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MOTOR TREND (ISSN 0027-2094) April 2018, Vol. 70, No. 4. Published monthly by TEN: Publishing Media, LLC, 1212 Avenue of the Americas, 18th Floor, New York, NY 10036. Copyright© 2018 by TEN: Publishing Media, 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: MOTORTREND, P.O. Box 420235, Palm Coast, FL 32142-0235. 68 BUILD IT, AND THEY WILL SMILE Mercedes-Benz E400 All-Terrain 4x4 Squared JonnyLieberman 70 DER NEUE JETTA 2019 Volkswagen Jetta prototype Can VW’s redesigned compact sedan rescue Germany’s beleaguered auto giant? JonnyLieberman 76 THE PRICE OF PRICELESS 2017 Ford GT After our first car breaks, we get a second chance. ScottEvans 80 FASTEST GUNS IN THE WEST 2018 McLaren 720S, Lamborghini Huracán Performante ScottEvans 42 28 DETROIT AUTO SHOW SPECIAL 2018 North American International Auto Show First looks at the best from Detroit. MotorTrendStaff 60 KEEPING UP WITH THE JONESES 2018 GMC Yukon Denali, Infiniti QX80 GMC Yukon Denali and Infiniti QX80 get primed to stay fresh. AlisaPriddle 64 POWER MAD 2018 Jeep Grand Cherokee Trackhawk Jeep put 707 horsepower under the hood. Are they crazy? JonnyLieberman 2018 Chevrolet Tahoe Z71 VS. 2018 Dodge Durango 4 R/T VS. 2018 Ford Expedition XLT FX4 VS. 2018 Nissan Armada Platinum VS. 2018 Toyota Sequoia TRD Sport These big SUVs are built to work and play hard. OFBEASTSBURDEN EST. 1949 VOL. 70, NO. 4 COVER STORY April 2018Cover Photos William Walker ChristianSeabaugh 28
DEPARTMENTS 12LOHDOWN Millions of cars used Takata airbags. Is one of them yours? 14 TREND INTAKE This month’s hot metal WE SAY Words from our editors 20REFERENCE MARK Why the next recession will happen in 2019. 22TECHNOLOGUE Is the era of camless valvetrain finally upon us? 24 THEY SAY INTERVIEW Jim Lentz, president, Toyota Motor North America 26 YOUR SAY Our readers talk back 98 THE BIG PICTURE EveryonewantsanSUV MOTOR TREND ARRIVAL Kia Stinger GT UPDATES BMW M2, Chevrolet Bolt, Ford F-250, Kia Niro, Mercedes-Benz GLC300 VERDICTS Honda HR-V, Nissan Titan XD NEXT BIG THING? Byton, a Chinese EV startup, unveiled its concept SUV at the Consumer Electronics Show with the claim of 2020 availability. 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. 24 20 22 98 86 14
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YOUR DREAM CAR IS WAITING SEE SHOW DETAILS AT Editorial Editor-in-Chief Edward Loh @EdLoh Executive Editor Mark Rechtin @markrechtin International Bureau Chief Angus MacKenzie @Angus_Mack Senior Features Editor Jonny Lieberman @MT_Loverman Detroit Editor Alisa Priddle @alisapriddle Features Editor Christian Seabaugh @C_Seabaugh Associate Editor Scott Evans @MT_Evans Manager, Visual Assets Brian Vance Photography Asset Editor William Walker @MT_dubdub Associate Photo Editor Robin Trajano Associate Photographer Jade Nelson Managing Editor Rusty Kurtz Senior Copy Editor Jesse Bishop @thejessebishop Copy Editor Mary Kaleta @marykaleta Technical Technical Director Frank Markus @MT_Markus Testing Director Kim Reynolds @MT_Reynolds RoadTestEditor Chris Walton Associate RoadTestEditor Erick Ayapana @Erkayapana Art Creative Director Alan Muir Managing Art Director Mike Royer @MT_Royer Contributors Correspondents Mike Connor, Aaron Gold, Randy Pobst, Derek Powell, Jason Udy, Gary Witzenburg Photographers Wesley Allison, Brian Brantley, Daniel Byrne, Jim Frenak, Evan Klein, Julia LaPalme, Jessica Walker, Kevin Wing Artists Paul Laguette, David Kiss Motor Trend Digital Senior Production Editor Zach Gale @ZachGale Associate Online Editors Alex Nishimoto @MT_NishiMotor, Erika Pizano, Kelly Pleskot, Collin Woodard, Michael Cantu, Stefan Ogbac Motor Trend en Español Miguel Cortina @CortinaMiguel Video Producer Cory Lutz Social Media Editor Carol Ngo Motor Trend Original Programming VP / Executive Producer Mike Suggett Head of Production Julia Smart Creative Director Levi Rugg Director of Post Production Duane Sempson Senior Producer Kristin Curtin Producers Michelle Turczyn, Luis Navarro Production Manager Kimberly Yan Production Coordinators Natalia Lax, Melinda Graves Associate Creative Directors Greg Colosimo, Jiro Ietaka Writer/Host Fred Williams Senior Director Dustin Gould Director Bradford Alicea Senior Editor Clint Stringfellow Editors Kenneth Thompson, Mark Lessley Lead Assistant Editor Matt Siner Assistant Editors John Truax, Christian Taylor, Brittany Whitesel Post Production Producers Matt Frank, Cynthia Hogan Post Production Assistant Jerry Liggins Motor Trend Auto Shows VP,GeneralManager Steve Freeman Motor Trend Certified Vehicles For more information, please contact us Info@Motortrendcertified.comat,
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Automotive recall announcements keep bubbling in the news cycle, and although it might be easier to simply ignore them, the Takata airbag recall is one that demands your attention. According to USA Today, improperly inflating Takata airbags have resulted in the deaths of 21 people worldwide and injuries to more than 180. The issue: The chemical propellant designed to rapidly inflate the airbags can degrade over time, especially in hot and humid climates, causing the propellant to ignite too quickly and rupture its metal container, sending shrapnel toward vehicle occupants.
Several manufacturers have expressed concerns to us about how, despite concerted efforts, getting vehicle owners in for this vital service has been exceedingly difficult—particularly for older models purchased on the second-hand market because car companies and their dealers lose the ability to follow up with new owners. And the recall numbers are only going to go up. Given the size and complexity of the problem, NHTSA has rolled out the recall in phases that started in May 2016, with updates at the end of each December. The final phase is scheduled for December 31, 2019, at which point all affected vehicles will be identified and recalled.Untilthen, check early and often at nhtsa.gov/recalls. the time we went
GO TO:
Just before we went to press, the National Highway Traffic Safety Administration and several auto manufacturers announced an additional 1.2 million vehicles affected by these defective airbag inflators. This brings the total number of vehicles affected to more than 42 million, with 69 million airbag inflators affected.
to press, these were the affected brands. • Ford • GMC • Honda • Infiniti • Jaguar • Jeep • Land Rover • Lexus • Lincoln • Mazda • McLaren • Mercedes-Benz • Mercury • Mitsubishi • Nissan • Pontiac • Ram • Saab • Saturn • Scion • Subaru • Tesla • Toyota • Volkswagen What’s On Demand This Month? MotorTrendOnDemand.com SCHEDULE KEY RACING ORIGINAL PROGRAMS The program information provided is subject to change. NEW ROADKILL EXTRA AND DIRT EVERY DAY MONDAYSEXTRATHROUGHFRIDAYS 12 MOTORTREND.COM Other resources: NHTSA.gov • safercar.gov
MILLIONS OF CARS USED TAKATA AIRBAGS. IS ONE OF THEM YOURS? Edward Loh @EdLoh The Lohdown FEB. 23 JUNKYARD GOLD Ep. 5 FEB. 26 ROADKILL GARAGE Ep. 27 FEB. 28 ENGINE MASTERS Ep. 32 MARCH 2 PUT UP OR SHUT UP Ep. 9 MARCH 5 ROADKILL Ep. 77 MARCH 7 IGNITION Ep. 189 MARCH 9 DIRT EVERY DAY Ep. 74 MARCH 12 HOT ROD GARAGE Ep. 63 MARCH 14 HEAD 2 HEAD Ep. 99 MARCH 19 ROADKILL Ep. 78 MARCH 23 JUNKYARD GOLD Ep. 6 MARCH 26 ROADKILL GARAGE Ep. 28 MARCH 28 ENGINE MASTERS Ep. 33 MARCH 30 PUT UP OR SHUT UP Ep. 10
This is one of the largest and most complicated automotive recalls in history. So what should you do? Find your smartphone, tablet, or computer, and point your web browser to nhtsa.gov/recalls. Then get your vehicle registration, or wander to the front of your car’s windshield on the driver’s side, and locate the 17-digit Vehicle Identification Number (VIN). Tapping this number into the site’s VIN checking field will let you know whether your car has defective airbags (or other outstanding recalls) and needs to be serviced. Additional resources, including more details on the recall and on how to get your vehicle fixed, are also on the site. Checking your VIN is free, and if your vehicle has a defective airbag, getting it repaired at your local dealer is also free. Anyone who tells you differently is flat-out wrong; if it’s someone in the service depart ment, the dealer principal needs to be informed immediately, along with the manufacturer he or she represents, the Better Business Bureau, and NHTSA nhtsa.gov/recalls
It bears repeating that more than 42 million vehicles are affected, covering 19 manufacturers and some 34 brands at this point. On the affected vehicle list is everything from the 2002 Toyota Sequoia to the 2017 McLaren 570S, so if you think you and your loved ones are probably fine, you’re taking an unnecessary risk. Maybe you don’t have a car on the list, but how about the co-worker you go to lunch with or the neighbor in the carpool with your kids? Have teenagers? What are their friends driving? Probably something a few years old. Even ask your Lyft driver if he or she has had it checked (those people love to talk). Sounds funny, but the risk is real.
The Byton concept is compatible with up-and-coming 5G communications technology. It has also incorporated Amazon Alexa in its voice control system. When it goes into production, Byton says the SUV will feature Level 3 autonomous capabilities, which require the human driver to intervene if the road situation requires. By 2020, Byton plans to issue an over-the-air update so its vehicles can reach Level 4—meaning the cars can drive on their own under specific conditions, as defined by the SAE. Two versions are in the works. A rear-wheel-drive model will pack a
INTAKE P14 THIS MONTH’S HOT METAL THEY SAY P24 INTERVIEW JIM LENTZ, TOYOTA WE SAY P20 WORDS FROM OUR EDITORS 2018 CONSUMER ELECTRONICS SHOW 14 MOTORTREND.COM / APRIL 2018
BYTON EV CONCEPT
The latest entry to a crowded field, Chinese EV startup Byton has unveiled a concept electric SUV with autonomous technologies, a loungelike interior, and face recognition cameras. A production version is expected for China by the end of 2019, followed by Europe and the U.S. in 2020. It’s a bold claim, but Byton President Daniel Kirchert says the vehicle will be the “first-ever affordable premium EV that fulfills the requirements as the first car in every household.” The midsize SUV will start at around $45,000. That’s a broadside across the bow of Tesla, for sure. Up front, the Byton concept features lights that can change depending on different driving scenarios and the messages it wants to communicate to others on the road. Face recognition cameras on the B-pillars can unlock the doors for drivers or passengers. Instead of traditional side mirrors, the vehicle has discreet side-view cameras to help drivers see their outside surroundings.Stepinthecabin, and the concept reveals a living area with a wooden floor, leather upholstery, and rotating seats.
Providing vehicle information and infotainment is a screen nearly spanning the 50-inch width of the dashboard, complementing a smaller driver tablet behind the steering wheel and two screens in the rear seats. To control functions such as navigation, users can make hand gestures from any position in the car.
TREND 4.18 NEWS / OPINION / GOSSIP / STUFF
TESLA COMPETITOR Byton’s all-electric midsize SUV is set to battle the Tesla Model X. SAY P26 TALK BACK 71-kilowatt-hour battery pack that can help the vehicle travel about 250 miles. This model features a single motor delivering 295 lb-ft of torque. The four-wheel-drive version boasts a 95-kW-hr battery and a driving range of up to 323 miles. It has a dual-motor setup good for 523 lb-ft. Recharging to 80 percent takes just 30 minutes in fast charge mode, Byton claims. Byton will manufacture the new SUV in Nanjing, China. Beginning in 2021, Byton expects to start rolling out other vehicles. A sedan and a multipurpose vehicle will sit on the same platform as the SUV.
YOUR
Kelly Pleskot
EMBEDDED TECH A tablet built into the Byton EV concept’s steering wheel lets drivers control content on the large central display.
READERS
04.18 TREND APRIL 2018 / MOTORTREND.COM 15
2018 CONSUMER ELECTRONICS SHOW 04.18 TREND NEWS / OPINION / GOSSIP / STUFF 16 MOTORTREND.COM / APRIL 2018 FIRST LOOKS
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The first shows off a gesture control system, allowing users to make different gestures to adjust volume, ventilation, and music settings. Another showcases a feature that allows rear passengers to listen to different music from front passengers, made possible by noise-cancellation technology creating two zones in the car. These exhibits also have what Kia calls the world’s first in-vehicle 5G connection and facial recognition tech that will disable many features of a car if it doesn’t recognize a driver.
Frank Markus
VISUAL CUES Along with a sound alert, the lights act as a method of communicating with pedestrians.
Hyundai is investing heavily in fuel cell EVs and gambling on government and industry support of a hydrogen refueling infrastructure that remains meager and restricted primarily to California.
The Nexo packages the motor, drive unit, and fuel cell together, reducing the packaging volume by 18 percent and the mass by 14 percent. System efficiency improves by 5.1 percentage points to an impressive 60.4 percent, and power density leaps by 50 percent to 3.1 kW/liter of packaging space. And that’s just under the hood. Three new hydrogen tanks store 52.2 liters of hydrogen apiece and package below the floor with room for batteries. The tanks are sized to provide an estimated 370-mile range. Mass drops from 281 to 245 pounds. Kia unveiled different cockpits to demonstrate the technology inside the concept.
Kelly Pleskot
Right on the heels of intro ducing the plug-in hybrid Niro, Kia is previewing an all-electric version of a small wagon. Because it doesn’t have an engine to cool, the Niro EV has an interactive display panel instead of the grille you see on other Niros. To counteract its quietness, speakers sound an alert to pedestrians crossing in front of the car while lights provide an additional warning. The cabin features a wraparound design and mixes silver, gray, and bronze colors.
The new permanent magnet motor’s output jumps from 100 kW (134 hp) and 221 lb-ft up to 120 kW (161 hp) and 291 lb-ft. Hyundai claims 0–60 times will drop from 12.5 to 9.5 seconds in a vehicle that’s expected to weigh 4,000 pounds. Combined efficiency should jump from 50 to 55 mpg-e. Cold-start capability improves from 14 degrees F to -22, and durability has been tested to in extreme conditions simulating 10 years and 100,000 miles of use. If and when the hydrogen infrastructure arrives, Hyundai appears to be well positioned to capitalize on it.
Hyundai Nexo Fuel Cell Concept
Kia Niro EV Concept
The model was born in Kia’s design studio in South Korea.
The company plans to follow up its current Tucson FCEV with the Nexo, a new crossover boasting bespoke sheetmetal on a chassis tailored to the needs of a fuel cell EV
Power comes from a 64-kilowatt-hour lithiumpolymer battery pack and a 150-kW (201-hp) electric motor. Kia says the concept achieves a driving range of 238 miles–matching the Chevrolet Bolt’s EPA-rated rangeTheexactly.NiroEV concept is a nice follow-up to the Soul EV, which is rated at 111 miles of range. By 2025, Kia wants to introduce 16 electrified vehicles, including hybrids, plug-ins, and all-electric vehicles. This goal includes a new fuel cell vehicle that Kia plans to launch in 2020.
NEWS / OPINION / GOSSIP / STUFF 18 MOTORTREND.COM / APRIL 2018
Photo: Motor Trend Archive
DanMemoriam:Gurney
In
… With big support from Goodyear and Ford Motor Company, Shelby’s project was unfolding and soon demanded my and many other young drivers’ attention. It did not start out as the larger-than-life story it would become. We wanted to race for this all-American team made up of Southern California car enthusiasts even if it meant forgoing overall victories, which could only be achieved by racing the big prototypes. What a fabulous adventure Shelby American was. Winning races in the U.S. road racing circuit then venturing out to the big ones: Daytona, Sebring, Targa Florio, Le Mans, the Nürburgring, Goodwood, and Bridgehampton. … My first Cobra win came in Bridgehampton in the Cobra roadster in 1963. As it happens, it was the first time an American driver had won an FIA race in an American car. I remember an incident at the Targa Florio in May 1964. [Shelby] had entered four Cobras and three had broken down. I, co-driving with Jerry Grant, was on my last lap holding up the honor of Shelby American. Halfway around this incredible 42-mile-lap circuit through the Sicilian mountains, the car started to have problems. I tried to nurse it along at a very low speed with a broken rear suspension, determined to make it to the finish line if possible. When I arrived, one-and-a-half hours later than anticipated and surprise, I looked up and down the pit lane for my crew and, incredibly, they had packed up and left. I was not amused. When I arrived at the hotel, he and the team were eating dinner in the big dining room all cleaned up and smiling sheepishly at me still wearing my dirty driving suit. My crossing the finish line brought Shelby American the GT Class win.
TIMING It’s unknown if this picture was taken before or after Shelby (right) waved a hammer at Gurney, who replied with a finger on the next lap at the 1966 12 Hours of Sebring.
Carroll Shelby, in John Edgar’s 450S V-8 Maserati, was leading the race at the start, but he spun in the first or second lap, and I was able to pass him and a few others and led until Shelby and the Maser got by me at the end of the race. The crowd went wild over this unknown guy from Riverside. At the Mission Inn that night Carroll and I both got standing ovations. … That was the beginning of a long friendship. We both ventured out to Europe. He drove in some Formula 1 and sports car races, just like I did.While I was busy in Europe on the Formula 1 circuit, Carroll started to transform his big ideas into reality by founding Shelby American.
1931-2018
LEGEND The Gurney Eagle Mk1 remains the only car built and driven by an American to win a Formula 1 race (the 1967 Grand Prix of Belgium).
American racing legend Daniel Sexton “Dan” Gurney died on January 14 from complications of pneumonia. He was 86. The former Formula 1, Le Mans, IndyCar, NASCAR, and CanAm driver leaves a legacy of race wins and world championships, including the distinction of building and driving the only American car ever to win a Formula 1 race. He is likewise credited with inventing the Gurney flap and establishing the tradition of spraying Champagne on the winner’s podium. His company, All-American Racers, continues today as an engineering design and fabrication firm. To better do his legacy justice, we present Dan in his own words in excerpts from a speech he gave in 2012 at a memorial for his longtime competitor, employer, and friend Carroll Shelby. Dan Gurney, 2012: I was back from Korea and out of the Army. In 1955, I lived in Riverside and worked at Hunter Engineering. I had very few pennies to my name, a young family to support, and I was trying to break into the flourishing Southern California sports car racing scene. To be part of this established circle of amateur racers was no small task. My friend Skip Budson and I often visited restaurants and bars frequented by these car owners and drivers. Places like The Steering Wheel in Montebello, or Blarney’s Castle, or Grand Prix in Los Angeles, to establish contacts and hopefully get a ride, to drive someone else’s car. After many bumps on the road, my successful but very short racing career with my own Triumph and Porsche came to a sudden stop due to a lack of money, but just in time my performance in Cal Bailey’s Corvette caught the eye of Frank Arciero. He offered me his 4.9 Ferrari, called “The Red Beast,” to drive in the 1957 inaugural Riverside SCCA Cal Club event as a replacement for driver Bob Drake, who decided he wanted to drive Joe Lubin’s Aston Martin. There was no time to print my name in the program, but I got in the car.
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MTCONFIDENTIAL
DAN-OF-ALL-TRADES
Although his racing career lasted just 15 years, Gurney racked up wins in Formula 1, Le Mans, Can Am, IndyCar, and NASCAR, including the 1968 Motor Trend 500 at Riverside below.
Toyota is considering building a bodyon-frame rival to the Jeep Wrangler to appeal to hardcore off-roaders. The increased sophistication of car-based SUVs has made their cargo and towing capability almost on par with traditional body-on-frame 4x4s. But extreme off-road capability depends on wheel travel that can best be achieved at relatively low cost in a frame-based vehicle. Two rugged concepts revealed at U.S. auto shows—the FT-4X and the FT-AC—are “along the lines” of the vehicle the company wants to have in its lineup, says Toyota Motor North America CEO Jim Lentz. “There’s room for an authentic small off-road SUV. It’s gotta be something with a small wheelbase to be more maneuverable when in the rocks.” Meanwhile, Toyota is wrestling with the future of the much-derided touchpad user interface featured in Lexus vehicles. Although engineers are also considering touchscreen and scroll-wheel options for future Lexus models and acknowledge the interface’s poor customer satisfaction scores in America, the interface is “highly valued” in Japan, a Toyota source says. But having different interfaces for different regions would be prohibitively expensive. It’s the end of the road for the Mercedes-Benz SLC. Development of the compact Mercedes roadster’s replacement was to have been twinned with that of the next-gen SL using a new aluminum-intensive platform, with the whole project overseen by AMG. But Daimler product planners have decided it makes more sense to twin development of the next SL with that of the next-gen AMG GT series instead. The GT will remain a focused two-seat sports car, and the SL will grow slightly to allow useable rear seats. Daimler reportedly talked with Nissan about a shared program that would deliver a new SLC at lower cost, and there were conversations with Renault about a similar deal, but neither discussion went anywhere. Rolls-Royce is moving all its models onto the aluminum-intensive Luxury Architecture, which made its debut last year with the new Phantom. That means the next-gen Ghost, Wraith, and Dawn will all be built on a bespoke Rolls-Royce platform rather than on a BMW hand-me-down. The move also means there will not be plug-in hybrid versions of any future Rolls-Royce models. Instead, for cost reasons, the Luxury Architecture has been optimized only to allow for a full battery electric (BEV) powertrain as an alternative to a conventional internal combustion engine.
And yes, it is true Carroll jumped out of the pits and shook a hammer at me while I was leading at Sebring in the 12th hour in 1966 [in the Ford GT40]. … Apparently, behind my back, he had plotted with other gentlemen in the Ford team that Ken Miles in a convertible, or a roadster, should win the race if possible. They forgot to let me in on the deal. While I liked and respected Ken enormously, I did not think the milk of human kindness should go quite that far. So the hammer came down, and I put out the finger the next time by showing Shelby who was number one. Ironically, fate and luck interfered, my car broke down in the last 200 yards, and Ken Miles won. When A.J. Foyt and I won the Le Mans 24-hour race the following summer, I spontaneously sprayed Champagne on Carroll and all the others on the podium. It was my way of thanking Shelby for having made this fantastic win possible. Carroll became my business partner and co-founder of All-American Racers in 1964. The Goodyear-Firestone tire debacle at Indy in May 1964, where no Goodyear-shod tires appeared on the grid despite contracts to the contrary, presented an opportunity that could not be passed up. Carroll, who had a business relationship with Goodyear, was asked whether he would and could build cars for Indianapolis. He said he could not as his plate was more than full, but he told them maybe Dan would jump at the chance. And Dan did, and the rest is history.
MIKE CONNOR APRIL 2018 / MOTORTREND.COM 19
At Le Mans, I was partnered with fast Bob Bondurant, and we managed to bring home the most important win of the season: We won the GT category—defeating the Ferrari GTOs— driving Pete Brock’s beautiful Daytona Coupe. A fabulous day for all of us.
Scott Evans
ImagesNetwork/GettyEnthusiastD'Olivo/TheBobPhoto:Photo:EricRickman/TheEnthusiastNetwork/GettyImages TREND
1990: The Japanese bubble economy bursts, triggering a global economic crisis, including here. What else was happening then? The Acura NSX, Nissan 300ZX twin-turbo, and Mitsubishi 3000GT were launching (as was Mazda’s Amati luxury brand), followed a year or two later by the Lexus SC 400, Mazda RX-7 twin-turbo, and Toyota Supra. Sure, Lexus, Mazda, and Toyota could have killed or delayed the cars, but sunk-cost theory wasn’t in vogue. No one was about to blink, lack of consumer confidence be damned.
20 MOTORTREND.COM / APRIL 2018 @markrechtin
NEWS / OPINION / GOSSIP / STUFF Mark Rechtin REFERENCE MARK
Supra-heated economy Why the next recession will happen in 2019
I’ll split the difference, factor in the trough trends, and call my shot: We will start our next recession in May 2019. n
Economists and stock pickers have their supercomputers humming to try to determine when the next recession and market swoon will happen. I don’t need all that fancy software. Nor do I need to analyze reams of political or trade-trend white papers. My quartermile-long measuring stick for economic calamity: Japanese sports cars. That’s because the past three recessions can all be connected to when Japan’s automakers launched a new generation of hair-pinning acceleration monsters. I’m not sure if it’s correlation, causation, or coincidence. All I know is that it Accordinghappens.tothe National Bureau of Economic Research, the last three measurable U.S. recessions happened July 1990–March 1991, March 2001–November 2001, and December 2007–JuneLet’s2009.walk through what happened in each of them.
go-go aughts, approval for sports cars got waved through like they were bothersome mosquitos.Theproblem is that cars like that are complicated to develop and manufacture. R&D typically takes several years from green light to Job 1—by which time, the superheated economy has started to cool, sometimes dramatically so. For the 11 economic cycles from 1945 through the last recession, the average number of months between peaks (or between troughs) was about 69, according to NBER. But the longest stretches were 100, 117, and 128 months. As this column hits the streets, since the end of the last trough in June 2009, it’s been 105 months. In other words, we’re due. Guess what’s also due? The next Nissan GT-R redesign—it’s had 10 years of incremental changes, and Nissan bosses said in 2016 the new model was under development. Toyota has made the wait for the next Toyota Supra “the longest introduction in the history of mankind,” in the words of North American boss Jim Lentz. Expect it to hit market early next year. And while Mazda has been perpetually putting the RX-9 on the back burner, the 100th anniversary of the automaker is 2020, and car companies like to give themselves lavish presents.
2001: A lot of folks pin this recession on the 9/11 attacks, but America was already deep into a recession following the dot-com collapse. Want to know what was on the boats coming from Japan? The gleaming new Honda S2000. Guess what was in the immediate pipeline? The Mazda RX-8, and Nissan 350Z. 2007: The banking and real estate crises put the economy in the tank. Guess what was rolling into dealerships: the Nissan GT-R. Meanwhile, the Lexus LF-A was all over auto show stands. Honda, perhaps having learned its lesson, was due to launch its next NSX but killed it. How could these wondrous cars have such fantastically awful luck? Well, Japanese automakers are overseen by bean counters who are exceedingly conservative. Oh, sure, Toyota has been spending upward of $10 billion a year on R&D of late, but it’s always on essential stuff—such as hybrids, fuel cells, solid-state batteries, and the Camry and RAV4 redesigns. It’s the sensible shoes approach. But a sports car or supercar? That’s a $500 million to $1 billion investment in a low-volume entry, often riding on a bespoke platform and powered by a bespoke engine. These are real-deal rearwheel-drive sports cars, not warmed-over hot hatches. The gigantic expenditure and amortization can only be measured profitably in terms of marketing impressions and media moments. That said, when times are good and profits are high, Japanese automakers have green-lit sports cars like they hit “00” three times in a row at the Caesar’s Palace roulette tables. During the booming ’80s, the roaring ’90s, and the
My quarter-mile-long measuring stick for economic calamity: Japanese sports cars.
