#near torquey

[jeepcarupdates]

Unleashing the Beast: Off-Road Prowess of the Jeep Meridian

In the realm of off-road vehicles, one name has consistently stood out for decades: Jeep. Renowned for their ruggedness, versatility, and undeniable capability, Jeeps have become synonymous with off-road adventures. The Jeep brand has continually evolved and innovated to provide enthusiasts with vehicles that can conquer the most challenging terrains. The latest addition to this lineage at PPS Jeep Near Me, the Jeep Meridian, takes the off-road prowess of the brand to new heights, promising an unparalleled experience for thrill-seekers and adventurers alike.

A Legacy of Off-Road Excellence

Jeep’s reputation as an off-road icon date back to World War II, where the original Willys Jeep played a pivotal role as a versatile military vehicle. This legacy of durability and go-anywhere capability laid the foundation for the brand’s future endeavors.

Over the years, Jeep introduced various models that became legends in their own right: the Wrangler, the Cherokee, and the Grand Cherokee. These vehicles not only appealed to off-road enthusiasts but also gained mass popularity for their distinctive designs and impressive performance on and off the road.

Enter the Jeep Meridian

The Jeep Meridian emerges as the culmination of decades of off-road innovation. Combining cutting-edge technology with tried-and-true ruggedness, it’s poised to set new benchmarks for off-road vehicles.

From the first glance, the Meridian exudes a bold and aggressive stance that hints at its capabilities. Muscular wheel arches, skid plates, and a higher ground clearance underline its readiness to take on rough terrain.

Off-Road Prowess

The true essence of the Jeep Meridian is revealed when it ventures off the beaten path. Equipped with advanced four-wheel-drive systems, electronic locking differentials, and a terrain management system, the Meridian can conquer a diverse range of landscapes.

Whether it’s crawling over rocky surfaces, fording through water, or navigating through dense forests, this off-road marvel adapts effortlessly. Find a PPS Jeep Dealer Near Me as you browse and get to know much about the capabilities.

Its robust suspension system with long-travel shocks ensures that even the most uneven surfaces are navigated with comfort and stability.

Power and Performance

Unleashing the Meridian’s off-road prowess requires reliable power under the hood. The Meridian offers a range of powerful engine options, each designed to provide the necessary torque and horsepower for challenging situations.

Whether it’s a torquey diesel engine for low-speed crawling or a high-revving gasoline engine for rapid acceleration, the Meridian’s powertrain options cater to a variety of preferences.

Luxury and Comfort

While the primary focus of the Meridian is off-road performance, Jeep hasn’t compromised on comfort and luxury. The interior is a blend of ruggedness and refinement, with high-quality materials and intuitive technology.

Spacious seating, a premium infotainment system, and advanced driver-assistance features ensure that even when you’re venturing into the wild, you do so in comfort and style. Walk into the PPS Jeep Showroom Near Me and look at the comfort in Merdian.

Conclusion

The Jeep Meridian stands as a testament to the brand’s commitment to pushing the boundaries of off-road excellence. With a legacy deeply rooted in conquering challenging terrains, Jeep has refined and redefined what it means to be an off-road vehicle. The Meridian encapsulates decades of experience, technological advancements, and a passion for adventure. It’s not just a vehicle; it’s a gateway to unforgettable journeys, where the destination is secondary to the thrill of the off-road experience. Take a test drive in the Jeep Meridian as you visit the PPS Jeep Showroom Near Me and understand the capabilities in real time

[2023cars]

Jeep Meridian- A Perfect Combination of Power, Comfort, and Style

The Jeep Meridian is an exceptional vehicle that offers a perfect combination of power, comfort, and style. Whether you're tackling rugged off-road trails or cruising through city streets, the Meridian is designed to deliver a remarkable driving experience. The Jeep Meridian is equipped with advanced safety features to ensure the well-being of its occupants. The technologies provide an added layer of protection and peace of mind while on the road. Walk into PPS Jeep Showroom Bangalore to find the specs related to Jeep Meridian along with Jeep Price Near Me.

When talking in detail, the Jeep Meridian covers the top aspects a below:

Power

The Meridian boasts a robust and capable powertrain that provide sample horsepower and torque for any adventure. Its advanced engine options, such as a high-performance V6 or a torquey diesel, ensure that you have the power you need to conquer challenging terrains with ease. Whether you'reclimbing steep inclines or towing heavy loads, the Meridian's powertrain delivers the necessary muscle.

What is the max power of Jeep Meridian?

The 1956 cc Diesel engine produces 350Nm of torque at 1750–2500 rpm and 172.35 horsepower at 3750 rpm. There’s one diesel engineoption available for the Jeep Meridian with 1956 cc.A manual and automatic gearbox are the two different choices available with this vehicle. 198 kmph is the Jeep Meridian Top Speed and it delivers huge power while driving.

