Colorado Car Guide

2018 Chevrolet Equinox Buying Guide | Crossover questions answered

noreply@blogger.com (Thenewsman) — Mon, 28 May 2018 19:29:00 +0000

Filed under: Chevrolet,Car Buying,Crossover

Chevrolet introduced an all-new third-generation version of its flagship crossover for 2018, giving it a sleeker, more sculpted exterior look that's more in line with other Chevrolet car models and shaving 400 pounds off the vehicle's total weight, a 10 percent reduction. Coupled with its efficient trio of newly turbocharged engines, that adds up to impressive gains in fuel economy (more on that later). There's also new technology including a Safety Alert seat, surround-view cameras, low-speed a

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2018 Chevrolet Equinox Buying Guide | Crossover questions answered originally appeared on Autoblog on Mon, 28 May 2018 15:01:00 EDT. Please see our terms for use of feeds.

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2018 Ford Escape Buying Guide | Compact crossover questions, answered

noreply@blogger.com (Thenewsman) — Sat, 26 May 2018 19:24:00 +0000

Filed under: Ford,Car Buying,Crossover

The Ford Escape is right in the thick of the compact SUV segment, with rivals including the Honda CR-V, Toyota RAV4, Mazda CX-5, and Hyundai Santa Fe Sport. The Escape is perfectly suited to SUV buyers who don't want to give up car-like driving manners. Handling is fun and sporty, something you don't often encounter in the sport-utility segment, no matter size or price point. The ride is firmer than some alternatives, however.

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2018 Ford Escape Buying Guide | Compact crossover questions, answered originally appeared on Autoblog on Sat, 26 May 2018 15:01:00 EDT. Please see our terms for use of feeds.

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2019 Toyota Corolla Hatchback pricing and mileage numbers are out

noreply@blogger.com (Thenewsman) — Fri, 25 May 2018 12:23:00 +0000

Filed under: Etc.,Toyota,Car Buying,Fuel Efficiency,Technology,Hatchback

What it costs, how far you'll go, and how it's equipped.

Continue reading 2019 Toyota Corolla Hatchback pricing and mileage numbers are out

2019 Toyota Corolla Hatchback pricing and mileage numbers are out originally appeared on Autoblog on Fri, 25 May 2018 08:00:00 EDT. Please see our terms for use of feeds.

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First Drive: 2019 Subaru Ascent

noreply@blogger.com (Thenewsman) — Mon, 21 May 2018 13:09:00 +0000

MCMINNVILLE, Oregon — Much to Subaru’s regret, mid-size three-row family sport/utilities all look pretty much the same. Subaru, the automaker that has successfully grown its business as a quirky brand full of SUVs for people who don’t like SUVs, tried unsuccessfully to buck convention with its 2005-14 Tribeca. Subaru needs a seven- to eight-passenger model for its very enthusiastic fans, so what is it supposed to do?

The idea of a stretched, three-row Subaru Outback Grande did come up, planning manager Peter Tenn admitted to me at the Ascent’s first-drive program. The automaker nearly lost its way with a Toyota Highlander-based Tribeca replacement it began planning after Japan’s number-one automaker bought a minority stake in Subaru. While Toyota got a boxer engine-powered sports car shared with the BRZ under that deal, Subaru wisely stepped away from a program that would have netted the marque an SUV with an inline four and maybe a V-6. The 2019 Subaru Ascent’s new, 2.4-liter turbo H-4 sits low in the engine bay, and lends this conservative looking family hauler the distinction of being among the best vehicles over 70 inches tall (71.6 inches, with its standard roof rack) in terms of ride and handling.

Based on the new Subaru Global Platform, the Ascent is the third model on this architecture after the Impreza and Crosstrek. The next Forester becomes the fourth such model later this year. Even with a widened and lengthened version of SGP, the Ascent design has not been “protected” to accommodate an H-6 engine—just the H-4, in this case a 2.4-liter turbo one rated at 260 horsepower and 277 pound-feet, and of course hooked up to a Lineartronic CVT with Hill Descent Control and selectable eight-speed manual shift mode (with paddle shifters) feeding the standard Symmetrical All-Wheel-Drive.

That means that when the next-generation Subaru Legacy and Outback premier in time for the 2020 model year, they will almost certainly be four-cylinder only. The marque will also introduce a plug-in hybrid later this year. It’s expected to be a Crosstrek, AWD of course, based on the Prius Prime technology from partner/16.4-percent shareholder Toyota, which should turn out to be a much better deal for Subaru than the rejected plan to base the Ascent on the Highlander.

The 2019 Subaru Ascent feels nicely planted, handling the curvy roads near Coastal Oregon, some 50 miles south of Portland—where Outbacks are as common as Ford F-150s elsewhere in the country—without giving up comfort over uneven road surfaces. The chassis is fairly firm over bumps, like any 4,500-pound SUV with 18- or 20-inch wheels, but overall, the ride-handling balance compares closest to the smaller Mazda CX-5, and that’s a big compliment.

Its steering precision and feel is exceptional. Subaru concentrated on steering that doesn’t require the sort of minute corrections that can fatigue the driver, Tenn says, and the engineers succeeded. Tall SUVs typically are better with steering that’s not so quick it becomes twitchy at higher speeds, and that usually results in the need for minor steering corrections through long, sweeping turns. The Ascent’s combo of a relatively low center of gravity, and the well-tuned steering makes that unnecessary.

There’s also a distinct lack of head toss over bumps and pavement dips, which can help reduce fatigue among the kids and dogs on those long family vacations.

The new 2.4-liter turbo is all the engine the big SUV needs, with aggressive throttle tip-in and a wide torque band that nicely covers the midrange. There is no turbo lag in a straight line, though there’s some minor stumble coming out of tight corners. Try the CVT’s paddle shifters, which I did only after my drive partner prompted me, and you’ll be pleasantly surprised by crisp, torque converter-like upshifts and downshifts, though the CVT upshifts itself as you approach redline.

Its tow capacity of 5,000 pounds, most-ever for a Subaru, was demonstrated with a sleek Airstream trailer hooked up, on a piece of parking lot at the Evergreen Aviation & Space Museum, home of Howard Hughes’ Spruce Goose. The Ascent’s tow control made pulling the Airstream smooth and easy, at least in this limited space. Subaru says it recorded a 14.7-second 0-60 mph time with the Ascent pulling a 5,000-pound test sled.

Like most Subarus, the Ascent is designed to attract the REI crowd, which means, potentially, a bit of light off-roading. The Subaru Ascent is no Jeep, though, at least not in its all-season tires. The standard X-Mode variable transfer clutch lock control changes the AWD mapping and throttle control, and kicks in the Hill Descent Control, but the tires required me to use some momentum to traverse some Pacific coast sand to the lunch spot. Symmetric AWD and the HDC will get you up and down a steep gravel quarry, but not without some slippage with these tires.

