 136 MOTORTREND.COM / JANUARY 2018

feelings: “I hate f---ing cowbell.” When we got to the Lincoln Continental, a person who shall remain anonymous began defending the car. “There’s a lot of money to be made from this level of tastelessness.” At one point, things

got so heated that Mark sardonically blurted out, “Let’s just piss off every automaker, shall we?” However, one large theme emerged after the “discussion.” The Korean car industry is on the ascent. Two Kias made the final cut—the surprisingly good Rio and the impressive Stinger, making up 25 percent of the finalists—and the Hyundai Elantra GT Sport was our bubble car, meaning it almost

Smart Fortwo Electric Drive

CONTENDERS

We Like The fun handling and the small size for the city. We Don’t Like The very short driving range and lack of comfort and value.

mart is the name, and small is the game. Too small for most Americans, though. The Fortwo’s size makes sense in old, extremely dense European cities, but it doesn’t for wide-open North America. When you factor in the 58 miles of range, the math just doesn’t add up. The small size is great for maneuvering in and around tight spaces (we love the tiny turning radius) SPECS

and for the fun handling it provides. The light weight coupled with the instant torque of the electric motor only complements the fun-to-drive factor. Some might like the quirky design elements, and the braking feel is great for an EV. But that’s where the success ends for the Smart Fortwo. The Smart’s rough ride and questionable highway driving characteristics can be partly

attributed to the short wheelbase and narrow tires. “The car gets very upset on rough surfaces,” Lieberman said. “Imperfections that are minor bumps to other cars feel very threatening when encountered in the Smart.” Loh agreed: “The ride is pretty terrible.” The biggest drawback is the lack of value. With room for only two people, very little cargo, one of the shortest driving ranges in

the industry, and a price similar to larger, longer-range EVs, the Smart Fortwo ED is a hard sell. “Value is simply not there,” Loh said. “It’s priced high at $24,550–$29,230, especially relative to the Nissan Leaf.” MacKenzie concluded: “There’s simply no reason to own one in the U.S. And so there’s no reason why it should be Motor TrendÕs Car of the Year.” Michael Cantu

2017 Smart Fortwo ED

Base Price/As Tested

$24,550/$26,490

Power (SAE net)

80 hp

Torque (SAE net)

118 lb-ft

Accel, 0-60 mph

9.0 sec

Quarter Mile

17.0 sec @ 77.9 mph

Braking, 60-0 mph

131 ft

Lateral Acceleration

0.71 g (avg)

MT Figure Eight

30.1 sec @ 0.53 g (avg)

EPA City/Hwy/Comb

124/94/108 mpg-e

Vehicle Layout Rear-motor, RWD, 2-pass, 2-door coupe Motor/Transmission Synchronous electric motor/1-speed automatic Curb Weight (F/R Dist) 2,358 lb (48/52%) Wheelbase 73.7 in Length x Width x Height 106.1 x 65.5 x 61.2 in Energy Consumption, City/Hwy 27/36 kW-hr/100 miles CO2 Emissions, Comb 0.00 lb/mi (at vehicle)

ROUND ONE After two days of evaluation, the Car of the Year judges are ready to separate the automotive wheat from the chaff. At the end of this discussion, 26 contenders were narrowed to just eight.

Subaru Impreza We Like The outward visibility, improved interior design, and bump-soaking ride We Don’t Like The boggy, underpowered engine.

Sport Sedan

e had high hopes for the Impreza after the Crosstrek fared so well in our SUV of the Year program. After all, both nameplates have a lot in common, including the hatchback chassis, automatic powertrain, and refined suspension setup with noticeably superior dampers. “These fancy shocks feel better than most of the family sedans here,” Markus said. “This car SPECS

handled the worst bumps as well as or better than everything in its price range. Nothing on this drive so far has elicited a rattle or squeak.” Although sharing the suspension, interior bits, and capable CVT turned out to be a blessing, the common 152-hp flat-four continued to be an Achilles’ heel. “There’s no polite way to put this: The Impreza is slow,” MacKenzie said. Markus agreed. “As a base engine this is

fine, but as the only engine it’s inadequate,” he said. “It doesn’t need much more power, but a little would go a long way.” The manual transmission improved our perception, though. “This five-speed gearbox does help make up for the lack of power,” Seabaugh said of the Impreza Sport’s standard stick-shift. “I love the tight, closely spaced gears.” What our judges didn’t like was the

2017 Subaru Impreza 2.0i (sedan)

2017 Subaru Impreza 2.0i (hatchback)

Base Price/As Tested

$19,215/$24,965

$19,715/$29,260

Power (SAE net)

152 hp @ 6,000 rpm

Torque (SAE net)

145 lb-ft @ 4,000 rpm

Accel, 0-60 mph

9.7 sec

9.3 sec

Quarter Mile

17.4 sec @ 81.4 mph

17.2 sec @ 83.0 mph

Braking, 60-0 mph

123 ft

127 ft

Lateral Acceleration

0.82 g (avg)

0.80 g (avg)

MT Figure Eight

27.7 sec @ 0.60 g (avg)

27.9 sec @ 0.60 g (avg)

EPA City/Hwy/Comb

23/31/26 mpg

28/37/31 mpg

abrupt clutch uptake, which made smooth shifting difficult. The Impreza offers honest value in a soundly engineered and competitive package. Safety and efficiency get high marks, but the latter is at the cost of performance. Design is on the rise, particularly when it comes to quality of materials and techno-touchpoints, but the Car of the Year must nail all six criteria. Ed Loh

Hatchback Limited

Vehicle Layout Sedan Front-engine, AWD, 5-pass, 4-door sedan Hatch Front-engine, AWD, 5-pass, 4-door hatchback Engine/Transmission Sedan 2.0L DOHC 16-valve flat-4/5-speed manual Hatch 2.0L DOHC 16-valve flat-4/Cont variable auto Curb Weight (F/R Dist) Sedan 3,128 lb (58/42%) Hatch 3,186 lb (59/41%) Wheelbase 105.1 in Length x Width x Height Sedan 182.1 x 70.0 x 57.3 in Hatch 175.6 x 70.0 x 57.3 in Energy Consumption, City/Hwy Sedan 147/109 kW-hrs/100 miles Hatch 120/91 kW-hrs/100 miles CO2 Emissions, Comb Sedan 0.75 lb/mile Hatch 0.62 lb/mile

came along for the final two days. “Good value, good warranty? No! Good cars,” Chris Walton said of the Korean entries. Angus said if he were Japan, he’d be worried. The room agreed. Speaking of Japan, we took an unusual step with the Honda Civic Type R, electing to not only bring it along as a finalist but also to separate it out from its lesser brethren, specifically the Si. See, the Civic itself was actually new two 138 MOTORTREND.COM / JANUARY 2018

years ago and was a finalist in our 2016 competition. We dig that car. In fact, the Civic went on to win one of our Big Tests, straight-up beating every other car in its class. We view the Civic Si as a variant of the Civic we already know and love and therefore not Car of the Year material. The Civic Type R? An entirely different animal. I’ve rarely witnessed so many people so impressed by a performance car.

Angus crowed it’s the most impressive car from Honda since the original NSX. I kept asking the question, “What if the new NSX was this good? Hell, half this good?” Using the excuse/insider knowledge that the Type R is actually designed and built by a crew in the U.K., as opposed to Ohio, we took the unusual, probably unprecedented step of bringing the Type R along as a standalone finalist.

Toyota Camry

CONTENDERS

We Like Its light and rigid chassis, V-6 verve, and quilted seats. We Don’t Like Its refinement lapses and unsubstantiated sport pretentions.

XSE

ost editors agree: This is one giant leap for the Camry. The TNGA platform underpinnings make this car lighter, stiffer, roomier, and betterhandling. It looks better, too. Gale praised the car’s overall gesture and improved stance, but he found some details overwrought. Still, in a vacuum—or an underinformed marketplace—it shines and will sell like Patti Cake$. SPECS

But side-by-side comparisons with the Honda Accord reveal disappointing lapses in the Camry’s refinement. The doors slam with a tinny clang, the idling four-cylinder vibrates the car, and the automatic electric parking brake actuates noisily. MacKenzie: “The Camry appears expensive from a distance, but when you look closely, the fit and finish isn’t all that great.” Seabaugh

saw some interior issues. “This infotainment system is quickly lagging behind the competition—you can’t even get CarPlay,” he said. The new Honda Accord outflanks Camry in all of these areas, and it’s bigger inside by a cubic foot or three in the front, rear, and trunk. Another issue: The XSE V-6 shouts “I’M SPORTY!” but the 2.0-liter 10-speed Accord is quicker to 60 mph, and when you press

2018 Toyota Camry LE Hybrid

2018 Toyota Camry XLE

2018 Toyota Camry XSE (V-6)

Base Price/As Tested

$28,695/$31,600

$29,345/$33,865

$35,845/$38,230

Power (SAE net)

176 hp @ 5,700 rpm/ 118 hp (elec)/208 hp (comb)

203 hp @ 6,600 rpm

301 hp @ 6,600 rpm

Torque (SAE net)

163 lb-ft @ 3,600 rpm

184 lb-ft @ 5,000 rpm

267 lb-ft @ 4,700 rpm

Accel, 0-60 mph

7.4 sec

7.6 sec

5.8 sec

Quarter Mile

15.6 sec @ 92.6 mph

15.9 sec @ 90.2 mph

14.3 sec @ 99.6 mph

Braking, 60-0 mph

125 ft

122 ft

123 ft

Lateral Acceleration

0.75 g (avg)

0.81 g (avg)

0.82 g (avg)

MT Figure Eight

27.8 sec @ 0.62 g (avg)

27.3 sec @ 0.62 g (avg)

26.7 sec @ 0.66 g (avg)

EPA City/Hwy/Comb

51/53/52 mpg

28/39/32 mpg

22/32/26 mpg

the hot-rod Camry in the corners, its steering feels pretty numb, the body rolls lazily, and there’s no sport transmission logic to speak of. Seabaugh felt the Hybrid model “fit the character of the Camry better than the other two pseudosporty models,” although the EV mode shut off frustratingly at 25 mph. In the end it was the Accord’s superiority that barred Camry from the finals. Frank Markus

XLE

Vehicle Layout Front-engine, FWD, 5-pass, 4-door sedan Engine/Transmission LE Hybrid 2.5L DOHC 16-valve I-4 + elec/Cont variable auto XLE 2.5L DOHC 16-valve I-4/8-speed automatic XSE 3.5L DOHC 24-valve V-6/8-speed automatic Curb Weight (F/R Dist) LE Hybrid 3,584 lb (57/43%) XLE 3,492 lb (59/41%) XSE 3,665 lb (60/40%) Wheelbase 111.2 in Length x Width x Height 192.7 x 72.4 x 56.9 in Energy Consumption, City/Hwy LE Hybrid 66/64 kW-hrs/ 100 miles XLE 120/86 kW-hrs/100 miles XSE 153/105 kW-hrs/100 miles CO2 Emissions, Comb LE Hybrid 0.37 lb/mile XLE 0.60 lb/mile XSE 0.76 lb/mile

Anyhow, we had our Elite Eight. That night we finally broke into the liquor and even a couple of cigars. If Tom’s design showcase is the part of Car of the Year evaluations we could profit from, then knocking back a couple while talking shop about the car industry is the part that would cost us. Tales and truths are told. Boardroom dramas revealed. Due to the possibility of personal defamation lawsuits, perhaps the less said here, the better.

HANGING OUT Like total pros, our photographers will do whatever is necessary to get the shot.

Toyota Prius Prime

We Like Its value and the huge visual differentiation from regular Prius. We Don’t Like The tight rear-seat headroom and body roll.

f you want the best Prius Toyota offers, is the plug-in Prime the way to go? Opinions were divided on whether the Prime’s aesthetic changes from the standard Prius transformed the car into one that was less ugly or just a different ugly. Still, we admire Toyota’s dedication to differentiation—especially those too-cool taillights. Looks debate aside, the Prius SPECS

Prime is a decent performer on efficiency and range considering a base price comfortably below $30,000. The Prius Prime can go up to 25 miles on EV power alone before the gas engine kicks in to help, for a total driving range well over 600 miles. The Prius Prime drove around the winding track “with less tire squeal and drama than the Hyundai Ioniq and Kia Niro,” Markus said.

That doesn’t mitigate the Prime’s substantial body roll. “I’m not sure it’s going any faster,” he said. “It might even be going slower. There’s just less drama.” Inside, the weird styling continues—occupants are awash in a sea of shiny white plastic—and the ersatz Tesla infotainment screen washes out quickly in sunlight. Plus, it has only two rear seats. However, bonus features include a full suite of

active safety tech, LED headlights, and navigation. But the prime mover to someone who primarily wants a hassle-free commute is avoiding the gas pump. Because the Toyota’s battery is relatively small, charging only takes about 2 hours at 240 volts. And if your commute is short, you can go gas-free for days at a time if you plug in at night. Zach Gale

2017 Toyota Prius Prime

Base Price/As Tested

$27,995/$33,965

Power (SAE net)

95 hp @ 5,200 rpm (gas)/71 hp (elec)/121 hp (comb)

Torque (SAE net)

105 lb-ft @ 5,200 rpm (gas)/120 lb-ft (elec)

Accel, 0-60 mph

10.0 sec

Quarter Mile

17.4 sec @ 79.9 mph

Braking, 60-0 mph

125 ft

Lateral Acceleration

0.78 g (avg)

MT Figure Eight

28.5 sec @ 0.56 g (avg)

EPA City/Hwy/Comb

55/53/54 mpg, 133 mpg-e

Vehicle Layout Front-engine, FWD, 4-pass, 4-door hatchback Engine/Transmission 1.8L DOHC 16-valve I-4 plus electric motors/Cont variable auto Curb Weight (F/R Dist) 3,435 lb (56/44%) Wheelbase 106.3 in Length x Width x Height 182.9 x 69.3 x 57.9 in Energy Consumption, City/Hwy 61/64 kW-hrs/100 miles CO2 Emissions, Comb 0.36 lb/mile

MOJAVE GREEN Most rattlesnake bites get you a ride to the hospital. A bite from a Mojave green gets you a lift in a helicopter. Thankfully, none of us had to take flight this year.