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PED-FRIENDLY Freevalve’s lower-profile cylinder heads allow lower hoodlines while preserving safe crush space for pedestrian heads. The second major concern is the one that usually doomed these systems in the past: energy draw. Möller says that although the compressor (featuring standard AC-compressor innards capable of peak pressures near 300 psi) generally consumes more energy than camshafts, this is partially offset by a reduction of the engine oil flow and pressure required to lubricate cams and valves. (Freevalve’s head uses a dedicated hydraulic circuit.)
For decades the idea of electronically controlled electromagnetic, hydraulic, or pneumatic valve actuation has been studied, developed, and ultimately abandoned by big-name engineering firms such as Lotus and Ricardo—as well as familiar automakers including BMW, Fiat, Ford, GM, and Renault. Now a spinoff of hypercar maker Koenigsegg called Freevalve appears poised to bring the concept to production.
Freevalve seems to be taking an all-of-the-above approach with its so-called controlledvalveavailable.air,recovereddesignquicklydemandedfirstScuderiteamactuators.pneumatic-hydraulic-electronicButairdoesthework.ThefirstemployedthissolutionontheSplit-Cycleair-hybridengineIcoveredinJune2006.Thatdesignvalvesthatopenedfarmorethanatraditionalcam-drivencouldmanage.BecausetheenginebrakingenergyascompressedthatenergysourcewasabundantlySocompressedairopensthealmostinstantly,electronicallyhydraulicpressureholdsit
Wait long enough, and the relentless march of increasing computing power, new scientific advances, or just good ol’ human ingenuity eventually makes all great ideas practical. The latest to catch my attention: engine valves that operate without camshafts.
open, a coil spring closes it, and passive hydraulic pressure cushions its “landing.”
And Freevalve’s high-speed friction penalty is countered by the fact that at idle and lower speeds its parasitic losses undercut those of several VVT systems
22 MOTORTREN
The whole point of infinitely variable valve lift and duration is to enable opportunities for improved combustion efficiency, some familiar—Atkinson/ Miller cycle timing, elimination of the throttle valve and its pumping losses, in-cylinder exhaust-gas recirculation—to novel ideas such as divided exhaust ports (DEP). These route the flow from half the exhaust valves to the turbo while the rest bypasses it, eliminating the need for a turbo wastegate. Bypassing the turbo at startup heats the main catalyst quickly enough to eliminate a close-coupled cat. DEP also improves scavenging of residual exhaust.Asinstalled on a Chinese Qoros 1.6-liter 16-valve I-4 engine, the Freevalve system reduces the engine height by 1.9 inches, length by 2.7 inches, and mass by 44 pounds. Perhaps more important, the engine’s power improved by 45 percent, torque by 47 percent, and fuel consumption by about 14 percent (at steady highway speeds). Official fuel consumption is expected to mirror that of a similar diesel but at lower incremental cost. Development of Qoros’ “Qamfree” engine should conclude late this year with production following shortly thereafter. Another 15 manufacturers have expressed interest in the concept. Every such efficiency-boosting miracle like this further delays the demise of the combustion engine. Keep ’em coming. n
An electric coil provides highly precise sensing of each valve’s position.Thefirst thing everybody frets about with such systems (or with an old car overdue for a new timing belt) is what happens if the valves go out of sync and try to stay open when the piston is rising. Actually, not much, explains Freevalve marketing director Andreas Möller: “There is no rigid mechanical structure behind the valve, so the piston can push the valve assembly back with no counter forces.” The hydraulic holdopen circuit automatically releases if faced with such a force. Sure, if the valves are inclined at a steep angle, the piston could bend a valve and cause some mayhem. But Möller notes that “a combustion chamber designed from scratch with the Freevalve system is likely to have a higher compression ratio [allowing valve timing to reduce effective compression] and a smaller area-tovolume ratio with more upright valves that are less prone to bending in case of piston contact.”
Frank Markus TECHNOLOGUE NEWS / OPINION / GOSSIP / STUFF Air Heads Is the era of camless valvetrain finally upon us?
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Interview 24 MOTORTREND.COM / APRIL 2018
BMW has already shown its Z4, which will be shared with a Toyota sports car. Anything you want to say about the new Supra? We have no announcements yet. This is the longest introduction in the history of mankind. Toyota recently announced it would launch 10 EVs globally by the early 2020s. But how many are destined for the U.S. market? Demand still is not there in the U.S. The good news is that the need for EVs in China and Europe is creating a global push for EVs. When demand comes here, we will have a stable of EVs to choose from. Battery EVs have been on the market as long as hybrids in the modern era. Hybrids have gone from 0 to 2.7 percent of the market in 18 years. EVs are still at about a half-point of share. Even if it grows more quickly, it’s difficult to see a robust EV market in the near future. Unlike hybrids, EVs still have range and infrastructure challenges. Toyota held back from using Apply CarPlay and Android Auto. But the 2019 Avalon will have CarPlay. What changed? Everyone wants to control the center stack of the car. When you look at who’s responsible for the safety [of the information within] the center stack, it’s on the OEM. So we need to control it. Apple understands that need. Not everyone does. What do you think of the Lexus LF-1 flagship SUV concept? This is on a platform that could go to market. We think there’s a market for a vehicle like this. There is an insatiable appetite for light trucks. And the luxury segment is moving as hard as the mainstream. The German luxury brands have had turbofour engines forever, but the idea is new to Lexus. How have Lexus customers reacted to turbocharging? Turbos are viewed as a higher-tech engine, so luxury customers see it as a step ahead of a naturally aspirated engine. Just like hatchbacks were. They were the cheap cars; now they’re the cool cars. But it’s about how you execute the turbo or the hatch. Mark Rechtin
Jim Lentz has been Toyota’s top American executive for more than a decade, calmly guiding the Toyota, Lexus, and Scion brands through the recession and into the current boom. Lentz spoke to Motor Trend at the Detroit auto show in January. You predicted years ago that the RAV4 would outsell the Camry, and now it has. How far can SUVs go? Last year, we sold 407,000 RAVs, including in Canada, and Camry was 387,000. The shift from passenger cars to light trucks has been 3–4 percentage points a year. That’s going to slow, but there still will be some movement. Obviously the big growth has been in the small SUV segment, and I don’t see that slowing down. Toyota has recently shown some interesting, rugged small SUV concepts such as the FT-4X. Do you see a return of an FJ Cruiser-type vehicle? As all these SUVs get larger, and we see proliferation in the overall SUV segment—there is room on the lower end in terms of price or authenticity for an authentic, off-road, frame-based SUV, which is what the FJ was. This would be for people truly going off-road. This would not be all-wheel drive for safety. This would be four-wheel drive with ground clearance. The difference is in wheel travel, and you can only do that with frame-based. This could be FJ-sized, but for an enthusiast, it’s gotta be something with a small wheelbase to be more maneuverable when in the rocks. Where does the SUV trend leave the 4Runner and Sequoia? The jury is still out. Most SUVs have gone car-based because they needed to get lighter. There’s market demand for frame-based SUVs, but we have to crunch all the CAFE numbers to see if there’s room for them in our lineup. 4Runner continues to do well, but the softest segment is for big SUVs, where Sequoia is. Midsize SUV rear-seat packages are so good, and the size has gotten larger.
This is the historyintroductionlongestintheofmankind.Ó
For the extended version of the interview, please check out MotorTrend.com.
Lentz talking about the new Supra
Jim Lentz
Toyota and Mazda just announced a shared plant in Alabama that will build Corollas and a small Mazda SUV. What happens to the other plants already building Corollas? We had moved Corolla out of Canada to Guanajuato, Mexico, to make room for more RAVs. And we used our Baja plant for more Tacomas, which we were building at a 60,000-unit annual rate in December. The pickup market continues to grow, so we needed more pickup capacity. The quickest way to make this happen was to move Tacoma production to Guanajuato. We got Mississippi building 165,000 Corollas, and the new joint venture in Alabama will build 150,000 more. First sharing the Yaris with Mazda2, now the plant. Is Toyota getting cozy with Mazda? The biggest thing is the philosophy of the two companies. They are both headquartered in an area where they’ve been for a long time. Mazda is having the 100th anniversary of being in Hiroshima in 2020. Mazda is a company that really loves cars and loves driving cars. That’s a good match for us.
NORTHTOYOTAPRESIDENT,MOTORAMERICA
NEWS / OPINION / GOSSIP / STUFF They Say...
4 .18 TREND From the MotorTrend Archive ... REARVIEW 3 0 1 0 APRIL 1988 PRICE: $2.50 This cover showed the BMW M6 and Porsche 928 S 4 shooting out of a Star Wars esque light CRXYear,thethecovers,wasourbackground.speedWhileartdepartmenthavingfunwiththerestofteamwaspickingImportCarofthethe1988HondaSi. APRIL 2008 PRICE: $4.99 Wow, how time flies. Ten years ago we had our first drive in the Dodge Challenger SRT8. A decade later the Challenger is still in production, but maximum 425nearlyhorsepoweravailablehasdoubled,fromto808. 50 APRIL 1968 PRICE: $0.50 We took the shotgun approach to Dodgethecompactsfromcoveringaction-packedthisissue,everythinghotAmericansuchasChevyIINovaSS,DartGTS,Ford Falcon Futura, and Rambler American Rogue to electric cars, asking ourselves if 1969 could be the year of the electrics. (Spoiler alert: It wasn’t.) We also went for a ride with the late, great Dan Gurney, in which we joked about going from a race car to a psychiatrist’s couch in terrifyingthreelaps. REG $89.50 YOU SAVE 70% FREEPLUS,MONOGRAMMING REG $10.95 UNBEATABLE INTRODUCTORY OFFER $24.95 ADD THIS TIE FOR JUST $19.95 REG $72.50 THE BEST PURE COTTON NON-IRON DRESS SHIRT BAR NONE. GUARANTEED PERFECT FIT. Free Exchanges. Easy Returns. New customer offer. Limit 4 shirts. Imported. Shipping extra. Expires 4/30/18. WHITE 100% COTTON PINPOINT / NEAT WRINKLE-FREE WEAR / EASY NON-IRON CARE 4 COLLAR STYLES / BUTTON OR FRENCH CUFF / REGULAR, BIG & TALL & SLIM FIT PAULFREDRICK.COM/PERFECT • 800.309.6000 PROMO CODE T8RPMT Call toll-free 1-800-331-3030 Valentine One Radar Locator with Laser Detection - $399 Carrying Case - $29 Concealed Display - $39 V1connection™ - $49 V1connection™ LE - $49 SAVVY® - $69 Plus Shipping / Ohio residents add sales tax 3 Day Money-Back Guarantee n ne One is a registered trademark of Valentine Research, Inc. Valentine Research, Inc. Department No. YHA 10280 Alliance Road Cincinnati, Ohio 45242 Ph 513-984-8900 Fx 513-984-8976 nt 0 Vale Mike Valentine Radar Fanatic ©2017VRI www.valentine1.com Do you hate your detector? It was your best friend, now it never shuts up. The good news: New cars have a safety feature, the blind-spot warning system. Many models use K-band radar to “see” nearby cars. The bad news: The onboard K-band turns each of these “seeing” cars into mobile false alarms. A blind-spot system may tag along with you for miles. You’re stuck, not knowing which car to maneuver away from. GPS is no solution. It doesn’t work on mobile falses. Why you will love V1 Our special sauce: V1 has Junk-K Fighter, an algorithm that recognizes these mobile false alarms and excludes them. And it’s now built into all new V1s. Can we build one for you? Try it for 30 days. If it doesn’t satisfy for any reason, send it back for a full refund.
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Longtime reader ART CAMPA shares this shot in front of Kasteel de Haar, the largest castle in the Netherlands. Ideally, he would’ve taken the Giulia on a quick trip south to Castello di Giulietta, but this’ll certainly do. Hope you enjoyed the trip, Art! CA 90245
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The value outweighs the Alfa’s greatness at its top level. Sure, the Alfa’s V-6 is awesome, but for $80K it should be. I think the minor beefs you had with the Stinger were just that, minor. Who else will sell you a nice, well-equipped rear-drive hatchback with 365 hp for just under $40K? No one! That should be a bigger deal to you guys than your neverending complaints about cars lacking manual transmissions. Yet you chickened out and picked a sedan that many have had problems with during testing. I guess reliability isn’t on your check list for Car of the Year.
Fessing up So the Colorado long-term wrap-up states the truck averaged 23.4 mpg overall but 23.1 without the air dam and 23.3 with it. Average or adding the numbers after the decimal?
After being buried with complaints that individual reader favorites didn’t win, we’ll take any compliment we can get. Even if it’s sarcastic. Trust us: The CR-V is good for far more than getting groceries. Besides, an “Italian thing” won COTY.—Ed.
CRAIG GUY VIA EMAIL
STEVEN M. STIMETZ VIA EMAIL Are you a spy? The 2018 Durango wasn’t new or changed enough to make the cut for OTY inclusion. But we still wanted to put it through the wringer. Check out our full-size SUV Big Test to see how the R/T stacks up.—Ed. After your scintillating cover comparo of the Accord and Camry in the December issue, I waited on pins and needles for the arrival of your SUV of the Year 2018 selection. And boy was it worth it! Thank heavens you picked something practical. I was afraid that Italian thing was going to win! I’ve just never understood passion. Why would you put a poster of a Lamborghini Countach over your bed when you could choose a poster of something practical, like a Maytag? Look, I don’t know a “ft-lb” from a “caliper” or what a “traction control defeat button” does, and I don’t care. SUVS are for gettin’ groceries, and the CR-V can haul ’em in spades on the cheap. Keep up the great work! I’ll be saving a few bucks by canceling my subscription to Consumer Reports and extending my subscription to Motor Trend!
BRIAN HOFMEISTER VIA EMAIL Brian, meet Gary. We definitely gave the Stinger strong consideration. It was close enough to a COTY winner that we felt obligated to bring it into our long-term fleet. That said, the Giulia is damn good and suffered no issues during the accelerated wear-and-tear of OTY testing (although some cars from reputable brands did).—Ed.
CHUCK GOVER VIA EMAIL
Although I applaud your choice of the Alfa as COTY, I think you missed the more obvious choice—the Kia Stinger!
So as I read through the list, I got a bit anxious that one of my heroes had yet to show up. Then I flipped the page, and there was Mary Barra where she belonged, at No. 1. OK, I’m a business geek, but if you really gets cars, you have to step back in awe of the job she has done, turning GM from a corporate dictatorship, mired in the past and making junk, to a modern, talent-oriented leader committed to the technology of the future. Bravo to Ms. Barra, and bravo to Motor Trend.
Congratulations to Mary Barra for achieving MT’s Person of the Year award. And thanks for highlighting Ms. Barra’s stellar achievements at GM. It is a sad indicator that only three women out of 50 people were highlighted, which indicates that the industry still has a long way to go in achieving parity for women. It’s also unfortunate that the industry as a whole has failed to take advantage of the talent, skill, ability, and perspective of 51 percent of the population.
FRANK ORIENTER ROCHESTER, NEW YORK
After naming four Chevrolet vehicles Of The Year in their respective categories since Barra took over the reins of GM, it only makes sense that she gets some credit for the company’s success.—Ed.
NEWS / OPINION / GOSSIP / STUFF
Good catch, and one we’re embarrassed we didn’t notice. The overall observed fuel economy of 23.4 mpg is accurate. The numbers for pre- and post-removal of the air dam were preliminary figures that we should’ve replaced. The final calculations came out to 23.4 mpg with and 23.5 without the air dam, so removing it should have minimal effect on your fuel economy.—Ed. Letters of the Year I just received my January 2018 issue with the SUV of the Year. You had “37 models on hand,” as you put it. I have researched for four months for an SUV that would meet our needs, and the Durango is not even in the running! The Durango R/T that I ordered is the only model that would pull our 14-foot enclosed trailer with two Harleys in it for less than $50,000. I am disappointed that you did not even include this luxury workhorse in your issue.
Just received your OTY issue, and as a decades-long subscriber, look forward to your Person of the Year almost as much as your choice of vehicles. I grew up in a family that co-owned a Chevy store for 50 years and still retain a deep interest in the business side of this incredibly complicated, super-competitive industry.
Email us online at motortrend.com or send an email direct motortrend@motortrend.comtoYour Say... READERSÕ THOUGHTS ON PAST ISSUES 26 MOTORTREND.COM / APRIL 2018
4.18 TREND
BILL WHITE NEWTON, IOWA If Tom weren’t content in his retirement, we’d love for him to join the staff full time instead of as an occasional guest judge. We’ll see if we can include more of his COTY design highlights next year.—Ed. Your summary of the Tesla Model 3 indicated a 310-mile range, but the spec sheet listed a 75-kW-hr battery with estimated energy consumption of 26/28 kW-hrs/100 miles. Is this a case of mixing and matching rating conventions, or is the math to determine range more complicated than meets the eye? Regarding the V-8 F-150, you list engine displacement at 5,034cc. I recall previous articles making a particular point that 5.0 Mustangs displaced 4,951cc. Did this engine grow with the 2018 upgrades, or is the truck version slightly larger than the Mustang version for some reason?
Reading your Awards issue for the fifth time (yes, it’s that good), it dawned on me that something is missing. These are not actually the Car/SUV/Truck of the Year. They are the New Car/SUV/Truck of the Year. These might not be the best cars on the market or the best in their respective class but are rather the cream of the new releases. So here’s my big idea: Wouldn’t it be cool to go through the process of narrowing down the finalists and then bring back the “defending champ” to defend its crown? It wouldn’t need to go through all the testing, but it would be great to see if the best of the best from 2019 actually impresses more than the 2018 Giulia/CR-V/F-150. It is the American way to let the champ defend its crown. What say you?
STAFFER BACKLASH OF THE MONTH: “He should be caned by Hulk Hogan. In public.” I have nearly worn the ink off the pages of your January 2018 issue. I read and reread certain parts of it. Then I read it again! I was reading the text along the bottom of your COTY section. Beginning on page 133, you say, “Morning brings the highlight of the entire event: Tom’s design showcase.” Highlight of the entire event?! We readers don’t get but a smidgen of it! What gives? I would love to read more of his remarks and how he explains about how to look at cars.
ANDREW FIELD PORTAGE, WISCONSIN We source energy consumption figures from the EPA. As we understand it, it’s based on the energy to recharge the battery. This isn’t a perfectly efficient process; “energy consumption” includes some electricity used while the car is hooked up to the charger. On the latter, the displacement on both 5.0-liter V-8s should be the same (5,034cc) for 2018.—Ed.
JAY COHEN OAK PARK, MICHIGAN This is true, in a sense. The field doesn’t include repeat vehicles unless they have revisions to warrant another look. (The 2017 SUVOTY Mercedes GLC, however, was a photo support vehicle in 2018, and it would have been close with the CR-V.)—Ed.
The 2019ChevroletSilveradofourth-generation is larger than its predecessor, will be offered in eight models with six powertrain combinations, and will provide more technology and features when it goes into production this fall. Chevy took criticism for an outgoing generation that did not make enough of a splash. Riding on a new platform, the 2019 Silverado gets a sharp new look. The Silverado is1.6 inches longer with a wheelbase stretched by 3.9 inches. It’s
Photographs MotorTrend staff
Fordreinvented the F-150 in 2015 with an aluminum body replacing steel for a weight loss of as much as 700 pounds, enabling increased payload and towing capability in an overall package that is more fuel-efficient. But GM prefers what it calls a mixed-materials strategy. The truck keeps its steel body and frame but uses high-strength steel—as well as aluminum, magnesium, and other metals and composites liberally. Keeping a steel body avoids having to redo the body shop and buy all-new equipment to work with aluminum, which cost Ford in terms of investment and installation time that resulted in lost production and profits.
28 MOTORTREND.COM / APRIL 2018
BEEFING
The Chevy engine lineup will include a Duramax 3.0-liter turbodiesel inline-six— taking direct aim at theRam 1500and 2019 F-150, which both have 3.0-liter V-6 turbodiesels coming, as well. Mark Reuss, GM’s head of global product development, would not provide mileage figures but said it will be better than the competition, which suggests it will top 30 mpg on the highway. The Silverado will also be offered with 5.3-liter and 6.2-liter V-8s
PICKUP
also wider and taller. It still uses a lot of steel, but it has dropped up to 450 pounds and promises better fuel efficiency.
FIRST LOOK | 2019 Chevrolet Silverado 1500
GM’S FOURTH-GENERATION ADDS MORE POWERTRAINS, MODEL CHOICES
How’d Chevy hog out almost 7 inches of extra bed width without widening the bodywork? By changing the construction method. Old Silverados stamped the inner walls and floor as one big U-shaped piece, and there was a limit to how deep the steel could be drawn without tearing. Now the walls and floor panel are three stampings, so they can go deeper. There’s still plenty of air between the inner and outer panel, so pointy cargo shouldn’t dimple the exterior.
Silverado 2500HD and Silverado 3500HD heavy-duty models carry over from the 2018 model year with a few small changes and updates. Alisa Priddle
Chevy’s signature corner bumper steps are now tall enough to accommodate a work boot and long enough to allow a better reach into the bed. They also incorporate the side blind-zone radar sensors. Keeping these sensors out of the taillights makes the lights far less expensive.
SILVERADO SURPRISES AND DELIGHTS
The new overall drag is said to be improved by 7 percent. One way of achieving this is the tailgate’s subtle Gurney flap or lip spoiler. This device is generally named for the late racing legend Dan Gurney, who proved its usefulness at improving aerodynamics in the early ’70s. Increasing the wheelbase by 4 inches should have increased the turning circle radius. But redesigning the front suspension prevented this. The old upper control arm packaged down within the wheel area and limited the amount the front wheels could turn. Lifting that control arm to above the wheel allows for greater steering angles (even on 4WD models) and hence smaller turn circles. Frank Markusfeaturing industry first technology that improves fuel efficiency by disabling up to seven cylinders when not needed. The expectation is that the base engine will be the 3.6-liter V-6, but Reuss wouldn’t share details on V-6s and declined to say whether a four-cylinder is planned. A four-cylinder could power a hybrid, but GM isn’t commenting. The Silverado will get the new 10-speed auto with start/stop. It was co-developed with Ford and is inthe F-150—GM also has the 10-speed in a number of its large SUVs. Reuss wouldn’t say if all models would get the transmission; lower trim levels such as the Work Truck or Custom might get GM’s eight-speed instead.
“Chevrolet” is stamped into the tailgate, and the bumper features integrated dual exhaust outlets. GM introduces the first power liftgate that can be moved up or down with the key fob, interior button, or by hand. The corner step is larger, and the bed has 21 tie-downs. There’s also more storage, including two bins integrated into the rear seat backs. The 2019 Silverado has the most cargo volume in every bed length, with the short-box offering 63 cubic feet, which Chevy claims is 20 percent more than the competition. The bed floor is nearly 7 inches wider. Available storage bins that fit over the wheelwells add nearly 7 cubic feet of lockable cargo space for shortbox models while still accommodating a 4-by-8 sheet of plywood laid flat.
Mike Simcoe, GM’s head of global design, called the new look revolutionary; the new architecture allows proportions to change dramatically, with a short overhang and longer wheelbase giving more room for the cab and bed. Each trim level gets a distinct front end, and the headlamps are narrower to look meaner.
APRIL 2018 / MOTORTREND.COM 29
2018 DETROIT AUTO SHOW SPECIALUP
It’s been seven years since the last Ford Ranger rolled off the line at the Twin Cities plant in St. Paul, Minnesota. Seven years of Ford insisting there was no market for a compact pickup in the U.S. when there was an F-150 full-size truck for every need and pocketbook. Seven years of Ranger fans clamoring for its North American return while it continued to be a sales success in the rest of the world. Seven WOLFF ON THE LOOSE Max Wolff, the Ranger’s lead designer, was given a lot of room to make design alterations. This tough front end is one of the results.
Designed and engineered in Australia for the U.S., it relies on North American parts and will be built in the retooled Michigan Assembly Plant. What has changed? The midsize pickup segment has seen sales increase 83 percent since 2014—when Ford decided to bring the truck back—with 452,000 sold in 2017. “We see an opportunity that didn’t exist five years ago,” said Todd Eckert,
2018 DETROIT AUTO SHOW SPECIAL30 MOTORTREND.COM / APRIL 2018
WELCOME HOME
years of General Motors and Toyota increasing sales and share of the midsize pickupEnough.segment.The2019 Ranger will go into production later this year, for sale in early 2019. It stems from the global Ranger sold and built elsewhere, but it is re-envisioned for this market with a more aggressive look and kinship to the F-150.
BLACK OR ASH
The ebony interior color scheme, shown at right, is one of two options Ford says will be available at launch. Medium ash is the other. SPECIFICALLYDESIGNEDFORU.S.TASTES
2019 Ford Ranger | FIRST LOOK
Ford truck group marketing manager. The 2019 Ranger will be offered with a single engine: the second-gen 2.3-liter twin-scroll turbocharged EcoBoost fourcylinder with a forged steel crankshaft and Ford’s new 10-speed automatic transmission—no manual. No specs are available yet, but the 2.3-liter makes 280 hp and 310 lb-ft in the Ford Explorer. There will not be a diesel available at launch, and officials won’t say if one will be added. Diesel is available in other markets, and Ford is adding a diesel option on the 2019 F-150. But the timing is touchy—the automaker is being sued
FINALLY A VERSION OF THE GLOBAL MIDSIZE PICKUP,
There was speculation the North American–market Ranger would be different from the global truck—perhaps ride on a unibody platform. But it is the same architecture, developed in Australia but with new parts, some shared with the F-150. And the Ranger underwent the same strenuous testing as the F-150, Bolt Pricingsaid.hasnot been announced but should start below $25,000. Alisa Priddle
A SERIOUS TRUCK Ranger program engineer
Trail Control
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Safety features include blind-spot detection with trailer coverage, precollision assistance, lane keep warning and assist, available adaptive cruise control, and emergency braking.
Inside there are two color choices: ebony and medium ash. There’s also Sync 3 with an 8.0-inch touchscreen and waterproof storage under the rear seat.
The option will add $4,000 to the Lariat trim price (which includes a standard 2.7-liter EcoBoost V-6) or $3,000 to the two higher trim levels (which get a 5.0-liter V-8 as standard).
The five-passenger, body-on-frame Ranger does not have an aluminum body. It’s steel, like the global pickup it’s based on. The North American version has a new fully boxed frame. When putting pencil to paper, Ranger design chief Max Wolff started with the 2012 global Ranger design. He was granted license to tweak every panel because he would be working with new suppliers—and the plant was being retooled—so there were no barriers.
Fuel economy figures are not yet available, but we’re told the engine is on track to meet its target of a 30-mpg highway rating. Helping to boost all EPA ratings are an auto start/stop system, separate grille shutters for the radiator and the charge-air cooler, and cooled exhaust-gas recirculation. A mechanical cooling fan draws about twice the air of any 12-volt electric fan that’s currently available. A visco-electric clutch reduces most of its drag when it’s not needed.
is a new feature to Ford, making its debut on the Ranger. It sets a low vehicle speed, replacing hill-descent control and operating like an off-road cruise control that can be set at 1-mph increments for rock crawling. It can be used on any transfer-case setting and set with steering wheel controls or by braking to the desired speed, which it will maintain.