Speaking of which, the tire/wheel size make a difference on the EPA test cycle. This is unusual, because most car and SUV models (though not trucks, with their multiple variations) are usually counted as in one test-weight category. But the Subaru Ascent base and Premium trim models, with 18-inch wheels, are rated 21/27-mpg city/highway, with 23 combined, while the Limited and Touring models, with 20-inch wheels, are rated 20/26-mpg city/highway and 22 combined. With its 19.3-gallon tank, the Ascent boasts a 500-plus mile range.

All trim models, from the $32,970 base model on-up comes with Subaru’s EyeSight automated driver assist technology, including pre-collision braking, adaptive cruise control, lane departure and sway warning with lane keep assist, pre-collision throttle management and the new EyeSight Assist Monitor, which flashes alerts on the windshield via head-up display.

Base, Premium, and Limited Ascents come with a second-row bench seat for eight-passenger seating, while the Ascent Touring comes standard with comfy captains chairs in the second row—and every factory option plus exclusive Java brown leather interior trim standard—for $45,670 all-in. You can order the captains chairs for the second row of the Ascent Limited and Premium, and these chairs come with a nice little feature: grab handles for the third row passengers on the outer tops of the seats, inspired by the grab handles on Japan’s Shinkansen bullet train.

The interiors are rather warm and inviting, premium enough for a commodity brand. Imitation wood accents, when used, looks fairly convincing, and the Ascent Premium has heated cloth seats and imitation carbon-fiber interior accents, the latter in an odd (quirky?) cream color. The third row is advertised as a full third row seat, with 60/40 split and three cupholders on each side so the kids or dogs can stow their toys, as well as drinks and mobile phones. Comfort for adults back there depends on how far forward the second row seats are slid, which of course can affect comfort in that second row, but even without filling all seven or eight seats, I’m pretty confident in saying the Ascent is one of the more comfortable big-family SUVs available for under $50,000.

There’s also a large compartment under the rear load floor, useful for stowing a bag of dog food for long family trips. Cargo capacity ranges from 17.8 cubic feet with the second and third row raised, to 86.5 cubic feet with them lowered, or 86.0-flat if you order the panoramic moonroof. And there are the much-discussed 19 cupholders scattered around the interior.

Quirky, for sure, but the 2019 Subaru Ascent maintains its marque’s flavor most by delivering maximum family usefulness combined with the inherent ride/handling advantages of its low-CG boxer engine.

2019 Subaru Ascent Specifications
ON SALE	Now
PRICE	35170 (base)
ENGINE	2.4L turbocharged DOHC 16-valve H-4/260 hp @ 5,600 rpm, 277 lb-ft @ 2,000-4,800 rpm
TRANSMISSION	Continuously variable
LAYOUT	4-door, 7/8-passenger, front-engine, AWD SUV
EPA MILEAGE	20-21/26-27 mpg (city/hwy)
L x W x H	196.8 x 76.0 x 71.6 in
WHEELBASE	113.8 in
WEIGHT	4,430-4,603 lb
0-60 MPH	7.4 sec
TOP SPEED	N/A

The post First Drive: 2019 Subaru Ascent appeared first on Automobile Magazine.

How to find the right vehicle if tech is important to you

noreply@blogger.com (Thenewsman) — Sun, 20 May 2018 19:11:00 +0000

Filed under: Car Buying,Technology

Everyone's got a list of features that their next car absolutely must have. For some folks, this is easier than for others. Got six kids? You're looking at three-row crossovers or minivans. But what if you crave technology in your ride? Sure, some cars are known for catering to tech-craving folks, but it's not always easy to broadly survey the entire field of vehicles on sale and see everything in your category.

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How to find the right vehicle if tech is important to you originally appeared on Autoblog on Sun, 20 May 2018 15:01:00 EDT. Please see our terms for use of feeds.

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2018 Jeep Wrangler Buyer's Guide: Answers to your SUV questions

noreply@blogger.com (Thenewsman) — Sun, 20 May 2018 16:09:00 +0000

Filed under: Jeep,Car Buying,SUV,Off-Road

There are few truly one-of-a-kind vehicles, but the Jeep Wrangler remains one of them. Available in traditional two-door form, or as the four-door Unlimited model, this proudly square-shaped SUV traces its origins back to the battlefields of World War II.

Continue reading 2018 Jeep Wrangler Buyer's Guide: Answers to your SUV questions

2018 Jeep Wrangler Buyer's Guide: Answers to your SUV questions originally appeared on Autoblog on Sun, 20 May 2018 12:01:00 EDT. Please see our terms for use of feeds.

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How to find the right vehicle if you’re really tall or have long legs

noreply@blogger.com (Thenewsman) — Sat, 19 May 2018 19:09:00 +0000

Filed under: Ownership,Car Buying

Don't be the guy in the image above. If you're just plain tall, or have really long legs, we feel your pain – and you should be driving a car that fits you right. A few Autoblog editors fall into the long camp, and despite vehicles designed for Americans generally being generous with interior room, it's not always easy to find a car that'll work without contortion. No one wants their knees digging into the underside of the dash just to reach the wheel, or their head brushing the headliner

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How to find the right vehicle if you’re really tall or have long legs originally appeared on Autoblog on Sat, 19 May 2018 15:01:00 EDT. Please see our terms for use of feeds.

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2018 Mazda6, Porsche Panamera and Nissan Titan | Autoblog Podcast #541

noreply@blogger.com (Thenewsman) — Fri, 18 May 2018 19:59:00 +0000

Filed under: Aftermarket,Podcasts,Chevrolet,Mazda,Nissan,Porsche,Car Buying,Sedan,Truck,Wagon

On this week's Autoblog Podcast, Editor-in-Chief Greg Migliore is joined by Green Editor John Beltz Snyder and Associate Editor Reese Counts. We talk about driving the updated, turbocharged 2018 Mazda6, 2018 Porsche Panamera Sport Turismo 4S Sport Turismo and the 2018 Nissan Titan S 4x4 King Cab. We also discuss aftermarket parts for the Chevy Colorado, pick our favorite 50th Anniversary Hot Wheels and, as always, help a listener buy a new car in our "Spend My Money" segment.

Continue reading 2018 Mazda6, Porsche Panamera and Nissan Titan | Autoblog Podcast #541

2018 Mazda6, Porsche Panamera and Nissan Titan | Autoblog Podcast #541 originally appeared on Autoblog on Fri, 18 May 2018 15:29:00 EDT. Please see our terms for use of feeds.