140 MOTORTREND.COM / JANUARY 2018

Volvo V90

CONTENDERS

We Like The styling inside and out and the Bowers & Wilkins stereo. We Don’t Like Road noise and the eye-watering price.

e continue to swoon before this lovely wagon and nestle into a cabin Rechtin called a cocoon of comfort. “Boasting the same extravagant dash-to-axle ratio, taut surfacing, and crisp character lines as the S90 sedan, the V90 wagon exudes the same confident stance and studied elegance,” MacKenzie said, “though this time it’s infused with just a dash of sportiness, thanks SPECS

to those rakish D-pillars and the slightly shorter rear overhang.” The 2.0-liter’s initial surge from the supercharger is addicting, and the turbo kicks in just as the supercharger wanes, Seabaugh noted. The V90 handled uneven surfaces better than the other wagons in the field and had less tire squeal and body roll on the handling course, Markus said. But the ride could be more refined. It’s

rock-solid at high speeds, and Pilot Assist skillfully keeps the wagon safely between the lane markings. Thoughtful inside touches include the pop-up cargo area divider with integrated straps and hooks. The second-row seats fold electrically. And the front seats might be the most comfortable in the business. Oddly, this low-volume wagon can only be special-ordered. And

as fabulous as the V90 is, our tester cost almost $70,000, which Loh called “a bit eye-watering.” Lieberman contended that had the S90 and V90 arrived simultaneously last year, Volvo could have had a strong chance of walking away with the Golden Calipers. But as a low-volume stand-alone vehicle, the wagon didn’t sufficiently advance Volvo’s cause. Alisa Priddle

2018 Volvo V90 T6 Inscription

Base Price/As Tested

$58,945/$69,340

Power (SAE net)

316 hp @ 5,700 rpm

Torque (SAE net)

295 lb-ft @ 2,200 rpm

Accel, 0-60 mph

6.1 sec

Quarter Mile

14.6 sec @ 94.6 mph

Braking, 60-0 mph

110 ft

Lateral Acceleration

0.88 g (avg)

MT Figure Eight

26.3 sec @ 0.67 g (avg)

EPA City/Hwy/Comb

22/31/25 mpg

Vehicle Layout Front-engine, AWD, 5-pass, 4-door wagon Engine/Transmission 2.0L turbo/s’charged DOHC 16-valve I-4/8-speed automatic Curb Weight (F/R Dist) 4,253 lb (54/46%) Wheelbase 115.8 in Length x Width x Height 194.3 x 74.0 x 58.1 in Energy Consumption, City/Hwy 153/109 kW-hrs/100 miles CO2 Emissions, Comb 0.77 lb/mile

CAR PEOPLE It takes a small army to do what we do. As skater Ed Loh often says, “Best team in the business.”

JANUARY 2018 / MOTORTREND.COM 141

Kia Stinger

Porsche Panamera

Honda Accord

The Finalists ... 142 MOTORTREND.COM / JANUARY 2018

CAR OF THE YEAR | COVER STORY

Alfa Romeo Giulia

Kia Rio

Tesla Model 3 Honda Civic Type R

Lexus LC

FROM A HYBRID SUPER COUPE TO A SIMPLY GREAT MIDSIZE SEDAN AND TESLA’S LATEST, THIS YEAR’S COTY CAST WOWED OUR JUDGES JANUARY 2018 / MOTORTREND.COM 143

Honda Accord

We Like The strong engine and transmission pairings, roomy interior, return of the volume knob. We Don’t Like The excessive road noise.

2.0T Sport

rdinary midsize sedans rarely quicken the pulse, but the stylish and dynamic Honda Accord’s strong lineup of new engines and transmissions delivered it a strong runner-up finish. The EX trim offers a 1.5-liter turbo and seamless CVT with the feel of natural shift points and impressive fuel efficiency. Move up to the 2.0-liter Touring for a 10-speed automatic and a “lovely SPECS Base Price/As Tested

adaptation of the fiery Civic Type R motor into a John Doe car,” Walton said. We applaud the inclusion of a six-speed stick to the lineup, but the throws and clutch uptake could be more precise. With flat manners and quick delivery of power out of turns, the Accord is more fun to drive than most would expect from a midsize sedan, Seabaugh said. Gale noted the minimalist

design is more serious and global in appeal, and Markus said, “The open-pore-looking fake wood is among the best in the business.” He also admired the space-age cloth seat inserts and a hood view reminiscent of a Porsche Panamera’s. Rechtin likened the interior to “a really nice office. The huge rear seat is like a lounge.” The Accord continues Honda’s trend of too much tire noise

2018 Honda Accord (1.5T EX)

2018 Honda Accord 2.0T Sport

2018 Honda Accord 2.0T Touring

$28,345/$28,345

$31,185/$31,185

$36,675/$36,675

Power (SAE net)

192 hp @ 5,500 rpm

252 hp @ 6,500 rpm

Torque (SAE net)

192 lb-ft @ 1,600 rpm

273 lb-ft @ 1,500 rpm

Accel, 0-60 mph

7.6 sec

6.2 sec

5.7 sec

Quarter Mile

15.9 sec @ 89.3 mph

14.8 sec @ 96.2 mph

14.3 sec @ 99.3 mph

Braking, 60-0 mph

135 ft

109 ft

116 ft

Lateral Acceleration

0.81 g (avg)

0.85 g (avg)

MT Figure Eight

27.7 sec @ 0.61 g (avg)

26.4 sec @ 0.67 g (avg)

26.9 sec @ 0.67 g (avg)

EPA City/Hwy/Comb

30/38/33 mpg

26/35/30 mpg (mfr est)

23/34/27 (mfr est)

seeping into the cabin, and the cruise control does not maintain speed going downhill. Seabaugh said that standard Honda Sensing “makes the whole world a safer place,” especially when it includes advanced self-driving tech. Lieberman, whose appetites typically trend toward the sporty, said, “I have no qualms declaring the new Accord the best car in its class.” Alisa Priddle

2.0T Touring

Vehicle Layout Front-engine, FWD, 5-pass, 4-door sedan Engine/Transmission 1.5T EX 1.5L turbo DOHC 16-valve I-4/Cont variable auto 2.0T Sport 2.0L turbo DOHC 16-valve I-4/6-speed manual 2.0T Touring 2.0L turbo DOHC 16-valve I-4/10-speed automatic Curb Weight (F/R Dist) 1.5T EX 3,177 lb (60/40%) 2.0T Sport 3,286 lb (60/40%) 2.0T Touring 3,424 lb (61/39%) Wheelbase 111.4 in Length x Width x Height 192.1 x 73.3 x 57.1 in Energy Consumption, City/Hwy 1.5T EX 112/89 kW-hrs/100 miles 2.0T Sport 130/96 kW-hrs/100 miles (est) 2.0T Touring 147/99 kW-hrs/100 miles (est) CO2 Emissions, Comb 1.5T EX 0.59 lb/mile 2.0T Sport 0.66 lb/mile (est) 2.0T Touring 0.72 lb/mile (est)

The Finalists The next morning began our standard finalist drive loops. Because we had gotten our high-speed thrills out of our system at the proving grounds, for the most part the loops were uneventful. (I got pulled over by a friendly Tehachapi officer for something or another but was let go with a warning.) The talk at lunch was mostly about how good all the finalists are and how 144 MOTORTREND.COM / JANUARY 2018

Honda Civic Type R

FINALISTS

We Like Its screaming, practical performance and looks that kill. We Don’t Like Its outdated infotainment system and missing middle back seat.

20/32/24

e should have expected something was up when Walton, tasked with introducing us to the Civic Type R, refused to discuss details. “You just gotta drive it,” he said, eyes alight. He was correct. We liked it so much that we made the unprecedented decision to elevate the Type R to finalist status while leaving the Civic Si behind. There’s no one thing that makes SPECS

the Civic Type R special—it’s the holistic approach to Honda’s hot hatch that made it so hellacious. And for $34,775, it’ll blow away cars that cost multiples of that amount. “It’s unlike any front-drive car I’ve driven; it’s unlike any hot hatch I’ve driven,” said Walton, who has tested thousands of cars in his career. “This will be remembered for a long time as the pinnacle of frontdrive performance.”

“This is the most impressive new Honda I have driven since the original NSX,” added MacKenzie, another veteran scribe. The 2.0-liter turbo delivers a dizzying 306 hp, but it’s astonishingly smooth, as is the shifter, clutch action, and—perhaps most astonishingly—its civil ride. “The chassis displays superb balance and composure. It feels planted and connected at all times, with a ride quality that seems

impossibly compliant for a car rolling on such fat, low-profile performance tires,” MacKenzie said. “It’s the best front-drive chassis in the world, period.” There were some minor packaging and technology quibbles that kept the Civic Type R from being Car of the Year, but we can’t wait to invite it to next year’s Best Driver’s Car competition. Christian Seabaugh

2017 Honda Civic Type R

Base Price/As Tested

$34,775/$34,775

Power (SAE net)

306 hp @ 6,500 rpm

Torque (SAE net)

295 lb-ft @ 2,500 rpm

Accel, 0-60 mph

5.4 sec

Quarter Mile

14.0 sec @ 102.5 mph

Braking, 60-0 mph

104 ft

Lateral Acceleration

1.01 g (avg)

MT Figure Eight

24.4 sec @ 0.79 g (avg)

EPA City/Hwy/Comb

22/28/25 mpg

Vehicle Layout Front-engine, FWD, 4-pass, 4-door hatchback Engine/Transmission 2.0L turbo DOHC 16-valve I-4/6-speed manual Curb Weight (F/R Dist) 3,114 lb (62/38%) Wheelbase 106.3 in Length x Width x Height 179.4 x 73.9 x 56.5 in Energy Consumption, City/Hwy 153/120 kW-hrs/100 miles CO2 Emissions, Comb 0.80 lb/mile

the argument the next day should be a knock-down, drag-out type of affair. I developed some sort of flu and headed back to my room as soon as the loops were done. Everyone else went off on a photo shoot and then dinner. A pounding on my door woke me up at around 9:30 p.m. It was Ed and Frank. They wanted the whiskey. I handed over three bottles. Two of them came back the next day.

We had four loops left the following morning, then lunch, and then the main event. Of the eight finalists we brought along, seven were deemed competent enough to take home the Golden Calipers. After shining on the test track, the Lexus LC 500h had failed to impress us out in the real world. We probably should have brought along the V-8, but the thinking was that because Toyota has built its rep as the leader in hybrid

tech, bringing along the gas/electric LC 500h was the smart play. Turned out we brought the right car, but only because it made our decision-making process easier. With such stiff competition you’d think that the deliberations would be testy. For the most part, though, they weren’t, with several cars being billed as “great car, just not Car of the Year.” If there was a single car I think most judges would have stolen, it was the JANUARY 2018 / MOTORTREND.COM 145

Kia Rio

We Like Its ride quality, interior fit and finish, and features for the price. We Don’t Like The ho-hum exterior styling and lack of torque.

25/38/30

t might seem surprising to see a budget subcompact hatchback reach the finals of our Car of the Year competition. But every one of our judges walked away from the Kia Rio impressed with how much car you get for well less than $20,000. After all, it’s a lot harder to build a great car for $20,000 than for $40,000. “The Kia Rio is a great value: good looks, great interior, spritely, SPECS

quiet, and can be fun to drive,” Theodore noted. Priddle was similarly impressed. “The Kia Rio might be the sleeper of the group,” she said. It shows the maturity of the automaker that it can offer a high-quality starter car. Of note was the color selection of the Rio’s interior trim pieces. No longer merely cheap and cheerful, the budget hatch is now refined and sharp.

As impressed as we were, though, we had a few criticisms. “The biggest miss for me on the Rio is its styling,” Seabaugh noted. “The exterior is just underwhelming.” He also thought the engine could use more grunt: “I’d love to have just a smidge more torque (or a turboed engine) on this car.” Rechtin was also concerned about the interior packaging. “Can a 6-footer fit behind a 6-footer?”

he asked. “Not really. You could fit a few cases of wine in the hatch, though.” But not all passengers will have that problem. Seabaugh, himself a 6-footer, was able to “comfortably squeeze back there without issue.” MacKenzie might have summed it up best: “The Kia Rio is a worthy finalist. Not Car of the Year, but it’s a great value and a well-rounded small car.” Collin Woodard

2018 Kia Rio EX (5-Door)

Base Price/As Tested

$19,595/$20,225

Power (SAE net)

130 hp @ 6,300 rpm

Torque (SAE net)

119 lb-ft @ 4,850 rpm

Accel, 0-60 mph

8.7 sec

Quarter Mile

16.6 sec @ 84.6 mph

Braking, 60-0 mph

127 ft

Lateral Acceleration

0.79 g (avg)

MT Figure Eight

27.9 sec @ 0.60 g (avg)

EPA City/Hwy/Comb

28/37/32 mpg

Vehicle Layout Front-engine, FWD, 5-pass, 4-door hatchback Engine/Transmission 1.6L DOHC 16-valve I-4/6-speed automatic Curb Weight (F/R Dist) 2,589 lb (62/38%) Wheelbase 101.6 in Length x Width x Height 172.6 x 67.9 x 57.1 in Energy Consumption, City/Hwy 120/91 kW-hrs/100 miles CO2 Emissions, Comb 0.62 lb/mile BOLD IS AS BOLD DOES Purple? Orange? White leather seats? Lexus made the scheme work.