The FX4 off-road package has upgraded tires, a steel front bash plate, off-road shocks and suspension, reinforced skidplates mounted to the frame, and standard Trail Control and hilldescent control. A two-speed transfer case and electronic-locking rear differential is optional without the FX4 package.
LIONHEARTED POWER
Rick Bolt says Ford’s latest will offer best-in-class payload capacity, but official numbers have not yet been released.
For developed the system. Others have similar systems, but not all work in all drive modes and transfer-case settings.
“We made this a serious truck,” said Rick Bolt, a fitting name for the Ranger’s program engineer. “We expect best-inclass payload when we launch.”
For the F-150, this spring Ford will introduce a new 250-hp, 440-lb-ft 3.0-liter Power Stroke turbodiesel V-6 capable of hauling 2,020 pounds or towing 11,400. Why is Ford’s European “Lion” engine just now arriving? The stars have aligned with the arrival of the 10-speed automatic in the aluminum truck. How much is new? The compacted graphite iron block and 16.1:1 compression ratio carry over, but the crankshaft, crank and rod bearings, fuel-injection system, turbocharger, and exhaust crossover pipe all required re-engineering to withstand the more severe duty cycle this engine was expected to face in an F-150. The crank receives different machining and heat treatment to increase its strength, and the bearing material alloy is altered to improve durability. Common-rail fuel-injection pressure increases from 26,100 to 29,000 psi, and multiple pilot-injection events reduce the idle clatter that plagues many diesels. The single Honeywell variable-nozzle turbocharger is revised to better withstand sustained heavy loads (such as towing 11,400 pounds up the Davis Dam), with boost pressure peaking around 20 to 22 psi.
There are unique grilles for the XL, XLT, and Lariat trims and optional LED lamps. The 2019 model has eight new wheel choices, some of them aligned with the F-150’s. The truck comes in eight colors with optional chrome and sport appearance packages. The Ranger will be offered in SuperCab and SuperCrew configurations. Ford isn’t providing exact dimensions, but they shouldn’t vary much from the global Ranger—which would make it about 201 inches long, 73 inches wide, and 71 inches high with a 127-inch wheelbase. Ground clearance is about 9 inches.
Wolff gave the truck a solid steel front bumper with big frame-mounted hooks, a short overhang for off-road, a tougherlooking hood extending from the raked windshield, a high beltline, and fender overrides so the wheel arches appear to have more width. There is a steel rear bumper, but the tailgate is aluminum with a spoiler and “Ranger” stamped on it. The cargo box rails are designed with North American buyers in mind.
It will have the terrain management system in the Raptor with four drive modes for Normal, Grass/Gravel/Snow, Mud/ Ruts, and Sand.
Frank Markus for misrepresenting emissions levels in its F-250 and F-350 Super Duty diesels.
FIRST LOOK
Aft of the engine, Power Stroke F-150s get a strengthened flywheel ring gear to cope with auto start/stop, a toughened torque converter, and revised axle ratios. (The 10 transmission ratios are shared with other F-150 fitments.) This 3.0-liter doesn’t get a “Jake brake” exhaust retarder like its 6.7-liter sibling, but gearing is such that descending Davis Dam requires minimal downhill brakepedal application. A 5.4-gallon diesel-emissions fluid tank should last 10,000 miles.
The most powerful Civic ever has arrived. 306 hp.* Triple outlet exhaust. 3-Mode Drive System. The Civic Type R. The ultimate expression of Honda performance. *306 hp @ 6500 rpm (SAE net). Civic Type R Touring Shown. ©2017 American Honda Motor Co., Inc.
The RDX’s 10-speed automatic is shared with the Odyssey and Accord, but this is its first all-wheel-drive application.
The infotainment system features a touchpad interface and a 10.2-inch screen. The new interface will control all future Acuras. The RDX also has new natural language speech recognition, 4G LTE Wi-Fi, and over-the-air updates for telematics and infotainment. This is the first RDX to be developed in the U.S., tapping the Ohio engineering team and California design studio. It will be built in Ohio at the East Liberty plant, and the engine is assembled in the Anna, Ohio, facility, which also makes the twinturbo engine for the NSX. Alisa Priddle BE LARGER, STIFFER, MORE POWERFUL
34 MOTORTREND.COM / APRIL 2018 On Deck for RDX
NEXT ACURA RDX TO
The 2019 model gets the second generation of Acura’s torque-vectoring Super Handling All-Wheel Drive, or SH-AWD. About 60 percent of current buyers opt for AWD. There also will be an A-Spec variant available at launch.
Acura’s redesigned 2019 RDX started with the Honda CR-V architecture, but it quickly modified the chassis and upgraded the powertrain. Obviously, the sheetmetal is much different, too. This is no rebadging job. The only engine under the hood at launch is the new 2.0-liter VTEC turbocharged inline-four, which is shared with the Honda Civic Type R and Accord. The direct-injection engine generates 306 hp and 295 lb-ft of torque in the Type R and 252 hp and 273 lb-ft in the Accord. It has 40 percent more low-end grunt than the engine in the outgoing RDX, and it’s mapped to deliver more low-end thrust than the revvy Type R. We also expect a hybrid variant in the future.
The 16-way adjustable front sport seats are heated and cooled and covered in Nappa leather, and they offer lumbar support. Four of the 16 speakers in the sound system are located in the roof instead of the doors for better sound and clarity. Also standard are a sport steering wheel and an ultra-wide panoramic roof.
FIRST LOOK | 2019 Acura RDX Prototype
The 2019 RDX is the same height as the outgoing RDX but is longer and wider; its wheelbase has been lengthened by 2.5 inches, and its track is 1.2 inches wider, RDX engineer Steve Hansen said. It has a shorter overhang and long dash-to-axle ratio for more dramatic proportions, fronted by a diamond pentagon grille and next-gen LED headlights. In back is a “dragon tail” with LED lamps. Engineers made the body and chassis stiffer and gave the 2019 model a multilink rear suspension with a new adaptive damper system. The drive mode defaults to Sport but can be Comfort, Snow, or Sport Plus. It has variable-ratio steering.
The interior takes cues from the 2016 Precision concept’s cockpit. There are real metals—not faux-look plastics—including brushed aluminum, as well as open-pore olive ash wood. The floating console creates space underneath, and the adjustable armrest is nice around the fixed location of the infotainment interface.
APRIL 2018 / MOTORTREND.COM 35 Comeback Trail
Thank chief interior designer Winnie Cheung for the interior’s premium feel. The Latitude gets a gold interior with higher-end materials, nicer bezels, and a stereo upgrade. The Overland has a softer instrument panel surround, satin chrome accents, and matte black surfaces. There’s a choice of 7.0- or 8.4-inch infotainment screens. The fourth-gen Uconnect system is compatible with Apple CarPlay and Android Auto. There’s more room for a phone near the charger, and the Cherokee has a rear USB port. Rear compartments were redesigned for more storage. Better utilization of interior space provides 4 more cubic feet. Park assist is available, and safety features include forward collision warning, blind-spot monitoring, electronic rollover mitigation, and adaptive cruise control. Alisa Priddle
The 2019 Jeep Cherokee gets a host of cosmetic updates plus a new optional turbocharged I-4, among other changes.
FIRST LOOK | 2019 Jeep Cherokee FIRST LOOK REFRESH BUILDS ON ADVANCES MADE
NEW
Carryover engines include the base 180-hp 2.4-liter four-cylinder with 171 lb-ft and an optional 3.2-liter V-6 that gets 271 hp and 239 lb-ft. Both have been tweaked to improve fuel economy.
AUTODETROIT2018SHOWSPECIAL
It used to be aluminum that was the lightweight material of choice, but a composite liftgate saves 18 pounds over the old aluminum one—and now opens hands-free, with a swift sweep of a leg under the sensor doing the trick.
An optional new 2.0-liter directinjection turbocharged inline-four engine puts out 270 horsepower and 295 lb-ft of torque and has start/stop for better fuel economy (although figures were not given). The engine, also in the new Wrangler, becomes the new premium engine for the lineup.
For 2019, the Jeep Cherokee’s wheelbase and chassis are the same, but it gets a new face with a more upright hood made of aluminum, new headlamps that incorporate the daytime running lights into a single unit, and a new front clip and fascia. It has a new roof, five new wheel designs, new taillamps, a new rear fascia and dual exhaust, and a suite of new colors. The old halogen lights have been replaced by LEDs.
The Ford Performance team added horsepower to the 2.7-liter V-6 EcoBoost engine, taking it to 335 hp from 315 in the 2017 Edge Sport. Torque is 380 lb-ft with standard all-wheel drive. Fuel economy numbers aren’t out, but the 2017 Edge Sport with this engine is rated at 17/24 mpg city/highway.
The Edge will be Ford’s first use of its new eight-speed automatic with start/stop, which was developed in-house. New for the Edge family is an e-shifter with a rotary dial. When the vehicle doors are opened, it automatically goes into park.
LOOKS, NEW GUTS
The aluminum hood, composite liftgate, lighter LEDs, new engine cradle, and new suspension geometry contribute to a 200-pound weight loss.
The paddle shifters in the ST are fully manual.
The button for Sport mode is in the middle of the rotary shifter and changes the throttle response and shifting patterns to stay closer to redline—it rev matches the downshifts, and holds lower gears when cornering. The exhaust note is louder; the engine braking is sharper. Turn off stability control or go into “relaxed mode” to slide the car around. Don’t worry about a tippier stance; roll stability control is always active. To earn ST status, the sport suspension gets stiffer springs, more low-speed damping, 13.6-inch vented rear rotors, and an optional performance brake package with improved friction materials and front rotor venting. In addition to the 20-inch wheels, there are optional 21-inch five-spoke wheels in gloss black. A performance summer tire will be offered. Alisa Priddle engines are paired to the nine-speed auto.
SINCE CHEROKEE REPLACED LIBERTY
All
There are three four-wheel-drive systems, and all have been enhanced. Active Drive I is fully automatic; Active Drive II has a two-speed power transfer unit with torque management and low range. You can lock 4Lo mode, and there’s an extra inch of ride height. Active Drive Lock adds a locking rear differential for off-road conditions. It’s standard on the Trailhawk. All systems offer a terrain traction control system with Auto, Snow, Sport, Sand/Mud, and Rock modes.
FORD’S HOT SUV Ford has created its first performance SUV: the 2019 Edge ST midsize crossover featuring a twinturbocharged V-6 engine and a new look shared with the rest of the refreshed Edge lineup. It goes on sale this summer.
The 1968 Bullitt pony packed a 335-hp 6.4-liter V-8. The 50th anniversary has a smaller 5.0-liter V-8 with 140 more horses.
The return of a special edition highperformance Mustang Bullitt comes on the 50th anniversary of the Steve McQueen car-chase movie that made the green machine so famous.
Patterned after McQueen’s Highland Green Mustang GT 390 fastback, the limited edition 2019 Mustang Bullitt will be available this summer with a retuned 5.0-liter V-8 engine generating 475 hp—15 hp more than the GT—and 420 lb-ft. Extra power comes from the GT350’s larger, freer-flowing intake manifold, its bigger (87mm versus 80mm) throttle body, and an open airbox (needed because of differences in the Bullitt and GT350 hoods).
FIRST LOOK | 2019 Ford Mustang Bullitt
The first Mustang Bullitt edition was launched in 2001 with better power and handing than the GT of the day. It returned in 2008 and again in 2009. The last batch was a limited run of 3,000 units powered by a 4.6-liter three-valve V-8. Details of pricing and how many will be built have not been announced. Ford also confirmed that it will build the long-rumored GT500. Joe Hinrichs, Ford’s head of global operations, said it would be the most powerful streetlegal production car that Ford had ever sold when it hits the road in 2019. We know the Mustang GT500 will be supercharged and make more than 700 hp. For comparison, the 2013 Mustang GT500 made 662 hp and 631 lb-ft. The current Shelby GT350R makes 526 hp and 429 lb-ft. Alisa Priddle & Collin Woodard A GT500 IS ALSO ON THE WAY Bullitt is Back!
SPECIAL EDITION MUSTANG RETURNS;
The reincarnation comes in Highland Green with chrome accents, but it will also be available in black, and the manual has a white cue-ball shift knob. A 12.0-inch digital LCD instrument cluster welcomes the driver in a green font, and the available Recaro black leather-trimmed seats have green stitching. The chassis uses all the elements of the Mustang’s Performance Package 1. Performance Pack 2 is likely an option.
STILL A V-8
Top speed is estimated at 163 mph, plenty to get big air while chasing bad guys down Taylor Street. It was tuned for a distinct exhaust note through the new tips.
The2019 Hyundai Veloster Nfeatures unique suspension tuning, dubbed N Power Sense Axle design. It delivers crisper steering precision and on-center feel, increased linearity, quicker response, and more direct handling feel during enthusiastic driving. For stopping power, the 2019 Veloster N will come standard with 13.0-inch front and 11.8-inch rear performance brakes; 13.6-inch fronts and 12.4-inch rears are optional.
Changes to the engine include an intercooler that’s been isolated from the condenser and radiator to improve charge cooling. The transmission features carbon-coated synchro rings and reinforced gears for smoother operation. A double-layer facing clutch disc is used for additional robustness. Like the i30 N, the Veloster N gets a variable exhaust system, which in N mode produces HALO KITTY Hyundai refers to its Veloster coupe as a “reverse halo vehicle,” meaning it’s intended to draw young buyers in and get them hooked. distinctive pops and crackles.
Frank Markus & Stefan Ogbac
For those who need more performance, the Veloster N edition beefs up a 2.0-liter turbo-four to 275 hp and 260 lb-ft of torque and pairs it to a close-ratio six-speed manual transmission with downshift rev-matching capability.
FIRST LOOK | 2019 Hyundai Veloster APRIL 2018 / MOTORTREND.COM 37 HYUNDAI VELOSTER GETS NEEDED REFRESH City Rally Car
Hyundai offers either a six-speed manual or automatic transmission. The up-level engine is a carryover 201-hp, 195-lb-ft 1.6-liter turbo, though it’s retuned so that peak torque arrives earlier (1,500 rpm versus 1,750). It comes mated to a six-speed manual or a sevenspeed twin-clutch automatic, which gets sportier programming to hold lower gears when cornering.
The continuous sweep of the roof into the backlite, the third half-door on the passenger side, and the center exhaust outlet are all faithfully retained in this reimagining of Hyundai’s “city rally car,” theButVeloster.thesunroof is wider, the A-pillars and cowl are moved back to visually extend the length of the hood, and aerodynamic air curtains are fitted to the front and (less expectedly) rear wheels. Up front, LED headlights and daytime running lights flank the new “pouring steel” cascade grille, and at the rear there are new LED taillights, dual centrally positioned exhaust outlets, and a more aggressive diffuser. Overall length increases by 0.8 inch (it’s all in the extended front overhang), and it’s wider by 0.4 Meanwhile,inch. most of what you don’t see has been substantially upgraded. The wheelbase is retained, but the chassis shares more Elantra/Kona platform architecture, including the standard multilink rear suspension. The base naturally aspirated engine upgrades from 1.6 to 2.0 liters, gaining Atkinsoncycle efficiency plus 15 more horsepower (to 147) and 12 additional lb-ft (to 132).
Stefan Ogbac
KIA’S COMPACT SEDAN GETS REFINED, MORE FUEL EFFICIENT Defend the Forte
The Kia Forte gets a new trim piece connecting the taillights, as in other Kias, and trunk space has increased to 15.1 cubic feet.
AUTODETROIT2018SHOWSPECIAL 38 MOTORTREND.COM / APRIL 2018
FIRST LOOK | 2019 Kia Forte
The2019 Kia Fortebrings a sleeker, more coupelike exterior that borrows styling from its Stinger sibling. Unlike most compact sedans, the 2019Kia Forteadopts a cab-rearward exterior, giving it a fastback silhouette and a short trunklid. Designers moved the cowl back 5 inches to achieve this look while giving the car a more planted appearance on the road. The car has also been stretched by 3.2 inches, making it 182.7 inches long—0.4 inch longer than a Honda Civic sedan. Compared to the outgoing model, the new Forte features a stronger body made of 54 percent advanced high-strength steel. The seat frames are also stronger yet lighter, and the body-in-white is 16 percentAccordingstiffer.to Kia, the 2019 model’s new electric power steering system should minimize the artificial feel and friction, and the revised suspension geometry improves handling. Throttle and braking feel have also been reworked to smooth tip-in response and achieve better stoppingTheperformance.carryover2.0-liter I-4 under the hood runs on the Atkinson cycle and is estimated to make 147 hp and 132 lb-ft of torque. It can be coupled to either a standard six-speed manual or Kia’s first CVT, dubbed Intelligent Variable Transmission (IVT), which uses a pull-chain instead of a push-belt and employs faux “shift” points to help reduce the rubber band effect inherent in most CVTs. Kia expects the Forte to get 35 mpg in the combined cycle. A hatchback variant should follow sometime after the sedan, possibly with a 201-hp turbo-four engine option. Inside, the 2019 Forte comes standard with an 8.0-inch touchscreen, which is the centerpiece of its minimalistic cabin. The updated infotainment system features Android Auto and Apple CarPlay on all models and can now read text messages on phones linked via Bluetooth. Additional features include full LED headlights, a 320-watt Harman Kardon premium audio system, and a wireless phone charger. Kia will offer a full suite of active safety tech, including blind-spot monitoring, lane keeping assist, adaptive cruise control, automatic emergency braking, and forward collision braking.
REAR REVISION
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THE 2019 AVALON GETS APPLE CARPLAY, OTHER UPDATES Toyota’s Next Big Thing AUTODETROIT2018SHOWSPECIAL 40 MOTORTREND.COM / APRIL 2018
On the driving front, the 2019 Avalon will offer an upgraded version of Toyota’s 3.5-liter V-6 as well as the four-cylinder hybrid offered in the Camry.
Although Toyota did not give exact power figures for the engines, both are similar dimensionally and have identical compression ratios to the Camry’s powerplants. That means 301 hp and 267 lb-ft for the V-6 and 208 total system hp for the four-banger hybrid are likely.
The 2019 Avalon’s design features more creases and angularity, and it’s longer, lower, and wider than before. Its new design features a slippery 0.27 Cd.
As for Google/Android devices, however, Toyota’s press release says the Avalon will integratesmartwatches with Alexa-enabled voice connectivity, which works with either Apple or Android devices. But the automaker won’t offer Android Auto with the Avalon’s 9.0-inch infotainment screen, which can be pinched and flicked like a smartphone.
FIRST LOOK | 2019 Toyota Avalon
It shares the same TNGA platform as the2018 Camry, but the most buzz regarding the Avalon was its offering of Apple CarPlay. Toyota had been in a legal snarl with Apple and Google about their refusal to disclose the security protocols of their back-end programming. That appears resolved with Apple at least.
The front-drive V-6 is mated to an eight-speed torque-converter automatic; Touring and XSE models get steering wheel–mounted paddle shifters with revmatching downshifts. The hybrid uses a CVT, and its batteries are now mounted under the back seat instead of the trunk.
The 2019 Avalon goes on sale in spring. Pricing was not announced. Mark Rechtin
Toyota also refers to the Avalon’s infotainment system as “Entune 3.0,” so it might not be giving up on the proprietary-software game entirely. Entune will allow connected services for safety and vehicle service, and it features an available Wi-Fi hot spot powered by Verizon.
The Avalon has never been a sporty sedan—especially given its typically geriatric buyer demographic—but that isn’t stopping Toyota from trying to give the sedan a bit more snap. The 2019 model offers active variable suspension with adaptive damping, front and rear G sensors, and independent wheel control via shock-mounted solenoid control valves. Toyota says the system can choose from 650 damping steps in 20 milliseconds. The old rear strut suspension setup has been replaced by a multilink setup, which has widened the track and lowered the Avalon’s center of gravity. On the safety front, standard features include pedestrian detection, radar cruise control, lane departure alert with steering assist, automatic high-beams, stability control, traction control, ABS with brake assist and electronic brakeforce distribution, and a backup camera.
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As Americans, we ask a lot of our family vehicles. But none exerts itself harder than the full-size, threerow SUV. These seven- and eightseat SUVs are tasked with shuttling family members to school, jobs, and sports practice during the week. On the weekend, these workhorses support our hobbies—from towing horses or boats on trailers to taking us down remote twotracks to our favorite hiking or hunting spots. While we play, these SUVs work evenBecauseharder.of the honey-do lists we place upon these big family SUVs, manufacturers build ’em tough. They typically feature big V-8 engines, four-wheel drive, and full-size pickup-based platforms. Given how many jobs we expect these SUVs to do, our Big Test will ask more of ’em, too. On top of the usual criteria—you know, driving, ride
COVER STORY 42 MOTORTREND.COM / APRIL 2018
THESE BIG SUVS ARE BUILT TO WORK AND PLAY HARD
Words Christian Seabaugh Photographs William Walker
OFBEASTSBURDEN
21 3 4 5 Chevrolet Tahoe Z71 (4WD LT) ......$65,510 Dodge Durango 4 R/T ...................$56,555 Ford Expedition XLT FX4 (4WD) ...$64,220 Nissan Armada Platinum (4WD) ..$63,695 Toyota Sequoia TRD Sport (SE 4WD) $55,535 MOTOR TREND FULL- SIZE,THREE-ROW SUVS and handling, and the ability to comfortably swallow at least seven passengers and their cargo, all without breaking the bank—we’re also going to ask our trucks to tow a trailer loaded with Honda Pioneer side-by-sides and complete a rough-andtumble off-road obstacle course. Our invite criteria were pretty simple: three rows of seats, a minimum towing capacity of 7,000 pounds, four-wheel drive, and a $65,000 price cap, which, shockingly, is about the average transaction price for this segment. The SUV most synonymous with this segment is the Chevrolet Tahoe and its 1: Dodge Durango 2: Chevrolet Tahoe 3: Nissan Armada 4: Toyota Sequoia 5: Ford Expedition APRIL 2018 / MOTORTREND.COM 43
Nissan Armada Hit: Excellent powertrain and cabin. Miss: Old electronics.
Ford Expedition Hit: Roomy cabin, great powertrain, and a segment-leading towing capacity. Miss: At nearly $65K, it’s missing some of the active safety features we’d expect.
RETURN OF THE DINOSAURS Who would have thought these five full-size SUVs would have survived the Great Recession, $5/gallon gasoline, and increasing CAFE standards? Yet here we are.
44 MOTORTREND.COM / APRIL 2018 paired with a six-speed auto and optional four-wheel drive.
Platinum model equipped with optional four-wheel drive. And that brings us to our final contender. A Big Test needs to be just that, so to round out our field, we invited an SUV that artfully straddles the line between full-size crossover and full-size SUV. Our 2018 Dodge Durango 4 R/T is just slightly bigger than many midsize crossovers and slightly smaller than these full-size SUVs. (Its wheelbase is actually significantly longer than the Tahoe’s, but it’s about 2 inches shorter in overall length.) The only SUV not built in the old-school body-on-frame fashion, our Durango tester features the optional 5.7-liter V-8 sending power through an eight-speed automatic and a four-wheeldrive system borrowed from the Jeep Grand Cherokee.
Toyota Sequoia Hit: Big and relatively cheap. Miss: Feels old; disappointing off-road.
Nissan has also been a player in the segment with the Armada. The secondgen Armada just arrived Stateside in 2016, but it has been hiding in plain sight on American streets since 2010 as the Infiniti QX56 (now called the QX80) and globally as the utilitarian Nissan Patrol off-roader. The U.S.-spec Armada is a hodgepodge of the two, sporting the latter’s sheetmetal and the former’s interior and engine, a beastly 5.6-liter V-8 mated to a seven-speed automatic. Our tester is a loaded 2018 Nissan Armada extended-length twin, the Suburban. The undisputed segment best-seller, the Tahoe (and the virtually identical GMC Yukon) has been continually improved since the current generation made its debut three years ago. Our 2018 Chevrolet Tahoe started its life as a midlevel model but is loaded with options, including the Z71 Midnight Edition package, which adds off-road tires, an off-road-oriented suspension, a revised front bumper, black paint, and some decals. Our four-wheel-drive Tahoe is powered by the standard 5.3-liter V-8 paired with a six-speed automatic. It’s tough living in the shadows, but Ford has done its best to ensure the new-for-2018 Expedition gets its chance at the spotlight. Our Ford Expedition XLT FX4, like all new Expeditions, is built with lessons learned developing the best-selling, Truck of the Year–winning Ford F-150. Its sleek new sheetmetal is made of aluminum, and under the hood it sports a 3.5-liter twin-turbo V-6 paired with a 10-speed automatic transmission and optional all- or four-wheel drive—our tester is equipped with the latter. Big full-size SUVs aren’t just an American thing; Toyota has been playing in the segment since 2000 with the Sequoia. Although it’s largely unchanged since it made its debut in 2008, Toyota gave it a handful of updates for the new year. Our 2018 Toyota Sequoia TRD Sport is the newest trim level, and it, like the rest of the lineup, gets LED headlights and some infotainment updates this year. Despite the Sequoia’s new nose, under the hood it soldiers on with a 5.7-liter V-8
Chevrolet Tahoe Hit: There’s a Tahoe for everyone. Miss: Lackluster engine and transmission combo; smallest third row.
Hits and Misses
Ride & Handling With two weeks of extensive testing to tackle, we kicked things off with our realworld evaluation loop, which includes city streets, highway speed stretches, twisty roads, and sections of asphalt so bad that the county is continually attempting to repave it. Basically, it’s just about everything these SUVs would have to tackle in a given month in a tidy 21-mile stretch of coastal SoCal. The differences between the five SUVs were readily apparent from the get-go.
Dodge Durango Hit: Killer initial value ... Miss: ... but higher ownership costs.
The Chevrolet Tahoe feels every bit as truckish as the Silverado platform it rides on. Although the Tahoe isn’t the only SUV here riding on a pickup platform (the Sequoia and Expedition ride on ladder frames based on those of the Tundra
“It has impressive body control,” associate editor Scott Evans said. “There’s surprisingly little body roll for such a large vehicle, and it rolls over onto the outside wheels smoothly every time.”
If the Tahoe is on the harsh end of the ride spectrum, then the Nissan Armada is on the soft end. The Armada’s ride is mostly supple and floats over most impacts, only hobby horsing on harsher, repetitive bumps. The soft suspension does, however, mean that the Armada leans a ton through corners, sending unsecured cargo flying as the Nissan rounds bends. The Dodge Durango is by far the happiest SUV in corners. The steering wheel in our sport-oriented R/T tester is direct and communicative, letting you know what the front tires are up to right up until you push things a little too far and the Dodge eases you back with a hint of gentle understeer. The Durango’s ride is pretty great, too. Although stiffer than the Tahoe, it dispatches bumps in a one-and-done manner. “Definitely the sportiest in the group,” associate road test editor Erick Ayapana said. “Not surprising given it’s the smallest, lightest, and most nimble of the bunch.”