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A Short First Drive of the 2019 Chevrolet Silverado

noreply@blogger.com (Thenewsman) — Fri, 18 May 2018 12:09:00 +0000

MILFORD, Michigan — Chevrolet’s 2019 Silverado half-ton pickup truck will tackle the base Ford F-150 3.3-liter Ti-VCT and Ram 1500 Pentastar 3.6-liter V-6 engines with an all-new 2.7-liter turbocharged inline four, which it rates 310 horsepower at 5,600 rpm, and 348 pound-feet of torque at 1,500—4,000 rpm. The 2.7 turbo replaces the 4.3-liter V-6 in “High Volume” trim models, though the V-6 remains standard in “High Value” versions.

From a limited, short first drive in a couple of ’19 Chevy Silverados, we’ve got to wonder whether its maker is sandbagging a bit, even though the Ford F-150 2.7-liter EcoBoost V-6 makes 15 horsepower and 52 pound-feet more torque. Our test-driver, an Silverado LT Crew Cab, was quick off the line with virtually no turbo lag, and felt ready to tackle V-8 pickups once in that wide torque band. There was a delay at tip-in from a full stop, but that turned out to be the truck engine’s stop/start system, which unlike Chevy sedans with stop/start, has a defeat button.

The 2.7-liter turbo, which has been designed as a truck engine only, coupled to GM’s 8L90 eight-speed automatic has none of the ponderousness of the 2018 Chevy Silverado LT Crew Cab with the base 4.3-liter V-6 and six-speed auto that General Motors provided for comparison purposes on one of its test roads here. Chevy engineers say the Silverado LT Crew Cab is 380 pounds lighter than the outgoing Silverado LT Crew Cab with that V-6, an engine that carries over only on the “High Value” Work Truck, Custom, and Custom Trailboss trim levels. The 5.3-liter V-8 will be optional on those trucks when they go on sale later this year.

The 2.7-liter turbo four is standard on the “High Volume” LT, RST, and LT Trailboss models (all Trailbosses get a two-inch factory lift kit), and will account for about 10 percent of sales, Chevy says. The 5.3-liter V-8, rated 355 horsepower and 383 pound-feet, also combined with the eight-speed automatic, will be optional. Later in the ’19 model year, the new 3.0-liter Duramax I-6 turbodiesel, coupled to the 10-speed automatic, will be the top option. The “High Feature” LTZ and High Country come with the 5.3 V-8 and eight-speed automatic standard, or the 6.2-liter V-8, rated 420 horsepower and 460 pound-feet, coupled to the 10-speed automatic, and again the 3.0-liter diesel with 10-speed.

We also drove a ’19 Chevy Silverado LT Crew Cab with the 5.3 V-8 and its new, standard Dynamic Fuel Management system back-to-back with an ’18 LT Crew Cab with the 5.3 V-8 and Active Fuel Management. The ’19 Silverado 5.3 V-8 weighs about 450 pounds less than the ’18 Silverado with the 5.3 V-8 and six-speed automatic, in part due to the T1 trucks’ “mixed material” strategy, says fullsize pickup marketing chief Sandor Piszor. The big upgrade in the new model, beyond ride and handling, is that DFM, which GM engineers developed with Thula based on that company’s Skipfire system, deactivates cylinders in any combination from eight down to two, while the outgoing AFM only switches between eight and four.

DFM “makes 80 decisions per second, or one every 12.5 milliseconds,” says Tim Herrick, executive chief engineer for the next-generation full-size trucks. There are 29 available such cylinder modes, but “we’re using 17,” he adds, as the other 12 can cause too much noise and vibration interference. As with AFM in the old V-8-equipped models, DFM will come with both the 5.3-liter and the 6.2-liter engines.

Valves on the DFM V-8 are turned on and off by eight oil control valves, says Joe Folk, assistant chief engineer for the small block truck engines, and DFM operates on average 61 percent of the time with less than eight cylinders, compared with 48 percent for AFM, and it operates with fewer than four cylinders 16 percent of the time.

Unlike AFM, there will be no dashboard display indicating each mode, so Chevy placed a fraction-meter display on the dash of our test truck. The number “1” on the screen indicates running on all eight, with fractions of 1/2 down to 1/4, with other fractions in-between, even 1/3. One-third of eight cylinders?

In this case, DFM is skipping the first and second cylinders, and fires off the third, sixth and back around to the first cylinder, except by now it probably has readjusted to another mode for other torque needs. If we could tell you even a portion of the sequences displayed on the meter, we’d be guilty of distracted driving; it changes that quickly, with no noticeable feel.

The ’19 Silverado is “the best-driving truck we’ve ever built,” Herrick says, and we’d be remiss if we didn’t discuss overall dynamics. The 2019 Chevrolet Silverado is still a full-size truck, which means that unladen, it provides a fairly stiff ride over the Milford Proving Grounds’ real-world test road, though it’s much smoother than the outgoing pickup. As a back-seat passenger on one big bump in particular, the outgoing truck bumped us off the seat surface, while the new one didn’t. It would take back-to-back comparisons to prove, but the Silverado certainly is a contender for best pickup truck ride in the industry. Steering feels light and precise, and a bit quicker than the ’18 model’s.

Chevy says the big new Silverado “drives smaller than it is,” though we’ll wait for a drive in real-world traffic before we can confirm the claim.

We don’t see much future for the High Value 4.3-liter V-6, which gets no substantial upgrades for the ’19 model. The 2.7-liter turbo four and the DFM V-8s, both designed for significant fuel efficiency gains, can squeeze out the V-6 out except on price. The 2.7 is the first of a new four-cylinder engine family, though any other displacement sizes, no doubt smaller in displacement, will be for smaller, lighter cars and SUVs. Engine chief engineer Jordan Lee says it’s designed, contrary to most modern turbocharged fours, to deliver better real-world miles per gallon than the to-be-determined EPA numbers. The turbo four is powerful and torquey enough for GM’s upcoming ’20 model year SUVs, and breathed on heavier than its 22 psi of boost (and 10:1 compression ratio) would make for a dandy Colorado competitor to the inevitable Ford Ranger Raptor.

The 2019 Chevrolet Silverado goes on sale late this summer, but as GM sells down the old model, dealerships aren’t due for significant inventory until the last quarter of this year.

The post A Short First Drive of the 2019 Chevrolet Silverado appeared first on Automobile Magazine.

Promo: The best new crossover and SUV alternatives

noreply@blogger.com (Thenewsman) — Thu, 17 May 2018 15:38:00 +0000

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A list of the best alternatives to a crossover or SUV

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Promo: The best new crossover and SUV alternatives originally appeared on Autoblog on Thu, 17 May 2018 11:00:00 EDT. Please see our terms for use of feeds.