Comfort

Jeep understands the importance of comfort during your journey, and the Meridian excels in this aspect. The interior is thoughtfully crafted, featuring premium materials, plush seating, and advanced technology to enhance your driving pleasure. With spacious seating for both the driver and passengers, along with convenient amenities, the Meridian ensures a comfortable ride no matter the distance.

What is the category of Jeep Meridian?

Jeep Meridian is a 7-seater SUV that costs between Rs. 32.95 and Rs. 38.52 lakhs*. The Meridian has a curb weight of 1890 kg and a boot capacity of litres, among other important features. It is offered in 10 variants.

Style

The Jeep Meridian is a striking vehicle that commands attention on the road. Its exterior design combines ruggedness with elegance, creating a visually appealing SUV. The iconic Jeep grille, bold lines, and sleek profile give the Meridian a distinct and attractive look. Whether you're parked in front of a luxurious hotel or exploring the great outdoors, the Meridian's style makes a statement wherever it goes.

Is Jeep Meridian expensive

Where the compass ends, so begins the Jeep Meridian. Nearly 9 big ones more than the Compass S 4x4 AT OTR, which was already pricey to begin with, the 4x4 AT model costs close to 46.5 lakh*.Jeep Meridian costs approximately Rs. 4.5 lakh*less thanToyota’s Fortuner 4x4 AT. It is also ₹2.5 lakhs lesser than the Skoda Kodiaqthat’savailable only in petrol version.

Safety

The Jeep Meridian is equipped with advanced safety features to ensure the well-being of its occupants. It includes features such as adaptive cruise control, blind-spot monitoring, lane-keeping assist, and automatic emergency braking. These technologies provide an added layer of protection and peace of mind while on the road. For any issues related to service, you can talk to the staff by browsing PPS Jeep Workshop Near Me and find the nearest location or schedule a service appointment.

Off-Road Capability

As a Jeep, the Meridian also offers impressive off-road capability. It features a robust four-wheel drive system, high ground clearance, and specialized off-road suspension. Whether you're traversing rocky terrain or tackling challenging trails, the Meridian is designed to handle it with ease.

Furthermore, the Meridian comes equipped with cutting-edge features and technologies to enhance both safety and entertainment. From advanced driver-assistance systems to state-of-the-art infotainment options, the Meridian keeps you connected, informed, and protected throughout your journey.

What is Jeep's most powerful car?

The Jeep Grand Cherokee Trackhawk is the most potent vehicle made by Jeep. It has a 6.2-liter supercharged V8 engine with 645 lb-ft of torque and a mind-blowing 707 horsepower. When it comes to Jeep Meridian Review, it has gotgreat potential to perform seamlessly.The impressive power allows the Grand Cherokee Trackhawk to accelerate from 0 to 60 mph in just 3.5 seconds, making it one of the fastest SUVs on the market.

Conclusion

The Jeep Meridian combines power, comfort, and style in a luxury SUV package. It offers a thrilling driving experience, a comfortable and well-appointed cabin, and a stylish exterior design. With its capable performance, luxurious interior, and eye-catching design, the Meridian offers a superb driving experience for those seeking a versatile and impressive SUV. With its advanced safety features and off-road capability, the Meridian is a versatile vehicle that is equally at home on city streets or off the beaten path. Browse PPS Jeep Meridian and PPS Jeep Compass Showroom Near Me and find the nearest one. Visit the JEEP Dealer Bangalore for details related to Jeep Meridian.

[spakerlon]

Ram with rambox for sale

Ram with rambox for sale full#

Inside the cabin, you'll be able to choose from options like a 12-inch Uconnect touchscreen, stitched leather upholstery, and more. RamBox cargo, multifunction tailgate, and more are all ready to make the Ram 1500 easier to use. Ram designed its light-duty, full-size truck with a range of options for both utility and comfort. Plus, available four-wheel drive means you can equip your Ram 1500 for off-road duty as well. Find used Ram 1500 inventory at a TrueCar Certified Dealership near you. Prices for a used Ram 1500 currently range from 6,490 to 184,999, with vehicle mileage ranging from 5 to 341,630. Read RAM 1500 Laramie RamBox DT car reviews and compare RAM 1500 Laramie RamBox DT prices and features at . TrueCar has 15,649 used Ram 1500 models for sale nationwide, including a Ram 1500 Laramie Crew Cab 57' Box 2WD and a Ram 1500 Big Horn Crew Cab 57' Box 4WD. Whether you choose the sturdy 3.6-liter Pentastar V6, the powerful 5.7-liter HEMI V8, or the torquey 3.0-liter EcoDiesel V6, you'll be ready to take on a variety of challenges. Search for new & used RAM 1500 Laramie RamBox DT cars for sale in Australia. A choice between three engine options means you can get the kind of power that you want. For additional storage space outside of the cabin, choose the available RamBox Cargo Management System thats built into the side rails of the truck bed and is. These trucks are built with tough steel ladder frames and solid rear axles for optimal strength. Whether you need a simple work truck, off-road specialist, or towing machine, the 20 is ready to help. This light-duty, full-size truck offers versatility that serves a wide variety of needs and tastes. English: Uniforms of the Los Angeles Rams since the 2020 NFL season.