APRIL 2018 / MOTORTREND.COM 45 These five SUVs went through two weeks of extensive testing. The differences were readily apparent from the get-go. 2018 Chevrolet Tahoe ACCELERATION TO MPH 0-30 2.9 sec 0-40 4.3 0-50 6.0 0-60 7.9 0-70 10.6 0-80 13.5 0-90 17.0 PASSING, 45-65 MPH 4.0 QUARTER MILE 16.2 sec @ 87.9 mph 0-60 (TOWING) 15.0 PASSING, 45-65 MPH (TOWING) 9.3 QUARTER MILE (TOWING) 20.4 sec @ 68.0 mph BRAKING, 60-0 MPH 137 ft LATERAL ACCELERATION 0.74 g (avg) MT FIGURE EIGHT 28.1 sec @ 0.61 g (avg) TOP-GEAR REVS @ 60 MPH 1,500 rpm 2.1 14.93.613.910.98.56.54.63.3secsec @ 93.0 mph 19.38.213.5 sec @ 71.7 mph 127 0.80ftg (avg) 27.4 sec @ 0.64 g (avg) 1,400 rpm 2.2 sec 14.83.314.110.78.16.24.53.2 sec @ 91.7 mph 18.77.712.2sec @ 73.3 mph 129 0.76ftg (avg) 27.6 sec @ 0.62 g (avg) 1,600 rpm 2.2 sec 14.83.413.410.88.46.24.63.2sec @ 94.0 mph 19.07.512.1 sec @ 71.8 mph 123 0.73ftg (avg) 28.0 sec @ 0.61 g (avg) 1,400 rpm 2.3 sec 15.23.414.611.69.06.85.13.6 sec @ 91.6 mph 19.57.613.3 sec @ 71.2 mph 122 0.78ftg (avg) 27.3 sec @ 0.65 g (avg) 1,600 rpm
Dodge Durango Ford Expedition Nissan Armada Toyota Sequoia and the F-150), it’s the only one to use a pickup’s live rear axle, meaning both rear wheels share an axle, and thus any impact felt by one tire also affects the other. At least it swaps the pickup’s leaf springs for better-riding coils. Typically used in pickup trucks because their inherent strength outweighs the ride-quality penalty the design suffers, the live rear axle in the Tahoe is likely a cost-savings measure that negatively affects its ride and handling. The Tahoe’s rear-axle design makes the SUV feel stiff—though compliant—and busy while going down the road. The optional offroad tires don’t do the Chevy’s steering any favors through corners, either; they trade numb steering feel in favor of aggressive tread for off-road use.
The Expedition handles pretty well, too, with accurate but not talkative feedback from the wheel.
SUVs in this segment have come a long way on the ride and handling front—something we were all reminded of once we took our first turns in the Toyota Sequoia. The big Toyota has gone without any significant changes for a decade, putting it far behind the rest of the pack in automotive development. The Sequoia’s steering requires constant corrections to stay centered in a straight line. It doesn’t get any better through turns, either. “Driving this reminds me how bad Toyota steering used to be; it’s way overboosted with
The Ford falls somewhere between the Dodge and Chevy on the stiff end and Nissan on the soft end of the ride and handling spectrum. Equipped with an optional off-road-oriented package featuring an off-road tire, the Expedition suffers from far fewer ride and handling trade-offs than the Tahoe.
46 MOTORTREND.COM / APRIL 2018
The performance formula for SUVs in this class used to be pretty simple: a big, lazy V-8 paired with a four- or five-speed transmission. My how things have changed. The biggest departure from yesteryear can be found under the hood of the new Ford Expedition. Ford ditched its 5.4-liter V-8 late in the previousgeneration Expedition’s life in favor of its EcoBoost twin-turbo V-6, and the Blue Oval doubled down on its commitment by pairing the newest version of the EcoBoost V-6, now churning out 375 hp and 470 lb-ft of torque, with a 10-speed automatic transmission. The benefits of the new powertrain coupled with the weight savings of its aluminum body panels mean the Expedition was among the quickest in our test, accelerating from 0 to 60 mph in just 6.2 seconds and needing 14.8 seconds to get through the quarter mile at 91.7 mph. You’ll never miss a V-8 with this engine; it’s responsive and has a big, meaty torque curve. The gearbox is great, too, shifting almost imperceptibly in the background and always choosing the right gear.
For a vehicle that’s essentially 10 years old, the Toyota Sequoia’s powertrain is pretty nice. Its 381-hp, 401-lb-ft 5.7-liter V-8 gets the Toyota moving smoothly,
The burly Nissan Armada is just a hair faster than the Expedition. Powered by a Tennessee-built 5.6-liter V-8 making 390 hp and 384 lb-ft of torque and mated to a seven-speed automatic, the Armada ties the Expedition’s 0–60 run and quarter-mile time but is going 2.3 mph faster, at 94.0 mph, as it passes by the quarter-mile mark. Although most of us found the Armada’s throttle response to be overly aggressive, we all really liked the Nissan’s powertrain. “The engine is powerful, and it wants you to know it,” Evans said. “And the transmission is smooth and smart.”
The Dodge Durango also does pretty well for itself. Its 5.7-liter V-8 makes 360 horsepower and 390 lb-ft of torque, and it’s connected to a quick-shifting eight-speed automatic. It’ll hustle from 0 to 60 mph in 6.5 seconds and through the quarter mile just behind the Nissan and Ford, in 14.9 seconds at 93.0 mph.
The Chevrolet Tahoe feels every bit as truckish as the Silverado platform it rides on. LAYOUT 4WD, 8-PASSENGER SUV 74.4” 68.7 116.0” 203.9” 68.7” 80.5” Chevrolet Tahoe HEADROOM, F/M/R 42.8/38.7/38.1 in LEGROOM, F/M/R 45.3/39.0/24.8 in SHOULDER ROOM, F/M/R 64.8/65.1/62.6 in CARGO VOLUME BEH 1/2/3 ROWS 94.7/51.7/15.3 cu ft CURB WEIGHT 5,706 lb WEIGHT DIST, F/R 52/48% TURNING CIRCLE 39.0 ft GROUND CLEARANCE 7.9 in APPROACH/DEPART ANGLE 15.5/23.2 deg extremely vague on-center feel,” news editor Alex Nishimoto said. Fortunately for the Toyota, it rides acceptably, though executive editor Mark Rechtin noted that there’s “a lot of side-to-side shudder with a lot of head toss over very minor bumps in the road.”
“The engine pulls hard and sounds great,” Nishimoto said. “It gets really throaty when you wring it out, but it’s subdued when you’re driving it normally.”
Performance
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“It has tons of pulling power on the inclines, and the powertrain does a good job of engine braking on declines,” Ayapana said. The Armada was a close second choice in our towing tests. (Check out the chart on page 45 for the full towingAlthoughresults.)most buyers will never take any of these SUVs off-road, their ability to tackle a light off-road course (and, well, a huge mud puddle) directly correlates to how well they’ll be able to handle snow, national park trails, dirt roads, and any other unforeseen obstacle. The Expedition and Tahoe, both with off-road packages and tires, hardly blinked in our tests. The Durango, too, was shockingly capable, so long as you mind its ground clearance and low-hanging front bumper.
48 MOTORTREND.COM / APRIL 2018
The Dodge Durango feels both sporty and upscale, it’s efficient, and it’s safe. LAYOUT 4WD, 6-PASSENGER SUV 63.9” 75.8” 69.8” 64.1” 119.8” 201.2” Dodge Durango HEADROOM, F/M/R 39.9/39.8/37.8 in LEGROOM, F/M/R 40.3/38.6/31.5 in SHOULDER ROOM, F/M/R 58.5/50.4/50.4 in CARGO VOLUME BEH 1/2/3 ROWS 84.5/47.7/17.2 cu ft CURB WEIGHT 5,433 lb WEIGHT DIST, F/R 52/48% TURNING CIRCLE 41.0 ft GROUND CLEARANCE 8.1 in APPROACH/DEPART ANGLE 16.3/21.5 deg if a bit slowly, but kick down a bit into the throttle to get the six-speed auto to downshift, and it’ll scoot. “It sounds good and pulls strong, but when accelerating you can feel the powertrain vibrating the steering wheel,” Ayapana said. Rechtin added: “The engine delivers sufficient power, but shifts take forever. Feels old.” Despite its age, the Toyota can run with the new guys; at the track it accelerates from 0 to 60 mph in 6.8 seconds, and it passes through the quarter mile in 15.2 seconds at 91.6 mph. Bringing up the rear is the Chevrolet Tahoe. Part of the blame can placed on the Midnight Edition’s all-terrain tires, but the Chevy’s powertrain is equally responsible. The Tahoe’s 5.3-liter V-8 makes 355 hp and 383 lb-ft of torque, the least amount of horsepower and torque in this field, and despite it being the second-lightest SUV here, its power-to-weight ratio is still the worst in the group. It’s not the engine’s fault; under acceleration, the six-speed treats gears two through five like Trump treats Marla and Tiffany—it avoids them as much as possible. That means less impressive test results: 0–60 mph comes in 7.9 seconds, and the quarter mile takes 16.2 seconds at 87.9 mph. With about half of the buyers in this segment towing at least once per year, we also thought it was important to test how well they towed and hauled. We borrowed a trailer with two Honda Pioneer sideby-sides on it (for a total weight of 4,700 pounds) to see how well each handled a load. With the Expedition’s test-best towing capacity—9,200 pounds—it’s perhaps unsurprising that it was our favorite hauler. It got up to highway speeds quicker than any other SUV and was the most responsive when passing.
The Nissan and Toyota, on the other hand, were both disappointing. While the three Americans scrambled and crawled through everything we threw at ’em, the two Japanese SUVs struggled a ton,
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The Expedition leads the pack in second-row comfort. Not only are the seats spacious, but they also recline. Second-row occupants also get their own USB outlets and an electric outlet but no center armrest. Captain’s chairs are optional.Getting into the third row isn’t the easiest, but leg- and headroom are competitive in the segment. In other words, adults will fit, but it’ll be snug. The two lucky souls in the third row get their own cupholders but no way to charge up any of their devices.
The Tahoe has a reputation for being big, but you wouldn’t know it from here. The second row is back of the pack in both leg- and headroom. But those in the middle row have access to an optional flip-down entertainment screen, HDMI inputs, USB chargers and outlets, and auto A/C controls. The outboard positions get heated seats, too.
2018 Chevrolet Tahoe Z71: Big on the outside, small on the inside.
2018 Dodge Durango 4 R/T: Packaging done right.
The Durango feels the most carlike from behind the wheel, and thanks to its driver-focused cabin, it feels it inside, too. The dash is ripped from the F-150 (a good thing). The seats are spacious with lots of storage, but the rotary shifter takes some getting used to.
2018 Ford Expedition XLT FX4: F-150, is that you?
The Ford Expedition scores well in the third row, too, with its class-leading legroom helping make the space adult-friendly. Third-row occupants also get reclining seats that don’t eat into the cargo area too much. There are also USB outlets back here.
The Dodge’s second row is midpack when it comes to actual room, but its engineers made the most of the space. It has headrest-mounted entertainment screens, an HDMI and A/V input for a video game system, plus an assortment of outlets. We’d skip the center console in favor of a bench seat, but it contains more outlets and storage.
The interior has aged well, but we don’t care for the hard front seats or the steering wheel, which isn’t centered with the driver’s seat.
Getting into the third row isn’t a problem—sitting in it is. The Tahoe’s third row is among the smallest here. Preteens and older will be left sitting with their knees in their chests. The Tahoe has the smallest cargo area with the seats in place.
APRIL 2018 / MOTORTREND.COM 51
Efficiency
The second row is a pretty nice place to spend some time. Nissan’s Zero Gravity cushions are comfortable, the seats are spacious, and outboard passengers get seat heaters. You can charge your devices back here with two USB plugs, an electrical outlet, and a cigarette lighter.
2018 Toyota Sequoia TRD Sport: By now a museum piece. Credit to Toyota for the Sequoia's roomy third row. There may not be much in the way of amenities back here, but at least occupants can sit and exit with a little dignity.
Toyota updated the Sequoia’s cabin for 2018. The infotainment makes simple tasks such as changing the radio station difficult. These cloth seats really reveal the Sequoia’s age. They both look and feel straight out of a 2005 Camry. The seats are comfortable enough, but you miss out on all of the extra goodies the other SUVs get such as USB chargers. You do, at least, get auto A/C controls here.
2018 Nissan Armada Platinum: Infiniti who?
It’s easy to dismiss fuel economy as irrelevant in this segment, but given that California gas prices are back above three bucks a gallon and with an average fuel tank size of 25.26 gallons in this group, frequent fill-ups will be expensive. Sorting by their EPA combined fuel economy scores, the Ford Expedition, with its 17/22/19 mpg city/highway/combined rating, is the most efficient, followed closely by the Chevy Tahoe and Dodge Durango. The Armada and Sequoia bring up the rear. Never content with what The Man tells us, our Emissions Analytics team hooked up its test gear to see how efficient our five SUVs really are using our Real MPGTurnsscore.out the feds were right, mostly. Second, fourth, and fifth don’t change, but the Ford and Dodge swap spots. The Durango’s 16.0/25.1/19.1 Real MPG score was the best in the test, and the turbocharged Expedition slipped to third with a 14.6/22.3/17.2 Real MPG score.
We’re not sure how Nissan managed to pull it off, but the Armada’s third row is worse than the Tahoe’s. The lack of leg-, knee-, and foot room was kind of expected, but the missing headroom certainly wasn’t. Trunk space isn’t exactly impressive.
needing 4Lo in a couple spots. We suspect much of the blame goes to its crappy street tires, but the Durango did just fine on its street-oriented performance tires.
Cockpit/Cabin Given these SUVs’ oft-used status as roadtrip cruisers and their day-to-day shuttling duties, passenger comfort is a top consideration in our test. The average commute in the U.S. is 25.4 minutes one way, according to the Census Bureau, and each row of seats is bound to be in use, so we paid special attention to the cabins of each SUV. There seems to be a difference in how to
The Armada has thick, buttery leather, comfortable seats, and attractive wood trim. But the user experience is lacking and feels old.
It’s kind of amazing that it took Dodge eight years to make a true highperformance Durango, but it’s been worth the wait. The performance-goodies list is long—anchored by a 6.4-liter Hemi V-8 churning out 475 hp and 470 lb-ft of twist mated to an eight-speed automatic and rear-biased all-wheel-drive system. Other add-ons include a stiffened and lowered suspension, Brembo brakes at all four corners, three-season tires, and seven driver-customizable drive modes to help make the most of the Durango SRT in any given condition. Dodge rounds out the Durango SRT package with a wide-body kit, a leather- and suede-finished interior, and a performance exhaust system to ensure the whole neighborhood hears you coming. The Durango SRT is just as much go as it is show. With launch control engaged— really just a rev limiter—this six-seat Dodge rockets from 0 to 60 mph in just 4.6 seconds and blows through the quarter mile in 13.2 seconds at 103.5 mph. Our test team thinks the Durango could be quicker still to 60 mph, but the launch control won’t allow any adjustments above 3,500 rpm. Throttle response from the 475 hp feels a bit artificially aggressive, but it fits the Durango’s character just fine, as does the exhaust’s upshift burp that serves as a reward for staying at wide-open throttle.
Flying Brick NO SACRIFICES WITH THE 475-HP 6-SEAT 2018 DODGE DURANGO SRT 392 FIRST TEST | 2018 Dodge Durango SRT 392
SPECS: Base Price $64,090 Price as Tested $73,360 Vehicle Layout Front-engine, AWD, 6-pass, 4-door SUV Engine 6.4L/475-hp/470-lb-ft OHV 16-valve V-8 Transmission 8-speed automatic Curb Weight (F/R Dist) 5,502 lb (52/48%) Wheelbase 119.8 in L x W x H 201.2 x 77.1 x 71.9 in 0-60 MPH 4.6 sec Quarter Mile 13.2 sec @ 103.5 mph Braking, 60-0 MPH 110 ft Lateral Acceleration 0.89 g (avg) MT Figure Eight 25.5 sec @ 0.75 g (avg) EPA City/Hwy/Comb Fuel Econ 13/19/15 mpg Energy Cons, City/Hwy 259/177 kW-hrs/100 miles CO2 Emissions, Comb 1.28 lb/mile One of the most important lessons my father ever taught me and my two younger brothers was about self-sacrifice. When it comes to putting others’ needs before your own, my dad is the resident authority. What’s this have to do with cars? Well, why else would he have gotten us a dowdy minivan as our family’s first car? It used to be that you had to sacrifice style, drivability, and a little bit of personal dignity in order to meet the vehicular needs of your family. True with minivans and also true with more than a few SUVs. But as the new fire-breathing 2018 Dodge Durango SRT proves, it is possible to have a family hauler that doesn’t sacrifice the basic human desire for excitement behind the wheel.
Speaking of shifting, the transmission shifts stunningly quickly and never seems to be in the wrong gear. Thankfully the Durango SRT stops just as well, needing just 110 feet to stop in our 60–0 braking test. This Dodge can handle a corner or two, too. The Durango SRT laps our figure eight in 25.5 seconds at 0.75 g average, and it averaged 0.89 g on the skidpad. Steering is quick, accurate, and talkative even while nearing the Durango’s performance limits, and the electronically damped shocks virtually eliminate body roll, helping ensure not one of the Dodge’s 475 horses is wasted. It might be tough to make a case for the Durango SRT to frugal parents such as my dad because of its $64,090 base price, this one’s $73,360 as-tested price, and its 15-mpg combined fuel economy. But really, it is a performance bargain. The only other true high-zoot seven-passenger SUV on the market is one that this Dodge shares its platform with—the Mercedes-AMG GLS63. The GLS63 is just a few tenths quicker in a straight line and ties the Durango SRT around the figure eight, but it starts at more thanMy$126,000.dadhasmoved on from his minivan days in favor of high-performance fiveseaters, and although his lesson made an impression on me, the Durango SRT has me thinking that self-sacrifice doesn’t always have to be so hard. Christian Seabaugh
LAYOUT 4WD, 8-PASSENGER SUV 76.4” 67.6” 79.9” 67.2” 122.5” 210.0” Ford Expedition HEADROOM, F/M/R 42.0/40.0/37.3 in LEGROOM, F/M/R 43.9/41.5/36.1 in SHOULDER ROOM, F/M/R 64.9/64.8/64.2 in CARGO VOLUME BEH 1/2/3 ROWS 104.6/57.5/19.3 cu ft CURB WEIGHT 5,763 lb WEIGHT DIST, F/R 50/50% TURNING CIRCLE 41.0 ft GROUND CLEARANCE 9.8 in APPROACH/DEPART ANGLE 23.3/21.9 deg
The third row is accessed pretty easily and can fit adults in a pinch. We also really liked Dodge’s CarPlay-friendly infotainment system, which is the most feature-rich of the group. There’s still some room for improvement, though. The optional rear-seat entertainment package puts a Blu-ray player in the front center console, which eliminates any storage capability it once had, and the
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The Tahoe keeps the Armada company when it comes to scant third-row space and comfort (though the Chevy’s is slightly more humane) but is a remarkably well-executed package otherwise.
The Chevy also features a snappy CarPlay-friendly infotainment system and a Wi-Fi hot spot to keep everyone occupied on road trips. The Dodge Durango is the smallest SUV here, but you wouldn’t necessarily know it inside. Due to some impressive packaging wizardry, the Durango’s three rows and cargo areas all sport midpack space while still having city-friendly dimensions. The second row is slightly smaller than the rest of the bunch, but it still feels plenty roomy and comes with all the creature comforts you’d expect.
The Expedition is a jack-of-all-trades. It’ll do anything it’s asked without breaking a sweat. approach the cabin from each manufacturer. If you want a true luxury experience, you’d seemingly have to look no further than the Nissan Armada. With our Platinum tester featuring swanky burnt orange seats and tufted leather door panels, the Armada makes a great first impression. The seats are comfortable, and the first two rows are spacious. Things fall apart from there, though.
“This is the most luxurious interior, even if it’s last-gen Infiniti,” Evans said. “Most people won’t know that, but they will notice the tiny black-and-white screen in the cluster, the busy, button-crazy center stack, and the small infotainment screen with dated graphics.” The infotainment system isn’t the only thing leaving us scratching our heads; the Armada’s third row is by far the smallest of the group.
“The Tahoe’s interior is my favorite part about it,” Nishimoto said. “It looks modern, and the materials feel nice for this class. There are plenty of USB ports throughout the cabin and little storage areas, too.”
Folks sentenced to ride in the way back who are larger than a small child will have their heads brushing the low ceiling and knees in their chests.
Additional performance options that bolstered our tester include four-wheel drive, a mean-sounding Borla exhaust that supposedly adds a couple horsepower, and large sixpiston Brembo front brakes. We recommend ticking all three of those boxes for reasons that’ll become apparent in just a sec. At the track, the Tahoe RST Performance Edition is easily the fastest Tahoe we’ve tested. Using road test editor Chris Walton’s patented “Walton Method,” launching in 4Hi and switching to 2Hi quickly after takeoff, the Tahoe RST runs 0–60 mph in 5.8 seconds, and it gets through the quarter mile in 14.2 seconds at 98.4 mph—the V-8 bellowing triumphantly through the Borla exhaust the whole way. That bests the quickest standard Tahoes we’ve tested by more than a second. GM’s 6.2-liter V-8 has always been a sweetheart of an engine with plenty of torque available immediately off the line and throughout its powerband, and it’s only made better by the 10-speed auto with its lightning-quick and almost imperceptible gearshifts.
The Tahoe RST is great at getting moving, but when it comes to stopping and turning, it needs a bit of help. Despite the optional ($2,795!) front Brembo brakes, the Tahoe RST’s Bridgestone Dueler H/Ts don’t provide the traction needed to get this SUV stopped from 60 mph in anything less than 133 feet.
There was a moment there in the late ’90s and the early ’00s when it seemed like Detroit’s sport trucks were its new sports cars. But the segment died during the Great Recession when gas prices soared near $5 per gallon. With gas prices relatively low again, the segment has roared back, and flying the GM flag is the new 2018 Chevrolet Tahoe Premier RST Performance Edition. Not to be confused with the lesser RST Edition package, the RST 6.2L Performance Edition adds a—you guessed it—6.2-liter V-8 to the top-level Tahoe Premier. Although the 420-hp and 460-lb-ft V-8 is new to the Tahoe, it’s been found in the related GMC Yukon Denali and Cadillac Escalade since they launched in 2015. As such, the V-8 is not exclusive among the full-size GM SUVs, per se, but only a select few get its transmission: a quick-shifting 10-speed automatic co-developed with Ford and also found in serious performance vehicles such as the Chevy Camaro ZL1 and Ford F-150 Raptor. Chevy rounds out the RST Performance package with Magnetic Ride Control (MRC) suspension, performance allseason tires, and visual styling cues.
SPECS Base
Ultimately, if you’re looking to the Tahoe RST Performance Edition as the be-all, end-all sports truck, you’re bound to be disappointed. A man much wiser than me once said, “There’s no fighting physics.” With 22-inch wheels and tires to contend with, plus this big girl’s 5,752-pound curb weight, the Tahoe RST is outclassed by slightly smaller, more powerful sport-utilities that jumble the same three suffix letters. Even so, the Tahoe RST’s bigger engine and 10-speed transmission represent a solid upgrade that drastically improves the Tahoe drive experience. Add in a little bit of TLC to the Tahoe RST’s steering and braking manners from the Chevy Performance team, and it could be a stronger entry.
The RST’s steering carries a touch of wander and little in the way of feel. But its Magnetic Ride Control suspension does notably improve the Chevy’s cornering ability.
With MRC virtually eliminating body roll, the Tahoe RST will corner far faster than such a beast has any right to—lapping our figure eight in 26.1 seconds at 0.70 g average and pulling 0.84 g average on the skidpad.
Christian Seabaugh Price $66,125
Price As Tested $78,540 Vehicle Layout Front-engine, 4WD, 7-pass, 4-door SUV Engine 6.2L/420-hp/460-lb-ft* OHV 16-valve V-8 Transmission 10-speed automatic Curb Weight (F/R Dist) 5,752 lb (52/48%) Wheelbase 116.0 in L x W x H 203.9 x 80.5 x 74.4 in 0-60 MPH 5.8 sec Quarter Mile 14.2 sec @ 98.4 mph Braking, 60-0 MPH 133 ft Lateral Acceleration 0.84 g (avg) MT Figure Eight 26.1 sec @ 0.70 g (avg) EPA City/Hwy/Comb Fuel Econ 14/22/17 mpg Energy Cons, City/Hwy 241/153 kW-hrs/100 miles CO2 Emissions, Comb 1.16 lb/mile *SAE certified Halfway There TAHOE RST BRINGS A 6.2-LITER V-8 AND 10-SPEED AUTO TO THE TABLE FIRST TEST | 2018 Chevrolet Tahoe Premier RST 54 MOTORTREND.COM / APRIL 2018
Dodge has done an impressive job at keeping the Durango—which made its debut back in 2010—feeling fresh inside, but Toyota hasn’t done the same legwork. Getting into the Sequoia is like stepping into a time machine. It has velour cloth seats straight out of a 2005 Camry, the tacked-on infotainment system requires a reach clear across the cabin to operate, and there’s just a single USB port.
Safety There are two ways of looking at safety in this segment—crash test scores and active safety tech. On the former front, we have an incomplete set of data because three-fifths of our present-day field hasn’t been tested by the National Highway Traffic Safety Administration (NHTSA) or the Insurance Institute for Highway Safety (IIHS). The Tahoe has been tested by NHTSA, scoring four stars out of five overall, and the Durango is rated four stars by NHTSA and scored “Good,” the highest possible rating, in most IIHS tests.
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Although it’s “sorely lacking in features,” according to Nishimoto, the fundamentals are right. The cabin is downright massive, with plenty of room in all three rows. “You can fit grown-ass men in the third row,” Rechtin said. “The problem is there are no USB ports or anything for kids (or grown-ass men) to occupy themselves with, unless they want to play slugThebug.”Ford Expedition seems to benefit greatly from being the newest SUV of the bunch—it’s the only one to effectively blend passenger comfort with interior features. The F-150-inspired cabin features huge storage cubbies, plenty of cupholders, and lots of room for adults and their cargo in all three rows. Both the second and third rows recline, and the Ford won praise for how easy it is to access the third row; the second row slides forward and out of the way with a light touch. This being a 21st century
The Nissan Armada’s ride is mostly supple and floats over all but harsh, repetitive impacts. LAYOUT 4WD, 8-PASSENGER SUV 75.8” 67.5” 79.9” 67.9” 121.1” 208.9” Nissan Armada HEADROOM, F/M/R 39.8/40.0/36.4 in LEGROOM, F/M/R 41.9/41.0/28.4 in SHOULDER ROOM, F/M/R 63.8/63.4/60.5 in CARGO VOLUME BEH 1/2/3 ROWS 95.4/49.9/16.5 cu ft CURB WEIGHT 5,913 lb WEIGHT DIST, F/R 52/48% TURNING CIRCLE 41.3 ft GROUND CLEARANCE 9.2 in APPROACH/DEPART ANGLE 20.9/22.3 deg third row is just one of two here without any USB outlets to charge up devices.
SUV, each row of seats gets plenty of power ports, USB outlets, and storage cubbies, and second-row passengers also have the ability to control infotainment functions from the back of the center console. And yes, there’s CarPlay integration.