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How to make choosing the safest car for your family easy

noreply@blogger.com (Thenewsman) — Wed, 16 May 2018 11:28:00 +0000

Filed under: Car Buying,Insurance,Safety

It's true that vehicles get a little bit safer, cumulatively, with every passing year. Each time a car, truck, SUV, or van is redesigned, the automaker can optimize it to ace the safety ratings and incorporate new features that car buyers value to help protect their families and others on the road, like pedestrians and bicyclists. But new cars are subject to more comprehensive safety testing than ever, and there's a gradient of available safety out there.

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How to make choosing the safest car for your family easy originally appeared on Autoblog on Wed, 16 May 2018 07:01:00 EDT. Please see our terms for use of feeds.

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2019 Hyundai Veloster will start at $19,385

noreply@blogger.com (Thenewsman) — Tue, 15 May 2018 17:53:00 +0000

Filed under: Hyundai,Car Buying,Hatchback,Performance

Hyundai's 2019 Veloster hatchback will start at $19,385 for the 2.0-liter with a manual transmission when it arrives at dealers in the coming weeks. It'll also be available in Turbo and R-Spec trim configurations, which start at $23,785 for a manual and top out at a $29,035 starting price for the Turbo Ultimate fitted with a dual-clutch transmission. All prices are inclusive of Hyundai's $885 freight charge.

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2019 Hyundai Veloster will start at $19,385 originally appeared on Autoblog on Tue, 15 May 2018 13:29:00 EDT. Please see our terms for use of feeds.

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Autoblog Classifieds finds: 1987 Pontiac Fiero GT

noreply@blogger.com (Thenewsman) — Tue, 15 May 2018 14:48:00 +0000

Filed under: Pontiac,Car Buying

Thirty years after General Motors stopped building it, the Pontiac Fiero might have finally emerged from the darkness. First, it was a humble commuter car that just happened to be a mid-engined coupe, then it was a re-skinnable basis for Fierorraris or other slightly strange kit cars, and then it made some Worst Cars of All Time lists due to its econobox ingredients, including its Chevy Citation suspension parts. But after a few decades, even the most mediocre car will become interesting, as mos

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Autoblog Classifieds finds: 1987 Pontiac Fiero GT originally appeared on Autoblog on Tue, 15 May 2018 10:15:00 EDT. Please see our terms for use of feeds.

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One Week With: 2018 Range Rover Velar R-Dynamic SE

noreply@blogger.com (Thenewsman) — Mon, 14 May 2018 12:42:00 +0000

The newest addition to Land Rover’s selection of go-anywhere luxury SUVs and crossovers, the 2018 Range Rover Velar, is gorgeous. Don’t take my word for it. Automobile’s own design critic Robert Cumberford dubbed it the “most serious and mature design in the entire company portfolio.” The World Car Awards named it World Car Design of the Year. Or you could always just look at it for yourself.

But beauty, as they say, is only skin deep. There needs to be some substance to back up the aesthetics, or your romance with the Velar is likely to be short-lived. Fortunately this looker also has a graduate degree, likes to go for hikes, and enjoys dancing on the weekends.

Before we translate that dating-site blurb into features, capabilities, and dynamics, let’s take a look under the beautifully formed aluminum exterior and leather interior. Beneath the Velar’s sleek, curved bonnet you’ll find Land Rover’s 247-hp, 2.0-liter Ingenium turbocharged four-cylinder engine, which drives all four wheels through a polished ZF eight-speed transmission, enabling 0-60 mph runs of just 6.4 seconds, according to the manufacturer. Range Rover also offers a 180-hp, 2.0-liter turbodiesel four-cylinder and a 380-hp, 3.0-liter supercharged gasoline V-6.

Two suspension options are offered on the Velar: an adjustable air suspension that enables ground clearance of up to 9.88 inches or a coil-spring suspension that delivers 8.38 inches of clearance. Our Velar R-Dynamic was equipped with the coil-spring suspension delivers a remarkably comfortable and composed drive, even when slicing aggressively through dense city traffic or rounding 90-degree corners with all the pent-up frustration a 40-minute, two-mile commute can muster despite its lack of adjustability, ground clearance, and fording depth (23.62 inches versus the air-sprung version’s 25.59 inches),. Want to tackle a canyon road on your way to the end of the pavement? So does the Velar. It drives more like a mildly sporty wagon than a crossover.

In fact, if you squint just a bit—and maybe trade the blacked-out lower section of the sides for body color—the Velar is nearly a wagon. It’s just a wagon packaged in a way that Americans, too, can love. That’s not damnation by faint praise; it’s more of a backhanded compliment—or an outright compliment if you’ve got your mind right on the excellence of wagons.

With those 8.38 inches ground clearance, this Velar gives up just over three-tenths of an inch to the Subaru Crosstrek, a decidedly hatchy-wagony thing at the other end of the economic spectrum. But with the Range Rover’s electronic wizardry, in the form of Terrain Response 2 and All Terrain Progress Control 3, the Velar is no more doomed to mall-crawler duty than any other offering in the Range Rover line.

If there’s a beef to be had, it’s that the rackety, rumbly Ingenium four-cylinder is completely at odds with the Velar’s sumptuous interior and excellent ride comfort. At idle, the four-banger shakes enough to put a palpable shimmy in the whole vehicle. Rev it up and it wheezes its way to speed, albeit with good pace—the engine’s 269 lb-ft of torque are well-used.

On top of that, observed gas mileage driving around Los Angeles for a week never moved much out of the 12-14 mpg range—far short of its 21/27/23 mpg city/highway/combined rating. For a potent V-8, that’s a fair compromise. For a quick-but-not-amazing turbo-four, it’s disappointing, especially given the Velar’s aero-slippery design (it’s Range Rover’s most aerodynamic vehicle to date) and relatively spry 4,217-lb curb weight, which puts it on par with some larger—yet more efficient—sedans. Fortunately, the diesel or supercharged V-6 engine options offer the more efficiency-minded or more performance-oriented some alternatives, as noted in our first drive review of the Velar.

Left out of the equation so far is the matter of value. Configured with the R-Dynamic package, our Velar SE’s base price of $61,095 (including $995 destination fee) commands a premium of more than $10,000 compared to the same model without the R-Dynamic treatment. That’s a fair bit of coin for what amounts to little difference, but the addition of the 360-degree parking aid, interactive driver display, some copper- and dark-gray-colored trim on the outside, and shiny pedals shift paddles on the inside. Still, for a design-forward vehicle that’s eminently conducive to a more serene commute, no matter the terrain, it seems a fair price, even if some of the less-attractive competition comes in around ten percent cheaper.

Of course, our example of the Velar R-Dynamic SE wasn’t left in base configuration; it was salted with extras including $3,050 20-way adjustable heated and cooled seats with driver and passenger memory; the $1,840 full extended leather package; the $1,495 Drive Pro package, which includes a driver alertness monitor, traffic sign recognition, adaptive cruise, lane-keep assist, and blind-spot monitoring; $870 for four-zone climate control and a cooled, lockable glovebox; $715 for Park Assist; $635 for an additional exterior black-out package; and another couple of thousand for odds and ends like a heated windshield and steering wheel, premium carpet mats, and other bits and bobs. The grand total? $74,895, including destination.