Ram with rambox for sale full#

Id read both criticism and praise for the system on various forums, and was ready to give them a full trial. Buy Pure Silk Sarees, Soft silk Saree,Bridal Silk Saree,Vipanji Traditional Silk. The Ram 1500 has been a longstanding favorite for truck owners near Keizer. As the owner of a Ram 1500 without RamBox or the in-bed cargo management system, I was eager to try out the 20 Limited with both features.

[seat-safety-switch]

When I was a kid, I worked at the local grocery store, as a bagger. You might think that this is a little unexpected for a first job. However, due to many previously undiagnosed side-effects of the Chernobyl disaster during my formative years, my lust for the automobile emerged relatively late in life. It was there, perhaps, that it happened.

You see, when you bag a man’s groceries, you’re really getting this little glimpse into his life. And although I may have learned to love the car, I am a born snoop. Getting these narrow visions of how my neighbours must live was the only way I got through that job without following my uncle into the lawnmower-repair business he started that eventually cost him his marriage and two fingers.

Sure, most of these “observations” were lazy stereotyping. For instance, you could notice that Bob from down the block usually buys microwave TV dinners, but this week he’s gotten a whole leftover-from-Christmas turkey. The obvious conclusion is that he is doing this to impress a prostitute. Later, I would bicycle by his place, checking to see if I was correct. Sometimes I’d get spotted, and on the spot my guilty conscience would force me to confess the whole thing. Nobody really believed me, though, and instead laughed - which probably started my ill-fated first foray into stand-up comedy, the one that eventually cost me no fingers, only the friendship of my friend Ted who ran the Ha-Ha Genocide on Tuesday nights.

That all ended, though, when I helped a customer out to his car. He was new in town, this guy, and he brought with him a type of automobile I had never seen before. After I was done loading it, I stood there by the curb, watching it lope away at near-idle as its massive torquey powerplant threatened to pop a burnout in the parking lot that would consume the world. Historians will later draw a straight line from my discovery of the 1978 Ford Granada ESS on that day to the complete collapse of the banking sector, when I tried to trade Lehman Bros for a 1982 AMC Concord wagon.

[freewheelen]

DEMO RIDE: 2019 Husqvarna Svartpilen & Vitpilen 401/701

Size does matter, and in this case, smaller is better.

It’s no secret that Husqvarna’s dirt bikes and dual sports sell themselves. Touting a storied motocross/scramble history, it’s easy to see why the off-roaders are so popular with the public. On the other hand, the company hasn’t seen much success with its street-oriented lineup. With 2019s still occupying the showroom floor and the pressure of Q3 looming, Husky recently visited Azusa, California to jumpstart the sales of their Svartpilen & Vitpilen lines. Labeled the Real Street tour, the series of demo events featured both models in their 401 & 701 variations, casting a veritable spotlight on their often overlooked street bikes. 

But the Svartpilen & Vitpilen aren’t afraid of the spotlight, you could even say they were crafted to bask in it. The first thing you’ll notice when you gaze at the Svartpilen & Vitpilen is the unconventional design. It’s not a stretch to say that the aesthetics of the lineup resemble something out of a Scandinavian furniture catalog. With minimal, flowing lines, the Svartpilen & Vitpilen would feel right at home with your Poäng and Klippan. 

Yes, beauty is in the eye of the beholder, but the neo-retro style aims directly at a younger, urban demographic that gravitate toward classic, simplistic forms with a utilitarian edge. Whether you fancy the looks of the bikes or not, you have to admit that the fit and finish is quite impressive. However, I do feel the designers tragically overlooked the speedometer, as its more akin to a gym teacher’s stopwatch than a proper gauge. Not to mention, the highly reflective glass and mounting angle make render the information illegible. Aside from the hideous - and quite useless - instrument cluster, the Svartpilen & Vitpilen reek of smart sophistication.  