Porsche Panamera Turbo. Yes, sure, of course, it starts at $147,950, but have you driven it? Forget about straightline speed (0–60 in 3.0 seconds, quarter mile in 11.4 seconds at 121.2 mph), on the winding track the 550-horsepower, 4,662-pound big-dog Turbo cornered so hard that the windshield wiper fluid sloshed out of its container and across the windshield. It happened to me! That said, the “little” 4,498-pound twin-turbo 146 MOTORTREND.COM / JANUARY 2018

V-6 4S Panamera was pretty sweet in its own right. Although either Porsche constitutes a legitimate finalist, the decision was made to bring the 4S—not the Turbo— along. I gotta tell you, I was against this. However, most people felt the Turbo constituted “too much.” I’m not saying why or how, but it was pointed out that at 189 mph the car chimes in with a message to check the tire pressures.

Kia Stinger

FINALISTS

We Like The stunning design, stirring performance, and strong value. We Don’t Like That it porpoises a bit and gets noisy over rough roads.

20/31/24

2.0 RWD

ia’s Stinger was one of six all-new COTY contenders this year, and other than the Model 3, it was the most anticipated. Since the Stinger’s debut at the 2017 Detroit auto show, Kia has been pretty mouthy about how its four-door coupe would lay wurst to the brats from Audi and BMW. Does it live up to the hype? Oh ja. “The Europeans better watch out because for a first effort at building SPECS

a BMW beater, the Kia Stinger is impressively accomplished,” MacKenzie noted. Markus seemed to agree in his notes: “As grand touring conveyances go, this one ranks pretty highly in terms of grace, space, and pace. Korea is delivering German grand-touring performance at a substantial discount. High marks.” Opinions split on the performance of the turbo-four Stinger and

twin-turbo V-6 GT. Some preferred the tactile handling of the less noseheavy base model over the faster and power-slidable but heavier GT. Knocks? A few judges had issues with the lack of premiumness of the interior, especially when compared against the widely praised stance, surfacing, and overall design of the exterior. Rough, uneven roads also brought out complaints of pitching, porpoising, and road noise.

2018 Kia Stinger (2.0 RWD)

2018 Kia Stinger GT (GT2 RWD)

Base Price/As Tested

$32,800 (est)/$34,800 (est)

$39,400 (est)/$49,800 (est)

$41,600 (est)/$47,800 (est)

Power (SAE net)

255 hp @ 6,200 rpm

365 hp @ 6,000 rpm

In the hotly contested final tally, the Stinger stirred guest judge Theodore enough to gain his firstplace vote: “The Stinger has a great combination of attributes: good looks, quality interior, a functional package for a fastback, sporting to drive, and a tremendous value. A modern take on timeless classics like the Maserati Ghibli; Kia has come a long way in a very short time.” Ed Loh

2018 Kia Stinger GT (GT1 AWD)

Torque (SAE net)

260 lb-ft @ 1,400 rpm

376 lb-ft @ 1,300 rpm

Accel, 0-60 mph

6.6 sec

5.0 sec

5.2 sec

Quarter Mile

15.0 sec @ 95.2 mph

13.5 sec @ 105.5 mph

13.6 sec @ 104.8 mph

Braking, 60-0 mph

126 ft

111 ft

104 ft

Lateral Acceleration

0.85 g (avg)

0.91 g (avg)

0.90 g (avg)

MT Figure Eight

26.8 sec @ 0.67 g (avg)

25.0 sec @ 0.78 g (avg)

25.2 sec @ 0.77 g (avg)

EPA City/Hwy/Comb

Not yet rated

GT2 RWD

REAL MPG 14/29/19

Vehicle Layout (2.0 RWD) Front-engine, RWD, 5-pass, 4-door sedan (GT) Front-engine, AWD/RWD, 5-pass, 4-door sedan Engine/Transmission (2.0 RWD) 2.0L turbo DOHC 16-valve turbo I-4/8-speed automatic (GT) 3.3L twin-turbo DOHC 24-valve V-6/8-speed automatic Curb Weight (F/R Dist) (2.0 RWD) 3,649 lb (52/48%) (GT2 RWD) 4,005 lb (52/48%) (GT1 AWD) 4,147 lb (53/47%) Wheelbase 114.4 in Length x Width x Height 190.2 x 73.6 x 55.1 in Energy Consumption, City/Hwy Not yet rated CO2 Emissions, Comb Not yet rated

OK, fine, so perhaps the Turbo is too much. Did having the plenty powerful 4S instead of the mighty Turbo sink the Panamera’s COTY chances? Yes, but not for the reason you might well be thinking. The 4S developed a rattle in the plastic blank that serves as the key. Literally, it’s a $0.28 piece of plastic that you twist—instead of a starter button— that drove many of us crazy. Sometimes it really is the little things.

Then came the four cars that could have taken home the Calipers, Alfa Romeo Giulia, Honda Accord, Kia Stinger, and Tesla Model 3. The Stinger just surprised everyone. We felt that the AWD GT model was about 90 to 95 percent as good as the car Kia benchmarked, the Audi S5 Sportback. However, it was two-thirds the price. Hard to argue against that. The Accord blew us all away. Not

THINGS HAPPEN For some reason, the judges kept taking extra laps on the winding track in the Honda Civic Type R. Poor tires.

Lexus LC

We Like The bold exterior and gorgeous interior. We Don’t Like The bizarre hybrid powertrain strategy and pathetic infotainment system.

31/37/34

LC 500h

f Car of the Year were awarded solely on the basis of design, the Lexus LC would drive off with this year’s Golden Calipers. “The design has a lightness and proportion that is nicely gestured and blends with some beautiful surfaces,” Gale said. Added Theodore: “The Lexus LC 500 is a startling sight on the road, with great proportions and a sleek profile.” Many questioned the SPECS

goofy grille, Insane Clown Posse headlights, and bizarrely shaped A-pillar, though. Design, however, encompasses both the outside and the inside, and the LC 500’s gorgeous interior is about as good as cars get. Said Markus: “I find the finished product striking and engaging—especially on the inside.” As a group, we were smitten by the blue and orange interior trim

2018 Lexus LC 500

with white leather seats on the LC 500h. This interior excellence falls apart when it comes to the infotainment system, though. “Congratulations, Lexus,” Seabaugh said. “You built the world’s worst user interface.” Although we all loved the potent naturally aspirated thrills from the brawny 5.0-liter V-8, we decided to take the futuristic hybrid version along as a finalist. That was

probably a mistake. “Lexus has a peculiar powertrain strategy in this car,” Markus noted. “I fail to see the payoff of this incredibly complex hybrid. It doesn’t feel anywhere near as quick as the V-8, yet the real-world fuel economy doesn’t seem that impressive, either.” Did we mention that the hybrid costs almost $5,000 more than the V-8? Jonny Lieberman

2018 Lexus LC 500h

Base Price/As Tested

$92,995/$105,710

$97,505/$101,195

Power (SAE net)

471 hp @ 7,100 rpm

295 hp @ 6,600 rpm (gas)/100 hp (elec)/354 hp (comb)

Torque (SAE net)

398 lb-ft @ 4,800 rpm

257 lb-ft @ 4,900 rpm (gas)/150 lb-ft (elec est)/350 lb-ft (comb)

Accel, 0-60 mph

4.7 sec

5.0 sec

Quarter Mile

13.0 sec @ 111.7 mph

13.8 sec @ 99.3 mph

Braking, 60-0 mph

112 ft

113 ft

Lateral Acceleration

0.91 g (avg)

0.88 g (avg)

MT Figure Eight

25.2 sec @ 0.77 g (avg)

26.1 sec @ 0.69 g (avg)

EPA City/Hwy/Comb

16/26/19 mpg

26/35/30 mpg

LC 500

REAL MPG 19/30/23

Vehicle Layout Front-engine, RWD, 4-pass, 2-door coupe Engine/Transmission LC 500 5.0L Atkinson cycle DOHC 32-valve V-8/10-speed automatic LC 500h 3.5L DOHC 24-valve V-6 + 2 permanent-magnet AC synchronous elec motors/4-speed auto + cont variable auto Curb Weight (F/R Dist) LC 500 4,376 lb (53/47%) LC 500h 4,489 lb (52/48%) Wheelbase 113.0 in Length x Width x Height 187.4 x 75.6 x 53.0 in Energy Consumption, City/Hwy LC 500 211/130 kW-hrs/100 miles LC 500h 130/96 kW-hrs/100 miles CO2 Emissions, Comb LC 500 1.00 lb/mile LC 500h 0.66 lb/mile

only did we deem it tops in the midsize family sedan segment, but dynamically speaking, the 2.0-liter 10-speed version was a better sport sedan than the BMW 530i. You might find that last part hard to swallow, but as my father always said, “Truth is a defense.” The tensest moments came when we got to the Tesla Model 3. A couple of us were mesmerized by the latest car that Musk built, specifically because unlike 148 MOTORTREND.COM / JANUARY 2018

ALL THE MARBLES Angus imparts his wisdom during final deliberations while Jonny updates his Facebook status.

Porsche Panamera

FINALISTS

We Like The limousine room and sports car performance and handling. We Don’t Like That radar cruise control and keyless entry are optional.

14/30/19

Panamera 4S

orsche’s Panamera looks like a four-door sports car. It drives like one, too. But the real genius of the Panamera is it’s also a practical limousine when you need it to be. With the choice of rear- or all-wheel drive on the base model, three body styles (regular, the wagonlike Panamera Sport Turismo, and the Executive, which features a longer wheelbase) and five powertrains (including two SPECS

hybrids), Porsche offers an impressive 15 Panamera models ranging in price from $85,000 to $194,800. Bandwidth? This Porsche has it. Michael Mauer’s redesign has removed the hunchback look of the previous model. With tighter proportions, a better stance, and, as Gale noted, surfaces and graphics that are “all Porsche,” this Panamera is a looker. The interior is contemporary, elegant, and finished with

great materials, and the infotainment system has the best, clearest display in the business (although the center console haptic buttons wash out in direct sunlight). “Hightech and luxurious, perfect for Porsche,” Loh said. The Panamera marks the debut of VW Group’s MSB architecture and Porsche’s 4.0-liter twin-turbo V-8 and eight-speed PDK. It’s fast, and it handles. “The V-8 sounds

2017 Porsche Panamera 4S

2017 Porsche Panamera Turbo

Base Price/As Tested

$100,950/$126,705

$147,950/$172,495

Power (SAE net)

440 hp @ 5,650 rpm

550 hp @ 5,750 rpm

Torque (SAE net)

405 lb-ft @ 1,750 rpm

567 lb-ft @ 1,960 rpm

Accel, 0-60 mph

3.8 sec

3.0 sec

Quarter Mile

12.3 sec @ 111.3 mph

11.4 sec @ 121.2 mph

Braking, 60-0 mph

101 ft

104 ft

Lateral Acceleration

1.01 g (avg)

MT Figure Eight

24.0 sec @ 0.84 g (avg)

23.9 sec @ 0.86 g (avg)

EPA City/Hwy/Comb

21/28/23 mpg

18/25/21 mpg

epic for a turbocharged engine and has near endless thrust,” Seabaugh said. “It really shrinks around you on a good country road.” Unfortunately, those highperformance tires that provide so much poise and grip are noisy, too. And there are some odd equipment omissions. Said Markus: “I find it inexcusable you’re charged extra for keyless entry in $100,000-plus car.” Angus MacKenzie

Panamera Turbo

Vehicle Layout Front-engine, AWD, 4-pass, 4-door sedan Engine/Transmission 4S 2.9L twin-turbo DOHC 24-valve V-6/8-speed twin-clutch auto Turbo 4.0L twin-turbo DOHC 32-valve V-8/8-speed twin-clutch auto Curb Weight (F/R Dist) 4S 4,498 lb (52/48%) Turbo 4,662 lb (53/47%) Wheelbase 116.1 in Length x Width x Height 4S 198.8 x 76.3 x 56.0 in Turbo 198.8 x 76.3 x 56.2 in Energy Consumption, City/Hwy 4S 160/120 kW-hrs/100 miles Turbo 187/135 kW-hrs/100 miles CO2 Emissions, Comb 4S 0.82 lb/mile Turbo 0.94 lb/mile

the Model S and Model X, we won’t be seeing any with six-figure price tags. However, like the two big Teslas before it, the first edition Model 3s are fully loaded, fully specced, and priced accordingly. Will we ever see a $35K Model 3? That question lingered in the room. As we evaluate COTY finalists using our key criteria, the Model 3 fell down on Value. As is the usual fruit of the process, the best car won. We sit in an L formation

during the final deliberations, with only half the room visible, the faces depending on where you reside in this politburo. I’ll never forget looking at the smiles on the faces of Chris Theodore, Chris Walton, Christian, Ed, Frank, Alisa, and Tom as we discussed just how fun the eventual winner was to drive. On top of its outstanding performance, superior handling, strong fuel economy, excellent safety record, and killer value,

the Alfa Romeo Giulia is just flat-out fun. For me, that sealed the champ’s fate more than anything else. Shouldn’t our Car of the Year bring childlike grins to the faces of grizzled veteran auto scribes? Although it wasn’t a unanimous choice (the Accord, the Stinger, and the Model 3 also garnered first-place votes), in the end the best car was crowned 2018 Motor Trend Car of the Year. As it should be. Jonny Lieberman JANUARY 2018 / MOTORTREND.COM 149

Tesla Model 3

FINALISTS

We Like Its range, Supercharging availability, and driving dynamics. We Don’t Like The raised-knee position for rear-seat passengers.