Whether the price makes sense given the Velar’s compact-but-not-too-small size and less than stellar gas mileage will depend on how high a priority you place on exterior style and interior elegance. But if you have the dosh and the desire, you really should give it a chance. After spending a week with it, it’s obvious there’s more to the Velar than just a pretty face. If it weren’t for the Ingenium four-cylinder, it’d be marriage material. And even so, it’d be a fling to remember.

2018 Range Rover Velar R-Dynamic SE 2.0 Turbocharged Specifications
ON SALE	Now
PRICE	$61,095 (base) / $74,895 (as configured)
ENGINE	2.0L turbocharged DOHC 16-valve I-4/247 hp @ 5,500 rpm, 269 lb-ft @ 1,200-4,500 rpm
TRANSMISSION	8-speed automatic
LAYOUT	4-door, 5-passenger, front-engine, AWD SUV
EPA MILEAGE	21/27 mpg (city/hwy)
L x W x H	189.1 x 84.4 x 65.6 in
WHEELBASE	113.1 in
WEIGHT	4,217 lb
0-60 MPH	6.4 sec
TOP SPEED	135 mph

The post One Week With: 2018 Range Rover Velar R-Dynamic SE appeared first on Automobile Magazine.

Our favorite '90s cars | Autoblog Podcast #540

noreply@blogger.com (Thenewsman) — Fri, 11 May 2018 15:19:00 +0000

Filed under: Podcasts,BMW,Mercedes-Benz,Car Buying,Used Car Buying,Sedan,SUV,Luxury,Off-Road

On this week's Autoblog Podcast, Editor-in-Chief Greg Migliore is joined by Green Editor John Beltz Snyder and Senior Editor Alex Kierstein. We talk about our favorite cars from the 1990s, and the ones we've been driving recently. We also speculate about the BMW M7, talk about the Mercedes-AMG GT four-door, and reach a consensus (sort of) in this week's "Spend My Money" segment.

Continue reading Our favorite '90s cars | Autoblog Podcast #540

Our favorite '90s cars | Autoblog Podcast #540 originally appeared on Autoblog on Fri, 11 May 2018 10:45:00 EDT. Please see our terms for use of feeds.

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Auto sales winners and losers of April, 2018

noreply@blogger.com (Thenewsman) — Thu, 10 May 2018 14:04:00 +0000

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We take a close look at the sales numbers and pick out the biggest successes and disappointments of April 2018. Here are the highlights and lowlights.

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Auto sales winners and losers of April, 2018 originally appeared on Autoblog on Thu, 10 May 2018 09:45:00 EDT. Please see our terms for use of feeds.

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One Week With: 2018 Nissan Leaf SL

noreply@blogger.com (Thenewsman) — Wed, 09 May 2018 13:09:00 +0000

ROYAL OAK, Michigan — In late 1968, my father bought a 1961 Pontiac Tempest four-cylinder sedan for $150 as a second car to drive to and from his office. The car served its purpose for another 18 months or so, counting Dad’s daily commute of no more than 15 miles each way, plus the usual local weekend errands.

The heater didn’t work very well for those two Metro Milwaukee winters and you could see the pavement go by in first and third gears, because the rubber boot was torn, and there was that transaxle with “rope” drive. We didn’t even take the Tempest as far as the 60-some-mile rides to the Illinois border to buy margarine (it was outlawed in Wisconsin grocery stores). The commuter Tempest represented preternatural range anxiety not unheard of among cheap used cars back then.

Which is why I can’t help thinking of that car when I think about modern electric vehicles. BEVs are perfect commuter cars for metro areas of a certain size, where sitting in heavy traffic in a Corvette or Porsche 911 seems such a waste, not to mention the emissions.

At $30,875 sticker price, or just $23,375 after the EV federal tax credit, the base Nissan Leaf S makes for a good commuter car. With its 150-mile range it could even take you on that weekend margarine run—though the non-dairy butter substitute has been legal in Wisconsin stores since the ‘70s. Put it this way: If you live in the northern Chicago suburbs, you can use the Leaf for a weekend New Glarus beer run.

My week or so with the nicely appointed Nissan Leaf SL was relegated mostly to daily commutes, about 5.5-miles each way to our Detroit Bureau in Royal Oak. I plugged in only at the office, using our Nissan-supplied 240-volt charger. Shut off the ignition after a drive and the dash display tells you what time a full charge will be ready after a plug-in.

Full charges seldom seem to get you to the official range estimates, especially in colder weather, though in the case of the Nissan Leaf SL, it was only as low as 146 miles charging in temperatures from the low-30s to low-40s, and got as high as 161 miles when winter took a break for a few days in April.

With the second-generation Leaf, Nissan has discovered regenerative braking. Pull a switch on the center console, and driving around town becomes mostly a one-pedal operation. In regular stop-and-go driving, the Mark II Nissan Leaf is smooth and, of course, quiet, making for a serene commute. Immediate torque makes it easy to squirt into traffic. The interior is comfortable and nicely upscale, with handsome suede-like trim, heated front seats and an eight-way power driver’s seat with power lumbar support.

Nissan’s ProPilot Assist essentially combines adaptive cruise control with an aggressive lane-keeping assist and full emergency braking. It’s the equivalent of what you can get in some premium brands, though it’s not as advanced as Cadillac’s Super Cruise.

On what serves as Metro Detroit’s “handling” test road, the Exit 69/Big Beaver Road cloverleaf (really), the Leaf is well-mannered with moderate body roll and the feeling that the battery placement keeps the center of gravity low, though there’s no hint that it wants to go out and play on the serious esses like the Chevrolet Bolt.

Over the course of a week, its full charge maxed out first at 146 miles, four short of the published range as temperatures refused to break out of the 30s, but later in the week, when temps nudged 50 Fahrenheit, a full charge netted an indicated 161-mile range. On longer drives, the range depletion beat the odometer by a few miles, which is common in BEVs as a car’s computer gets used to one’s driving style. Bottom line is that the bottom line is pretty good, even if the Nissan Leaf falls short of the Chevrolet Bolt’s range by 88 miles.

The good news is that 150 miles range is plenty for a commuter car. I never saw less than 80 miles range, which came after a couple of out-of-the-way errands, a 30-minute drive to a local restaurant for dinner, and the round-trip commute. That sort of remaining range feels a lot better than what you’d get from a Mark I Leaf, or say a Mini EV, which would start out with 80 or 90 miles, fully charged. If you’re of sufficiently upper middle-class means, you should consider the Nissan Leaf as a second car, especially if your first car is a big SUV.