But I can see how that elevated design could be a barrier for potential buyers. Due to the refined, “Swedish” aesthetics, one could quickly distinguish these models from their intra-brand cousins, KTM’s Duke and Enduro. With hopes that the public will embrace these models the same vigor as they’ve taken to KTM’s lineups, Husky is just trying to get more booties in the saddle, and I’m more than happy to oblige. 

Sharing the motor of KTM’s 390 Duke and 690 Enduro R, Husky’s Svartpilen & Vitpilens benefit from two well-tested mills. Both engines push the boundaries of power that a single-cylinder engine should produce. Despite the lack of pistons to share the load, the vibrations on the 401 & 701 aren’t excessive (take that assessment with a grain of salt - I ride a Harley). 

While the 701 delivers its power in a smooth, linear fashion, I found myself smitten with the 401′s punchiness. Glancing at the spec sheet, I noticed that the 701 reaches peak torque of 53 ft-lb @ 6,750 rpm with 75 hp topping out @ 8,500 rpm. Comparatively, the 401′s max torque (27 ft-lb) hits @ 6,800 rpm and horsepower (42 hp) @ 8,600 rpm. With about half the power and three-quarters of the weight of the 701, the 401 shouldn’t feel nearly as torquey. Additionally, both motors achieve max torque and horsepower at practically identical rpms, leaving me perplexed with my preference for the 401 - aside from the butt dyno. 

No, I can’t support my fondness of the little thumper with cold hard data, but I can attest that the majority of the riders attending the demo agreed. I know anecdotal evidence is the least persuasive argument, but the 401 simply felt like a more agile from side-to-side and provided great acceleration in short bursts. And I may be rationalizing here, but those darting characteristics seemed appropriate for two models that translate to white arrow (Vitpilen) and black arrow (Svartpilen). The 701s weren’t bad motorcycles in the least, they just didn’t imbue the same excitement as they’re diminutive counterparts. Size does matter, and in this case, smaller is better. 

But the size variation didn’t stop at the engine. The differing braking systems on the bikes occupied two different build quality standards. Even with the 401′s “budget” brakes, both systems felt well-suited for their classes with adial-mounted Brembo clampers blessing the 701s and ByBre calipers getting the job done on the 401s. 

Despite the fact that both models lack dual-discs, the calipers delivered a reassuring bite while riding in urban environments. Yes, an extra rotor and caliper up front would certainly push the models in a more performance direction but we didn’t take the Svartpilen or Vitpilen into the twisties and the stock brakes would suffice where most buyers would ride these bikes - in the city.

When judging the two models on ergonomics, I kept their natural habitat - urban environments - in mind, as both maintain a fairly sporty position. Starting with the Vitpilen, I immediately noticed the aggressive, forward-leaning stance. Positioning my head directly over the front wheel, the Vitpilen made me want to slalom through mid-day traffic at full throttle. However, that state of mind prooved more enslaving than freeing. After all, I was on a demo tour. If “it’s better to ride a slow bike fast than a fast bike slow,” nothing is worse than living that platitude in reverse. If you’re looking for a nimble, aggressive, lane-splitter, the Vitpilen has you covered, but make sure your journey is manageable, as I already felt the tension in my wrists by the time we returned from the short ride.

On the other hand, the Svartpilen utilizes high-rise bars to position the rider at ease. From the upright posture, I was content to stay in line and putt along at a legally acceptable speed. Sure, I tugged on the throttle from time to time, but the relaxed stance felt more conducive to congested road conditions. If the Vitpilen’s ergonomics equate to a Supersport, the Svartpilen would be it’s Naked/Standard counterpart. Both bikes are aimed at city-dwellers and while it would be a stretch to say that either of them let you stretch your legs out, neither of them feel cramped. Though I’d probably opt for the Svartpilen in most situations, if I were visiting one of the local canyons (GMR, HWY 39, etc), I’d certainly side with the Vitpilen.

While the ergonomics shift the rider into different postures - and different states of mind - the road manners of the bikes are quite similar. With all models under 6 inches of travel, I could easily flat-foot each bike. Despite its smaller stature, the 401s benefited from the same WP 43mm inverted forks that graced the front end of the 701s. On the road, each bike was compliant and responded immediately to my every input. Particularly, the Vitpilen - with its clip-ons and head-down posture - reacted to every adjustment of my body. 

Not only did the suspension allow the bikes to cut from side-to-side, it also made the 401s and 701s feel planted. From soaking up potholes to providing stable steering at speed, KTM’s proprietary suspenders highlighted how fun these machines can be. On the contrary, the lack of suspension travel on the Svartpilen did beg the question: couldn’t this model be much more fun? Aside from ergonomics and a few bits of design (paint mainly), how does the Svarpilen distinguish itself from the Vitpilen? 