On the active safety front, each vehicle
Cost of Ownership There are a lot of ways to look at cost of ownership, so I highly recommend checking out our Intellichoice-sourced chart for the full cost of ownership breakdown. If we focus solely on how much each vehicle will
Getting into the Toyota Sequoia with its velour cloth seats is like stepping into a time machine. COVER STORY LAYOUT 4WD, 7-PASSENGER SUV 74.6” 67.9” 79.9” 69.1” 122.0” 205.1” Toyota Sequoia HEADROOM, F/M/R 38.3/39.2/38.5 in LEGROOM, F/M/R 42.5/40.4/35.3 in SHOULDER ROOM, F/M/R 66.4/65.6/65.7 in CARGO VOLUME BEH 1/2/3 ROWS 126.4/66.6/18.9 cu ft CURB WEIGHT 5,935 lb WEIGHT DIST, F/R 51/49% TURNING CIRCLE 38.1 ft GROUND CLEARANCE 10.0 in APPROACH/DEPART ANGLE 27.0/21.0 deg here sports some sort of technological measure such as blind-spot warning or rearview cameras designed to make you a safer driver. Aside from the Ford, whose sole set of supplemental safety tech was limited to blind-spot monitors and a backup camera on our base-level Expedition XLT (forward collision alert, adaptive cruise control, and lane keep assist are available on higher-spec models), most systems functioned without having to think twice about them—skydivers don’t want to think twice about their parachute, do they? The two minor gripes we had were with the Armada and the Sequoia. The Nissan, which has the most comprehensive safety tech, would slow down in heavy traffic, thanks to its Intelligent Distance Control software. But once the slow traffic cleared, the Armada’s smart cruise system was scarily poky at getting back up to speed. We’d have turned it off, but good luck navigating through the Nissan’s digital instrument cluster in traffic. As for the Toyota, its lane keep assist software doesn’t seem to do anything other than mindlessly beep at the driver, prompting all of us to shut it off. A turned-off safety system doesn’t do anybody a lick of good. Value This is a touchy subject. To some, it’s all about price. To others it’s about features or space. It’s hard to ignore the value proposition of our two cheapest entrants, the $55,535 Sequoia and the $56,555 Durango. The former offers up the most interior space for the price, though you get little else for your money. The latter offers up a reasonably roomy interior, plus leather, adaptive cruise control, lane keep assist, a premium audio system, and Apple CarPlay and Android Auto compatibility. We found the $64,220 Expedition offered the best balance of interior room and creature comforts. The Nissan falls short on value when considering the usability of its third row, and the Tahoe’s smaller package and high as-tested price sink it.
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AVG STATE FEES $678 $554 $661 $584 $609 DEPRECIATION $32,309 (47%) $26,425 (46%) $35,299 (52%) $35,959 (54%) $27,518 (47%) FINANCING $6,926 $5,833 $6,899 $6,773 $5,858 INSURANCE $6,343 $7,821 $7,041 $10,011 $6,714 FUEL $8,205 $9,792 $7,974 $10,062 $10,369 MAINTENANCE $2,453 $3,105 $2,271 $3,715 $2,791 REPAIRS $788 $873 $790 $704 $806 5-YEAR COST OF OWNERSHIP $25,393 $27,978 $25,636 $31,848 $27,147 TARGETINTELLICHOICEPURCHASE PRICE $68,520 $57,712 $68,250 $66,989 $57,952 Chevrolet Tahoe Z71 (4WD LT) Ford Expedition XLT FX4 (4WD) Nissan PlatinumArmada(4WD)Dodge Durango 4 R/T Toyota Sequoia TRD Sport (SE 4WD)CHOOSE YOUR CAR WISELY Intellichoice data is based on five years of ownership at 14,000 miles driven per year. Target purchase price includes destination and average applicable state taxes applied to a transaction price between invoice and retail, based on applicable incentives. SOMETHING FOR EVERYONE We like all the different flavors these SUVs come in; from the loud and in-your-face Dodge to the modernist Expedition, there’s something for everyone here. APRIL 2018 / MOTORTREND.COM 57
The Ford Expedition is a true jackof-all-trades. It’ll do anything its owner could ask of it without breaking a sweat. It expertly balances city and highway drivability with off-road capability and segment-leading towing capacity. It has more room inside than a New York studio apartment, features a modern infotainment system, and is among the most efficient and cheapest SUVs here to run over the long term. Whether working or playing, the Ford Expedition is a game changer in the segment, and it’s our unanimous pick for winner of this Big Test.
3RD Chevrolet Tahoe Z71 The best-seller gets by, thanks to its slightly more usable third row, better fuel economy, stronger off-road performance (thanks, tires!), and modern infotainment system.
4TH Nissan Armada Platinum Despite its comfortable ride and prompt powertrain, its useless third row, maddeningly complex electronic controls, and high cost of ownership keep it off the podium.
Last place goes to the Toyota Sequoia. We liked how roomy its cabin was, but that’s about it. Everything about it feels old, from its road manners to its interior design and materials choices. It’s the cheapest truck here, but your money goes a lot further with the others.
As Evans puts it, our second-place finisher punches way above its weight. Despite being the smallest vehicle here, the Dodge Durango still does everything nearly as well as our first-place finisher at a bargain price. The Durango feels both sporty and upscale, it’s efficient, and it’s safe, but its slightly smaller cabin and higher running costs mean it just misses out on first place.
Our winner balanced performance and road manners with packaging, fuel efficiency, and value.
MOTORTREND Ford Expedition XLT FX4 Spacious, itExpeditionandcomfortable,smart,quick,efficient,thedoesallwell:on-road, off-road, towing, you name it. This is the best in class.
2ND Dodge Durango 4 R/T The Durango is getting on in years, but Dodge has kept it fresh. You’ll lack some interior space but gain a great driving experience, nice materials, and a cheap sticker price.
Conclusion Ultimately, when it came down to deciding which SUV best balanced overall performance and road manners with packaging, fuel efficiency, and value, our individual rankings largely mirrored one another’s.
The Chevrolet and Nissan traded blows for third and fourth place, but ultimately the Tahoe hauled off with the bronze. The majority of us preferred the Armada’s powertrain, ride, and towing ability over the Tahoe’s, but the Chevy’s slightly more usable third row, better infotainment system, and impressive off-road performance—not to mention its higher relative fuel economy and lower cost of ownership—give it the edge. “Like in golf, it’s not about the good shots you hit,” Rechtin said. “It’s about the bad ones. And the Tahoe’s bad shots aren’t nearly as bad as the Armada’s.”
5TH Toyota Sequoia TRD Sport Ten years old and feels every year of it. It’s big and cheap. If that’s all you need, you’ll be OK. But don’t go looking for more here. cost to run and maintain over five years, the Tahoe comes out ahead at $25,393 over 60 months, with the Expedition close behind at $25,636. The Toyota and Dodge barely lag behind the Chevy and Ford, but the Nissan startlingly brings up the rear, its high insurance, fuel, and repair costs giving it a $31,848 cost to owners over the same use period.
n COVER STORY 58 MOTORTREND.COM / APRIL 2018 WINNER
Chevrolet Tahoe Z71 (4WD LT) Dodge Durango 4 R/T Ford Expedition XLT FX4 (4WD) Nissan PlatinumArmada(4WD) Toyota Sequoia TRD Sport (SE 4WD) DRIVETRAIN LAYOUT Front-engine, 4WD Front-engine, 4WD Front-engine, 4WD Front-engine, 4WD Front-engine, 4WD ENGINE TYPE 90-deg V-8, alum block/heads 90-deg V-8, iron block/alum heads Twin-turbo 60-deg V-6, alum block/heads 90-deg V-8, alum block/heads 90-deg V-8, alum block/heads VALVETRAIN OHV, 2 valves/cyl OHV, 2 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 325.2 cu in/5,328cc 345.1 cu in/5,654cc 213.4 cu in/3,497cc 345.6 cu in/5,563cc 345.6 cu in/5,663cc COMPRESSION RATIO 11.0:1 10.5:1 10.0:1 11.2:1 10.2:1 POWER (SAE NET) 355 hp @ 5,600 rpm* 360 hp @ 5,150 rpm* 375 hp @ 5,000 rpm 390 hp @ 5,800 rpm 381 hp @ 5,600 rpm TORQUE (SAE NET) 383 lb-ft @ 4,100 rpm* 390 lb-ft @ 4,250 rpm* 470 lb-ft @ 2,250 rpm 394 lb-ft @ 4,000 rpm 401 lb-ft @ 3,600 rpm REDLINE None (5,800-rpmindicatedfuelshutoff) 5,900 rpm 6,200 rpm 6,200 (6,000-rpmrpm fuel shutoff) 5,900 rpm WEIGHT TO POWER 16.1 lb/hp 15.1 lb/hp 15.4 lb/hp 15.2 lb/hp 15.6 lb/hp TRANSMISSION 6-speed automatic 8-speed automatic 10-speed automatic 7-speed automatic 6-speed automatic AXLE/FINAL-DRIVE/LOW RATIO 3.42:1/2.29:1/4.02:1 3.09:1/2.07:1/2.72:1 3.73:1/2.39:1/2.64:1 2.94:1/2.28:1/2.77:1 3.91:1/2.30:1/2.62:1 SUSPENSION, FRONT; REAR Control arms, coil springs, anti-roll bar; live axle, coil springs, anti-roll bar Control arms, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Control arms, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Control arms, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Control arms, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 17.3:1 16.7:1 20.5:1 19.6:1 17.3:1 TURNS LOCK-TO-LOCK 3.4 3.2 3.8 3.6 3.7 BRAKES, F; R 13.0-in vented disc; 13.6-in vented disc, ABS 13.8-in vented disc; 13.0-in vented disc, ABS 13.8-in vented disc; 13.2-in vented disc, ABS 13.8-in vented disc; 13.8-in vented disc, ABS 13.9-in vented disc; 13.6-in vented disc, ABS WHEELS 8.5 x 18-in cast aluminum8.0 x 20-in cast aluminum8.5 x 18-in cast aluminum8.0 x 20-in cast aluminum8.0 x 20-in cast aluminum TIRES 265/65R18 114S (M+S) Goodyear Wrangler DuraTrac 265/50R20 107T (M+S) Bridgestone Ecopia H/L 422 Plus 275/65R18 116T (M+S) Michelin Primacy XC 275/60R20 114H (M+S) Bridgestone Dueler H/T 684 II 275/55R20 111H (M+S) Dunlop SP Sport 5000M CONSUMER INFO BASE PRICE $56,875 $47,390 $55,900 $63,385 $55,535 PRICE AS TESTED $65,510 $56,555 $64,220 $63,695 $55,535 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes Yes/Yes Yes/Yes Yes/Yes AIRBAGS 7: Dual front, front side, inboard front head, f/m/r curtain 7: Dual front, front side, f/m/r curtain, driver knee 6: Dual front, front side, f/m/r curtain 6: Dual front, front side, f/m/r curtain 8: Dual front, front side, f/m/r curtain, front knee BASIC WARRANTY 3 yrs/36,000 miles 3 yrs/36,000 miles 3 yrs/36,000 miles 3 yrs/36,000 miles 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles 5 yrs/60,000 miles 5 yrs/60,000 miles 5 yrs/60,000 miles 5 yrs/60,000 miles ROADSIDE ASSISTANCE 5 yrs/60,000 miles 5 yrs/60,000 miles 5 yrs/60,000 miles 5 yrs/60,000 miles 2 yrs/Unlimited miles FUEL CAPACITY 26.0 gal 24.6 gal 23.3 gal 26.0 gal 26.4 gal REAL MPG, CITY/HWY/COMB 16.3/22.4/18.6 mpg 16.0/25.1/19.1 mpg 14.6/22.3/17.2 mpg 14.7/20.8/16.9 mpg 14.4/19.8/16.5 mpg EPA CITY/HWY/COMB ECON 16/22/18 mpg 14/22/17 mpg 17/22/19 mpg 13/18/15 mpg 13/17/14 mpg ENERGY CONS, CITY/HWY 211/153 kW-hrs/100 miles241/153 kW-hrs/100 miles198/153 kW-hrs/100 miles259/187 kW-hrs/100 miles259/198 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.06 lb/mile 1.16 lb/mile 1.02 lb/mile 1.31 lb/mile 1.33 lb/mile RECOMMENDED FUEL Unleaded regular Unleaded midgrade Unleaded regular Unleaded regular Unleaded regular POWERTRAIN/CHASSIS *SAE certified APRIL 2018 / MOTORTREND.COM 59
INTERIOR UPGRADES
The 2018 GMC Yukon Denali adds ash and brushed aluminum trim and more finish instead of
2018 GMC Yukon Denali BASE PRICE $67,495-$70,195 VEHICLE LAYOUT Front-engine, 4WD, 8-pass, 4-door SUV ENGINE 6.2L/420-hp/460-lb-ft*DOHC32-valveV-8 TRANSMISSION 10-speed automatic CURB WEIGHT 5,500-5,650 lb (mfr) WHEELBASE 116.0 in L X W X H 203.9 x 80.5 x 74.4 in 0-60 MPH 5.8-6.0 sec (MT est) EPA FUELCITY/HWY/COMBECON 14/21-23/16-17 mpg ENERGY CITY/HWYCONSUMPTION, 241/147-160 kW-hrs/ 100 miles CO2 EMISSIONS, COMB 1.14-1.18 lb/mile ON SALE IN U.S. Currently FIRST DRIVE | 2018 GMC Yukon Denali and 2018 Infiniti QX80 Words Alisa Priddle
Keeping up with the Joneses GMC YUKON DENALI
high-gloss.
UPDATED INNARDS The fresh face is the first update you’ll likely notice on the 2018 GMC Yukon Denali, but the new 10-speed automatic transmission is the most important news.
*SAE certified 60 MOTORTREND.COM / APRIL 2018
For 2018 the Denali gets some cosmetic work inside and out, but the big news is the 10-speed automatic transmission co-developed with Ford. Replacing the eight-speed with a 10-speed with a wider 7.39 gear ratio spread, the new transmission is paired with the carryover 6.2-liter V-8 engine that produces 420 hp and 460 lb-ft of torque to propel this nearly 3-ton vehicle. This is the fourth application of the 10-speed for GM. It made its debut in the 2017 Camaro ZL1, tuned for performance, but it was engineered for smoothness, accuracy, and comfort in this body-onframeFordSUV.introduced its version of the 10-speed in the Raptor and some F-150 models, but GM’s version takes a more discrete path—calibrating the transmission’s controls and algorithms for shift points and throttle response that are quick but seamless. As such, the Yukon Denali stays in the meat of the torque curve and powerband longer but in a manner barely detectable by the driver. Despite the new tranny, EPA-estimated fuel economy did not improve for all models. The 2018 short-wheelbase model with 4WD gets 14/22/17 in city/highway/ combined driving compared with 15/20/17 for the 2017 model. During our daylong drive, the new gearbox kept the engine from overrevving while working hard on a route from Denver International Airport to the 11,158-foot elevation of the Eisenhower GMC YUKON DENALI AND INFINITI QX80 GET PRIMPED TO STAY FRESH
satin
Big luxury SUVs have long lifecycles compared to sedans or small crossovers. And there are few choices when it comes to big SUVs that can transport entire families in opulence while also towing their full assortment of toys. Refreshes are mandatory to stay competitive and keep these profitable land yachts on buyers’ radar screens. When the competition is all-new like the Ford Expedition and Lincoln Navigator or still-new like the Land Rover Discovery, the rest of the field has to freshen its makeup to keep current between overhauls.
We spent seat time in two competi tors from the latter category: the 2018 Infiniti QX80 and GMC Yukon Denali.
The Yukon Denali starts at $67,495; the XL is $70,195. Our XL tester stickered at $80,585 with the $8,030 Denali Ultimate package, which includes a personal favorite: power runningboards.
LOVE IT OR LOATHE IT?
The outgoing Infiniti QX80 had a polarizing appearance, replete with a snub nose. But everything from the A-pillar forward has been changed in the 2018 model. Tunnel and back down thousands of feet into Beaver Creek. The Yukon never struggled, gasped, or lunged. With snow falling, the return 130-mile trip on I-70 was even more challenging, with vehicles occasionally spinning off the slick roads. During one particularly perilous stretch, an SUV clipped the back of a transport truck in front of us. We pulled over and ran back to the crushed vehicle to make sure the occupants were OK—they were—before continuing with a welcome sense of safety in the Yukon. The route also showcased the powertrain’s automatic grade braking. The algorithm recognizes constant braking and automatically downshifts to save brake life while maintaining speed. It turns on automatically, and a message appears in front of the driver to confirm it wasTheactivated.current-generation Yukon was new for 2015, so design changes were minor. The honeycomb grille is replaced by the fresher face already on the GMC Acadia and Terrain. The Denali also picks up unique 22-inch wheels and adds the Ultimate package with an assortment of creature comforts and safety features. Inside, the 2018 Denali has a four-color head-up display, and the SUV retains its 8.0-inch infotainment screen, Wi-Fi hot spot, wireless phone charging, and Apple CarPlay and Android Auto compatibility. Many drive and safety features carry over.
The 2018 QX80 is an upgrade of the second-generation SUV known as the QX56 when it made its debut for the 2011 model year. Infiniti deemed its midcycle freshening significant enough to show a design concept, the Monograph, at the 2017 New York auto show followed by the production QX80 unveiling at the Dubai auto show in November. The vehicle is in dealerships now. The new QX80 gets a new front fascia, a wider and more upright grille, and eyeshaped LED headlights and foglights that create a front end that is more upscale and no longer as polarizing. The liftgate, taillamps, and rear bumper finisher are also new—but the turn signal in the rear bumper is hard to see from a following vehicle with a high perch. Overhangs are longer, and the bodyon-frame QX80 gained weight, but fuel economy remains the same at 14/20 or 13/19 mpg in city/highway driving with the rear- and four-wheel-drive models, respectively. It can tow 8,500 pounds.
INFINITI QX80
The 2018 QX80 starts at $65,745; fourwheel drive adds $3,100. The 4WD model drove came to $85,070.
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The QX80 sits on the Nissan Patrol platform with the carryover V-8. It’s still satisfying to hear and feel the rumble of eight cylinders in a world where such beasts are heading to extinction. Also unchanged: the seven-speed automatic, foot-operated parking brake, and an array of safety technologies. The shocks were retuned for additional comfort, and Infiniti claims its class-exclusive Hydraulic Body Motion Control adds to the smooth ride, but I was hard-pressed to discern it in action. There were few curves in our drive around Charleston, South Carolina, but when we did get to swing it around, it felt exactly like what it is: a large SUV. Body roll wasn’t excessive, but it didn’t exactly defy physics.
n 2018 Infiniti QX80 BASE PRICE $65,745 VEHICLE LAYOUT Front-engine, RWD/4WD, 7-pass, 4-door SUV ENGINE DOHC5.6L/400-hp/413-lb-ft32-valveV-8 TRANSMISSION 7-speed automatic CURB WEIGHT 5,600-5,900 lb (mfr) WHEELBASE 121.1 in L X W X H 210.2 x 79.9 x 75.8 in 0-60 MPH 6.3 sec (MT est) EPA FUELCITY/HWY/COMBECON 13-14/19-20/15-16 mpg ENERGY CITY/HWYCONSUMPTION, 241-259/169-177kW-hrs/100miles CO2 EMISSIONS, COMB 1.20-1.28 lb/mile ON SALE IN U.S. Currently APRIL 2018 / MOTORTREND.COM 61
The QX80 is the first Infiniti to get a smart rearview mirror (similar to Cadillac’s) with a hatch-mounted camera for a digital view of trailing traffic, which is helpful if your view out the back window is blocked by cargo or heads. There is a wider step to assist entering the vehicle, and interior upgrades include new wood grain, new seat stitching and piping, stain-resistant quilted leather seats, and a new “wheat leather” interior color choice. There are more functional cupholders, more USB ports, room for a phone, and Wi-Fi. But the old electrical architecture cannot accommodate Apple CarPlay or Android Auto, and the analog gauge cluster is a throwback.
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FIRST TEST | 2018 Jeep Grand Cherokee Trackhawk JEEP PUT 707 HORSEPOWER UNDER THE HOOD. ARE THEY CRAZY? Words Jonny Lieberman Photographs William Walker 64 MOTORTREND.COM / APRIL 2018
PERSONAL FREEDOM After a spin through the gravel pit, the Hell Jeep might look like it crawled out of a slaughterhouse. But you gotta break eggs to make omelettes, right? whomped over the head by something as utterly ridiculous as the Trackhawk. But is it any good? I’d been in the driver’s seat for maybe a minute and just buried my right foot. To brag a little, I’ve hit 171 mph on the front straight of Big Willow in a Porsche 918 and hit 193 mph on the Bonneville salt in an AMG GT S. I’m used to big machines doing big things. But none of them tickled
There’s a line from MobyDick, “In a whaler wonders soon wane.” Cetaceans are awesome creatures, magnificent mammalian consequences of evolution. Awesome, in the older, proper sense of the word. And in a life spent in their pursuit, so filled was it with wonder, the whaler soon grew immune to unsubduable excitement. As much as I try not to let myself get numb to the routine of driving dream machinery, it happens. Imagine my surprise when I floored the Grand Cherokee Trackhawk and found myself laughing like a fool for 30 seconds straight. I only floored the big, red Jeep for a few seconds, but that was enough to make me giggle and guffaw for 10 times as long. I wasn’t in Sport or Track mode, and I wasn’t using launch control. As Jimi Hendrix would term it, I am experienced. Experienced with both powerful and crazy. The AMG 6x6 jumps to mind, as does the Lamborghini Urus, the Lamborghini LM002, the BMW X6 M, and even a good old Unimog. I’ve also driven cars with 700-plus hp; heck, I had a Dodge Charger Hellcat for a year. Until recently, though, I’d never driven an SUV with more than 700 horsepower. Well, live long enough, and you’ll see everything. Including the new Jeep Trackhawk, the family SUV with a 707-hp 6.2-liter supercharged V-8 under the hood. Crazy? By design. It’s refreshing, both personally and professionally, to get
APRIL 2018 / MOTORTREND.COM 65
my funny bone like this $100,960 Jeep. I haven’t laughed about a car like that since … I don’t remember.
The Trackhawk hit 60 mph in 3.3 seconds in our testing, beating Jeep’s claimed time of 3.5 seconds. The quickest we’ve ever hit 60 mph in Hellcat testing is 3.7 seconds, for both the Challenger and the Charger (both were eight-speed autos—we’ve never tested a manual). For SUVs, the quickest to 60 mph we tested before the Trackhawk were the Tesla Model X (3.2 seconds), the Bentley Bentayga (3.5), the BMW X6 M (3.7), and the Mercedes-AMG GLE 63 S Coupe 4Matic (3.9). Aside from the instant-on torque of the Tesla, so far, so good for the Trackhawk.Weweighed the Trackhawk, and the results aren’t pretty—5,448 pounds. That’s a lot of SUV. That AMG, for instance—which shares the Trackhawk’s underpinnings, the last remnants of DaimlerChrysler—weighs nearly 100 pounds less (5,359 pounds). The X6 M comes in at a relatively trim 5,187 pounds. All of which makes the Trackhawk’s acceleration that much more crazy. To continue that conversation, in the quarter mile, the Trackhawk runs 11.7 seconds at 116.2 mph. Did you ever think we’d see the day when a production SUV runs the quarter in the 11s? That’s just crazy! Or should I say ludicrous, as the Model X when in Ludicrous mode also runs an 11.7-second quarter mile. However, the Trackhawk’s trap speed is 0.2 mph faster than the Model X’s, so Jeep beats Tesla in a drag race. What a world. The 600-hp Bentayga runs 11.9 seconds at 117.1 mph. The slowpoke X6 M took 12.1 seconds at 114.3 mph. The quickest we’ve ever seen a four-door Hellcat run is 11.8 seconds at 124.3 mph. Meaning the Jeep is quicker, but the extra 900 pounds of lard and AWD hardware slows it down in terms of velocity, hence the 8-mph gap at the end of 1,320 feet. The quickest two-door Hellcat ties the Trackhawk at 11.7 seconds, but its trap is higher still at 125.4 mph. The Challenger Hellcat just happens to weigh 999 pounds less than the Trackhawk. (That’s 666 if you invert—coincidence or conspiracy?) To Live long enough, and you’ll see everything. Including the new Jeep Trackhawk with a 707-hp V-8. Crazy? By design.
FULL LEATHER What options brought this Trackhawk’s price up to $101K? Mostly leather, believe it or not. Great big swathes of it.
FIRST TEST | 2018 Jeep Grand Cherokee Trackhawk
Speaking of which …
Some of the giggles come from how it launches the opposite of a Hellcat. Perhaps not what you’d expect because the two vehicles sport the same engines, same power, and nearly the same torque (645 versus 650 lb-ft). Although the Hellcat is both a Pirelli shareholder’s best friend and a smoke machine, the Trackhawk—by virtue of all-wheel drive— puts all that screaming supercharged fury down to the pavement. The big Jeep also lurches back on its haunches in a fun but startling way. For a brief moment, it feels as if the Trackhawk’s beak is pointed at the sun. The adaptive Bilsteins are actually fairly stiff, but with 70 percent of the power hitting the rear wheels, thanks to a fixed torque split, this Jeep is going to lean back when launching. How does this thing handle? Another reminiscence if I may. Since I’ve driven the Porsche 918, I inevitably get asked how it is to drive. “Fast,” I say. “It’s just fast.” Meaning, I know that I drove four laps around the big track at Willow Springs, but I remember nothing about the 887-hp hybrid hypercar save for how fast it is. Nada. Same is true for the Trackhawk, only in terms of initial acceleration. I know I took some corners in it, but the bulk of my memory comes from that first launch. It’s just so brutally quick that I know I drove the Jeep aggressively on a curvy road, but I just can’t get past the fury of leaving from a dead stop.
I completely agree. I got bored of having to change tires on our long-term Hellcat. The 707-hp barcalounger couldn’t put its prodigious power to the ground. This supercharged Jeep sure can. Before the Trackhawk, if you would have told me that one day there will be a $100,000-plus Jeep, I would have assumed it would have been some sort of luxurious, reborn Grand Wagoneer— complete with the off-road chops the fabled brand is known for. I never would have seen a dragstrip bruiser in the cards. Yet here we are. I’m sure we can all agree that there’s no need for a vehicle like this. But boy, are we all happy Jeep gave it the green light. I got no problem with crazy, as long as it’s the good kind of crazy. You know, the kind that makes a supercar saturated car scribe giggle like a toddler.
Ain’t no wonder waning here.
To further impress upon you how quick this Jeep is, the Corvette Grand Sport hits 60 mph in 3.9 seconds and runs the quarter mile in 12.2 at 116.1 mph. Moreover, the 650-hp Camaro ZL1 with the 10-speed auto hits 60 in 3.5 seconds and runs the quarter mile in 11.5 seconds at 125.0. This Jeep is straight-line legit. The Trackhawk’s stopping power is neither great nor terrible—108 feet from 60 mph, not supercar distances but impressive given its ample heft. The figure eight is another story. The time itself is solid: 24.7 seconds. We’ve tested three Charger Hellcats and have seen 24.4, 24.5, and 24.6 seconds. This big Jeep can hustle. The experience, however, is more of a mixed bag. “I just about put my foot through the floor on the first lap because the stopping power wasn’t what I was expecting from the Brembos and P Zeros,” road test editor Chris Walton said. “Granted, it’s a heavy mutha, and it goes across the middle of the course at 79 mph, but I really had to back up the brake zone by about three Jeep lengths to make the corner of the skidpad. “Once there, it turns in rather slowly, offers only a little hint of the front tires’ punishment, and eventually settles into terminal understeer,” he continued. “The exit, however, is where the ‘Wheeeeee’ happens. You can literally stand on the loud pedal and do a four-wheel drift until it’s pointing straight. Then it simply goes like stink. Finally, all-wheel drive to make use of all that Hellcat horsepower and torque that can’t be fully utilized in either the Challenger or Charger.”
n APRIL 2018 / MOTORTREND.COM 67
2018 Jeep Grand Cherokee Trackhawk Supercharged BASE PRICE $86,995 PRICE AS TESTED $100,960 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 16-valve6.2L/707-hp/645-lb-ftsuperchargedOHVV-8 TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 5,448 lb (56/44%) WHEELBASE 114.7 in L X W X H 189.8 x 76.5 x 67.9 in 0-60 MPH 3.3 sec QUARTER MILE 11.7 sec @ 116.2 mph BRAKING, 60-0 MPH 108 ft LATERAL ACCELERATION 0.90 g (avg) MT FIGURE EIGHT 24.7 sec @ 0.79 g (avg) EPA FUELCITY/HWY/COMBECON 11/17/13 mpg ENERGY CITY/HWYCONS, 306/198kW-hrs/100 miles CO2 EMISSIONS, COMB 1.48 lb/mile
WIDE BODY Like the portal-axle Mercedes that came before it, the All-Terrain 4x4 Squared has flared fenders 3-D-printed flared fenders, we should add.