If you’re more of a middling middle-class, wait for Nissan to increase the Leaf’s range, then pick up one of these for a nicely reduced price. It might not be an eight-year-old Tempest-like bargain, but at least you’ll feel confident driving past the state border for that special craft beer.

2018 Lamborghini Aventador S Roadster Specifications
ON SALE	Now
PRICE	$37,085/$37,865 (base/as-tested, before federal or state)
ENGINE	110 kW AC synchronous motor, 40 kW lithium-ion battery
TRANSMISSION	1-speed reducer
LAYOUT	Front-engine FWD four-door, five-passenger hatchback
EPA MILEAGE	112 MPGe, 125/100 miles city/highway
L x W x H	176.4 x 70.5 x 61.4 in
WHEELBASE	106.3 in
WEIGHT	3,508 lb
0-60 MPH	N/A
TOP SPEED	N/A

The post One Week With: 2018 Nissan Leaf SL appeared first on Automobile Magazine.

2018 Nissan Kicks vs other tiny crossovers: How they compare on paper

noreply@blogger.com (Thenewsman) — Wed, 09 May 2018 11:29:00 +0000

Filed under: Honda,Hyundai,Jeep,Kia,Nissan,Toyota,Car Buying,Crossover,Hatchback,SUV,Comparison

Anyone else have "Pumped Up Kicks" by Foster the People stuck in their heads? Well, you do now. I couldn't be the only one. Anyway, the 2018 Nissan Kicks is a thing. It replaces the Nissan Juke, which Mr. Stocksdale thought was a bad idea and Mr. Myself thought was a smart idea. Nevertheless, neither of us were especially pumped up by the Kicks.

Continue reading 2018 Nissan Kicks vs other tiny crossovers: How they compare on paper

2018 Nissan Kicks vs other tiny crossovers: How they compare on paper originally appeared on Autoblog on Wed, 09 May 2018 07:00:00 EDT. Please see our terms for use of feeds.

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1 in 5 drivers want an electric car, says AAA

noreply@blogger.com (Thenewsman) — Tue, 08 May 2018 17:04:00 +0000

Filed under: Green,Car Buying,Electric,Hybrid

Plug-in vehicles make up just a little over one percent of cars sold in the U.S. That's not a huge share, but it is quickly rising. And if a new survey from AAA is any example, the country's taste for electric vehicles should only help accelerate demand, as the insurance group found that 20 percent of customers want their next car to run on electricity, up from 15 percent in 2017.

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1 in 5 drivers want an electric car, says AAA originally appeared on Autoblog on Tue, 08 May 2018 12:45:00 EDT. Please see our terms for use of feeds.

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One Week With: 2018 Audi TT RS

noreply@blogger.com (Thenewsman) — Mon, 07 May 2018 16:24:00 +0000

At long last, Audi’s slick, modern TT coupe gets the engine the racy style it has always begged for. Compared with the last-gen TT RS, the 2.5-liter turbo five in the new-for-2018 model breathes better (thanks to new cylinder head with variable valve lift and duration timing on the exhaust cam), weighs nearly 60 pounds less (an aluminum block, magnesium upper sump, and other fat-reducing measures), and makes considerably more power, the byproduct of new port fuel injection and an increase in boost pressure from 18.1 to 19.6 psi. Output is now rated at an even 400 horsepower (compared with 360 in the old car), with 354 pound-feet of torque (up 11) available at just 1,700 rpm. Drop all that muscle into a machine weighing slightly more than 3,200 pounds, and the TT RS finally goes like it looks. Which is to say, like a finely polished rocket.

I’ve always loved the TT’s shape; the curves and taut lines look like something you’d find parked in a sculpture garden. The aggressive silhouette was enhanced by my test car’s optional 20-inch anthracite forged-alloy wheels and 255/30 summer-performance tires, part of the $1,750 Black Optic package. Also adding to the exterior’s visual allure is its Mythos Black metallic paint job ($575) and black-tipped sport exhausts ($1,000). If you parked this rig in front of New York’s Museum of Modern Art, you’d probably never get a ticket. The parking police would just think the TT RS was on exhibit.

Cool as it is outside, inside the TT RS is even more fetching. This is a coupe cockpit done to near-perfection. Spiced-up with the RS design package ($900) and carbon-fiber inlays ($600), my tester proved a brilliant marriage of functionality, user-friendliness, and bravura style. The leather seats were cross-stitched in contrasting red, the steering wheel wore a delicious wrap of Alcantara right where you place your hands, the climate controls were brilliantly integrated right into the front dials of the air vents, and Audi’s intuitive MMI controller sat within easy reach on the center console. A few extra goodies arrived via the optional Technology Package ($3,500), including MMI Navigation Plus, a smartphone interface, and a superb Bang & Olufsen audio system. And then there was the standard Virtual Cockpit, a configurable, 12.3-inch high-res color screen behind the wheel that can simultaneously show engine info, speed, a stunning Google moving maps display, and much more. Try it once, and you’ll wonder why everybody else doesn’t do multi-information displays like this. Three cheers, Audi.

So, even standing still, the TT RS is already a star. But press the red starter button in the center of the wheel, and the turbo five lights off with an enthusiastic rumble. Right away you know: This thing was born to run. And run it does. Feeding its oomph through a 7-speed dual-clutch shifter, the engine can gun the all-wheel-drive TT RS to 60 mph in just 3.5 seconds with launch control engaged. It sounds fantastic, too—relatively muted at low revs, but climbing to an electrifying snarl as the redline approaches. Paddle shifts are near-instantaneous either up or down, and with 7 cogs you’ll never find yourself outside the meat of the power band. You’d be hard-pressed to find another coupe at the TT RS’s roughly $66,000 base price as quick as this one.

My tester included the optional Dynamic Plus package ($6,000), which adds a carbon-fiber engine cover, OLED taillights, and carbon-ceramic brakes. The package also deletes the standard magnetic shocks in favor of a fixed sport suspension—and raises the speed governor from 155 to 174 mph. The carbon binders were definitely a welcome addition, proving extremely powerful and, during my extended romp through the mountains, never succumbing to fade. The sport suspension, though, revealed itself to be awfully stiff at times. On some broken sections of L.A.’s I-405 Freeway, the ride was almost painful. And just climbing a speed bump required the finesse of a diamond-cutter. Just a bit too much throttle and … wham! The TT would crash down hard. For sure, some of the ride issues owe to the short 98.6-inch wheelbase. But I doubt a little relaxing in the suspension’s firmness would detract much from the overall handling response. TT RS drivers would likely concur.