And that’s where I got to thinking about the lack of sales for these two models. After taking everything into consideration, it seems like Husqvarna’s “Real Street” motorcycles are going through an identity crisis. Are these bikes retro or performance? Can you consider a motorcycle “premium” (as the price would suggest) the dash looks more like a digital alarm clock and it doesn’t come with dual-disc brakes? But maybe it’s less of an identity crisis and more of a false identity. For instance, Husqvarna outfits the Svartpilen with dirt tracker styling yet they can’t endorse taking the low slung machine off-road. Even with the aesthetic hinting at dirt-capabilities, the Svartpilen is essentially a naked bike with knobbies. 

Broadcasting a false image can ensnare potential buyers - or it can turn them off (like it did for me). Intoxicated by the snappy acceleration of the 401, I actually looked into purchasing a Svartpilen following the demo. But the lack of off-road capability soon soured my initial enthusiasm. If it can’t hang in the brown, why outfit it with Pirelli Scorpions? Why adopt tracker design cues? What’s the point of making form decision if it’s contrary to the function? That disillusionment made me look at the Svartpilen & Vitpilen differently. 

With an MSRP of $6,299 for the 401 and $11,999 for the 701, it’s easy to see why the KTM-owned brand is having problems moving units. Coupled with the unconventional design (which I actually love but can understand how some wouldn’t), Husqvarna has it’s work cut out. Along with the lackluster sales figures of the Svartpilen & Vitpilen, the Real Street Demo stop in Azusa failed to highlight the full capabilities of models. With the near highway miles away, riders were relegated to a jaunt around the block. As a result, I never got the gearbox past 3rd and that doesn’t instill much confidence in potential customers. The combination of disorganization, bikes-to-rider ratio, wait times, and early wrap-up, I’d venture to say that the demo barely moved the needle on these two bikes.

With all that said, if you’re looking for a stylish motorcycle to ride in the city, Husky’s street lineup may be a good option. The brand continues to promote their 0% APR (up to 48 months), so you may score a new Svartpilen or Vitpilen for a great price. For my intents, the bikes are too niche in design and too specialized in purpose, but that doesn’t mean they won’t work for you. I guess the best advice I can give to potential buyers is to test ride as many motorcycles as possible. I know I will be!

[luciferseyebrows]

anyone know some good music that would’ve been played before 2010 when riding the bumper cars at the fair

[dipulb3]

2022 Volkswagen Golf GTI is predictably top-notch

New Post has been published on https://appradab.com/2022-volkswagen-golf-gti-is-predictably-top-notch/

2022 Volkswagen Golf GTI is predictably top-notch

There’s a full-width LED running light hidden between the headlights. Thankfully, it doesn’t look like a unibrow at night.

Andrew Krok/Roadshow

We have no choice but to warn you that this entire review is one big tease. The pair of 2022 Volkswagen GTIs we tested have German front license plates, a forewarning of sorts, since the eighth-gen GTI is still months away from going on sale in the US, along with its higher-performance sibling, the Golf R. If you can keep it in your pants, though, the reward will be worth it, because VW’s latest hot hatch is such a delight.

Like

Torquey turbo four-pot

Sharp handling

Plaid!

Don’t Like

Iffy front-end styling

Dumb new cup holders

The Volkswagen Golf is not a car of radical reinvention, and the 2022 GTI’s style more than reinforces that notion. From the rear, the hatchback looks more like a refreshed seventh-gen, with some more polygonal taillights and some additional bumper creases. Only forward of the A-pillars do you begin to see some true newness. But I’m still not fully sold on the sloping-brow front end, which gives the car a dose of Geico caveman aesthetic. The full-width running lights and quintuple-hexagon fog lights are cool additions, though. The 19-inch alloy wheels look great, too, and while they’re pretty large for a compact car, they don’t look like caricatures, leaving more than enough space for some sidewall meat.

There’s more revolution than evolution inside, and said revolution clearly came for the buttons, because they’re almost all gone. Touch-sensitive panels now cover the steering wheel and dashboard, eliminating nearly every piece of physical switchgear. Provided you’re cool with that, it makes for a clean, uncluttered look. While the general shape of the dashboard has changed, the interior feels just about as roomy as it did before, with ample glass making way for ample sunshine and strong visibility from all sides. The GTI’s plaid seats are back and just as comfortable and supportive as ever; leather is overrated, folks.