90/128/104

peculation and pontification—not to mention about 450,000 preorders. That’s the Tesla Model 3 in a nutshell. Having the chance to spend some time with the car was akin to interviewing an infamously reclusive celebrity. Would it live up to the paparazzi’s stratospheric expectations? In a great many regards, it did. The Model 3’s punchy torque and laserlike handling impressed SPECS

MPG-e

every judge who buckled in— though at the price of decidedly firm ride quality. The 310-mile range (from the up-level battery pack) is killer. However, the $60,500 price of the fully loaded long-range car put Lieberman in fits over this supposedly affordable EV. Personal aesthetics aside, the Model 3’s design is relentlessly clean and airy (particularly with our car’s optional glass roof). Its

interior was more polarizing—some enchanted by its Scandinavian austerity, others reckoning it too stark. And long-legged back-seat passengers might question their friend’s evangelism for this car. The divisions grew deeper when it came to Tesla’s rethinking of interior controls, where nearly every function requires a visit to its 15-inch touchscreen. We’d been forewarned that the screen

interface was a work in progress. Nonetheless, “it might be going too far too fast in eliminating tried and true ways to control aspects of the car,” Priddle said. The Model 3 is a rolling Rorschach test. Change is great; change is strange. Will it ultimately change the automotive landscape? “If this is the future of automobiles,” Walton said, “then I’m OK with it.” Kim Reynolds

2017 Tesla Model 3

Base Price/As Tested

$36,000/$60,500

Power (SAE net)

271 hp

Torque (SAE net)

307 lb-ft

Accel, 0-60 mph

4.8 sec

Quarter Mile

13.4 sec @ 104.9 mph

Braking, 60-0 mph

119 ft

Lateral Acceleration

0.87 g (avg)

MT Figure Eight

25.7 sec @ 0.74 g (avg)

EPA City/Hwy/Comb

131/120/126 mpg-e (est)

Vehicle Layout Rear-motor, RWD, 5-pass, 4-door sedan Motor/Transmission Permanent-magnet AC electric motor/1-speed automatic Curb Weight (F/R Dist) 3,902 lb (48/52%) Wheelbase 113.2 in Length x Width x Height 184.8 x 72.8 x 56.8 in Energy Consumption, City/Hwy 26/28 kW-hrs/100 miles CO2 Emissions, Comb 0.00 lb/mile (at vehicle)

I’ll never forget looking at the smiles on the faces around the room as we discussed how fun the eventual winner was to drive. 150 MOTORTREND.COM / JANUARY 2018

’TIS THE SEASON FOR ROADKILL WATCH ROADKILL HERE FIRST & GET EXCLUSIVE ACCESS TO ROADKILL GARAGE AND ROADKILL EXTRA!

START YOUR FREE TRIAL NOW! MotortrendondeMand.coM /E21

WINNER | 2018 CAR OF THE YEAR

Words Mark Rechtin Photographs Jessica Walker

IL CAMPIONE ALFA ROMEO GIULIA

IN AN INDUSTRY DRIFTING TOWARD COMMODITIZATION, THIS ITALIAN SENSATION REMINDS US THAT DRIVING CAN INDEED BE JOYOUS

COVER STORY

JANUARY 2018 / MOTORTREND.COM 153

ONE-TWO PUNCH The Quadrifoglio is a world-class super sedan, but the base Giulia won our hearts.

It’s become de rigueur to declare driving dead. If we are headed for autonomous transport, ask the pundits, why bother having fun behind the wheel? Just clamber into your soulless people hauler, select “Stultifying Ambient Tedium” on your Pandora playlist, and tune out. At Motor Trend, dear reader, we are not ready to give up the fight even if the morning commute is more slog than slalom, more torture than torque. We contend that a schlep through shoreline traffic should not extinguish individuality. Driving great distances because you can is a deep-rooted American tradition. It is the declaration of independence of the industrial revolution. It is our automotive destiny. We embrace the decreasing-radius corner, the back road’s unexpected undulation, the hairpin with a dusting of gravel at the apex. At a time when the formulaic commoditization of cars is not only expected but also a standard feature, we rebel. We are not ready to relegate our cars to the status quo of an A-to-B anachronism of conveyance. We believe in the necessity of passion and finding your heart’s desire. There is still time—time to instill joy, lust, rivalry, and good cheer. For those who won’t settle for ubiquity, we present the 2018 Motor Trend Car of the Year: the Alfa Romeo Giulia. No less a luminary than Henry Ford, the inventor of the mass-production

automobile, once said: “When I see an Alfa Romeo go by, I tip my hat.” Mr. Ford knew there was something special about the car that carries the cross-and-serpent badge, the company where Enzo Ferrari proudly got his start in racing before hanging his own shingle. Our international bureau chief, Angus MacKenzie, an axle-greased eminence of the auto industry, knows his Alfa history. In his London garage sits a 1967 GTV coupe—a rolling symbol of Alfa Romeo’s glory years. “Back in the early ’60s, Alfa occupied a niche that BMW later came to own—building fast, charismatic sedans, wagons, and coupes that looked good, weren’t stupidly expensive, and, most of all, were utterly delightful to drive,” he says. “This new Giulia recaptures the spirit of those 1960s Alfas but in a thoroughly modern manner.” Alfa Romeo’s erratic legacy in this country might mean many Americans have limited knowledge of this brand and heritage. Consider the Giulia your introduction. “There is sorcery in this car,” road test editor Chris Walton says. “The Giulia fills the space vacated by BMW. Yet even at the apex of its reign, a 3 Series never rode this well or cornered with such poise and precision simultaneously.” When seeing the strength of the 2018 COTY field, some readers might feel our choice of the Alfa Romeo seems out of left field. The Honda Accord, Kia Stinger, and Tesla Model 3 all make strong plays for SPECS 2017 Alfa Romeo Giulia (Ti) Q2

FERRARI INSIDE The V-6 comes from Maranello.

top honors (and received individual firstplace votes among our judging panel). But Alfa Romeo is dashing away with the prize—the first time an Italian brand has won COTY or our discontinued Import Car of the Year—and anyone who has been reading Motor Trend this past year shouldn’t be surprised. Earlier this year, the base Giulia beat all comers in our Big Test of 2.0-liter compact luxury sedans—a field that included Audi, BMW, Jaguar, Lexus, and Mercedes-Benz, among others. The Quadrifoglio version then eviscerated its rival BMW M3, Cadillac ATS-V, and Mercedes C63 S super sedan entrants in a four-way comparison on streets and at the racetrack. And in Best Driver’s Car against 11 supercars, sports cars, and six-figure grand tourers, the Quadrifoglio (the lone sedan) finished in a respectable sixth. Each successive time we drove the Giulia, through summer’s ripening breath, our enthusiasm grew. “Best steering, best chassis—this car saves the sport sedan market,” says guest judge Chris Theodore—the former Ford and Chrysler product development executive who knows something about creating cars to make a soul ache. “It was the only car that said, ‘You’re in charge. You want to be nice and tidy, I can be tidy. You want to be crazy and

Giulia (Ti) Q4

Giulia Quadrifoglio

Base Price/As Tested

$40,990/$50,035

$42,990/$51,490

$73,595/$85,495

Power (SAE net)

280 hp @ 5,200 rpm

505 hp @ 6,500 rpm

Torque (SAE net)

306 lb-ft @ 2,000 rpm

443 lb-ft @ 2,500 rpm

Accel, 0-60 mph

5.7 sec

5.4 sec

3.8 sec

Quarter Mile

14.2 sec @ 99.4 mph

14.0 sec @ 98.3 mph

12.1 sec @ 118.5 mph

Braking, 60-0 mph

120 ft

122 ft

99 ft

Lateral Acceleration

0.83 g (avg)

0.80 g (avg)

0.97 g (avg)

MT Figure Eight

27.1 sec @ 0.66 g (avg)

24.2 sec @ 0.85 g (avg)

EPA City/Hwy/Comb

24/33/27 mpg

23/31/26 mpg

17/24/20 mpg

Vehicle Layout (Ti) Q2, Quadrifoglio Front-engine, RWD, 5-pass, 4-door sedan (Ti) Q4 Front-engine, RWD, 5-pass, 4-door sedan Engine/Transmission (Ti) Q2, (Ti) Q4 2.0L turbocharged SOHC 16-valve I-4/8-speed automatic Quadrifoglio 2.9L twin-turbo DOHC 24-valve V-6/8-speed automatic Curb Weight (F/R Dist) (Ti) Q2 3,559 lb (50/50%) (Ti) Q4 3,728 lb (52/48%) 3,808 (53/47%) Wheelbase 111.0 in L x W x H (Ti) Q2 182.6 x 73.7 x 56.5 in CAPTIOQuadrifoglio N Aquias ap picte em odita dlbatur maagnia sitiinin veEnergy is acceriatu ur sum m vel id m(Ti) o maQ2 agn laccium kW-hrs/100 miles (Ti) Q4 147/109 kW-hrs/100 miles (Ti) Q4 182.6 x 73.7 x 57.1 in Quadrifoglio 182.6 x 73.7 x 56.1 in ni Energy Cons, City/Hwy (Ti) Q2 t140/102 ne oc ccum m a(Ti) ud dips sam laceritis at lb/mile ma Quadrifoglio 198/140 kW-hrs/100 miles CO2 Emissions, Comb Q2 0.71 lb/milerepre (Ti) st Q4iaania 0.75 Quadrifoglio 0.99 lb/mile l i

2018 CAR OF THE YEAR | WINNER

Anyone reading Motor Trend thispastyearshouldn’t be surprised.Eachsuccessive time we drove the Giulia, throughsummer’s ripeningbreath,ourenthusiasmgrew.

ITALIAN STYLE Tired of dour German interiors? Get an eyeful of this gorgeous view. The italic typeface on the instrument gauges connotes velocity. It is swoopy, sexy, and more than a little brazen.

JANUARY 2018 / MOTORTREND.COM 155

WINNER | 2018 CAR OF THE YEAR

22/38/27

drift me wild, I’ll be right there with you,’” Theodore adds. “You fall in love with it.” The top-trim Quadrifoglio, with its 505 fiery-footed steeds underhood, is blisteringly quick, especially in Race mode. Its 2.9-liter V-6 is a Ferrari engine with two cylinders cleaved off, for crying out loud. While punching out a 3.8-second 0–60 time and a 12.1-second quarter mile, this pazzo Alfa also carries asphalt-peeling lateral grip. Yet the car’s attitude can be adjusted on the throttle at will. In short, it goads expletive-shouting misbehavior while delivering a commute-friendly ride. What clinched the Calipers was the base Giulia. Many brands make blazingly fast performance sedans, but when the exercise is reduced by mass-market pressures, the lesser version is often found lacking. Not so here. The $38,990 base Giulia achieves something Acura, Lexus, Infiniti, and Jaguar have tried futilely to do for decades: build a better compact sport sedan than the Deutschlanders. The Giulia’s eager 2.0-liter turbo-four is no wisp of an engine. It cranks out a

156 MOTORTREND.COM / JANUARY 2018

“BASE” ENGINE 2.0 liters. 280 hp. Wow.

stunning-yet-tractable 280 hp and 306 lb-ft of torque. In testing, we admit to finding a hint of lag and lash, but when the powerband kicks in to second gear and the exhaust note awakens, your senses will revel in jubilation. “This is a car that snorts and burps and gurgles,” Detroit editor Alisa Priddle says. “There is something visceral about hearing the car. There’s sheer fun in driving a car like that.” Call it Italian finesse; Alfa understands the nuance that some drivers might desire, a racy engine response without turning the suspension into a kidneybeating nightmare—hence the option of a softer suspension setting while in

Dynamic mode. Markus observed that some twisty roads benefit a car with a softer shock setting. Adds Ed Loh: “The Germans always say, ‘We make everything hard.’ No! Softness. Softness.” Putting the power to the pavement is a proven ZF eight-speed with 100-millisecond shift times and the ability to skipshift from eighth gear directly to second if instant hp is needed. If you are stuck in the typical morning snarl, a switch to “A” mode changes the shift logic to smooth and calm. So what if we Americans don’t get a manual version? One toggle of the cold, all-aluminum paddle shifters will make you y cease yearning y g to row yyour own gears. The Brembo brakes, normally a sure thing, and brake-by-wire system earned some frowns for being mushy under pressure, though. “It handles absolutely beautifully, with light, linear sports car–like steering,” features editor Christian Seabaugh says. “It rides like a luxury car with no impact harshness in the cabin, and it’s downright quick. This is a car that puts a smile on your face. It doesn’t matter whether you’re sitting at a stop light, bombing down a back road, or cruising on the highway. It just wants to please.”