That said, this TT is a gas to push hard. The reduced weight of the engine makes for a livelier front end, though with the mill sitting entirely ahead of the front-wheel centerline—and the natural bias toward push from the Quattro all-wheel-drive system—the TT RS tends to understeer resolutely at the limit. It’s pretty minimal, though, with Quattro feeding more torque to the rear wheels as-needed and the summer tires wringing out gobs of grip. Still, you need to be mindful of carrying too much speed into turns—lest you torture the front rubber into shreds. Be patient, and the car will reward you by blasting out of corners as if kicked by an elephant.

At just over $80K as-tested, the TT RS I drove carried an admittedly steep sticker. But few coupes combine such performance, trim packaging, all-weather capability, fabulous looks, and sumptuously appointed tech. This is a car you could drive to work every day, to the opera or the gallery opening at night, and to blissful extremes on the weekends. Or look at the new TT RS this way: it’s 75 percent as much of a blast as the Audi R8—at less than half the price.

2018 Audi TT RS Specifications
ON SALE	Now
PRICE	$65,875/$80,200 (base/as tested)
ENGINE	42.5L turbo DOHC 20-valve I-5/400 hp @ 7,000 rpm, 354 lb-ft @ 1,700 rpm
TRANSMISSION	7-speed dual-clutch automatic
LAYOUT	2-door, 5-passenger, front-engine, AWD coupe
EPA MILEAGE	19/29 mpg (city/hwy) (est)
L x W x H	164.4 x 72.0 x 52.8 in
WHEELBASE	98.6 in
WEIGHT	3,250 lb
0-60 MPH	3.5 sec (est)
TOP SPEED	174 mph (electronically limited)

The post One Week With: 2018 Audi TT RS appeared first on Automobile Magazine.

2019 Mercedes-Benz G-Class vs big luxury off-roaders: How they compare on paper

noreply@blogger.com (Thenewsman) — Mon, 07 May 2018 13:19:00 +0000

Filed under: Bentley,Land Rover,Lexus,Mercedes-Benz,Car Buying,SUV,Luxury,Off-Road,Performance,Comparison

During our first drive of the 2019 Mercedes-Benz G-Class, the all-new SUV's product manager was asked to identify competitors that might have been benchmarked in its development. The look on his face was about the same as if someone had asked him to recite King Lear in Klingon. As far as Andreas Hoeppel was concerned, the G 550 and AMG G 63 doesn't actually have a rival, or at least something the engineers and designers thought to compare it against. The G-Class is a G-Class, who cares what the

Continue reading 2019 Mercedes-Benz G-Class vs big luxury off-roaders: How they compare on paper

2019 Mercedes-Benz G-Class vs big luxury off-roaders: How they compare on paper originally appeared on Autoblog on Mon, 07 May 2018 09:01:00 EDT. Please see our terms for use of feeds.

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First Drive: 2019 Porsche 911 GT3 RS

noreply@blogger.com (Thenewsman) — Mon, 07 May 2018 08:59:00 +0000

NÜRBURG, Germany — A flimsy air fence is the only thing separating my borrowed Porsche 911 GT3 RS from the baddest-ass racetrack on earth. The proximity is so tempting, you could hardly blame me for my smoldering fantasy to ditch the Nürburgring’s sterile Grand Prix circuit and hit the hallowed Nordschleife, unfettering all 512 horses on the forest-lined über track.

I’m officially here to test Porsche’s newest RS model, but given the new Porsche’s large-scale aspirations, the Grand Theft Auto-style “What if?” becomes an irresistible reverie. The 690-hp 911 GT2 RS that plays big brother to the GT3 RS is the reigning king of the ’Ring, with a blazing lap time of 6 minutes, 47.25 seconds, but the non-turbo GT3 RS, the most powerful normally aspirated 911 ever, is only nine seconds behind the twin-turbo range-topper. With a lap time of 6:56.4, it’s a shocking 22 seconds quicker than its predecessor and holds the third-quickest production car ’Ring lap in history, ranking on top of the late, great, 887-hp 918 Spyder. Only the GT2 RS and Lamborghini Huracan Performante (6:52.01) have gone quicker here. Strange days, indeed.

Comprehending the essence of the new GT3 RS requires a bit of mechanical context. Though this squat, big-winged, NACA-ducted and vented track rat bears more than a passing resemblance to the GT2 RS, its philosophical intent diverges significantly. Both cars fall under the lightweight RS (rennsport) category, claiming Porsche’s most aggressive, motorsports-derived engineering which gives it more in common with a purpose-built Cup car than a roadgoing passenger car. In fact, the GT3 RS produces 20 more horsepower than its race counterpart. Unlike the track car, the street model also packs niceties like air conditioning and a front axle lift system. But while both are configured with a purist-satisfying rear-drive layout, the GT2 RS saunters with a bit more exclamatory swagger.

“We have [customers] that are into GT cars because they like the intimacy, the immediacy of the cars,” explains GT line director Andreas Preuninger. “But there is a certain clientele for turbo and non-turbo engines. Some GT customers love the turbo punch—this animal, this King Kong car—and that’s the definitely the GT2 RS. The GT3 RS is used more as a track tool, a sport instrument. It’s more purposeful.”

The mechanical differences beyond forced induction are incremental. The GT2 RS carries some 66 more pounds at the tail not just because of its massive variable-geometry turbines, but because the exhaust headers must act as a load-bearing element for the turbos and thus are constructed of cast iron for strength and improved heat dissipation. Damping rates are modified, and the four-wheel steering calibration is custom tuned for weight distribution. An overall philosophy of weight reduction is shared across both platforms, and track-focused hardware includes a rear-seat delete, carbon-fiber body panels, fully adjustable suspension with ball joints, and an adjustable rear wing and removable front diffuser that can create up to 1,100 pounds of downforce at 186 mph. A Weissach package adds further featherweight carbon bodywork, carbon anti-roll bars and coupling rods, and magnesium wheels.

To Preuninger’s point, the GT3 RS does indeed feel purposeful as it rumbles out of pit lane and onto the GP circuit. Grip the Alcantara wheel and bury the pedal, and the engine winds its way upward on a long-winded, 9,000-rpm trajectory. Unlike the GT2 RS, which emits unapologetically turbocharged wheezes, whirs, and burbles, the naturally aspirated engine explores its powerband with a linear, predictable escalation. Squeeze the six-piston carbon ceramic brakes, and there’s a deep well of stopping power available; do so gently though, because here on the slightly damp track, progressive inputs are key to going fast, as evidenced by hot laps with none other than rally and race legend Walter Röhrl and Formula 1/LMP1 veteran Mark Webber. But while the smoothness of the pros inspires awe and confidence from the passenger seat, the effect is eerily mirrored from behind the wheel as well. Unlike my GT2 RS experience at Portimão, which also involved a dash of inclement weather (and admittedly a heavier downpour), the organic relationship between the non-boosted engine and wet tarmac is relatable enough to encourage relatively aggressive driving.