Other parts of the interior are a little hit or miss. While the center console’s armrest storage is still small, VW straight-up made the cup holders worse. Now, two drinks are relegated to this weird indentation where a small button pops out a spring-loaded cup holder for smaller-diameter beverages. The problem, though, comes with trying to fit a second drink in there; while it’s possible, anything larger than the smallest Red Bull can is going to smash uncomfortably against the drink next to it, which can spell trouble. Some of the plastics feel flimsier than on its predecessor. Take the “phone house” ahead of the shifter, for example; while we love that it holds a phone in place and out of view, its lid feels like it’s always about 3 seconds from snapping off. The use of piano-black trim on every surface meant for touching means fingerprints will almost always be visible.

Those touch-sensitive bits can prove tricky in other ways. The GTI’s steering wheel buttons are clicky, but they’re also capable of working by a light touch alone, so you can drag your finger along the volume slider and make larger adjustments more quickly. However, accuracy is not great, so your eardrums might get more than they bargained for. Also, VW didn’t think to illuminate the volume and temperature sliders at the bottom of the screen, making any adjustments way more frustrating at night.

If you’ve driven any other recent GTI, the eighth-gen model will feel like second nature.

Andrew Krok/Roadshow

VW’s latest infotainment system is a solid step forward, with a fresh aesthetic and an admirable boot time when cold. There’s a home screen that can display multiple types of information at once, and a quick tap of the home button on the left side of the screen makes jumping between pages sufficiently easy. Wireless Apple CarPlay and Android Auto are nice touches, especially if you’ve been lagging on updating your phone cords, since the 2022 GTI is a USB-C-only affair. The gauge cluster is a screen, now, too, carrying some fun graphics while allowing for a great degree of customizability. An available HUD brings relevant information much closer to my eyes, although we wouldn’t exactly call it necessary given how well the gauges convey things.

All those cares melt away the second you start driving the 2022 VW GTI in earnest. High-quality caning has always been at the heart of the GTI experience, and the eighth-gen car makes no major alterations in that regard. It’s more fun than some sports cars costing twice as much, and it all starts with the GTI’s turbo four-cylinder gas engine, which in its latest iteration produces 242 horsepower and 273 pound-feet of torque, all of which is routed to the front wheels through a standard limited-slip differential and either a six-speed manual or seven-speed dual-clutch transmission.

Using a light foot and short-shifting around town returns smooth, gradual forward motion, but dig a little deeper into the pedal throw and the 2.0-liter EA888 will throw an absolute wall of torque at you, pushing the hatch forward with surprising haste. The clutch pedal is nicely weighted and has a definitive bite point, making for smooth starts and shifts, and the lever itself offers just the right amount of notch as it slinks between gates.

The EA888 might not look like much from a distance, but there’s a mountain of torque emanating from under that engine cover.

Andrew Krok/Roadshow

As for the DSG-equipped car we tested in California, it’s more proof that Volkswagen’s dual-clutch unit is one of the best. Yes, it still has a tendency to jerkily engage first gear when starting off, but from that point on, shifts are seamless and quick. The steering wheel-mounted paddle shifters themselves are pretty small, but they offer instant response. If paddles aren’t your thing, you’ll be happy to know the DSG ‘box will hold gears as long as you want in Sport mode, with the cutest little farty brapp with each upshift.

The GTI is positively sublime in the switchbacks. Adaptive dampers eliminate any hint of body roll without making the ride so stiff as to be annoying, and the mode switch also adds a nice bit of weight to the electric power steering. Combined with the aforementioned limited-slip diff, the new GTI is noticeably more agile while cornering. The seventh-gen car was no slouch while carving through California canyons, but the new car is simply more eager to dive into hairpins and offers better traction on corner exit. Honestly, the new GTI is closer to last-gen Golf R levels of on-road excitement.

Yet, when it’s time to chill, rolling in Comfort almost feels like a different car entirely. The stiff damping ceding to a smoothness that dispatches annoying bumps and jostles with very little movement transferring to the occupants; over Michigan potholes and California highway expansion joints, the GTI is a doll. Cabin isolation feels a step above its predecessor, too. In fact, the whole shebang feels significantly more adult without losing sight of the GTI’s inherent playful nature. If there’s one formula that we’re happy to see over and over again with little adjustment, it’s this one.

We’re so far away from the 2022 GTI’s US launch that the EPA has not yet released fuel-economy figures, but that’s what the trip computer is for. Over a couple hundred miles of mixed city and highway, we see around 26 or 27 mpg, which is what the feds rate the outgoing GTI in combined use. Longer stretches of freeway push the needle north of 30 mpg, provided you stop glomming on the throttle just to feel the torque do its thing.

The GTI’s makeover doesn’t mess with that handsome shape.