Many luxury sedans have imitated the stark Germanic style. But Alfa retained its legacy of what an Italian car’s exterior and interior should look like. It is unmistakable and sensual, imbuing a cosmopolitan glamour to the driver. “The design, packaging, and various visual elements seem to come together to complement each other,” former Chrysler design boss Tom Gale says, pointing to the shield grille, shrouded instrument cluster, and ’60s-inspired wood inlays as iconic Alfa styling points. Alfa Romeo could have taken the cheap way out, relying on tacked-on pieces of faux heritage. But no, the whole car is heritage—swoopy, sexy, and more than a little brazen. The smooth detents of the buttons, the rheostatic clicks of the dials, and the swing of the stalks all carry a tactile elegance. The italic typeface on the instrument gauges connotes velocity. The back seats, though a tad tight on legroom, are draped in the same sumptuous leather as those up front. This snazzy aesthetic travels into places most people won’t see (but Theodore did), such as the attention to detail in the chassis design—with stout spring perches, strut-tower braces, and shrouding of the cooling system. Now let’s talk value. This segment is cutthroat, and Alfa has not flinched at what is expected. After following the industry-standard 36-month, $399/month lease deal, it launched a 24-month, $299/month lease deal that should get the attention of any individual with Maserati tastes but a Mazda budget. Carrying such a gutsy engine could tank fuel economy. But the Alfa is a miser. The rear-drive version of the 2.0-liter Giulia delivers 21.7/37.9/26.8 mpg city/ highway/combined in our Real MPG tests, while the Quadrifoglio managed 15.8/28.5/19.8 mpg—in both cases, underperforming the EPA ratings slightly in city and combined and significantly exceeding them on the highway. As for safety, the Giulia was rated a Top Safety Pick+ by IIHS, its highest rating, and earned top marks for its automatic emergency braking and headlamp systems. The Giulia carries a five-star rating in the European NCAP evaluation. It offers smart cruise control (down to a full stop), forward collision warning, pedestrian detection, blind-spot monitoring, rear cross-traffic alert, and numerous other systems. And although other cars blare Klaxons to warn of a lane departure, the Giulia thumps a bass line more akin to a Deadmau5 beat. As to the elephant in the room: Some readers with long memories will recall

POWERTRAIN/CHASSIS

2017 Alfa Romeo Giulia (Ti) Q2; (Ti) Q4; Quadrifoglio

Front-engine, RWD; AWD; RWD Turbocharged I-4, alum block/ head; twin-turbo 90-deg V-6 alum block/heads SOHC, 4 valves/cyl; VALVETRAIN DOHC, 4 valves/cyl 121.6 cu in/1,993cc; DISPLACEMENT 176.4 cu in/2,891cc 10.0:1; 9.3:1 COMPRESSION RATIO 280 hp @ 5,200 rpm; POWER (SAE NET) 505 hp @ 6,500 rpm 306 lb-ft @ 2,000 rpm; TORQUE (SAE NET) 443 lb-ft @ 2,500 rpm 5,500 rpm; 6,500 rpm REDLINE 12.7; 13.3; 7.5 lb/hp WEIGHT TO POWER 8-speed automatic TRANSMISSION AXLE/FINAL-DRIVE RATIO 3.15:1/2.02:1; 3.09:1/1.98:1 Multilink, coil springs, adj SUSPENSION, shocks, anti-roll bar; multilink, FRONT; REAR coil springs, adj shocks, anti-roll bar 11.8:1 STEERING RATIO 2.2 TURNS LOCK-TO-LOCK 13.0-in vented disc; 12.5-in BRAKES, F; R vented disc; 15.4-in vented, drilled, carbon-ceramic disc; 14.2-in vented, drilled, carbonceramic disc, ABS DRIVETRAIN LAYOUT ENGINE TYPE

Alfas of yore as temperamental and unreliable—the main reason for its departure from this market in 1993. And upon Alfa Romeo’s return to the U.S., some early-build 2017 Giulias had issues with electrical gremlins. But in this year’s accelerated wear-and-tear Car of the Year testing of three Giulias, we found nary a glitch, hiccup, or bark of protest—while several cars from other luxury automakers had notable issues. Is the Giulia perfect? No, but neither are any of its rivals. Tetchy brake modulation makes a gliding limousine stop a challenge. The fantastically supportive optional sport seats have imposing side bolsters that require the figure of a Milan runway model. The rear-seat footwells needed some sharp bits burred. The all-season tires on the all-wheel-drive Q4 version were a bit greasy. The infotainment screen could use a more complete user experience (Apple CarPlay is an anticipated rolling change) and a higherresolution rearview camera. And for all the elegance of the interior, the plastic gearshift conjures a PlayStation joystick. But those are minor points. Our peckish panel of judges had similar quibbles with every car in this year’s field. The Giulia was the only vehicle whose essence enraptured the jury with its charm and unbridled zeal for driving. Nearly every judge uttered the word “love” when describing this car. “I would be so happy if every day I got to be in this car,” senior features editor Jonny Lieberman says. William Shakespeare’s Romeo told us that his shimmering Juliet “doth teach the torches to burn bright.” And so we compare thee, beautiful, passionate Alfa Romeo Giulia—your styling, road manners, and sheer sensuality of driving. After we had tested all the finalists, we deliberated their attributes. MacKenzie noted, even to those who might not vote for Giulia in first place: “Look at all the smiles. This car makes you smile.” A Car of the Year should evoke such strong emotion. For those who feel that the journey is as important as the destination, your chariot awaits. n

WHEELS, F; R

8.0 x 19-in cast aluminum; 8.5 x 19-in; 10.0 x 19-in forged aluminum

TIRES, F; R

225/40R19 93V (M+S) Pirelli Cinturato P7; 225/45R18 91W (M+S) Bridgestone Turanza EL450; 245/35ZR19 93Y; 285/30ZR19 93Y Pirelli P Zero Corsa AR Asimmetrico

DIMENSIONS

WHEELBASE TRACK, F/R LXWXH TURNING CIRCLE CURB WEIGHT WEIGHT DIST, F/R SEATING CAPACITY HEADROOM, F/R LEGROOM, F/R SHOULDER ROOM, F/R CARGO VOLUME

111.0 in 61.3/64.0; 61.4/63.2; 61.2/63.3 in 182.6 x 73.7 x 56.5; 57.1; 56.1 in 35.4; 39.0; 37.0 ft 3,559; 3,728; 3,808 lb 50/50; 52/48; 53/47% 5 38.6/37.6 in 42.4/35.1 in 56.1/53.6 in 13.4 cu ft

TEST DATA

(ACCELERATION TO MPH)

0-30/40 0-50/60 0-70/80 0-90/100 PASSING, 45-65 MPH QUARTER MILE

2.1; 1.7; 1.5/3.2; 2.7; 2.2 sec 4.3; 3.9; 2.9/5.7; 5.4; 3.8 7.3; 7.1; 4.8/9.2; 9.2; 5.9 11.6; 11.6; 7.2/14.4; 14.5; 8.7 2.8; 2.9; 1.7 14.2 sec @ 99.4 mph; 14.0 sec @ 98.3 mph; 12.1 sec @ 118.5 mph

120; 122; 99 ft BRAKING, 60-0 MPH LATERAL ACCELERATION 0.83; 0.80; 0.97 g (avg) 27.1 sec @ 0.66 g (avg); MT FIGURE EIGHT g 27.1 sec @ 0.66 g (avg); 24.2 sec @ 0.85 g (avg) TOP-GEAR REVS @ 60 MPH CONSUMER INFO

1,600 rpm

$40,990; $42,990; $73,595 $50,035; $51,490, $85,495 Yes/Yes 8: Dual front, front side, f/r curtain, front knee BASIC AND POWERTRAIN 4 yrs/50,000 miles WARRANTY 4 yrs/50,000 miles POWERTRAIN WARRANTY BASE PRICE PRICE AS TESTED STABILITY/TRACTION AIRBAGS

ROADSIDE ASSISTANCE FUEL CAPACITY REAL MPG, CITY/HWY/COMB

4 yrs/Unlimited miles 15.3 gal 21.7/37.9/26.8; 20.3/33.3/24.6;

EPA CITY/HWY/COMB ECON

24/33/27; 23/31/26; 17/24/20 mpg 140/102; 147/109; 198/140 kW-hrs/100 miles 0.71; 0.75; 0.99 lb/mile Unleaded premium

ENERGY CONS, CITY/HWY CO2 EMISSIONS, COMB RECOMMENDED FUEL

15.8/28.5/19.8 mpg

2018 Honda Accord (1.5T EX); 2.0T Sport; 2.0T Touring

2017 Honda Civic Type R

2018 Kia Rio EX (5-Door)

DRIVETRAIN LAYOUT ENGINE TYPE

Front-engine, FWD Turbocharged I-4, alum block/head

Front-engine, FWD I-4, alum block/head

VALVETRAIN DISPLACEMENT

DOHC, 4 valves/cyl 91.4 cu in/1,498cc; 121.8 cu in/1,996cc; 121.8 cu in/1,996cc 10.3:1; 9.8:1; 9.8:1 192 hp @ 5,500 rpm; 252 hp @ 6,500 rpm; 252 hp @ 6,500 rpm

DOHC, 4 valves/cyl 121.8 cu in/1,996cc

DOHC, 4 valves/cyl 97.1 cu in/1,591cc

9.8:1 306 hp @ 6,500 rpm

11.0:1 130 hp @ 6,300 rpm

TORQUE (SAE NET)

192 lb-ft @ 1,600 rpm; 273 lb-ft @ 1,500 rpm; 273 lb-ft @ 1,500 rpm

295 lb-ft @ 2,500 rpm

119 lb-ft @ 4,850 rpm

REDLINE WEIGHT TO POWER TRANSMISSION

6,500 rpm; 6,800 rpm; 6,800 rpm 16.5; 13.0; 13.6 lb/hp Cont variable automatic; 6-speed manual; 10-speed automatic 5.36:1/2.17:1; 3.84:1/2.63:1; 3.55:1/1.84:1 Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar

7,000 rpm 10.2 lb/hp 6-speed manual

6,500 rpm 19.9 lb/hp 6-speed automatic

4.11:1/3.02:1 Struts, coil springs, adj shocks; anti-roll bar; multilink, coil springs, adj shocks; anti-roll bar

3.07:1/2.37:1 Struts, coil springs, anti-roll bar; torsion beam, coil springs anti-roll bar

CAR OF THE YEAR POWERTRAIN/CHASSIS

COMPRESSION RATIO POWER (SAE NET)

(S)

AXLE/FINAL-DRIVE RATIO SUSPENSION, FRONT; REAR

One Of Each!

Std. on Touring

150.3 hp/Liter

STEERING RATIO TURNS LOCK-TO-LOCK BRAKES, F; R

11.8:1 2.4 11.5; 12.2; 12.2-in vented disc; 11.1-in disc, ABS

11.7-14.9:1 2.1 13.8-in vented, drilled disc; 12.0-in disc, ABS

14.9:1 2.8 11.0-in vented disc; 10.3-in disc, ABS

WHEELS, F; R

7.5 x 17-in; 8.5 x 19-in; 8.5 x 19-in cast aluminum 225/50R17 94V (M+S) Michelin Energy Saver A/S; 235/40R19 96V (M+S) Goodyear Eagle Touring; 235/40R19 96V (M+S) Michelin Primacy MXM4

8.5 x 20-in cast aluminum

5.5 x 15-in cast aluminum

245/30ZR20 90Y Continental SportContact 6

185/65R15 88H (M+S) Continental ProContact TX

111.4 in 63.0/63.4; 63.0/63.4; 62.6/63.1 in 192.1 x 73.3 x 57.1 in 38.1; 39.4; 39.4 ft 3,177; 3,286; 3,424 lb 60/40; 60/40; 61/39; % 5 39.5/37.3; 37.5/37.2; 37.5/37.2 in 42.3/40.4 in 58.3/56.5 in —/16.7 cu ft

106.3 in 63.0/62.7 in 179.4 x 73.9 56.5 in 39.5 ft 3,114 lb 62/38% 4 39.3/37.4 in 42.3/35.9 in 56.9/55.0 in 46.2/25.7 cu ft

101.6 in 60.0/60.2 in 172.6 x 67.9 x 57.1 in 33.5 ft 2,589 lb 62/38% 5 38.9/37.4 in 42.1/33.5 in 54.1/53.3 in 32.8/13.7 cu ft

2.8; 2.3; 2.3/4.0; 3.4; 3.2 sec 5.6; 4.9; 4.4/7.6; 6.2; 5.7 10.0; 8.3; 7.5/12.8; 10.2; 9.4 16.2; 12.9; 11.8/— ; 15.9; 14.5 4.0; 3.0; 2.9 15.9 sec @ 89.3 mph; 14.8 sec @ 96.2 mph; 14.3 sec @ 99.3 mph 135; 109; 116 ft 0.81; 0.85; 0.85 g (avg) 27.7 sec @ 0.61 g (avg); 26.4 sec @ 0.67 g (avg); 26.9 sec @ 0.67 g (avg) 1,800; 2,100; 1,500 rpm

2.3/3.4 sec 4.4/5.8 7.3/8.9 11.2/13.6 2.7 14.2 sec @ 102.4 mph

3.0/4.6 sec 6.4/8.7 11.5/14.7 —/— 4.6 16.6 sec @ 84.6 mph

104 ft 1.01 g (avg) 24.4 sec @ 0.79 g (avg)

127 ft 0.79 g (avg) 27.9 sec @ 0.60 g (avg)

2,450 rpm

2,000 rpm

BASE PRICE PRICE AS TESTED STABILITY/TRACTION CTRL AIRBAGS

$28,345; $31,185; $36,675 $28,345; $31,185; $36,675 Yes/Yes 8: Dual front, front side, f/r curtain, front knee

$34,775 $34,775 Yes/Yes 6: Dual front, front side, f/r curtain

$19,595 $20,225 Yes/Yes 6: Dual front, front side, f/r curtain

BASIC WARRANTY POWERTRAIN WARRANTY

3 yrs/36,000 miles 5 yrs/60,000 miles

5 yrs/60,000 miles 10 yrs/100,000 miles

ROADSIDE ASSISTANCE FUEL (ELEC) CAPACITY REAL MPG, CITY/HWY/COMB

3 yrs/36,000 miles 14.8 gal Not tested

3 yrs/36,000 miles 12.4 gal 20.2/32.1/24.3 mpg

5 yrs/60,000 miles 11.9 gal 25.2/38.0/29.7 mpg

EPA CITY/HWY/COMB ECON

30/38/33; 26/35/30 mpg (mfr est); 23/34/27 mpg (mfr est) 112/89 kW-hrs/100 miles; 130/96 kW-hrs/100 miles (est); 147/99 kW-hrs/100 miles (est) 0.59 lb/mile; 0.66 lb/mile (est); 0.72 lb/mile (est) Unleaded regular