Cornering is an equally facile trick: turn-in with a progressive tug of the wheel, and the 3,153-pound car obeys submissively. There’s no four-wheel steer-induced exaggeration, no fat anywhere in the connection between the steering wheel and the Michelin Pilot Sport Cup 2 R tires—which has something to do with the rubber, but a lot more to do with the rear axle. Equipped with Porsche Torque Vectoring Plus (PTV), the electronic rear differential stabilizes the tail under hard braking and enhances front-end grip. The sensation of intense front-end bite is absent in manual transmission-equipped non-RS GT3s, which lack the PTV function; here, the turn-in is prescient, enabling enough entry speed to egg on the driver and hit corners harder. Though this test car is setup for less aero (producing only 317 pounds of downforce at 186 mph), there’s still a palpable sense of preternatural grip in higher-speed corners, aided by the sticky Michelins. The effect is noticeable enough that, finally after several confidence-inspiring laps, I can finally experience some tire scrub and slip in lower-speed corners. But it isn’t terrifying.

In fact, the GT3 RS approaches its limits with a level of obedience that makes the whole package just make sense. The PDK responds with near-instantaneity, and its own internal shift logic in automatic mode is eerily proper. And yet you’re still probably wondering, why not offer a manual gearbox on this otherwise analog-oriented sports car? “We could have done it,” Preuninger says, “but we want to be hygienic about what we make as an option, and it has to fit this car character-wise. This is a rennsport; it’s a track tool. People want to be fast, and with a manual against a PDK, the PDK would gain on it even on a short straight.” Okay, we get it. But to drive the point home, he adds, “Tell me one race car besides a NASCAR that shifts manually these days.”

Despite the supernaturally quick shifting, I see that while I’m clearly not on pace with Röhrl and Webber, the GT3 RS somehow manages to feel connected to my intentions in a deep and manageable way that the GT2 RS didn’t. Then again, full disclosure regarding my experience with the GT2 RS at Portimão: When asked, some four months later, about its tendency to rotate quickly mid-corner, Preuninger reveals that “Portimão was sub-optimal; the mechanics weren’t good about getting the tire pressures right. The cars went out with too much pressure at the rear, which made the cars harder to drive.” He goes on to say the rears should have been set at 2.4 bar, not 2.6 (the fronts were at 2.0). Fair enough; maybe the turbocharged car is, at its core, more drivable than I experienced. But the GT3 RS, despite its (nearly) equally stratospheric performance levels, feels far more approachable than you might expect.

Session two on the track reveals more … well, everything. With a better understanding of the short course’s 10 right and seven left turns, the GT3 RS exudes an easy athletic ability that enables it to be pushed harder, and respond with even more physical prowess. Up the pace, and everything just seems to amplify: the braking capacity, the turning ability, the acceleration. It’s almost video game-like, except for the fact that the engine, whose intuitive responsiveness encourages a finer line to be drawn at that crucial limit when you lay on the throttle coming out of a corner. Unlike the torrent of torque on-hand with the GT2 RS, the GT3 RS feels like a dragon that’s more tame-able, one that won’t spit fire in your face if you dip the pedal a few millimeters too far.

After a rocking, rollicking, and an all-too-brief double stint on the GP circuit, I wheel the GT3 RS back into pit lane, exhilarated and intrigued by the depths of its talents, of which I’ve barely scraped the surface. Does the Nordschleife hold the same allure as it did when I first strapped into this 512 horsepower two-seater? With a juicy 3.2-mile filet within arm’s reach, maybe I don’t covet the 12.9-mile side of beef quite so compulsively. But then again, it sure would be nice to try.

2019 Porsche 911 GT3 RS Specifications
ON SALE	Now
PRICE	$188,550 (base)
ENGINE	4.0L DOHC 24-valve flat-6/512 hp @ 8,250 rpm, 346 lb-ft @ 6,000 rpm
TRANSMISSION	7-speed dual-clutch automatic
LAYOUT	2-door, 2-passenger, rear-engine, RWD coupe
EPA MILEAGE	N/A
L x W x H	179.4 x 77.87 x 51.06 in
WHEELBASE	96.57 in
WEIGHT	3,153 lb
0-60 MPH	3.0 sec
TOP SPEED	193 mph

The post First Drive: 2019 Porsche 911 GT3 RS appeared first on Automobile Magazine.

2018 Nissan Rogue Buyer's Guide: Answers to your crossover questions

noreply@blogger.com (Thenewsman) — Sun, 06 May 2018 16:24:00 +0000

Filed under: Ownership,Nissan,Car Buying,Safety,SUV

The 2018 Nissan Rogue presses a lot of the right buttons in the highly competitive market for family-friendly SUVs. The Rogue comes with plenty of standard equipment, including Apple CarPlay and Android Auto compatibility and LED daytime running lights, along with safety features such as blind-spot monitors and rear cross-traffic alert.

Continue reading 2018 Nissan Rogue Buyer's Guide: Answers to your crossover questions

2018 Nissan Rogue Buyer's Guide: Answers to your crossover questions originally appeared on Autoblog on Sun, 06 May 2018 12:01:00 EDT. Please see our terms for use of feeds.

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The dealer document fee: What is it, and should you pay it?

noreply@blogger.com (Thenewsman) — Sat, 05 May 2018 19:19:00 +0000

Filed under: Car Buying,Car Dealers

Timing is everything so, when it comes to car buying, dealership document fees are like the late party-guest who suddenly arrives while you're saying final goodbyes and putting leftovers in the fridge. To put it mildly, they're an annoying but common part of most car transactions. For car buyers who don't expect them, however, they can seem like a blatant rip-off.

Continue reading The dealer document fee: What is it, and should you pay it?

The dealer document fee: What is it, and should you pay it? originally appeared on Autoblog on Sat, 05 May 2018 15:01:00 EDT. Please see our terms for use of feeds.

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2018 Chevrolet Cruze Buyer's Guide: Compact sedan questions and answers

noreply@blogger.com (Thenewsman) — Sat, 05 May 2018 16:18:00 +0000

Filed under: Ownership,Chevrolet,Car Buying,Safety,Sedan

Amid the industry-wide shift to larger trucks, SUVs and crossovers, the Chevrolet Cruze represents an increasingly rare breed: an American compact car that's actually built in the U.S., not imported from overseas. First released in the U.S. in 2008 and built in Lordstown, Ohio, the nameplate goes back to the turn of the millennium in Japan as part of a joint venture with Suzuki. It's part of a generation of American small cars credited with salvaging their ilk's once-poor reputation.

Continue reading 2018 Chevrolet Cruze Buyer's Guide: Compact sedan questions and answers

2018 Chevrolet Cruze Buyer's Guide: Compact sedan questions and answers originally appeared on Autoblog on Sat, 05 May 2018 12:01:00 EDT. Please see our terms for use of feeds.

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