Andrew Krok/Roadshow

Even with some newfound power and features — and, assumingly, the slightly higher price tag to match — the GTI’s competition remains about the same as usual. The Honda Civic Si is due to enter a new generation in the near future, and while it’s still available in two body styles (coupe and sedan), it’s not as fun to drive as the GTI. The Hyundai Veloster N gives the VW a pretty solid run for its money, but it’s not available as a true five-door and its cabin simply isn’t as nice. If you want an interior more closely resembling a luxury car, you can step it up with the Mazda3 Turbo, which isn’t a performance variant per se, yet it still moves like one.

The wait will be worth it for the 2022 Volkswagen GTI. The parts that were given a dose of radical reinvention don’t get in the way of the driving experience, which remains as exhilarating and redeeming as ever. There’s a good reason this is the hot hatch by which most are compared, and it doesn’t appear that trend will be changing any time soon.

[our-mrs-saku-love]

2020 Genesis G70 2.0T Manual Test Drive: A Dissatisfying End to a Species

It always feels a bit odd to drive a dead car walking—a new car that's still available on dealer lots, but just recently received its official execution date from the automaker. It's different from dealing with a special edition; the very core of a limited run is its ephemerality. But the end of a bloodline whether sudden or scheduled feels melancholic, even if the car isn't that great.

As you probably guessed, the last time this happened to me was during a stint test driving the 2020 Genesis G70 2.0T with the six-speed manual transmission. While spraying the bright blue four-door down at a car wash ahead of a photo shoot, I received a text from a coworker informing me of the three-pedal G70's demise after the 2021 model year, bringing the curtain down on the enthusiast-focused version of the compact executive four-door after just three model years.

2020 Genesis G70 2.0T: Show Me The Money Even to one of the few who did snag a six-speed G70 before the axe came down, this news should hardly come as a shock. Genesis sold fewer than 12,000 G70s in 2019, and has sold only 5,275 units as of July 2020, illustrating just how small a slice of the segment the G70 managed to carve, especially when compared to the 47,827 3 Series models BMW sold in 2019—and those numbers are for all G70s (and 3 Series variants), not just those bought with a manual transmission.

But BMW isn't selling manuals in this segment, either—the German automaker nixed the manual 3 Series from its lineup with the introduction of the G20-generation for 2019. If BMW can't justify a manual 3 Series due to disappointing sales, what do you reckon the take rate is for the G70 with the 6MT?

In all likelihood, the figures are abysmal. Now, if you want to pick up a new premium sedan with three-pedals, your options are…well, shoot. There aren't any more options. Turns out, the G70 was the last to the party, and the last to leave. Don't think you can find shelter in the warm embrace of a well-equipped six-speed Honda Accord either; production of the shift-it-yourself Accord halted back in December of last year, and no one noticed until Honda publicly announced the death knell for the manual Accord, along with the demise of the Civic Coupe and cheeky Fit.

So, not only was I driving a zombie car, but it was the last gasp of an endangered species that used to be multitudes. At least it went out with a bang, right? Surely there's consolation in the fact I could declare the six-speed G70 criminally underrated and press most of the blame on the shoulders of a driving public more interested in their phones than the journey.

2020 Genesis G70 2.0T: Mixed Signals It is with a heavy heart I report the manual-equipped, rear-wheel drive sports sedan winks out with peaky power, a deceptively numb clutch, rev hang, and a dull shifter. Had I not received news of the stick-shift G70's demise, my advice to interested parties is that they don't bother; just pick up the 2.0T with the mostly inoffensive, though only average eight-speed automatic transmission, or make the financial jump to the potent 3.3-liter twin-turbo V-6 G70 3.3T, which is—of course—only available with an automatic transmission.

Before we dive into what makes the six-speed G70 disappointing, let's take a second to appreciate the G70's merits outside of the rubbery stick protruding from the center console, lest you think the car is simply a sum of its parts. As we've discovered with every other configuration of the G70, Genesis developed quite the sports sedan here, with excellent balance and overtly handsome aesthetics that would be a welcome sight coming from any brand. It's well designed, well equipped, comfortable  both to drive and to ride in, and if you spring for the 3.3-liter twin-turbo V-6, a potent contender for the pedestal spot occupied by the BMW 340i and Audi S4.

Overall, it's a tidy car that's a valid alternative to anything else in the ultra-competitive luxury compact executive sedan segment. We liked the G70 when it launched for 2018, and I'm sure we're going to have plenty to praise when the refresh arrives in 2022. But by then, the G70 will have shed the one significant feature that set it apart from the crowd, and will be left as a less funky, more driver-oriented complement to the Lexus IS and, perhaps, the upcoming Acura TLX.