22/28/25 mpg

28/37/32 mpg

153/120 kW-hrs/100 miles

120/91 kW-hrs/100 miles

0.80 lb/mile Unleaded premium

0.62 lb/mile Unleaded regular

TIRES, F; R

DIMENSIONS

WHEELBASE TRACK, F/R LENGTH X WIDTH X HEIGHT TURNING CIRCLE CURB WEIGHT WEIGHT DIST, F/R SEATING CAPACITY HEADROOM, F/R LEGROOM, F/R SHOULDER ROOM, F/R CARGO VOL BEH F/R

m Good legraoo car ll sm a r fo

We risk our u! lives for yo Page 140 lcome! you're we

TEST DATA

ACCELERATION TO MPH 0-30/0-40 0-50/0-60 0-70/0-80 0-90/0-100 PASSING, 45-65 MPH QUARTER MILE BRAKING, 60-0 MPH LATERAL ACCELERATION MT FIGURE EIGHT TOP-GEAR REVS @ 60 MPH

CONSUMER INFO

ENERGY CONS, CITY/HWY CO2 EMISSIONS, COMB RECOMMENDED FUEL

But markups are $10k - $20k more

LEGEND Notably GOOD

Notably POOR

Still the best

2018 Kia Stinger (2.0 RWD); GT (GT2 RWD); GT

2018 Lexus LC 500; LC 500h

2017 Porsche Panamera 4S; Turbo

2017 Tesla Model 3

Front-engine, RWD, RWD, AWD Turbocharged I-4, alum block/head; Twin-turbo 60-deg V-6, alum block/ heads

Front-engine, RWD Atkinson-cycle 90-deg V-8, alum block/ heads; Atkinson-cycle 60-deg V-6, alum block/heads + 2 permanent-magnet AC synchronous electric motors

Front-engine, AWD Twin-turbo 60-deg V-6; Twin-turbo 90-deg V-8, alum block/heads

Rear-motor, RWD Permanent-magnet AC electric motor

DOHC, 4 valves/cyl 121.9 cu in/1,998cc; 204.0 cu in/3,342cc

DOHC, 4 valves/cyl 303.2 cu in/4,969cc; 210.9 cu in/3,456cc 12.3:1; 13.0:1 471 hp @ 7,100 rpm; 295 hp @ 6,600 rpm (gas)/100 hp (elec)/354 hp (comb)

DOHC, 4 valves/cyl 176.6 cu in/2,894cc; 243.6 cu in/3,996cc 10.5:1; 10.1:1 440 hp @ 5,650 rpm; 550 hp @ 5,750 rpm

— —

260 lb-ft @ 1,400 rpm; 376 lb-ft @ 1,300 rpm

398 lb-ft @ 4,800 rpm; 257 lb-ft @ 4,900 rpm (gas)/150 lb-ft (elec est)/350 lb-ft (comb)

405 lb-ft @ 1,750 rpm; 567 lb-ft @ 1,960 rpm

307 lb-ft

6,500 rpm 14.3; 11.0; 11.4 lb/hp 8-speed automatic

7,300 rpm; 6,700 rpm 9.3; 15.2 lb/hp 10-speed automatic; 4-speed auto + cont variable automatic 2.94:1/1.76:1; 3.36:1/2.18:1 Multilink, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar

6,800 rpm 10.2; 8.5 lb/hp 8-speed twin-clutch automatic

— 14.4 lb/hp 1-speed automatic

3.36:1/1.78:1 Control arms, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll bar

9.00:1/9.00:1 Control arms, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar

12.6:1; 12.2-13.1:1 2.4; 2.1 12.6; 13.8-in vented disc; 12.4; 13.4-in disc, ABS

9.8-13.6:1 2.5 15.7-in vented 2-pc disc; 14.1-in vented disc, ABS

9.3-14.2:1 2.5 16.5-in vented, drilled carbon-cermaic disc; 15.4-in vented, drilled carbon-cermaic disc, ABS

10.3:1 2.0 12.6-in vented disc; 13.2-in vented disc, ABS

8.0 x 18-in; 8.0 x 19-in; 8.5 x 19-in; cast aluminum 225/45R18 95V (M+S) Bridgestone Potenza RE97 AS02; 225/40ZR19 94Y; 255/35ZR19 96Y Michelin Pilot Sport 4S

8.5 x 21-in; 9.5 x 21-in; 8.5 x 20-in; 9.5 x 20-in, forged alum 245/40RF21 96Y; 275/35RF21 99Y Michelin Pilot Super Sport; 245/45RF20 99Y; 275/40RF20 102Y Bridgestone Turanza T005

9.5 x 21-in; 11.5 x 21-in forged aluminum

8.5 x 19-in flow-formed aluminum

275/35ZR21 103Y; 315/30ZR21 105Y Continental ContiSport Contact 5

235/40R19 96W (M+S) Continental ProContact RX

10.0:1 255 hp @ 6,200 rpm; 365 hp @ 6,000 rpm

3.73:1/2.11:1; 3.54:1/1.97:1 Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar

— 271 hp

Larger brakes than Kia Rio's WHEELS

Quick steering

New Michelins 114.4 in 62.8/64.8; 62.8/63.7 in 190.2 x 73.6 x 55.1 in 36.9; 36.9; 37.5 ft 3,649; 4,005; 4,147 lb 52/48; 52/48; 53/47% 5 38.3/37.0 in 42.6/36.4 in 56.4/54.8 in 40.9/23.3 cu ft

113.0 in 64.2/64.4 in 187.4 x 75.6 x 53.0 in 34.8; 35.4 ft 4,376; 4,489 lb 53/47; 52/48% 4 36.8/32.2; 37.2/32.5 in 42.0/32.5; 42.0/32.0 in 56.5/48.9 in —/5.4; —/4.7 cu ft

116.1 in 65.2/64.4 in 198.8 x 76.3 x 56.0; 56.2 in 37.4 ft 4,498; 4,662 lb 52/48; 53/47% 4 38.0/38.7 in 41.9/35.4 in 58.1/54.3 in 47.3/17.6 cu ft

113.2 in 62.2/62.2 in 184.8 x 72.8 x 56.8 in 38.1 ft 3,902 lb 48/52% 5 40.3/37.7 in 42.7/35.2 in 56.3/54.0 in —/14.6 cu ft

2.4; 2.0; 2.0/3.6; 2.9; 2.8 sec 4.9; 3.8; 3.8/6.6; 5.0; 5.2 8.5; 6.4; 6.5/10.7; 7.9; 8.1 13.4; 9.9; 10.1/16.6; 12.2; 12.4 3.3. 2.4; 2.4 15.0 sec @ 95.2 mph; 13.5 sec @ 105.5 mph; 13.6 sec @ 104.8 mph 126; 111; 104 ft 0.85; 0.91; 0.90 g (avg) 26.8 sec @ 0.67 g (avg); 25.0 sec @ 0.78 g (avg); 25.2 sec @ 0.77 g (avg) 1,600; 1,500; 1,550 rpm

1.9; 1.8/2.7; 2.7 sec 3.7; 3.7/4.7; 5.0 5.9; 6.8/7.3; 8.8 8.8; 11.2/10.5; 14.1 2.2; 2.8 13.0 sec @ 111.7 mph; 13.8 sec @ 99.3 mph 112; 113 ft 0.91; 0.88 g (avg) 25.2 sec @ 0.77 g (avg); 26.1 sec @ 0.69 g (avg) 1,300; 1,000 rpm

1.3; 1.1/1.9; 1.7 sec 2.8; 2.3/3.8; 3.0 5.0; 4.0/6.4; 5.0 8.0; 6.3/9.9; 7.7 2.0; 1.5 12.3 sec @ 111.3 mph; 11.4 sec @ 121.2 mph 101; 104 ft 1.01; 1.01 g (avg) 24.0 sec @ 0.84 g (avg); 23.9 sec @ 0.86 g (avg) 1,250; 1,150 rpm

2.1/2.9 sec 3.7/4.8 6.1/7.7 9.6/12.0 2.1 13.4 sec @ 104.9 mph

$32,800; $39,400; $41,600 (est) $34,800; $49,800; $47,800 (est) Yes/Yes 8: Dual front, front side, f/r curtain, front knee

$92,995; $97,505 $100,950; $147,950 $105,710; $101,195 $126,705; $172,495 Yes/Yes Yes/Yes 8: Dual front, front side, f/r curtain, front knee 8: Dual front, f/r side, f/r curtain, front knee

5 yrs/60,000 miles 10 yrs/100,000 miles

4 yrs/50,000 miles 6 yrs/70,000 miles; (8 yrs/100,000 miles hybrid comp/batteries)

4 yrs/50,000 miles 4 yrs/50,000 miles

$36,000 $57,500 Yes/Yes 8: Dual front, front side, f/r curtain, front knee 4 yrs/50,000 miles 8 years/120,000 miles*

5 yrs/60,000 miles 15.9 gal 19.9/30.5/23.6; 14.4/29.2/18.6; 16.7/29.0/20.6 mpg Not yet rated

4 yrs/Unlimited miles 21.7; 22.2 gal (+ 1 kW/h) 18.9/30.0/22.7; 31.3/36.9/33.6 mpg

4 yrs/50,000 miles 19.8; 23.8 gal 14.2/29.5/18.5 mpg; Not tested

4 yrs/50,000 miles 75 kW/h 89.7/128.2/103.7 mpg-e

16/26/19; 26/35/30 mpg

21/28/23; 18/25/21 mpg

131/120/126 mpg-e (est)

Not yet rated

211/130; 130/96 kW-hrs/100 miles

160/120; 187/135 kW-hrs/100 miles

26/28 kW-hrs/100 miles (est)

Not yet rated Unleaded premium

1.00; 0.66 lb/mile Unleaded premium

0.82; 0.94 lb/mile Unleaded premium

0.00 lb/mile (at vehicle) 110-220-volt 2-phase, or 480-volt 3-phase electricity

Pretty similar

With optional rear steer

(2+2)

But we did

*100,000 miles with standard-range battery

Seriously?!!

Wow!

Impressive at 2 tons

Quicker than predicted

119 ft 0.87 g (avg) 25.7 sec @ 0.74 g (avg) 7,125 rpm

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236

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179

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2599

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3359

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1 TON CAPACITY Customer Rating 1/2" DRIVE FOLDABLE SHOP CRANE 25" BREAKER BAR SAVE Customer Rating • Chrome vanadium steel construction $80 • Head swivels 180° LIFETIME WARRANTY

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19"

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UPDATE BMW 530i

BMW M2

CHEVROLET CAMARO SS

Words Motor Trend Editors

ARRIVAL 2017 Mazda CX-9 AWD (Touring) William Walker “That’s it! After what happened to my longterm Dodge Durango, I’m never valeting a car ever again!”

EPA CITY/HWY/COMB FUEL ECON 20/26/23 MPG BASE PRICE $38,710 PRICE AS TESTED $41,105 Keen Motor Trend readers will note that not long ago, I welcomed a 2017 Dodge Durango GT Blacktop to the long-term fleet. Normally I would have spent the better part of the year informing you all of my experience, but our time with the Dodge was cut short. On the evening of May 21, 2017, on our way back from a photo shoot, the Durango and about $25,000 worth of my wife’s photography equipment was stolen out of a supposedly secured valet parking lot while we ate dinner. I am sure there is a great quote that speaks about tragedy and loss and its ability to strengthen and rejuvenate. Nothing was ever recovered, and Dodge will be entrusting the Durango’s replacement to the less mean streets of our Detroit office, so for now, let me just say a warm welcome to my new long-term Mazda CX-9 Touring AWD. 162 MOTORTREND.COM / JANUARY 2018

On paper the CX-9 and the Durango share some similarities. Both offer three rows of seating, both cost just over $40,000, and both feature stylish exterior designs. Their personalities, however, sit at opposite ends of the automotive spectrum. The Durango, like most Dodge products, exudes masculine swagger with its crosshair grille and blacked-out trim and wheels. Where the Dodge paints with an industrial paint gun, the Mazda uses a Japanese calligraphy brush. It is no small feat to make a three-row SUV look light and elegant, but Mazda’s hard work paid off with a pretty design. Sitting one notch up from the base Sport model, our Snowflake White Pearl Mica (a $200 option) Touring AWD is comfortably equipped. Powered by a 2.5-liter turbo-four making 227 hp and 310 lb-ft, the CX-9 isn’t a screamer, but it has plenty of grunt to move through Los Angeles traffic. Although

regular unleaded fuel is acceptable, I opt to run premium unleaded, which gains me an additional 23 horsepower for a total of 250 hp. Our Mazda features i-Activ all-wheel drive, which diverts power rearward when it senses front wheelslip. Some torque is always being sent aft, but I wish there was a little more during initial acceleration in order to curb wheelspin and torque steer. Our Touring model comes with the standard but good-looking 18-inch alloy wheels shod in all-season tires. Suspension tuning is tight enough for twisty roads but is overall very comfortable. Having driven all the CX-9’s high-riding, three-row people-moving competitors during the past year, I can comfortably say that the Mazda has the best interior of the bunch. Our two-tone light tan and black leather interior looks especially sharp, and the seats are supportive enough to

CHEVROLET BOLT EV

FORD F-250 SUPER DUTY

HONDA CIVIC TOURING

HONDA CR-V AWD TOURING

MAZDA CX-5 AWD

MAZDA CX-9 AWD (TOURING) ARRIVAL

MERCEDES-BENZ GLC300

MINI COOPER S CLUBMAN ALL4

HONDA HR-V EX

NISSAN TITAN XD PRO-4X DIESEL

UPDATE HYUNDAI TUCSON LIMITED AWD

UPDATE JAGUAR F-PACE

UPDATE JEEP RENEGADE SPORT

SUBARU LEGACY SPORT

TOYOTA MIRAI

VOLVO XC90 AWD

RIDE ALONG FOR UPDATES ON OUR LONG -TERM FLEET

PAUL LAGUETTE

67.6”

SPECS 2017 Mazda CX-9 AWD (Touring)

11 5.3”

77.2”

CO2 emissions 0.87 lb/mile

19 9.4”

MT figure eight 27.7 sec @ 0.62 g (avg)

7.2 sec

15.5 sec @ 89.0 mph 123 ft

0-60 mph

Quarter mile

Braking distance, 60-0 mph

Vehicle Layout Front-engine, AWD, 7-pass, 4-door SUV Engine 2.5L/227-hp/310-lb-ft turbo DOHC 16-valve I-4 Transmission 6-speed automatic Lateral Acceleration 0.80 g (avg) Curb Weight (F/R Dist) 4,282 lb (55/45%) Energy Cons, City/Hwy 169/130 kW-hrs/100 miles keep you in place but comfortable enough for long treks. The placement of the controls is thoughtful, and the design and materials share a premium feel, especially compared to the competition. We also opted for the $1,745 Premium Touring package, which includes a 12-speaker Bose stereo system, navigation, a power moonroof, automatic headlights and wipers, LED foglights, second-row window shades, and rear backup sensors. All told, including the $450 roof rack side rails, our CX-9 rings up for $41,105. Time will tell if the theft that led to the beginning of my year chaperoning the Mazda will lead to a stronger appreciation and better ownership experience. My first impressions of the CX-9 have been quite positive, and I look forward to spending the next year driving and living with it. And you better believe I am never valet parking this one.