What on planet Earth is it? Mercedes builds a wagon it doesn’t (yet) sell to Americans called the E-Class All-Terrain. Think of it as Benz’s Audi Allroad version of the E-Class; the grille is off the GLE SUV, the wheel arches are flared, there’s a skidplate, and it has increased ground clearance via adjustable air springs. Now, suppose you were to take that soft-roader and insert honest-to-goodness portal axles underneath it, giving the finished product 17 inches of ground clearance? Well, you’d have this serious, go-anywhere luxury off-roader that Mercedes is calling the E400 All-Terrain 4x4 Squared. The how and the why are simple. A Mercedes engineer named Jurgen Eberle thought it’d be cool to put a station wagon on portal axles. This allows for massive ground clearance because the half shafts enter the top of the wheels rather than the center. Think Hummer H1. Mercedes has a long tradition of using portal axles, dating back to the first Unimog in 1946. Recently, MB put portals on the iconic G-wagen, creating the G550 4x4 Squared. A key difference with the E400 version is that the axles are independent. They’re also designed from the get-go to bolt right into the E-Class chassis. Jurgen got an engineer buddy of his to 3-D print the bigger fenders. There’s only one in the world, and once teleported to a dingy Swabian rock quarry, I got to drive it. With all that ground clearance, the 4x4 Squared wagon can go anywhere, and it does so in near-perfect luxury. Imagine driving over pillows. Huge piles of pillows. That’s what you feel from behind the wheel. Herr Eberle “wanted people to like it,” so he ditched the All-Terrain’s diesel engine in favor of a 3.0-liter twin-turbo V-6. Should the odd beast go into production, expect to see Mercedes’ new M256 I-6 under the hood. After driving over essentially every muddy, rocky, fallen-log, and water-trap obstacle I could, I strongly advocate that Benz hog-tie the accountants in a broom closet and build this lovely mutant. Will Smile
When I was 12 years old or so, I used to fantasize about jacking up my family’s brown Pontiac station wagon on huge off-road tires. I also believe a bigblock 454 and a flame job were part of the daydream. There’s a Pee-Chee folder rotting away at the bottom of some Southern Californian landfill with my exact design scribbled on it.
n Build It, and They
Now, I’m not accusing Mercedes-Benz of digging through my old trash, but when I first saw the E400 All-Terrain 4x4 Squared, my immediate, incredulous thought was, “Wow, I’ve been dreaming of this thing for 30 years.”
Words Jonny Lieberman FIRST DRIVE | Mercedes-Benz E400 All –Terrain 4x4 Squared 68 MOTORTREND.COM / APRIL 2018
STARTYOURFREETRIALNOW! MotortrendondeMand.coM/B71 WATCHHEAD 2 HEADANDMORE AUTOMOTIVESHOWSONMOTORTRENDONDEMAND! LIEBERMAN.BOVINGDON. ULTIMATEMACHINES/HIGH-PERFORMANCEOPINIONS
Do you know what the best-selling German car in America is? No, not the BMW 3 Series—my initial assumption when the question was posed to me. Why, it’s the Volkswagen Jetta. The iconic brand from Wolfsburg moved 115,807 units of their C-segment sedan in 2017. Good, right? Well, until you consider that Honda sold 377,286 Civics and Toyota moved 329,196 Corollas during that same time. Nissan sold 218,451 Sentras, Hyundai sold 198,210 Elantras, Chevy sold 184,751 Cruzes, and Ford sold 158,385 Focuses last year. The Jetta isn’t the worst-selling in the segment—it beats the Mazda3 and Subaru Impreza. Obviously, Volkswagen isn’t happy to be in the bottom half of anything, let alone this crucial Brot und Butter segment in the world’s most mature auto market. And with an image that has taken a beating of late (you know, the whole diesel emis sions thing), VW needs a win, badly. Volkswagen’s self-inflicted Dieselgate emissions-cheating software scandal has cost the company—depending on whom you ask—around $30 billion. Ahem, billion. Could be more than that, but it sure ain’t less. How do you come back from that? For starters, VW has moved its top-selling car onto its best platform, the incredible MQB toolkit/chassis/platform. Mind you, this platform is so good that back in 2015 we handed our Car of the Year award to the seventh-generation Golf hatchback, the first car to be built from MQB. I don’t even remember what car came in second. Volkswagen flew a gaggle of us auto journo types out to its hot-weather proving ground in Maricopa, Arizona, to have a go in a camouflaged preproduction 2019 Jetta prototype. Obviously, this new model has to be pretty good, ja? Volkswagen North America Region (NAR) would like you to know they’ve been in America for a long time, they employ lots of Americans, and they do so in many locations around the country. Counting a plant in Puebla, Mexico, there
FIRST DRIVE | 2019 Volkswagen Jetta prototype DETROIT DETAILS
At the Detroit auto show, Volkswagen announced the base Jetta would carry a starting price of $18,545 (before destination). That’s $100 less than the outgoing model.
DER NEUE CAN VW’S REDESIGNED COMPACT SEDAN RESCUE GERMANY’S 70 MOTORTREND.COM / APRIL 2018
Words Jonny Lieberman BELEAGUERED AUTO GIANT? APRIL 2018 / MOTORTREND.COM 71
Although the new Volkswagen Jetta isn’t a sports car, it displays no bad behaviors.
As for the proving ground’s test track, rumor has it that the VW Chairman Ferdinand Piëch laid out nine engineering benchmarks for the Bugatti Veyron. One was that it had to be able to run at 125 mph in 120-degree heat for 10 hours straight. The Arizona facility’s 5-mile oval would make a great place to try that. In August.
n
For this demonstration drive—and for the first time ever—VW opened the doors to its Arizona proving ground to the press. Part of the reason why is to show that post-Dieselgate, the VW brand has decentralized. It’s no longer a top-down organization with a notoriously ironfisted chairman/dictator (Hallo, Doktor Piëch!) calling all the shots from his throne in Wolfsburg. Or is that Salzburg? The other part of the story is, sometimes you gotta just change the story. The 1,600-acre Arizona facility has been in operation since 1992 and has become essential to VW’s global operations. Over the past quarter century, Volkswagen has spent $100 million on the facility, which employs about 200 individuals. Arizona, especially just outside Phoenix, is hot. About as hot as anywhere human beings live. In the winter it’s cooler, so it has another hot-weather proving ground in South Africa to keep abusing its products year-round. All that leads us nicely to the new seventh-generation Jetta, which—yes— was engineered specifically for the American market. Also, much of the road testing took place in nearby Maricopa.
rides and drives quite well. I doubt any customers will mind the cost cutting, and most compact sedan shoppers won’t be able to tell the dynamic difference in the suspension swap. And you can go ahead and bet in the affirmative that we’re going to see a hopped-up GLI version of this Jetta, one that will sport a fully independent rear in addition to more power.
72 MOTORTREND.COM / APRIL 2018
Volkswagen’s Arizona facility is responsible for more than just baking metal in the desert sun. The proving ground is responsible for corrosion testing, long-term mileage accumulation (there are 49 routes through Arizona they use to rack up 7.5 million miles annually), static hot weather testing for 100 cars and 3,000 parts, and dynamic, severe hot-weather testing.
Power from the 1.4-liter turbo-four was just OK; call it adequate with your tongue firmly not in your cheek. VW is mum on the actual output, but 150 horsepower isn’t a bad guess. VW also let us play with the 2019 Jetta on the same banked oval where the Veyron once ran. An engineer told me the car’s top speed is 127 mph. I saw 128. Like all good German cars, the Jetta was composed and relaxed at Vmax. Even if it’s not much of a Vmax. More seat time will be needed to provide a proper review, especially time spent alongside other cars in the segment. This will happen soon. VW unveiled the car at the Detroit show in January. Manufacturing begins in March, and the Jetta will go on sale around the third quarter of 2018. All said and done, I had about an hour in the preproduction Jetta, and that’s just not enough time. It didn’t help my thought process that the body was wrapped in black-and-white camo and the interior was covered with cladding. At one point during my time on the proving ground, a VW employee quizzed me about my take on the Jetta. I said that I felt it was very solid, drove like a big Golf, and had steering that was in line with the brakes that were in line with the engine that was in line with the chassis. It had no rough edges. It seemed like a wellconsidered commodity product, though one that doesn’t tug at my heartstrings. This person, who will remain anonymous, said, “Yeah. We built a boring car.” Which, in a world of rapidly shrinking sedan sales, might be the wrong approach. Luckily for Volkswagen, the magic of MQB is that you can quickly and cheaply deploy numerous products from the single toolkit because 60 percent of the work is already done. Might I suggest tiny SUVs? I mean, look at how many crossovers Subaru makes. And sells.
The new Jetta is solid. It’s basically a larger Golf with a trunk, but it still held one surprise: I climbed under the rear of the Jetta to have a look, and staring back at me was a beam axle, also known as a torsion beam. The last Jetta began life with an inexpensive beam axle but in 2014 switched to a fully independent rear suspension. Why the retrograde move? Independent suspensions cost more, and when you’re near the bottom (in terms of sales) of a price-sensitive segment, you save pennies where possible. The good news is that like the old beam-axle Jetta, the new one
I mention Bugatti for a reason. See, it’s not just the Volkswagen brand that uses this hot-weather facility. All the VW Group brands do. I saw Audis, Porsches, Bentleys—even a Lamborghini Urus (under a cover)—if the Volkswagen AG owns it, you can bet it gets tested out in Arizona. JL
FUN IN THE SUN can literally taste the 3 percent salt solution in the air. VW claims that a few rounds of this punishment are equal to 12 years of East Coast driving. After enough sessions have been completed, the cars are disassembled—we’re talking down to the welds—as technicians look for signs of rust, wear, corrosion, and/or rot. If a problem is identified, it’s corrected.
For corrosion testing, VW has several humidity chambers. Cars are placed inside a garage that’s kept at 125 degrees and 100 percent humidity for 19 hours per day. Once out, they are inserted into salt chambers where you are eight North American locations, with a new one—the Concept and Innovation Center in Maricopa, Arizona—on the way.
Volkswagen turned us loose on a tight and twisty single-lane road course to evaluate how the new Jetta drives. Although it’s not a sports car, the new Jetta displays no bad behaviors. There’s no torque steer, understeer shows up when you drive the car harder than 90 percent of its buyers will ever drive it, and its brakes felt strong and healthy.
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Words Scott Evans Photographs Robin Trajano AFTER OUR FIRST CAR BREAKS, WE GET A SECOND CHANCE THE PRICE PRICELESSOF 76 MOTORTREND.COM / APRIL 2018
The long, low sweep of bodywork absorbs the early morning sun and radiates a warm glow, the candy apple red paint providing the aura of smoldering coals. It’s a dreadfully chilly morning in the Mojave Desert as we huddle close to the car to catch some reflected warmth. It’s not the first time we’ve stood around at Willow Springs International Raceway and gawked at the all-new Ford GT, waiting for clearance to begin hot laps. Seven weeks earlier, we were in this very spot with a black GT awaiting the same test. Our resident pro driver, Randy Pobst, had reported issues with the damping and braking. Then one of the well-worn prototype’s fuel pumps failed. The other fuel pump kept it running well enough to finish the photos you’re looking at. It wasn’t supposed to be like this. All supercars are special, but in an increasingly crowded room, the Ford GT still stands out. Pick your reason. It looks like nothing else, all teardrop cabin and outrigger fenders and flying buttresses in between. It’s powered by a twin-turbo V-6 with a mysterious anti-lag system and an intake system that incorporates both those fenders and their buttresses. Its suspension makes use of both coil springs and torsion bars and drops the ride height 2.0 inches in slightly longer than the blink of an eye. An FIA-certified rollcage is built into the roof. The pedals and steering wheel come to you, not the other way around. That steering wheel feels for all the world like it came out of a real, honest-to-goodness race car. Perhaps because it was designed for a real, honest-to-goodness race car—one that won its class on the first attempt at the 24 Hours of Le Mans.
INSTRUMENTED TESTING
The finer details: 22.7 seconds at 0.97 average g in the figure eight and 1.11 average lateral g on the skidpad. How elite is that? Take all the cars listed above, and the GT is faster around the eight than everything but the Corvette Z06, Viper ACR, 488 GTB, Huracán Performante, 675LT, 720S, and 918 Spyder. Over 1.00 g on the skidpad is elite, and the GT’s 1.11 is better than any car tested except the Corvette Z06, Huracán Performante, AMG GT R, and 918 Spyder. It’s tied with the ZL1 1LE and 911 GT3. “Its brake pedal is firm, and its stroke is short, but there’s a bit of modula tion available at the end,” Walton said. Stopping from 60 mph takes 95 feet, midpack among supercars.
2017 Ford GT | FIRST TEST
For all you bench racers, here is the context of the Ford GT’s 0–60 run: Quicker than: Acura NSX; Chevrolet Camaro ZL1 1LE and Corvette Z06; Dodge Viper ACR; Porsche 911 GT3 (991.1) As quick as: McLaren 650S and 675LT; Porsche 911 GT3 RS (991.1) Slower than: Audi R8 V10 Plus; Ferrari 488 GTB, F12, and LaFerrari; Lamborghini Aventador SV, Huracán, and Huracán Performante; Nissan GT-R NISMO; McLaren 570S, 570GT, 720S, and P1; Porsche 911 Turbo S (991.2) and 918 Spyder; Tesla Model S P100 D Ludicrous Plus.
MotorTrendOnDemand.com.FordWATCHITMOVESeetheGTtaketothetrackat
A day before it showed signs of illness at the racetrack, our first GT told a very different story. Test meister Chris Walton found the launch control easy to use, with light wheel slip on the way to a 3.0-second dash to 60 mph. More interesting was the second bout of wheelspin at 50 mph when the dual-clutch transmission grabbed second under full boost. Less than 8.0 seconds after hitting 60, it blew past the quarter-mile mark at 130.5 mph. The results, which are compared to its supercar peers above, are slightly different by the end of a quarter-mile drag. The GT-Rs and 911 GT3 RS fall behind, and the 650S and 675LT pull slightly ahead. Otherwise, the finishing order is the same as it was at 60 mph. For all its straight-line punch, the GT is no Dodge Challenger SRT Demon. The Ford is built for corners. Figure-eight master Kim Reynolds found the GT predictable and surprisingly easy to drive hard. “It basically understeers” at the limit, he noted, “so it’s best just to manage it and then pour in power to rotate it out of the corner. It will try to spin if you don’t keep a step ahead of it. Frankly, it felt like I had a better time than a 22.7, but so it goes.”
The expectations of this car, stoked by a protracted rollout and delivery process carefully curated to maximize hype, are by now many times its 3,354-pound curb weight (some 300 pounds more than Ford’s published “dry weight”). Lines have been drawn for some time now in enthusiast circles, each with its own lofty metric for the GT to live up to. More than three years since its unveiling and a year and a half since Le Mans, it’s finally time.
“It behaves much more like an AMG GT or a Nissan GT-R, a front-engine, reartransaxle car,” Randy said. “It behaves like it’s got a longer polar moment when it doesn’t, and that’s quite an accomplishment. I really respect that a lot. It has that stability. It does not have that traditional twitchiness of mid-engine cars. This car gives me more of an impression of downforce than most of the cars that we test. I think that downforce is quite effective, especially in the back.”
It’s the opposite issue on the bottom end. “There’s a little bit of lag, and then it comes rolling in, and it really pulls like a bear up high,” he said. “I have to drive with turbo foot—in other words deliberately start feeding power in early to spool up the turbos. It’s a little bit more of a vintage feel—it’s more like a classic turbo engine. It’s a high-rpm engine, the powerband is strong higher in the revs, and it has a good midrange. But it’s even better on the top end.”
Randy’s real issue, though, was with the braking. “It just doesn’t build confidence
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Big Willow Lap Times (2.43 miles) Time 1 2018 McLaren 720S 1:21.75 2 2018 Lamborghini Huracán Performante (Euro-spec) 1:22.53 3 2015 Porsche 918 Spyder 1:23.54 42017 Ford GT 1:23.69 5 2017 Porsche 911 Turbo S 1:24.26 6 2016 McLaren 675LT 1:24.29 7 2015 Chevrolet Corvette Z06 (Z07, 6M) 1:25.00 8 2014 Lamborghini Huracán LP 610-4 1:25.17 9 2015 Lamborghini Aventador LP 750-4 Superveloce 1:25.42 10 2015 Nissan GT-R NISMO 1:25.70 11 2015 Chevrolet Corvette Z06 (Z07, 8A) 1:25.76 12 2015 McLaren 650S Spyder1:25.88 FIRST TEST | 2017 Ford GT It was at this point the excrement hit the ventilator with our first GT loaner, just as we were about to hot lap it in anger at Willow Springs. The wounded car was shipped back to Michigan, where Ford diagnosed a blown shock, a damaged wiring harness, and an out-of-tolerance brake booster. More than 5,000 miles of torture and torment at the hands of the enthusiast press had taken its toll on the early-build car. Our testing incomplete, we cajoled Ford to send a replacement for lap-time testing at Willow Springs. We were fairly confident in our metered test results for the first car—we can debate whether a dodgy brake booster or fading shock cost us a tenth on the figure eight until we’re blue in the face—so we relented that our second vehicle’s tests would be limited to high-speed laps.
TRACK TESTING To be clear, Big Willow is a nasty track. The pavement is old and bumpy. Its edges are jagged. There are no shark’s teeth to clip at the apexes, no gravel traps to catch you at the exits. Just desert scrub, hard dirt, and concrete walls. The lap gets meaner as you progress through the circuit, culminating in the 140-mph, no-camber Turn 8, which transitions to a short braking zone for the deceptively tight decreasing radius of Turn 9 leading to the front straight. Top speeds of 160 mph on the front straight aren’t unheard of in production cars, but hit the gas too eagerly in Turn 9, and you’ll run out of corner-exit asphalt real quick (as some of racing’s greatest have discovered). It’s 2.43 fast and unforgiving miles. How did the GT do at the selfproclaimed fastest road in the West? With Randy at the wheel, we ran a blis tering 1:23.69. Where does that fit in the scheme of things?
The culprit is in the throttle calibration. “I seem to get a lot of power in what feels like the last 20 percent of the throttle,” he said. “I get 50 percent more power sometimes. I’m rolling the throttle in, and when I go the rest of the way to the floor, it wakes up and I have a lot of power. And I’m thinking, I would like to have already had that. In most turbo cars I would already have full boost and I would just be adding more throttle, whereas this car feels like it’s not on full boost until that last 20 percent of throttle travel. Then the boost comes in, and it’s too sudden. So there’s still a little bit of a lack of linear feel in the power.”
All supercars are special, but in an increasingly crowded room, the Ford GT still stands out.
JUST ENOUGH Big and tall be warned: The cockpit is narrow, the roof is low, and the steering wheel just barely adjusts enough to let taller drivers see the top of the gauges under the rim.
“It will generate a little power oversteer in third, and maybe even in fourth, when the revs are up way out toward the exit,” he said. “And that happens very predictably. It’s got a really nice breakaway at the limit. Kind of fun. It’s not twitchy. It’s not a snap oversteer. It’s a mild, progressive power oversteer. Still, I’d like more acceleration traction.”
It can still bite you, though.
Few cars command that kind of coin, and every one that does is very special indeed. It’s here the Ford GT makes its stand. It’s not the quickest or fastest car we’ve ever tested, but then neither are most of its price peers. It is, however, every bit as special as they are—a new and refreshing take on the supercar formula we know so well. It’s unique in a segment that’s long figured out the optimal layout and design, and it’s a uniquely American approach to an idea dominated by European thinking. Imperfect and impertinent, it’s priceless. n
POWERTRAIN/CHASSIS 2017 Ford GT DRIVETRAIN LAYOUT Mid-engine, RWD ENGINE TYPE Twin-turbo 60-deg V-6, alum block/heads VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 213.4 cu in/3,497cc COMPRESSION RATIO 9.0:1 POWER (SAE NET) 647 hp @ 6,250 rpm TORQUE (SAE NET) 550 lb-ft @ 5,900 rpm REDLINE 7,000 rpm WEIGHT TO POWER 5.2 lb/hp TRANSMISSION 7-speed twin-clutch auto AXLE/FINAL-DRIVE RATIO 3.67:1/2.32:1 SUSPENSION, FRONT; REAR Control arms, push-rod actuated adj coil springs and torsion bars, adj shocks, anti-roll bar; multilink, push-rod actuated adj coil springs and torsion bars, adj shocks, anti-roll bar STEERING RATIO 14.8:1 TURNS LOCK-TO-LOCK 2.7 BRAKES, F; R 15.5-in vented, 14.2-incarbon-ceramicdrilled,disc;vented,drilled,carbon-ceramicdisc,ABS WHEELS, F; R 8.5 x 20-in; 11.5 x 20-in, carbon-fiber composite TIRES, F; R 245/35R20 95Y; 325/30R20 106Y Michelin Pilot Sport Cup 2 DIMENSIONS WHEELBASE 106.7 in TRACK, F/R 66.7/65.4 in L X W X H 187.5 x 78.9 x 41.7-43.7 in TURNING CIRCLE 40.0 ft CURB WEIGHT 3,354 lb WEIGHT DIST, F/R 41/59% SEATING CAPACITY 2 HEADROOM 35.7 in LEGROOM 43.0 in SHOULDER ROOM 48.7 in CARGO VOLUME 0.4 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.3 sec 0-40 1.8 0-50 2.4 0-60 3.0 0-70 3.7 0-80 4.4 0-90 5.3 0-100 6.3 0-100-0 9.9 PASSING, 45-65 MPH 1.2 QUARTER MILE 10.8 sec @ 130.5 mph BRAKING, 60-0 MPH 95 ft LATERAL ACCELERATION 1.11 g (avg) MT FIGURE EIGHT 22.7 sec @ 0.97 g (avg) 2.4-MI ROAD COURSE LAP 83.69 sec TOP-GEAR REVS @ 60 MPH 1,275 rpm CONSUMER INFO BASE PRICE $453,750 PRICE AS TESTED $500,000 (est) STABILITY/TRACTION CONTROL Yes/Yes AIRBAGS 6: Dual front, side, knee BASIC WARRANTY 3 yrs/Unlimited miles POWERTRAIN WARRANTY 3 yrs/Unlimited miles ROADSIDE ASSISTANCE 3 yrs/Unlimited miles FUEL CAPACITY 15.2 gal EPA CITY/HWY/COMB ECON 11/18/14 mpg ENERGY CONS, CITY/HWY 306/187 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.46 lb/mile RECOMMENDED FUEL Unleaded premium to go super deep on the brake because there’s this time element where I’m on the pedal hard and I’m expecting full brake g, and I don’t have it yet,” he said. “What you want for this car is instant Boom! because we’re going 160 mph, and we want to stop right now. So I think it’s actually stopping fairly well, but there’s not a linear relationship to the pedal on the initial application. It takes a while for it to build up. “You’re going 160 mph down here and thinking about all the trouble you’re going to get in if you go flying off the end of that corner,” he continued. “To even be in a position where I’m like, ‘Oh, I made it,’ it tells you I’m not getting the kind of response and bite that gives me the confidence to go to an exact point and know I’m going to make it into the corner.”
Randy otherwise had very favorable impressions: “It feels relatively soft for a supercar. It’s not a harsh car, and I like that, especially for a spool-valve car. It’s not harsh on the racetrack. This track has bumpy brake zones, and I’m not feeling it at all. The car is soaking that up nicely. It soaks up nicely all the way through Turn 8—which feels bumpy in some cars—even at that low ride height. “There’s not a good track program on the automatic. I’m shifting manually. That’s all working beautifully. And the powerband’s wide enough that it’s not terribly picky. Either that or the ratios are perfect. For some reason, I find it very, very easy to find the right gear.” Rarely do my own track impressions exactly mirror Randy’s, as we employ him to push the cars further and harder than the rest of us are capable of. Not that we’re pikers, but there’s fast, and then there’s Randy fast. At Willow Springs in this Ford GT, though, Randy and I were in complete agreement. The wonky throttle calibration, the lack of initial brake bite, the shockingly supple ride on one of the nation’s bumpiest tracks, the ease with which you can drive it fast right out of the gate … all of it. I would love to tell you how it drives on the street, but Ford restricted this test to the track only. The results in, we arrive at the overriding question: Is it worth it? If this were a $200,000 car, we wouldn’t even ask. With a starting price of $453,750 and an as-tested price estimated to be an extra set of tires south of half a million dollars, though, these factors become pertinent.
APRIL 2018 / MOTORTREND.COM 79
FASTEST GUN IN THE WEST
80 MOTORTREND.COM / APRIL 2018 WHO WOULD WIN? Check out page
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BATTLE ROYALE
TRACK TEST | 2018 McLaren 720S Words Scott Evans Photographs William Walker
The eye popping happens in the middle of third gear. When fourth hits, the world outside blurs. You nearly get tunnel vision from the sci-fi warp effect that turns the surrounding scenery into a lurid smear. Life begins at 70 mph. Things get real at 100. We drive lots of fast cars around this joint, so this is not some novice’s wideeyed assessment. The McLaren 720S is speed on a whole new level. There’s a lightness under acceleration.
The front end lifts, and it almost feels as if the rear is lifting, too. It’s like a jet airliner on the takeoff roll, just moments before the wheels leave the ground when the suspension decompresses. It actually feels like it could take off, but you never lose an ounce of control when it goes light. This car brings the braking point to you. It accelerates so quickly and you’re traveling so fast that it’s almost as if you’re pulling the road ahead to the car rather than vice versa. My advice to anyone caning this car: Brake early—way earlier than you would in any other car, even with the McLaren’s phenomenal brakes. It lets you fly down the track in a way that’s challenging because of the speed but not in terms of controlling the car. It does what you think it should, the instant you think it. Some would find this off-putting, too easy. They’re not driving it fast enough. It’s a thin line between not fast enough to be thrilling and too fast/you gonna die. Living in that zone is a thrill in and of itself because it seems easy to step out on either side and ruin the moment. 83 see how the Ford GT, McLaren 720S, and Lamborghini Huracán Performante stack up at Big Willow raceway at Willow Springs.
Faster, too. The McLaren 720S shat tered our Porsche 918 Spyder’s longstanding production car lap record at Willow Springs International Raceway by nearly 2 seconds with a 1:21.75. God save the King.