2017 BMW 530i Mark Rechtin “The BMW 5 Series bombs down the road; it’s a very relaxed and comfortable luxury car with a quiet, secure cabin even at autobahn speeds.” Although our $72,135 BMW has been the prisoner of a stultifying Los Angeles commute for most of its time in the Motor Trend fleet, associate editor Scott Evans piled on some major highway miles zooming out to Car of the Year testing near Mojave, California, and to a family function in the Bay Area. Evans and I concur that the 530i doesn’t feel like a 5 Series should—that is, like a proper-handling, firm, and composed midsized sport sedan. Rather, it feels like a lesser 7 Series luxobarge. (That’s because it is, at heart.) We’d love to hear BMW’s engineering rationalization for shrinking the 7 Series/ Ghost platform for the 530i instead of enlarging the 3 Series platform. Whatevs, Munich, we’re sure you have your reasons. On the plus side, once up to speed, the Bimmer bombs down the road like a budget 7 Series—a slightly less prestigious version, for sure, but still a very relaxed and comfortable luxury car. It absorbs road rot and expansion joints with aplomb. The downside: The 530i feels big and heavy and has no sense of urgency or excitement. It is hindered by numb handling and vague steering response—not what people expect from an Ultimate Driving Machine. Whereas past BMW sedans handled precisely—smaller and more nimble than their dimensions—the 530i

Service life / 5 mo/7,143 mi Avg CO2 / 0.86 lb/mi Energy cons / 147 kW-hrs/100 mi Unresolved problems / None Maintenance cost / $0 Normal-wear cost / $0 Base price / $52,195 As tested / $72,135

REAL MPG FUEL ECON 24.4 MPG comb.

BMW’s stark Bauhaus interior design language is typified by its minimalist gearshift and iDrive infotainment scroll wheel. has porcine traits. It cannot seem to wrest itself from its 7 Series shackles. While commuting, standard Drive mode is sufficient. Clicking the shifter into Sport mode provides a bit more authority to motivate this 3,906-pound beast in traffic. Sport mode for the chassis also cinches in the driver’s seat bolsters as if to say, “It’s magic time.” Sadly, the magician has left the stage. After driving the 530i at our COTY testing, Angus MacKenzie, MTÕs international man of mystery, asked rhetorically, “Has the desire to broaden BMW’s appeal come at the cost of losing the dynamic purity that made the cars so desirable in the first place?” It’s a question BMW engineers might want to ask of themselves.

JANUARY 2018 / MOTORTREND.COM 163

UPDATE | Long - term test

2017 Jaguar F-Pace 35t R Sport Ed Loh “Real MPG is spot on, as the F-Pace encourages a heavy foot. I’m impressed by the highway mpg and look forward to road trip validation.” One of the first things we do with any MT Garage newcomer is run it through our standard battery of instrumented tests in order establish a baseline and confirm it is delivering on its manufacturer’s claims. Our F-Pace hit 60 mph in 5.2 seconds on its way to a 13.8-second quarter mile at 101.0 mph. Not only is that quick for a five-passenger SUV, but road test editor Chris Walton also called out this cat’s consistency. “It didn’t seem to care how I launched,” he said. “It kept repeating the same run over and over. Even the trap speed varied by less than 1.0 mph. It had very smooth upshifts even in sport drive and Dynamic mode.”

Service life / 2 mo/3,399 mi Avg CO2 / 0.91 lb/mi Energy cons / 160 kW-hrs/100 mi Unresolved problems / None Maintenance cost / $0 Normal-wear cost / $0 Base price / $57,295 As tested / $64,343

REAL MPG FUEL ECON 19.3 MPG comb. In our standard 60–0 braking test, our F-Pace’s shortest stop of four was 116 feet, and the longest was 122 feet. Walton noted a “medium-soft pedal, little dive, zero ABS vibration, and straight stops,” as opposed to the side-to-side yawing that can sometimes occur. On our figure-eight handling course, which consists of two 200-foot circles separated on center by 500 feet, our F-Pace’s fastest run clocked in at 26.8 seconds at 0.67 g. Maximum lateral grip was calculated to be 0.83 g. Alone, these numbers might

2017 Jeep Renegade Sport 4x4 Jesse Bishop “The trek from sea level to 14,000 feet isn’t necessarily easy. I wasn’t sure if I or the Renegade would make it. Only one of us ended up having problems, though.”

Service life / 6 mo/3,593 mi Avg CO2 / 1.01 lb/mi Energy cons / 177 kW-hrs/100 mi Unresolved problems / None Maintenance cost / $0 Normal-wear cost / $0 Base price / $20,990 As tested / $26,585

REAL MPG FUEL ECON 20.9 MPG comb. “Underwhelming off-road performance.” That’s what we said about the Jeep Renegade two years ago when it failed to make the finalist cut for SUV of the Year. And with Colorado’s soaring fourteeners in my sights, that’s what I was hoping to test. Features editor Christian Seabaugh, who wrote the above criticism, assured me the Renegade would probably be fine. “If you choose your lines carefully and use the off-road modes,” he said, “you should be all right.”

164 MOTORTREND.COM / JANUARY 2018

That sounds easy enough, but I’d never had to “choose my lines,” and I had no experience with off-road modes. I was a rock-crawling novice; my knowledge didn’t extend past the fact that all-wheel drive was required to get where I hoped to go. My goal was not to determine whether my Jeep could hang at the Easter Jeep Safari or even to test its off-road limits. Rather, I needed to know if the Renegade has the off-road chops necessary to get me to

If you’re about 6 feet tall and not all legs, you can likely sit behind yourself without having to move the front seat forward. Those 60/40 split seats flop forward with a tug of a lever from the cargo hold. not mean very much, so for comparison, our longterm Mercedes-Benz GLC300 (the 2017 SUV of the Year) clocked a 27.3-second run at 0.65 g on the same course and 0.80 g on the skidpad. To be fair, our long-term GLC is down 99 horsepower and two cylinders to the Jag, and it costs $14,000 less, which also explains why the Merc hits 60 mph in 6.9 seconds and runs the quarter mile in 15.2 seconds at 89.6 mph. Our 340-horsepower F-Pace 35t, powered by a 3.0-liter supercharged V-6, turned in 16.2/25.4 mpg city/highway on our Real MPG fuel economy test. That under-delivers against the EPA city estimate of 18 mpg, but it considerably over-delivers against the EPA highway claim of 23 mpg. On the combined cycle, the gap is much smaller—0.7 mpg separates the 19.3 mpg according to our partners at Real MPG and the EPA estimate of 20 mpg. Now that we’ve established some benchmarks, we’ll use future updates to explain the F-Pace’s various driving modes and why it now smells funny.

These weren’t exactly the mightiest of rivers— closer to long puddles—but the Jeep never slipped when things got wet.

a trailhead a few miles off the beaten path. In that regard, the Jeep was a success. Over 14.6 miles of rutted, boulder-strewn roads, some 3,000 feet in elevation gained and lost at a 6-mph pace, and six stream crossings, it never missed a step. Choosing my lines meant aiming for the places that seemed least likely to hurt the Jeep, and I didn’t even need the off-road modes; 4WD Lock sufficed. I don’t intend to present this as some amazing feat of off-road mastery. I would bet on any SUV with AWD and comparable ground clearance handling the same trails. Some might take a little more finesse, but they’d reach the destination. And that’s the point. The Renegade Sport isn’t likely a serious option for serious off-roaders. But for those looking for something to get them to the trailhead in search of the all-important Instagrammable backdrop, this Jeep will do just fine.

Important Legal Notice from the United States District Court for the Southern District of Florida

If you are a current or former owner or lessee of certain Honda and Nissan vehicles, you could get cash and other benefits from a class action settlement. Si desea recibir esta notificación en español, llámenos o visite nuestra página web.

2017 Hyundai Tucson Limited AWD Chris Clonts “I really appreciate the bright interior floodlights on the 2017 Hyundai Tucson. It makes it easy to find things at night.” Service life / 3 mo/4,097 mi Avg CO2 / 0.89 lb/mi Energy cons / 153 kW-hrs/100 mi Unresolved problems / None Maintenance cost / $0 Normal-wear cost / $0 Base price / $32,070 As tested / $32,195

REAL MPG FUEL ECON 28.0 MPG comb. If you built a better mousetrap, would the world beat a path to your liftgate? Sorry for the mangled metaphor, but I was thinking about this after turning on a nifty touch of our Tucson Limited: the Smart Liftgate (handsfree) feature. Standard on the Value Edition, Night, Sport, and Limited trim levels, this innovation isn’t too new. But despite having the Tucson for four months, I hadn’t used this genius creation. Many such systems require some sort of gesture, such as waving a foot underneath the rear bumper, but all you have to do to operate the Tucson’s is stand there. As soon as you’re within the proximity detector (it detects the key fob in your hands, pocket, purse), a distinctive beeping warns you the hatch is about to open, which it does after a few seconds. The beeping gives you time to move out of the way or continue toward the driver’s door if you’re approaching the car from the rear. As soon as you’re out of the area of detection, the beeping stops, and the liftgate stays closed. What’s simpler: Waving one foot around like you’re doing the hokey pokey while trying not to set paper bags on rain-soaked ground, or standing while the liftgate does its thing? The no-gesture action also means people with limited mobility or with balance issues can use it, too, which broadens its appeal.

Settlements have been reached in a class action lawsuit alleging that consumers sustained economic losses because they purchased or leased vehicles from various auto companies that manufactured, distributed, or sold vehicles containing allegedly defective airbags manufactured by Takata Corporation and its affiliates. The Settlements include certain vehicles made by Honda and Nissan (the “Subject Vehicles”). Honda and Nissan deny any and all allegations of wrongdoing and the Court has not decided who is right. If you have already received a separate recall notice for your Honda or Nissan vehicle and have not yet had your Takata airbag repaired, you should do so as soon as possible. When recalled Takata airbags deploy, they may spray metal debris toward vehicle occupants and may cause serious injury. Please see your original recall notices and www.AirBagRecall.com for further details. Am I included in the proposed Settlements? The Settlements include the following persons and entities: • Owners or lessees, as of September 19, 2017, of a Subject Vehicle that was distributed for sale or lease in the United States or any of its territories or possessions, and • Former owners or lessees of a Honda Subject Vehicle that was distributed for sale or lease in the United States or any of its territories or possessions, who, between November 11, 2008 and September 19, 2017, sold or returned pursuant to a lease, a Subject Vehicle that was recalled before September 19, 2017, or • Former owners or lessees of a Nissan Subject Vehicle that was distributed for sale or lease in the United States or any of its territories or possessions, who, between April 11, 2013 and September 19, 2017, sold or returned pursuant to a lease, a Subject Vehicle that was recalled before September 19, 2017. A full list of the Honda and Nissan Subject Vehicles can be found at www.AutoAirbagSettlement.com. The Settlements do not involve claims of personal injury. What do the Settlements provide? Honda and Nissan have agreed to Settlements with a combined value of approximately $703 million, including a 10% credit for the Nissan Rental Car/Loaner Program and a 20% credit for the Honda Enhanced Rental Car/ Loaner Program. The Settlement Funds will be used to pay for Settlement benefits and cover the costs of the Settlements over an approximately four-year period. The Settlements offer several benefits for Class Members, including (1) payments for certain out-of-pocket expenses incurred related to a Takata airbag recall of a Subject Vehicle, (2) a Rental Car/Loaner Program while certain Subject Vehicles are awaiting repair, (3) an Outreach Program to maximize completion of the recall remedy, (4) additional cash payments to Class Members from residual settlement funds, if any remain, and (5) a Customer Support Program to help with repairs associated with affected Takata airbag inflators and their replacements. The Settlement website explains each of these benefits in detail.

How can I get a Payment? You must file a claim to receive a payment during the first four years of the Settlements. If you still own or lease a Subject Vehicle, you must also bring it to an authorized dealership for the recall remedy, as directed by a recall notice, if you have not already done so. Visit the website and file a claim online or download one and file by mail. The deadline to file a claim will be at least one year from the date the Settlements are finalized and will be posted on the website when it’s known. What are my other options? If you do not want to be legally bound by the Settlements, you must exclude yourself by January 8, 2018. If you do not exclude yourself, you will release any claims you may have against Honda and Nissan, in exchange for certain settlement benefits. The potential available benefits are more fully described in the Settlements, available at the settlement website. You may object to the Settlements by January 8, 2018. You cannot both exclude yourself from, and object to, the Settlements. The Long Form Notices for each Settlement available on the website listed below explain how to exclude yourself or object. The Court will hold a fairness hearing on February 7, 2018 to consider whether to finally approve the Settlements and a request for attorneys’ fees of up to 30% of the total Settlement Amount and incentive awards of $5,000 for each of the Class Representatives. You may appear at the fairness hearing, either by yourself or through an attorney hired by you, but you don’t have to. For more information, including the relief, eligibility and release of claims, in English or Spanish, call or visit the website below.

1-888-735-5596 • www.AutoAirbagSettlement.com To access the Tucson’s 31 cubic feet of cargo space (seats up), you don’t have to be coordinated, just a little patient.

VERDICT | Long- term test

2016 Chevrolet Colorado Z71 4x4 Duramax Christian Seabaugh “I’ve got a Colorado-sized hole in my heart. Chevy, would you mind sending the Z71 Duramax back?”

It was hard for me to not get attached to “my” 2016 Chevrolet Colorado Z71 4x4 Duramax long-termer. We’ve been through a lot together over the past 12 months and 28,155 miles—nearly a dozen national and state parks and forests, tons of road trips, and plenty of hauling. I’ve enjoyed driving the Colorado so much that despite being given the opportunity to drive some of the hotter cars floating around our fleet, I’d almost always stick with the trusty Chevy. There’s nothing in our fleet as flexible as the Colorado. It’s a rolling Swiss army knife—whether my plans included running local errands, filling the bed with building supplies, road tripping, or off-roading, the Colorado was ready for anything. The most exceptional thing about the Chevy was its engine. The Duramax 2.8-liter turbodiesel I-4 only makes 181 hp, but its 369 lb-ft of torque gets the little(ish) truck moving with authority. It

166 MOTORTREND.COM / JANUARY 2018

Service life / 12 mo / 28,097 mi Base price / $35,535 Options / Turbodiesel engine ($3,905: Exhaust brake, trailer brake controller, 2-speed transfer case, 16 x 7.0-in steel spare wheel); Assist steps ($745); Bose audio ($500); MyLink audio ($495: 8-in touchscreen, navigation); Bedliner ($475); Trailering equipment ($250) Price As tested / $41,905 Avg Econ/CO2 / 23.4 mpg / 0.95 lb/mi Problem Areas / Steering shaft noises, switchgear, horn Maintenance cost / $562.92 (8-DEF; 4-oil change, tire rotation; 1-cabin air filter, engine air filter, diesel fuel filter) Normal-wear cost / $0 3-Year Residual Value* / $33,700 Recalls / None

REAL MPG CITY/HWY/COMB FUEL ECON 21.5/31.9/25.2 MPG *IntelliChoice data; assumes 42,000 miles at the end of three years

never left me wanting for more power, even if the six-speed automatic sometimes took a bit longer than I’d like to downshift and get in the meaty bit of the Duramax’s powerband. Almost more important than how the Duramax behaves on the road is what it enables the Colorado to do—for a $3,905 premium, it increases

towing capacity by 600 pounds (up to 7,600 total) over the 3.6-liter V-6 and improves fuel economy from an EPA-rated 17/24/20 mpg city/highway/ combined to 20/28/23 mpg for four-wheel-drive models such as our Colorado Z71. These improvements were noticed on the road, too. Our last longterm Colorado, a nearly identically equipped 2015 Colorado Z71 4x4 with the older 3.6-liter V-6 and six-speed auto, averaged 19.5 mpg over 13 months and 31,069 miles. Our departing diesel Colorado averaged 23.4 mpg over 12 months and 28,158 miles, a 20 percent improvement. It’s also worth mentioning that the last 8,127 miles we drove the Colorado was without the aero-enhancing front air dam attached. During that time period without the air dam, the Colorado averaged 23.1 mpg. In the 20,031 miles we drove with the air dam attached, the Colorado averaged 23.3 mpg. It appeared the air dam has minimal realworld benefits—at least on diesel models. Despite observed fuel economy improving versus the gas model, running costs were higher. The three services our 2015 Colorado V-6 went through over 30,000 miles costs us $0. Our 2016 Colorado Duramax cost us $728.78 for its four service visits, which included oil changes and tire rotations on each visit, plus cabin air filter,

2016 Chevrolet Colorado 4WD Z71 POWERTRAIN/CHASSIS

Front-engine, 4WD Turbodiesel I-4, iron block/ alum head DOHC, 4 valves/cyl VALVETRAIN 169.4 cu in/2,776cc DISPLACEMENT 16.5:1 COMPRESSION RATIO 181 hp @ 3,400 rpm* POWER (SAE NET) 369 lb-ft @ 2,000 rpm* TORQUE (SAE NET) 4,500 rpm (fuel cut) REDLINE 26.6 lb/hp WEIGHT TO POWER 6-speed automatic TRANSMISSION 3.42:1/2.29:1 AXLE/FINAL-DRIVE RATIO SUSPENSION, FRONT; REAR Control arms, coil springs, anti-roll bar; live axle, leaf springs DRIVETRAIN LAYOUT ENGINE TYPE

STEERING RATIO TURNS LOCK-TO-LOCK BRAKES, F; R WHEELS TIRES

16.8:1 3.2 12.2-in vented disc; 12.8-in vented disc, ABS 8.0 x 17-in, cast aluminum 255/65R17 M+S (110T) Goodyear Wrangler All Terrain Adventure

DIMENSIONS

The Duramax 2.8-liter turbodiesel I-4 only makes 181 hp, but its 369 lb-ft of torque gets the little(ish) Chevy truck moving with authority. engine air filter, and diesel fuel filter changes on the final two visits. Chevy currently offers the first two required services for free, but our truck didn’t qualify because it’s owned by GM. If our Colorado were privately owned, it would have cost $453.40 for the third and fourth scheduled services required as we neared 30,000 miles. Add in the $109.52 we spent on about 44 gallons of diesel exhaust fluid (DEF), and we spent a total of $838.30, including $275.38 for the first two services. To some, myself included, the added running costs of the Duramax engine might be worth the improved drivability, better fuel economy, and lower fuel costs (at least in California; diesel is more expensive in most states) versus the gas-powered Colorado. We haven’t had the new Toyota Tacoma or Honda Ridgeline in our long-term fleet to directly compare running costs, but we did have a 2012 Nissan Frontier Pro-4X five years ago. It costs us $700 to maintain over 14 months and 31,000 miles. In terms of reliability, our Colorado was not without faults. It had a handful of issues throughout its stay. They were mostly small, annoying quality

concerns such as the driver information center displaying the GMC logo on start-up at first or the rubber seal by the right-rear door starting to strip toward the end of its stay. It also needed two singlenight stays at the dealer. One was to replace the toggle switches on the center stack because they didn’t work properly when the truck was delivered. The other replaced a portion of the steering column that was causing the clunking sound. All of the issues were covered under warranty. The only wear on the Colorado worth noting is the loose weather stripping and the felt seat back on the rear bench seat is looser than it was at delivery. A plastic-backed rear seat such as the one found on the Toyota Tacoma would probably help for when the Colorado’s passenger compartment is called into cargo-hauling duty. Our year with the Colorado validates our decision to award it back-to-back 2015 and 2016 Truck of the Year honors. The diesel’s operating costs are higher than the gas version, but the capability and versatility of the Colorado can’t be beat. My next long-termer will have mighty big shoes to fill. n In the grind of L.A. driving, the Colorado is big enough to comfortably fit four adults yet small enough to plug a tight gap in traffic or parallel park with ease. It’s great on the highway, and when the road disappears, it more than holds its own off-road.

WHEELBASE TRACK, F/R LENGTH X WIDTH X HEIGHT TURNING CIRCLE CURB WEIGHT WEIGHT DIST, F/R SEATING CAPACITY HEADROOM, F/R LEGROOM, F/R SHOULDER ROOM, F/R PICKUP BOX L X W X H CARGO VOLUME WIDTH BET WHEELHOUSES PAYLOAD CAPACITY TOWING CAPACITY

128.3 in 62.4/62.4 in 212.7 x 74.3 x 70.6 in 41.3 ft 4,821 lb 57/43% 5 41.4/38.3 in 45.0/35.8 in 57.5/56.2 in 61.7 x 57.8 x 20.9 in 41.3 cu ft

44.4 in 1,379 lb 7,600 lb

TEST DATA

0-30 0-40 0-50 0-60 0-70 0-80 PASSING, 45-65 MPH QUARTER MILE BRAKING, 60-0 MPH LATERAL ACCELERATION MT FIGURE EIGHT TOP-GEAR REVS @ 60 MPH

2.6 sec

4.4 6.4 9.2 12.4 17.0 5.3 16.8 sec @ 79.7 mph 130 ft 0.73 g (avg) 29.1 sec @ 0.56 g (avg) 1,600 rpm

CONSUMER INFO

BASE PRICE PRICE AS TESTED STABILITY/TRACTION CONTROL AIRBAGS BASIC WARRANTY POWERTRAIN WARRANTY ROADSIDE ASSISTANCE FUEL CAPACITY REAL MPG, CITY/HWY/ COMB EPA CITY/HWY/COMB ECON ENERGY CONS, CITY/HWY CO2 EMISSIONS, COMB RECOMMENDED FUEL *SAE certified

$35,535 $41,905 Yes/Yes Dual front, front side, f/r curtain 3 yrs/36,000 miles 5 yrs/100,000 miles 5 yrs/100,000 miles 21.0 gal 21.5/31.9/25.2 mpg 20/28/23 mpg 189/135 kW-hrs/100 miles 0.97 lb/mi Diesel

JANUARY 2018 / MOTORTREND.COM 167

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The Big Picture ELECTRIC WARRIORS Vast and loud and colorful, the Frankfurt Motor Show displayed the swaggering might of the German auto industry. But although there were plenty of interesting and significant production vehicles making their debuts across the sprawling Frankfurt Messe complex, the buzz was about all the hybrids and electric vehicles we’ll be driving in the next five years. 2017 was the year the future arrived at Frankfurt. Glimpses of that future were everywhere, from the show-stopping Mercedes-AMG Project One hypercar with its 1,000-hp hybrid powertrain to a production version of the all-electric, all-wheeldrive, 400-hp Jaguar I-Pace hiding in plain sight under wings and spoilers and a race car paint job on the Jaguar Land Rover stand. These were tangible expressions of product strategies now in play as automakers get ready for what will be the most disruptive and transformational decade the industry has seen in more than a century. But here’s the kicker: No one knows who’s got it right. Take Daimler and BMW. Both say they’ll have 10 to 12 battery electric vehicles (BEVs) on the market by the early 2020s. And both say the vast majority of the rest of their models will become either plug-in or mild hybrids with 48-volt electrics within the same timeframe. Their goals are strikingly similar, yet both intend to achieve them by very different methods. Daimler, which is spending an eye-watering $12 billion on electrification, is taking a multiarchitecture approach. First, it’s dropping the gas and diesel internal combustion engines from the entire Smart lineup, making the ultra-compact city car brand entirely electric-only by 2020. And there’ll be plug-in and mild hybrid versions of every Mercedes-Benz model available around the same time. Meanwhile, subcompact Mercedes BEVs will be built on a modified version of the MFA2 architecture, which currently underpins the A-Class and B-Class models, and they are scheduled to arrive 2019.

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MOB RULE The Project One draws a crowd.

The real investment, though, is in a unique BEV architecture that will appear under a whole new range of vehicles to be sold under the Mercedes-EQ brand—the first of which is due to appear by the end of 2020. Daimler strategy and product planning chief Wilko Stark says the dedicated yet highly flexible BEV architecture will give the company the ability to cover all vehicle segments. Engineers will be able to easily vary the wheelbase, the number of battery packs, and the number of electric motors and decide whether the vehicle is RWD or AWD. BMW, on the other hand, is focusing on just two architectures—one front-drive, the other rear-drive—that R&D chief Klaus Frölich says will be able to accommodate conventional internal combustion engine drivelines and advanced plug-in hybrid (PHEV) and BEV powertrains.

Daimler insiders suggest BMW’s strategy leads to weight, packaging, and manufacturing constraints that mean compromises for every vehicle, but Frölich insists the opposite. “We have worked 10 years on this,” he says. Key to the BMW approach has been a program to improve the energy density of scalable battery packs with cells built to BMW’s own design and using its own chemistry, along with developing modular power electronics systems and e-motors in-house. “We realized in 2009 that if we doubled the energy density of the battery cells, we could do BEVs in our normal architectures,” Frölich says. He also says BMW has already met that target. The 2021 production version of the BMW i Vision Dynamics concept shown at Frankfurt, called the i5 and boasting a 0–60-mph acceleration time of less than 4 seconds along with a range of 370 miles, will therefore roll on the same underpinnings as the regular 5 Series. Ultimately, Frölich says, BMW’s i brand lineup will have more than 10 uniquely styled BEVs and 20 to 30 iPerformance-branded PHEVs able to travel 60 miles on pure battery power. So who’s got it right? Daimler or BMW? We’ll know 10 years from now. n

JANUARY 2018 / MOTORTREND.COM 171

Our dream, made real. The Honda CR-V For the past decade, we’ve made the best-selling CUV in America.* This year, the dream continues with the stylish and advanced 2018 CR-V.

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