APRIL 2018 / MOTORTREND.COM 81
“It’s a real step forward for McLaren,” our on-staff pro driver Randy Pobst said. “It still has a trailing throttle oversteer, and that’s that little bit of excitement that makes you really fall in love … or crashes you. But it’s more control lable. It’s a better driving experience, definitely, for McLaren. It’s a little more edgy, but it’s better than any other McLaren I’ve driven.”
It’s like a jet airliner on the takeoff roll. It feels like it could take off, but you never lose an ounce of control when it goes light.
HOTTEST SHOE Randy Pobst can jump into a 700-hp car he’s never driven and set a blistering hot lap without binning it. He broke our production car record at Big Willow on his warm-up lap in the 720S.
Just when you think you’ve found the McLaren’s limit, when the front end gets a little light, you turn the wheel a little more, and it somehow finds more grip. It shouldn’t, but it does. Maybe the chassis does. Maybe the computers do. It doesn’t matter. It’s there. The rear end requires your attention, only so much as you judiciously feed in the throttle exiting the corner so as not to drift in a gaudy manner.
2018 McLaren 720S BASE PRICE $288,845 PRICE AS TESTED $374,355 VEHICLE LAYOUT Mid-engine, RWD, 2-pass, 2-door coupe ENGINE 4.0L/710-hp/568-lb-fttwin-turboDOHC32-valveV-8 TRANSMISSION 7-speed twinclutch auto CURB WEIGHT (F/R DIST) 3,167 lb (42/58%) WHEELBASE 105.1 in L X W X H 178.9 x 76.0 x 47.1 in 0-60 MPH 2.5 sec QUARTER MILE 10.1 sec @ 141.5 mph BRAKING, 60-0 MPH 93 ft LATERAL ACCELERATION 1.09 g (avg) MT FIGURE EIGHT 22.3 sec @ 1.05 g (avg) 0-100-0 MPH 8.8 sec 2.4-MI ROAD COURSE LAP 80.75 sec EPA FUELCITY/HWY/COMBECON 15/22/18 mpg ENERGY CITY/HWYCONS, 225/153 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.11 lb/mile
82 MOTORTREND.COM / APRIL 2018
2018 Lamborghini Huracán Performante BASE PRICE $279,185 PRICE AS TESTED $302,985 VEHICLE LAYOUT Mid-engine, AWD, 2-pass, 2-door coupe ENGINE DOHC5.2L/630-hp/443-lb-ft40-valveV-10 TRANSMISSION 7-speed twin-clutch auto CURB WEIGHT (F/R DIST) 3,493 lb (43/57%) WHEELBASE 103.2 in L X W X H 177.4 x 75.8 x 45.9 in 0-60 MPH 2.6 sec QUARTER MILE 10.4 sec @ 134.5 mph BRAKING, 60-0 MPH 93 ft LATERAL ACCELERATION 1.12 g (avg) MT FIGURE EIGHT 22.2 sec @ 1.00 g (avg) 0-100-0 MPH 9.4 sec 2.4-MI ROAD COURSE LAP 82.53 sec EPA FUELCITY/HWY/COMBECON 14/21/16 mpg ENERGY CONS, CITY/HWY 241/160 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.18 lb/mile TRACK TEST | 2018 Lamborghini Huracán Performante
“Whoever’s setting this car up is after my own heart,” Randy said. “The handling balance is a little bit of understeer in the middle of the corner. The only way it can get loose is with a super aggressive entry brake and turn-in.
There’s also a certain beauty to the naturally aspirated torque. It allows you a moment to think. In turbocharged cars such as the 720S and Ferrari 488 GTB, corners come at you so quickly that you brake and turn more by instinct than rational thought. It’s less a feeling of the car accelerating and more as if you’ve reached out, grabbed the horizon, and pulled it to you in an instant. Although also blindingly fast, the Performante builds its speed in a less bewildering manner, giving your brain a split second to adjust to the rapidly blurring scenery out the windshield. You have a brief moment to process the change in speed rather than suddenly finding yourself in hyperspace. n
Hurricane hits Willow Springs
The steering has surprising road feel and feedback for an all-wheel-drive car. The rear end seems to leap into turns, eager to point the car in the moment you crack the wheel; it’s just enough to feel playful without scaring you into trying to countersteer an oversteer that isn’t coming. The car wants to corner in a way that no street Lamborghini, not even the Aventador SV, ever has. It’s got a chip on its chiseled shoulder, eager to prove to you just how good it is.
The Lamborghini Huracán Performante stands apart from other super cars. Not just because of its radioactive paint and unmistakable style but also because it offers a driving experience unique even among the ranks of the world’s best exotics. Randy Pobst calls it “a sweetheart to drive fast,” an understatement that only scratches the surface.
The tire grip is amazing, and the tires break away so slow at the limit. I love its behavior.”Theremight be a hint of Audi-bred passionless capability to the standard Huracán, but the Performante feels alive.
On Willow Springs International Raceway’s “Big Track,” it shattered the Porsche 918 Spyder’s long-standing record by a full second with a time of just 1:22.53. Unfortunately, a month before we tested the Performante, we also tested the McLaren 720S, whose turbo torque contributed to a blistering 1:21.75, giving
it our official lap record. Still, holding second-place status is a monumental accomplishment for a Lamborghini.
LAMBORGHINIFORD MCLAREN SPEED VERSUS NEED As impressed as Randy Pobst was by the McLaren’s lap time, when pressed, he admitted the Lamborghini, slower by 0.7 second, was his favorite. You’ll have to decide what’s more important to you.
Ford GT VS. Lamborghini Huracán VS. McLaren 720S | HOT LAP Cornering Braking Big Willow Willow Springs, California Track Length: 2.43 miles Vehicle positions at 9.18-second intervals MCLAREN 720S 1:21.751:22.53 1:23.69TIMESLAPBEST LAMBORGHINI HURACÁN PERF. FORD GT Ford 1.54 g Lambo 1.53 g McLaren 1.52 g McLaren 1.45 g Ford 1.33 g Lambo 1.29 g Ford 1.22 g McLaren 1.20 g Lambo 1.19 g Ford 1.50 g Lambo 1.50 g McLaren 1.50 g Lambo 1.41 g McLaren 1.40 g Ford 1.40 g McLaren 1.35 g Lambo 1.35 g Ford 1.31 g Ford 1.41 g Lambo 1.41 g McLaren 1.40 g 4 5 6 8 2 7 9 1 3 Lambo 1.41 g Ford 1.38 g McLaren 1.37 g TURNS 13 2 4 6 7 8 59 McLaren 168.7 mph Ford 157.1 mph Lambo 156.0 mph McLaren 126.2 mph Lambo 122.8 mph Ford 121.3 mph McLaren 129.0 mph Lambo 124.4 mph Ford 124.2 mph McLaren 154.8 mph Lambo 148.4 mph Ford 148.0 mph McLaren 144.5 mph Ford 140.7 mph Lambo 138.9 mph MPH50 60 70 80 90 110 120 100 140 150 160 170 180 130 APRIL 2018 / MOTORTREND.COM 83 What’s shatteringly obvious is that the McLaren 720S is a JATO projectile in a straight line; that top-speed advantage of 11.6 mph on the front straight is a whopping gap. And to rub it in, the 720S gains even more while braking into the Turn 1 … and then stretches away farther yet through the mildly banked, 90-degree left. After those opening fireworks—and interspersed between the McLaren’s other eruptions of acceleration whenever the road straightens— the Lamborghini and Ford are busy nibbling at the 720S’ lead. For instance, the Huracán sticks supernaturally throughout the long, constant radius that is Turn 2. And again through much of Turn 9 (though the GT ultimately posts the corner’s highest peak grip at the right-hander’s end). But the Lamborghini’s and Ford’s brief rallies are for naught; the McLaren slaps them down again toward the finish line, where it arrives 171 feet ahead of the Huracán and 420 feet before the GT.
Kim Reynolds
A MotorTrend production car lap record
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*Original coupon only. No use on prior purchases after 30 days from original purchase or without original receipt. Valid through 6/23/18. At Harbor Freight Tools, the “Compare to” price means that the specified comparison, which is an item with the same or similar function, was advertised for sale at or above the “Compare to” price by another national retailer in the U.S. within the past 90 days. Prices advertised by others may vary by location. No other meaning of “Compare to” should be implied. For more information, go to HarborFreight.com or see store associate. 800+ Stores Nationwide • HarborFreight.com LIMIT 4 Coupon valid through 6/23/18* LIMIT 5 Coupon valid through 6/23/18* LIMIT 7 Coupon valid through 6/23/18* LIMIT 8 Coupon valid through 6/23/18* LIMIT 5 Coupon valid through 6/23/18* LIMIT 3 Coupon valid through 6/23/18* LIMIT 8 Coupon valid through 6/23/18* LIMIT 5 Coupon valid through 6/23/18* LIMIT 3 Coupon valid through 6/23/18* LIMIT 7 Coupon valid through 6/23/18* LIMIT 7 Coupon valid through 6/23/18* LIMIT 3 Coupon valid through 6/23/18* LIMIT 3 Coupon valid through 6/23/18* LIMIT 6 Coupon valid through 6/23/18* LIMIT 3 Coupon valid through 6/23/18* LIMIT 3 Coupon valid through 6/23/18* LIMIT 7 Coupon valid through 6/23/18* LIMIT 7 Coupon valid through 6/23/18* LIMIT 5 Coupon valid through 6/23/18* LIMIT 9 Coupon valid through 6/23/18* $19999 Customer Rating 30", 5 DRAWER TOOL CART ITEM 69397/64059/64060/64061/64031/9527261427/63308/64033/64030/64032 shown • 8100 cu. in. of storage • 704 lb. capacity • Weighs 120 lbs. SUPER COUPON COMPARE TO SNAP-ON $1,150 MODEL: KRSC33APBO 19 u NOW N W $16999 SUPER COUPON $179 $99 99 • Boom extends from 36-1/4" to 50-1/4" • Crane height adjusts from 82" to 94" NOW OW $9999 1 TON CAPACITY FOLDABLE SHOP CRANE ITEM 69512/61858/69445 shown Customer Rating $19 $99 99 18 VOLT, 3/8" DRILL/DRIVERCORDLESSWITHKEYLESSCHUCK ITEM 62873/6823969651/62868 shown Includes one 18V batteryNiCdandcharger. Customer Rating SUPER COUPON COMPARE TO BLACK & DECKER $5999 MODEL: GC1801 NOW $1699 $79 $99 99 JUMP STARTER AND POWER PACK ITEM 62749 Customer Rating SUPER COUPON COMPARE TO SCHUMACHER ELECTRIC $12999 MODEL: SL1 NOW $6999 Customer Rating 4-1/2" ANGLE GRINDER $14 $99 99 SAVE 61% SUPER COUPON COMPARE TO PERFORMAX $2580 MODEL: 2411-1 ITEM 69645/60625 shown NOW OW $999 $10 $99 99 $9 $99 99 18" x 12" MOVER'S DOLLY • 1000 lb. capacity ITEM63098/63097/9388861899/63095/63096 shown Customer Rating SUPER COUPON SAVE 51% NOW OW $799 COMPARE TO BUFFALO TOOLS $1643 MODEL: HDFDOLLY $19999 ITEM 63055/6286062859 shown 10 FT. x 17 FT. PORTABLE GARAGE SUPER COUPON COMPARE TO SHELTER LOGIC $270 MODEL: 76377 NOW $16999 Customer Rating STEP STOOL/ WORKING PLATFORM SAVE 65% $2999 Customer Rating SUPER COUPON • 350 capacitylb. COMPARE TO GPL $5755 MODEL: H-21 ITEM 6691162515 shown NOW $1999 NOW OW $799 Customer Rating 130 PIECE TOOL KIT WITH CASE ITEM 6899863248/64080/6426363091 shown SUPER COUPON LIFETIME WARRANTY COMPARE TO HDX $6639 MODEL: H137HOS $38 $69 69 SAVE 54% NOW OW $2999 SAE METRICAND 72" x BLANKETMOVING80" SAVE 70% $8 $99 99 ITEM 69505/62418/66537 shown SUPER COUPON COMPARE TO BLUE HAWK $1999 MODEL: 77280 NOW OW $5 99 Customer Rating Customer Rating• Weighs 6 lbs. $99 $99 99 A. 1/2" AIR IMPACT WRENCH B. 1/2" AIR IMPACT WRENCH WITH 2" EXTENDED ANVIL ITEM 62627/68424 shown ITEM 62746 B A SAVE $160 $7999 YOUR CHOICE SUPER COUPON BOLT BREAKAWAY TORQUE800 FT. LBS. COMPARE TO INGERSOLL RAND $23999 MODEL: 154156 COMPARE TO SNAP-ON $5850 MODEL: ECFPIVOT6 Customer Rating Customer Rating Customer Rating $5 $99 99 MECHANIC'S GLOVES SUPER COUPON SAVE 73% ITEM 62434, 62426, 62433, 62432, 62429, 62428 shown COMPARE TO MECHANIX $1499 MODEL: 5075800 NOW OW $399 SUPER COUPON MECHANIC’S ROLLER SEAT WITH DRAWERS ROTATING MAGNETIC LED WORKLIGHT ITEM 63762 Tools separately.sold $59 $99 99 • 350 lb. capacity COMPARE TO PERFORMANCE TOOL $8999 MODEL: W85025 lb NOW $4999 Customer Rating 67933ITEM60819 shown 1/2" DRIVE 25" BREAKER BAR $12 $99 99 • Chrome vanadium steel construction • Head swivels 180° • Polished finish SUPER COUPON LIFETIME WARRANTY COMPARE TO DURALAST $2199 MODEL: 72-121 SAVE 59% NOW OW $899 LOW-PROFILE CREEPER ITEM 6342463371/63372 shown $2799 SAVE 50% • 300 capacitylb. COMPARE TO MODEL: GM40300TORQUEPOWER $3999 19" 40" SUPER COUPON NOW $1999 $23 $99 99 3 TON HEAVY DUTY STEEL JACK STANDS ITEM 62392/69597/38846/61196 shown Customer Rating Customer Rating SUPER COUPON COMPARE TO ACDELCO $3499 MODEL: 34124 NOW $1799 20 OZ. GRAVITY FEED SPRAY GUN ITEM 67181/62300/47016 shown Customer Rating Customer Rating $15 $39 39 SAVE 80% SUPER COUPON COMPARE TO KOBALT $4998 MODEL: SGY-AIR88TZ NOW OW $999 NOW $199 • 1.4mm includedtip • Non-marring base • Stainless steel SUPER COUPON ITEM 62201 $289 $99 99 2500 PSI, 2.4 GPM 4 HP (160 CC) GAS PRESSURE WASHER 28 NOW OW $24999 COMPARE TO CHAMPION POWER EQUIPMENT $321 MODEL: 100382 SAVE $71 Customer Rating 4" PARTSMAGNETICHOLDER ITEM9056662535 shown $2 $99 99 SUPER COUPON SAVE 66% COMPARE TO TITAN $599 MODEL: 11194Hardware sold separately. SAVE $980 SAVE $80 SAVE $100 SAVE 86% SAVE 71% SAVE 44% SAVE 48% • Magnetic base • 180 lumens SUPER COUPON ITEM 63766/6406663422/62955 shown SAVE 60%
ARRIVAL 2018 Kia Stinger GT
The Stinger has just begun to hit the streets at the time of this writing, so our tester has attracted plenty of attention. Whether it was curious passersby at the gas station wanting to know what it was or Dodge Charger drivers on the freeway wanting to see what it could do, our bright HiChroma Red Stinger GT simply could not be left alone. I blame Kia design boss Peter Schreyer for penning such a seductive shape. We’ll see if the looks, comments, and stoplight engine revs continue after the Stinger has been out longer. Being a GT model, our tester packs a 3.3-liter twin-turbo V-6 that pumps out a healthy 365 hp and 376 lb-ft of torque to the rear wheels via an eight-speed automatic transmission. We opted for a rear-drive V-6 variant for many reasons, but mostly because we like drifting. The GT2 trim adds $10,850—that’s spendy for a Kia but reasonable for a premium sport sedan. You do get advanced driver-assist features such as forward collision warning, adaptive cruise control, lane keep assist, and Kia’s Driver Attention Warning as standard. As such, this car is essentially already fully loaded and comes to us with no additional options.
Just about everyone on staff agrees the Stinger looks good. If the reports of pedestrian neck strain are any indication, the public does, too. It’s one thing to take aim at a target from the shooting line. It’s quite another to take aim from clear across the field—and still land on the paper. That’s what Kia appeared to do with the Stinger at our 2018 Car of the Year program, where we named it a finalist in one of the most competitive COTY fields to date. Seemingly out of nowhere, there’s now another option to the swoopy liftback four-doors from BMW and Audi. But does it pose a real threat to the Audi A5 Sportback, BMW 4 Series Gran Coupe, and others? To find out, we’ve taken delivery of a rear-drive Stinger GT for a year, and I have the great fortune of being its chaperone. Take one look at our 2018 Car of the Year notebook, and it’s easy to see how impressed we were with the newcomer from Kia. “[Interior] materials all look remarkably high quality,” technical director Frank Markus said. International bureau chief Angus MacKenzie said the Stinger “drives more European than anything from Korea so far—and most things from Japan; there’s a measured, almost Germanic weighting to all the controls and to the bodyAlthoughmotions.”not all judges agreed on the Stinger’s road manners and interior, there was no argument about its sexy exterior design. MacKenzie described the Stinger as “beautifully surfaced and visually arresting,” going on to say, “It looks like an elegant four-door fastback, with a hint of the old Maserati 3200 GT.”
Words MotorTrend Editors
Alex Nishimoto
EPA CITY/HWY/COMB FUEL ECON 19/25/21 MPG BASE PRICE $39,250 PRICE AS TESTED $50,100 “Are the extra bells and whistles worth the money? We hope to have an answer within the next 12 months.” 86 MOTORTREND.COM / APRIL 2018
2017 BMW M2 Chris Walton
APRIL 2018 / MOTORTREND.COM 87
There was a cliffhanger in our last update. Seven months into our yearlong test, we had just completed the M2’s first scheduled maintenance and swapped out the abused stock Michelin Pilot Super Sport (PSS) tires with just-released Pilot Sport 4 S (PS4S) successors. The improved ride quality was immediately noticeable. There’s an almost buttery smoothness to the way the new tires go down the road, and they’re quieter, too. Also welcome is the way the car initiates a turn with newfound alacrity; it’s crisp and precise like never before. That isn’t uncommon going from tires with 11,000 hard miles on them to brand-new ones, but our friends at Tire Rack agreed when rating the PS4S against its two closest competitors. Would we see a difference in outright performance? Compared to our M2’s acceleration on new PSS tires, the PS4S tires did launch quicker and stayed in the lead up to 60 mph until inexplicably falling behind then making a final charge to literally tie the quarter-mile time. Strange, but we’re talking only tenths of a second here and there. Are the new tires grippier but heavier? Tire Rack says the fronts are the same weight (23 pounds) and the rears are each a pound heavier (27 pounds)—not enough of a difference to explain our results. Similarly, on our figure-eight test and skidpad, the results
Service life / 8 mo/13,137 mi Avg CO2 / 0.93 lb/mi Energy cons / 160 kW-hrs/100 mi Unresolved problems / None Maintenance cost / $0 (oil change, inspection) Normal-wear cost / $1,233 (1 set Michelin Pilot Sport 4S tires, mount and balance, 1 quart oil, 1 set windshield wipers) Base price / $53,495 As-tested / $57,795 AVG MPG FUEL ECON 20.8 MPG RIDE ALONG FOR UPDATES ON OUR LONG-TERM FLEET LAGUETTEPAUL SPECS 2018 Kia Stinger GT 55.1” UPDATEBMWM2 RENEGADEJEEP UPDATENIROKIA ARRIVALSTINGERKIA SUBARULEGACYMERCEDES-BENZ GLC300 UPDATE MAZDACX-9MAZDACX-5 MINI CLUBMAN CHEVROLETUPDATEBOLTEV SUPERFORDUPDATEF-250DUTY HYUNDAITUCSON JAGUARF-PACEHONDACR-V Vehicle Layout Front-engine, RWD, 5-pass, 4-door sedan Engine 3.3L/365-hp/376-lb-ft twin-turbo DOHC 24-valve V-6 Transmission 8-speed automatic Lateral Acceleration 0.92 g (avg) Curb Weight (F/R Dist) 4,004 lb (52/48%) Energy Cons, City/Hwy 177/135 kW-hrs/100 miles CO2 emissions 0.91 lb/mile MT figure eight 24.8 sec @ 0.79 g (avg) 4.7 sec 0-60 mph 13.2 sec @ 106.4 mph Quarter mile 110 Brakingft distance, 60-0 mph AUDIA4 BMW530i 73.6” 190.2” “
Michelin Pilot Super Sports & next-gen Pilot Sport 4 S are black and round but different through and through. Better, quieter ride and a better lap time. Win-win.”
Of course, you don’t have to spend that much to get in a Stinger. A base 2.0-liter turbo starts at $32,800, and a base GT, which packs the same 365-hp punch as our car, starts at $39,850. We’re just as eager to see how easy this car is to live with day to day as we are to take it out on our favorite back roads and perhaps the occasional autocross or track day. We’re also eager to see how the Stinger stacks up against more expensive rivals from Germany in terms of quality, comfort, value, and fun. The arrow has landed on the target, but just how close is it to the bull’s-eye?
Stay tuned as we find out. were nearly identical with only a tenth of a second separating them. The good news? In braking from 60 mph, the PS4S tires required just 101 feet (5 fewer) to stop. The final test would be lapping a track. Our last outing at Streets produced a 1:24.78 best lap, but on the PS4S tires, the same car with the same driver shaved 1.44 seconds for a 1:23.34 lap time. That’s huge on a 1.6-mile track. After lapping, Randy Pobst said that the PS4S tires’ braking advantage was noticeable and that the M2 wasn’t twitchy in the high-speed sections or “pushy” in the low-speed ones. He felt the car was better balanced between understeer and oversteer. Currently, the new PS4S tires are less costly than the PSS for the M2. If you’re in the market for a new set of shoes, we’d recommend saving a few bucks and trying them out.
2017 Kia Niro Kelly Pleskot
“Fortunately, the Niro’s well-equipped interior makes up for most signs of coarseness on our Touring model.”
REAL MPG FUEL ECON 59.6/44.5/51.7 MPG Service life / 2 mo/3,154 mi Avg CO2 / 0.45 lb/mi Energy cons / 77 kW-hrs/100 mi Unresolved problems / None Maintenance cost / $0 Normal-wear cost / $0 Base price / $30,545 As-tested / $32,575 Judgment day has arrived for our Kia Niro. Not long after the hybrid wagon quietly rolled into our garage, we put it through our battery of tests measuring acceleration, handling, fuel economy, and other key areas of performance. Earlier, we tested a Niro LX, which hit 60 mph in 8.7 seconds. Our long-term Touring is more than 110 pounds heavier and managed the run in 9.6 seconds. That’s about on par with a 2016 Toyota Prius Four Touring, which reached 60 mph in 9.7 seconds. Meanwhile, a Hyundai Ioniq Limited slid to 60 in 9.4 seconds. The Niro traveled a quarter mile in 17.2 seconds at 79.0 mph, besting the Prius’ 17.4 seconds at 77.6 mph. In the figure eight, the Niro clocked 27.3 seconds at an average of 0.62 g, ahead of the Prius at 27.8 seconds at 0.61 g. On the road, the Niro feels unrefined in some ways, but not for a lack of power. The six-speed twin-clutch automatic transmission lurches abruptly at very low speeds, making for some uncomfortable moments in the parking lot. Noise levels are as expected in a subcompact mainstream car, but the ride gets wobbly at high speeds. “If ride comfort is more your priority, skip the Touring trim and get a loaded EX with the smaller 16-inch wheels,” associate online editor Stefan Ogbac said.
Recently the Bolt went to the tire shop for a set of BFGoodrich G-Force Sport Comp 2 ultra-high performance summer tires. We car enthusiasts know that changing tires can affect everything from acceleration and handling to fuel economy and road noise, but the thing is, no one’s ever actually done it on an EV and recorded the results, so we did. I encourage you to read associate online editor Michael Cantu’s report on MotorTrend.com, but here’s the short version: Handling and stopping improved at the cost of range, efficiency, ride quality, and noise. Behind the wheel, it felt more dramatic. The lower predicted range was obvious every time you took the car off the charger, and it seemed to drop more quickly as you drove. The battery meter always seemed lower than it should have been, and it felt like we were plugging in more often. Not squealing the tires with mildly aggressive driving was nice, and it was more fun to drive, but it wasn’t worth the trade-off. I suspect a less aggressive all-season tire would be a good middle ground. In the midst of all this testing, we were finally able to close the chapter on our phantom power steering issue. During a second unscheduled dealer visit, seven computer modules were inspected, and two—the power steering module and body control module—were reprogrammed with the latest software updates. Chevy is confident the car is cured now. I should note the problem hasn’t surfaced in months. All the while, the Bolt has continued to serve faithfully as my daily driver. Staying in town for the holidays meant a lot of shorter trips to run errands and ferry family. I learned the Bolt still rides nicely and accelerates briskly with five adults aboard and that you can stack two full-size suitcases plus carry-ons in the trunk. I also learned that if you don’t pop for the cargo rack crossbars (a $549 accessory), those two silver rails on the roof are useless for tying down, say, a Christmas tree.
*at tailpipe AVERAGE FUEL ECON 122 MPG-E Service life / 10 mo/12,454 mi Avg CO2 / 0.00 lb/mi* Energy cons / 27.5 kW-hrs/100 mi Unresolved problems / Maintenance cost / $0 Normal-wear cost / $0 Base price / $41,780 As-tested / $43,905 “In a first-of-its-kind test to prove what all enthusiasts already know, we recordedtiresperformanceswappedsummerontotheBoltandtheresults.” 2017 Chevrolet Bolt EV Scott Evans Charging Update 5 2017 Chevrolet Bolt EV Odometer 12,868 mi Avg distance between charges 90.5 miles Avg pre-charging state of charge 49% Avg range (ideal/predicted)pre-charge 120/100 mi Avg energy per charge 27.67 kW-hrs Avg predicted charge time 6h, 7m Avg post-charging state of charge 90% Avg range (ideal/predicted)post-charge 237/178 mi Cost of public charging to date ($8.27 avg) $286.00 Cost of office charging to date ($1.98 avg) $106.32 Cost of home charging to date ($5.27 avg) $38.96 TOTAL CHARGING COST TO DATE $431.28 The performance tires definitely made the Bolt look cooler. 88 MOTORTREND.COM / APRIL 2018
UPDATE |
So our Niro Touring is slow and slightly uncouth. But it’s extremely efficient, as verified by our Real MPG tests. The Niro achieved 59.6/44.5/51.7 mpg city/highway/combined, well ahead of the EPA’s rating of 46/40/43 mpg. Drivers should enjoy fewer trips to the gas station with the Niro. Kia lists the Niro’s range at a commendable 511 miles. Other trims claim even greater ranges between 583 and 595 miles. During my turns behind the wheel of the Niro, I’ve witnessed the range readout after a fill-up indicating anywhere from 478 to 539 miles.
The top-level Touring trim has its benefits and downsides, which we’ll explore more later. Long - term test
A funny thing happened on the way to writing this update about the long-term Ford F-250 Super Duty King Ranch that I’m stewarding for a year. I lost it. OK, I didn’t actually lose it, but I lost possession of it. Turns out that for an organization like Motor Trend, a big, haul-anything, go-anywhere workhorse such as Ford’s Super Duty is exactly what we need all the time. From photo shoots to hauling tires to moving bodies around in spacious comfort to just daily living, it’s hard to beat an XXL truck. My day-to-day responsibilities have changed considerably over the past few years. Back in the day I was primarily a writer who dabbled in video. These days, my primary professional focus is making two shows for Motor Trend OnDemand, Ignition and Head 2 Head. Meaning that I’m spending days and weeks at a time away from the office driving the cars we’re filming and not “my” long-termer.TheF-250 was used as a support vehicle for our Best Driver’s Car, SUV of the Year, Car of the Year, and Truck of the Year programs. Again, sometimes the Ford was needed for hauling gear. Other times photographers and videographers were hanging out of the bed to get shots of whatever we happened to be testing. The 6-foot, 8-inch bed provides plenty of room, though of course I always “I’ve spent much of the past few months driving other vehicles. But don’t think for a moment that our two-tone beauty has been sitting idle waiting for me to return.”
I’ve gotten to know our long-term 2017 MercedesBenz GLC300 4Matic pretty well over the past six months. The GLC’s stay with us thus far has been largely uneventful, but the 11,000 or so miles traveled from behind the wheel have given me a certain appreciation for some of our GLC300’s features and a distaste for others. My favorite thing about the GLC is how comfortable it is while still remaining engaging to drive. A lot of luxury cars amp up comfort by ironing out all sense of feedback and feel from the road, but not the GLC. It remains quiet and buttoned down while still being engaging to drive with good steering feel and feedback and a relatively responsive powertrain.
2017 Mercedes-Benz GLC300 Christian Seabaugh Dog is my co-pilot: tailgating with Rex and Brooklyn.
REAL MPG FUEL ECON 14.9/22.9/17.7 MPG Service life / 4 mo/7,912 mi Avg CO2 / 1.50 lb/mi Energy cons / 251 kW-hrs/100 mi Unresolved problems / None Maintenance cost / $44 (DEF) Normal-wear cost / $0 Base price / $58,950 As-tested / $78,355 Long - term test | UPDATE
REAL MPG FUEL ECON 19.2/29.3/22.7 MPG Service life / 6 mo/11,911 mi Avg CO2 / 0.80 lb/mi Energy cons / 140 kW-hrs/100 mi Unresolved problems / None Maintenance cost / $282 (oil change, inspection) Normal-wear cost / $0 Base price / $42,075 As-tested / $50,405
A less frivolous complaint would be the GLC’s cost of ownership. The GLC’s first service, which included an oil and filter change, tire rotation, and inspection, set us back $281.69. We also just recently replaced the windshield, which picked up a nasty rock chip right above the VIN plate. That set us back $950, including labor and installation. Compared to our old long-term Land Rover Range Rover Sport TD6 ($845 for the equivalent basic service and $1,830 for a windshield replacement), the GLC300 is a steal, but part of me can’t help but look on enviously at other roughly comparable SUVs, such as our recently departed Volvo XC90, which includes its first three services at 10,000-mile intervals for free. Only time will tell whether the GLC’s service costs prove to be a thorn in my side, but I’ll be keeping a close eye on our Merc—and the company credit card—over the last half of our GLC300 4Matic’s loan.
2017 Ford F-250
Jonny Lieberman chuckle that at 159.8 inches, our Super Duty is the short-wheelbase version. A 176.0-incher is available and comes with an 8-foot bed, for all you drywall aficionados.TheF-250 gets used for all sorts of unofficial business, as well. Furniture moving seems to be our staff’s favorite truck-based activity, with surfboards coming in a close second. We are headquartered just a few miles from the beach, and it seems that half the office surfs. My favorite staff use of the F-250 was when Randy Pobst used it to haul a couple of motorcycles and the accompanying fuel cans, ramps, and whatnot needed for a ride he did across the desert. He also took along three of his buddies and all of their gear.
APRIL 2018 / MOTORTREND.COM 89
I’ve also really come to enjoy how spacious it is. The back seat is large enough for two adults—or, as is more often the case, my two dogs—and with the rear seats folded flat, the Mercedes has 56.5 cubic feet of cargo space available to swallow the results of even the biggest Home Depot or Ikea runs. The GLC isn’t perfect, though. If I’m nitpicking, ever since I noticed that the steering wheel is mounted slightly off-center toward the right of the cabin, it’s annoyed me. Likely a concession for packaging or crash safety (or both), the offset steering wheel doesn’t hurt anything but my personal sense of symmetry.
“It’s tough to complain about the MercedesBenz GLC300 when it does everything so well.”
I asked Randy how the F-250 did on his excursion: “Fabulous. Eats diesel, but it would eat more gas, no? Shoulda brought a bike trailer. Loaded to the roof inside and looking like the Beverly Hillbillies outside! Thanks again. It was super for the trip.” At least somebody not named me is getting some quality use out of it. My video crew has been making good use of the Super Duty, specifically as a support truck for the 99th episode of Head 2 Head—a clash between the Chevy Colorado ZR2 and the Ram Power Wagon. We filmed the episode at the Johnson Valley OHV Area. That meant the F-250 took five guys and all the accompanying camera and sound gear over some pretty serious off-road terrain. Our King Ranch is on the semi-monster truck equivalent of street tires—it struggled a bit initially, but then the crew popped it into 4Lo, and voila! The leathered-lined luxury truck went everywhere the two purpose-built off-roaders did. Well, everywhere except for the insane bits of rock crawling. What a workhorse.
That’s not to say that the Cummins-powered Nissan Titan XD didn’t prove useful. Not long after inheriting the Titan XD, I began the first of many adventures helping friends move both long and short distances. I was even given the opportunity to tow a couple of vehicles long-distance.
On two occasions I used the Titan XD for towing: first a 2014 Jeep Patriot and later a 2002 Saturn Ion. With a maximum towing capacity of 12,037 pounds for a Cummins-powered four-wheel-drive Titan XD, neither of the compact vehicles and tow dolly combos came close to half of the XD’s max tow rating. In fact, even from a dead stop, the XD didn’t even notice the cars hooked onto the back. I kept an eye on my rearview mirrors to ensure the cars were still attached.
In our third Titan XD update, associate editor Scott Evans compared the Titan’s payload specs to the midsize Chevrolet Colorado and full-size Ford F-150 and F-250 Super Duty pickups. Although Evans was able to use the Titan XD for the majority of his landscaping needs, he did need to rent a Ford F-250 for the truly heavy-duty chores. “It might not haul like a domestic heavy-duty,” Evans wrote, “but what it can haul, it hauls well.”
10-year-old domestic three-quarter-ton pickups for the (unofficially called) eXtra Duty Titan. Unfortunately, modern half-ton pickups have surpassed that benchmark—at least in payload capacity.
90 MOTORTREND.COM / APRIL 2018
“After a rough start and readjusting of expectations, the Nissan Titan became a reliable workhorse.”
2016 Nissan Titan XD Pro-4X Diesel Jason Udy
Once we finally got the infotainment glitches ironed out, the Titan’s no-nonsense interior was perfectly serviceable.
LONG-TERM TEST | Verdict REAL MPG CITY/HWY/COMB FUEL ECON 15.8/20.8/17.7 MPG *IntelliChoice data; assumes 42,000 miles at the end of 3-years Initial opinions on the Titan’s styling were mixed, but it was popular with truck owners we met along the way, often garnering unsolicited compliments. Service life / 13 mo / 31,521 mi Base price / $52,165 Options / PRO-4X Convenience Package ($3,310: Heated leather seats, remote adjustable driver seat w/memory), PRO-4X Luxury Package ($1,510: Ventilated front seats, Around View Monitor with Moving Object Detection, Titan box), PRO-4X Utility and Audio Package ($1,100: parking sensors, Utili-Track cargo management, tailgate illumination, Rockford Fosgate audio system); premium paint ($395), electric tailgate lock ($345), splash guards ($235) Price as tested / $59,060 Avg fuel econ/CO2 / 15.2 mpg / 1.46 lb/mi Problem areas / Bluetooth connection, front suspension squeak, steering moan Maintenance / $1,506 (8-DEF refill; 3-oil change, inspection, tire rotation; 2-air filter, in-cabin air filter; 1-fuel filter, brake fluid flush, coolant flush) Normal-wear cost /$30.25 (windshield wipers) 3-year residual value* / $41,100 Recalls / None
For comparison, when I used our previous longterm 2014 Ram 1500 EcoDiesel to tow my newly purchased 1984 Oldsmobile Cutlass Supreme Brougham, I noticed a slight tug upon initial start before effortlessly getting up to speed. The Ram with its 3.0-liter EcoDiesel V-6 (240 hp at 3,200 rpm and 420 lb-ft at 2.000 rpm) has a max tow rating of 8,550 pounds. Although the Cutlass’ midsize bodyon-frame platform (and tandem trailer combo) were much heavier than the compact vehicles I towed with the Titan XD, for frequent towing chores, the Titan XD might have the advantage over the half-ton Ram. In addition to towing long distances, the Titan XD proved useful for hauling over both long and short distances. The rear crew cab was routinely After one year and more than 30,000 miles with our long-term 2016 Nissan Titan Crew Cab XD Pro-4X with the available 5.0-liter Cummins turbodiesel V-8, we have developed a love-hate relationship with the big yellow truck. In most cases the Titan XD proved useful, but we did find some capability shortcomings and a few ongoing issues.
The 2016 Nissan Titan XD represents the first attempt by a non-American automaker to offer a full-size pickup larger than a half-ton. With the realization that a niche market segment exists between the traditional light-duty half-ton and heavy-duty three-quarter-ton pickups, Nissan aimed for something in between. The automaker benchmarked
Despite a few issues, the Titan XD eagerly tackled every job we threw at it. 2016 Nissan Titan XD Pro-4X 4WD POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, 4WD ENGINE TYPE Turbodiesel, 90-deg V-8, iron block/alum heads VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 304.9 cu in/4,997cc COMPRESSION RATIO 16.3:1 POWER (SAE NET) 310 hp @ 3,200 rpm TORQUE (SAE NET) 555 lb-ft @ 1,600 rpm REDLINE 4,200 rpm WEIGHT TO POWER 23.7 lb/hp TRANSMISSION 6-speed automatic AXLE/FINAL/LOW RATIO 3.92:1/2.48:1/2.72:1 SUSPENSION, FRONT; REAR Control arms, coil springs, anti-roll bar; live axle, leaf springs, anti-roll bar STEERING RATIO 19.1:1 TURNS LOCK-TO-LOCK 3.8 BRAKES, F; R 14.2-in vented disc; 14.4-in vented disc, ABS WHEELS 7.5 x 18 in, cast aluminum TIRES LT275/65R18 (123/120R) General Grabber APT DIMENSIONS WHEELBASE 151.6 in TRACK, F/R 68.6/68.6 in LENGTH X WIDTH X HEIGHT 243.6 x 80.7 x 78.4 in TURNING CIRCLE 53.8 ft CURB WEIGHT 7,340 lb WEIGHT DIST, F/R 59/41% SEATING CAPACITY 5 HEADROOM, F/R 41.0/40.4 in LEGROOM, F/R 41.8/38.5 in SHOULDER ROOM, F/R 63.3/63.6 in PICKUP BOX L X W X H 78.7 x 61.7 x 20.8 in CARGO VOLUME 59.3 cu ft WIDTH BET WHEELHOUSES 50.0 in PAYLOAD CAPACITY 1,650 lb TOWING CAPACITY 12,037 lb TEST DATA ACCELERATION TO MPH 0-30 3.1 sec 0-40 4.6 0-50 6.8 0-60 9.2 0-70 12.7 0-80 16.4 0-90 21.8 PASSING, 45-65 MPH 5.1 QUARTER MILE 17.0 sec @ 81.2 mph BRAKING, 60-0 MPH 135 ft LATERAL ACCELERATION 0.70 g (avg) MT FIGURE EIGHT 29.8 sec @ 0.55 g (avg) TOP-GEAR REVS @ 60 MPH 1,750 rpm CONSUMER INFO BASE PRICE $52,165 PRICE AS TESTED $59,060 STABILITY/TRACTIONCONTROL Yes/Yes AIRBAGS Dual front, front side, f/r curtain BASIC WARRANTY 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/100,000 miles ROADSIDE ASSISTANCE 3 yrs/36,000 miles FUEL CAPACITY 26.0 gal EPA CITY/HWY/COMB ECON Not rated REAL MPG, CITY/HWY/COMB 15.8/20.8/17.7 mpg RECOMMENDED FUEL Diesel packed to the ceiling with boxes and odds and ends while the bed was stuffed with either furniture or appliances—sometimes both. The bed offers lots of useful tie-down points, including adjustable hooks along the top of the bed. Although the Titan Boxes were useful for storing ratchet straps, bungee cords, and a tow hitch, they did eat up lots of real estate in the bed. Fortunately, they are removable. Just four bolts (two star bolts at each end and two socket heads inside the lockable compartment) hold the Titan Boxes to the bed sides. They were easy to remove and fairly easy to replace, thanks to my trusty rubber mallet used to line up the bolt holes. Note: With the Titan Box hinges mounted toward the inside of the bed, the lid can be difficult to open when the bed was full. The Titan XD Pro-4X was also used for fun. After taking the big yellow pickup off-road with the factory-equipped General Grabber APT tires, we swapped them out for a set of all-new Continental TerrainContact A/T off-road tires and headed back to the dirt. Although all this tire swapping was for a tire comparison, off-road driving in the Pro-4X felt more like play than work. Motor Trend hot shoe Randy Pobst also borrowed the Titan XD to haul his 1975 Honda XL350 motorcycle from Los Angeles up to Mazda Raceway Laguna Seca. With the odometer showing more than 30,000 miles, we took our Titan XD for its third service, which consisted of an oil and filter change, a tire rotation, a battery service, a new air filter, a new cabin air filter, a new radiator cap, new wiper blades, a coolant system service, an air-conditioning service, fuel conditioner, and a brake inspection. The total cost was $532.99. We also had the reoccurring issues checked out. The total cost of service for the year was $1,506. Our 2016 Chevrolet Colorado Z71 diesel long-termer cost about $563 for service over the same time frame, and our 2014 Ram 1500 EcoDiesel cost $775. We also were informed that the power steering fluid was low. The tech drained and filled the power steering fluid and checked the system lock to lock, which seemed to clear up the binding and moaning coming from the steering system. Additionally, the infotainment system was updated to fix the Bluetooth glitch that caused a piercing sound to come through the speakers just before the system rebooted (the issue only happened during lengthy phone calls). The infotainment update also fixed the system’s flickering backlighting. The intermittent passenger seat-belt light issue (where the light turned on several hours into a drive, even when the passenger seat was empty) was not repeatable. These issues never recurred during our remaining time with the Titan.
Over the course of 31,521 miles, the 2016 Nissan Titan XD Crew Cab Pro-4X with the Cummins turbodiesel averaged 15.2 mpg. Those miles weren’t easy. During that time, the Titan XD slogged its way through the daily Los Angeles commute (one to two hours each way), made the trek out to the Grand Canyon and Las Vegas, traveled up to Central California and the Bay Area multiple times, and traversed the Rocky Mountains seven times. Six trips were up to Salt Lake City (with a loaded bed and rear cab each time, plus two trips towing), and once we made our way to northern Colorado during a severe snow storm. Despite the aforementioned issues, the Titan XD eagerly tackled every job we threw at it. The Titan XD is targeted at the slim market segment of consumers needing something in between a half-ton and a three-quarter-ton. We would likely opt for a modern half-ton pickup if we needed to haul more than 1,600 pounds regularly; a modern three-quarter-ton pickup would be our choice if we needed to tow more than six tons often. If our primary need was to routinely tow less than six tons and occasionally help friends move, we wouldn’t hesitate to give the Nissan Titan XD with the Cummins turbodiesel a permanent spot in our personal garage.
It’s the slowest diesel truck we’ve tested in 10 years, but the Titan XD got the job done.
2016 Honda HR-V LT Robin Trajano “After driving the HR-V for seven of its 13 months with us, I’m left with one main thought: Needs more VTEC, yo.”
has held up well. It reminds me of my old Honda Del Sol, which had interior panels fashioned from Rubbermaid plastic but still looked fresh after 20 years. The HR-V seats ended up stain- and tearfree, and the rubber mats kept all the really nasty stuff off the carpet. The only thing that went amiss was one of the cargo net hooks that unscrewed itself from its mount, which was an easy fix at the dealer. The second-row space and versatility is up there in the class, besting our old Mazda CX-3 and Nissan Juke long-termers when it came to hauling passengers and gear. Honda’s Magic Seats are ingenious and allowed the HR-V to swallow more gear than its smallish exterior would suggest. To my friend’s amazement, I stuffed half the stuff in his apartment in the car when I helped him move.
Service life / 13 mo / 20,348 mi Base price / $22,045 Options / All season floor mats ($143); Cargo tray ($120); Cargo cover ($99) Price as tested / $22,407 Avg fuel econ/CO2 / 27.8 mpg / 0.70 lb/mi Problem areas / None Maintenance cost / $149.29 (2-oil change, inspection, tire rotation) Normal-wear cost / $0 3-year residual value* / $16,100 Recalls / None REAL MPG CITY/HWY/COMB FUEL ECON 29.0/37.8/32.4 MPG *IntelliChoice data; assumes 42,000 miles at the end of 3 years
When road test editor Erick Ayapana offered me the 2016 Honda HR-V as a new long-termer, I was a bit hesitant. I’m not on board with the whole crossover/SUV craze, and to be honest, 141 horsepower didn’t sound too enticing, especially when you’re constantly surrounded by all the hot metal at the Motor Trend office. Give me a fun hatch or wagon over an SUV any day. But a free car is free, so how could I complain? Plus, it’s a manual and not a minivan like my previous long-term steed. Fast-forward seven months, and the HR-V is still a slow compact crossover, but I’ve grown to appreciate its strengths. Although it’s classified as compact, it’s the perfect size for someone like me— single, no kids, lives in the city, and takes frequent weekend trips. It’s small enough to nimbly sneak
LONG-TERM TEST | Verdict 92 MOTORTREND.COM / APRIL 2018
Although editor-in-chief Ed Loh didn’t get a chance to try to load his 8-foot surfboard inside, there’s no doubt it would have fit. It’s reliable, too. After an uneventful 20,348 miles, the HR-V went through two services at the tune of $149.29, which consisted of oil changes and tire rotations. It was due for another when Honda took I’ll miss that sweet Honda shifter, but I definitely won’t miss the lack of a stereo volume knob.
The interior, which I’ve criticized for being cheap,
around traffic yet spacious enough for a weekend camping trip with a couple friends—especially with the Thule rack and cargo box I added. At 6.7 inches (1.7 inches more than a Fit), ground clearance is sufficient enough to get you through graded dirt roads to most campsites or snowy mountain roads to your favorite ski resorts. Add all-wheel drive and snow tires, and it should be plenty capable for most weekend adventurers.
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Our EX manual starts at $22,045, which gets us heated front seats and mirrors, a 7.0-inch display, Honda LaneWatch, automatic climate control, smart entry, and push-button start. For less than $20K, a base LX still gets all the important bits such as the Magic Seats, Bluetooth connectivity, a multiangle rear camera, and climate control with Honda HR-V FWD alum knobs. You also still get a crossover with a versatile and roomy cabin, a handsome exterior, good fuel mileage, and Honda reliability. Not to mention a tossable chassis that will surprise you when the road gets all squiggly.
The HR-V is a slow compact crossover, but I’ve grown to appreciate its strengths.
it back, so figure another $75 to that for a total of around $225. That’s on par with our 2015 Honda Fit, which cost $289.98 for three services. Our 2016 CX-3 cost $534.45 after 35,386 miles, which is relatively more costly to run, and our 2011 Nissan Juke racked up $446.35 after 22,500 miles. I wish I had more to report, but it’s a Honda, so go figure. On the fuel economy front, I managed 27.8 mpg, which is right there with the EPA’s estimate of 25/33/28 mpg city/highway/combined but falls short of our Real MPG rating of 29.0/37.8/32.4. That’s not bad considering I was constantly ripping VTEC to keep pace and pass traffic. Plus, it’s excellent compared to the 22.9 mpg for our Juke and comparable to the 28.1 mpg our AWD CX-3 managed. I consider my right foot to be heavier than average, so I think it’s safe to assume it would fare better with the average driver. Along with saving you money on maintenance and at the pump, buying one won’t break the bank.
2016
The HR-V’s strengths no doubt outweigh its faults, and it took me a while to appreciate it. Although I’m still not into compact crossovers, you definitely can’t go wrong with an HR-V. Judging by how many I see on the road, many share the sentiment. n
ENGINE TYPE I-4,
block/head VALVETRAIN SOHC, 4 valves/cyl DISPLACEMENT 109.8 cu in/1,799cc COMPRESSION RATIO 10.6:1 POWER (SAE NET) 141 hp @ 6,500 rpm TORQUE (SAE NET) 127 lb-ft @ 4,300 rpm REDLINE 6,700 rpm WEIGHT TO POWER 20.5 lb/hp TRANSMISSION 6-speed manual AXLE/FINAL-DRIVE RATIO 4.71:1/3.23:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; torsion beam, coil springs STEERING RATIO 15.2:1 TURNS LOCK-TO-LOCK 2.7 BRAKES, F; R 11.5-in vented, disc; 11.1-in disc ABS WHEELS 7.5 x 17-in, cast aluminum TIRES 215/55R17 M+S (94V) Michelin Primacy MXV4 DIMENSIONS WHEELBASE 102.8 TRACK, F/R 60.4/60.6 in LENGTH X WIDTH X HEIGHT 169.1 x 69.8 x 63.2 in GROUND CLEARANCE 6.7 in APPRCH/DEPART ANGLE 18.5/21.3 deg TURNING CIRCLE 37.4 ft CURB WEIGHT 2,891 lb WEIGHT DIST, F/R 61/39 % TOWING CAPACITY Not recommended SEATING CAPACITY 5 HEADROOM, F/R 37.6/38.3 in LEGROOM, F/R 41.2/39.3 in SHOULDER ROOM, F/R 56.8/54.8 in CARGO VOL BEH F/R 58.8 /24.3 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.8 sec 0-40 4.4 0-50 6.2 0-60 8.5 0-70 11.4 0-80 15.0 PASSING, 45-65 MPH 4.6 QUARTER MILE 16.5 sec @ 83.2 mph BRAKING, 60-0 MPH 125 ft LATERAL ACCELERATION 0.84 g (avg) MT FIGURE EIGHT 27.5 sec @ 0.60 g (avg) TOP-GEAR REVS @ 60 MPH 2,500 rpm CONSUMER INFO BASE PRICE $22,045 PRICE AS TESTED $22,407 STABILITY/TRACTIONCONTROL Yes/Yes AIRBAGS Dual front, front sides, f/r curtain BASIC WARRANTY 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles ROADSIDE ASSISTANCE 3 yrs/36,000 miles FUEL CAPACITY 13.2 gal EPA CITY/HWY/COMB ECON 25/33/28 mpg ENERGY CONS, CITY/HWY 135/99 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.68 lb/mile REAL MPG, CITY/HWY/COMB 29.0/37.8/32.4 mpg RECOMMENDED FUEL Unleaded regular
(EX) POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine,
Honda has made a habit of beating EPA estimates; the HR-V kept the trend alive.
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“An SUV can be a very fast car. But it’s not a sports car. We will remain consistent with our strategy, which is producing sports cars.”
Bankers and analysts are confidently predicting the number of millionaires in the world is expected to grow by 37 percent over the next decade. That means even more potential Ferrari buyers, but it also means more buyers for whom Enzo Ferrari will be a mere abstraction, no more meaningful than Henry Ford, Soichiro Honda, W.O. Bentley, and Ferdinand Porsche are to today’s Ford, Honda, Bentley, and Porsche shoppers. They might want a Ferrari. But they might not necessarily want Enzo’s Ferrari.
SUV Marchionne admitted plans for an SUV, and several sources have confirmed Ferrari is working on an all-road, all-wheel-drive, wagonlike vehicle based on the GTC4Lusso architecture.
The Big Picture
“Ferrari will not produce an SUV competing with Porsche, Bentley, or Lamborghini,” insists Ferrari marketing boss Enrico Galliera.
Ferraris, and Marchionne has said he plans to boost Ferrari production to 10,000 cars a year by 2019, a number that on current demand looks entirely sustainable—especially with this year’s launch of the Portofino, the new entry-level Ferrari that replaces the California T. But that’s only a short-term solution.
Sergio Marchionne knows this. His prede cessor, Luca di Montezemolo, the man who artfully massaged the Enzo myth with modern marketing techniques, routinely proclaimed we would never see a four-door sedan or
n
FERRARI’S DILEMMA WANTSEVERYONEAN
98 MOTORTREND.COM / APRIL 2018 Angus MacKenzie GTC4LUSSO WAGON? If you squint, you can see the makings of an SUV ... if you believe. Do you want to believe?
The Ferrari sedan won’t happen, as sales of conventional three-box four-doors—even ones with a glamorous badge—are in a slow death spiral. That leaves the Ferrari SUV, an idea no longer as outlandish as a few short years ago, what with Rolls-Royce, Aston Martin, and Lamborghini now following Bentley and Porsche into the segment.
Except ... at the Detroit show, Marchionne admitted plans for an SUV, which could be ready in late 2019, and several sources have confirmed Ferrari is working on an all-road, all-wheel-drive, wagonlike vehicle with four doors that’s based on the architecture used for the GTC4Lusso. So what makes it more sports car than SUV? The laid-back driving position, apparently. That low rumbling sound you hear is Enzo Ferrari rolling over in his grave. But with demand for highly profitable ultra-luxe SUVs booming—and Ferrari facing the prospect of losing the $100 million bonus payment it gets just for taking part in Formula 1—there is an air of inevitability about Ferrari building a vehicle to join the party. Just don’t dare call it an SUV.
Ferrari last year made a record number of cars—around 8,400—and is on track to build at least 9,000 in 2018. But if you won the lottery today and ordered an 812 Superfast to celebrate, it could be as long as two years before you got to drive it. Chronically rich people aren’t used to being kept waiting for anything, and Marchionne testily admits he’s spending a lot of time soothing the expensive egos of customers irked they can’t have their Ferrari, right now! What irks the Ferrari boss, though, is that every car he can’t deliver in a timely manner means a potential sale for someone else. “A lot of people buy Lamborghinis because they can’t get their hands on a Ferrari,” he grumbles. The simple answer is to build more an SUV wearing the famous Prancing Horse badge. But under Marchionne, both have been actively discussed.
“You should always build one less car than the market demands.” Ferrari CEO Sergio Marchionne likes to channel founder Enzo Ferrari’s credo when asked about his strategy for the world’s most famous sports car company. The only problem is the market for Ferraris ain’t what it used to be. For a start, there are a lot more people in the world who can afford to buy a Ferrari than when Maranello was knocking out highly strung 250 GTs, 275 GTBs, or 365 Daytonas in tiny numbers to keep the wheels on Enzo’s beloved F1 and Le Mans racers. There are about 195,000 people in the world with liquid assets of more than $30 million, and there are more than 2,000 billionaires, according to people whose job it is to track such things.
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