2020 Genesis G70 2.0T: What To Expect For now, you've got one-and-a-half model years to pick up the 2.0T with three pedals, if you so desire. The turbocharged 2.0-liter four-cylinder is rated at a stout 252 horsepower and 260 pound-feet of torque, conceivably compelling figures for something with both a manual transmission and rear-wheel drive. Even Genesis realizes this should be alluring for an enthusiast, so checking the box for the stick also forcibly checks the box for the G70's Sport trim, adding a limited slip differential, Brembo brakes, and summer tires to the mix.

This is all excellent news, right up until you take it out for your first on-ramp blast. I don't know how Genesis managed to make 252 horsepower and 260 pound-feet feel like a nice, round 200 in each category, but based on my test drive, it feels significantly down on torque from a dig. Instrumented testing from our buds over at Motor Trend revealed the G70 2.0T with the six-speed manual transmission takes an astounding 7.2 seconds from 0-60 mph. I'm not usually one to call something that can do the deed in less than 8.5 seconds "slow," but essentially the premium leaders in the segment—BMW, Audi, Mercedes-Benz—typically handle that scramble in less than six seconds.

2020 Genesis G70 2.0T: Slower Than Expected There's significant turbo lag from the 2.0-liter four-cylinder, and when the impeller does get with the program, it's not revelatory or thrilling; even during full-throttle pulls, it never feels anything short of a steady, relatively slow climb. According to Genesis, peak power arrives at 6,200 rpm—no surprise there—but all 260 pound-feet are apparently on tap from 1,400 rpm through 4,000 rpm. Could have fooled me—there isn't much happening until the needle swings to the middle of the tach.

It's not as if it's much fun poking the engine through the range, either. The manual G70 has obnoxiously dull initial throttle tip-in, which, when combined with a vague clutch and apparent lack of low-down torque, leads to more-than-should-be-necessary clutch slip, herky-jerky starts, outright stalls, or a combination of all three.

Of course, operator error is always a potential part of the equation, but a quick seat-swap with a coworker confirmed at least the throttle tuning wasn't my imagination. Things get a little better in the Sport driving mode, but not so much that it fixes the dead zone entirely. Meanwhile, the shifter feels like something from a non-performance Elantra, which is not to say it's egregiously cheap or clumsy, but it doesn't really match the G70's premium/luxury intentions, especially with somewhat rubbery engagement and a plastic-topped knob.

Again, this hurts to write. I like the Genesis G70 a great deal, especially in 3.3T form. It's a fantastic little sports sedan for the money, and if I were in the market for a professional-appearing daily commuter, it would be near the top of the list. It's just such a shame the less-than-stellar stickshift G70 is the one to shut the door on the manual rear-wheel drive sport sedan species in the U.S.

2020 Genesis G70 2.0T Sport Manual Fast Facts The last rear-wheel drive premium sports sedan offered with a stick in the U.S. To be discontinued after 2021 model year Powerful and torquey on paper, but doesn't feel like it on the road A great car let down by a not-great manual transmission แทงบอลออนไลน์

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2020 Subaru Ascent vs. 2020 Honda Pilot: Comparing Two Family SUV Favorites

If you’re in the market for a large, three-row SUV for your family, you’re spoiled for choice. Ignoring luxury options from the likes of Tesla or Volvo, mainstream automakers alone offer up more than a dozen different options to choose from, ranging from the Buick Enclave to the Volkswagen Atlas. To alleviate your analysis paralysis, we gathered up two of our favorite three-row SUVs, the 2020 Honda Pilot Black Edition AWD and the 2020 Subaru Ascent Touring, to help you decide which is the better buy for you and your family’s needs.

Subaru Ascent vs. Honda Pilot: How Do They Compare on Paper?

Both the Honda Pilot and Subaru Ascent fill similar needs, offering three rows, seven seats, and all-wheel drive, even if the approach to design and engineering are wildly different. The Honda, the older of the two vehicles (it debuted back in 2016), is the more traditional option. Built on a bespoke SUV chassis in Alabama (the Pilot also shares its architecture with the two-row version of the Pilot, the Passport, and the pickup version, the Ridgeline), the Pilot is powered by a standard 3.5-liter V-6, which produces 280 hp and 262 lb-ft of torque.

Front-wheel drive and a six-speed automatic are standard, but our fully loaded $50,740 Pilot Black Edition gets torque-vectoring all-wheel drive and a nine-speed automatic transmission.

Whereas the Pilot is built from the ground up on its own platform, the Indiana-built Ascent instead rides on Subaru’s modular Global Platform, which underpins everything from the Subaru Crosstrek to the Ascent. New for 2019, the Ascent gets a standard 2.4-liter turbocharged flat-four, which produces 260 hp and 277 lb-ft of torque and is paired with a CVT and all-wheel drive. Both the CVT and all-wheel drive are standard across the line on the Subaru, from the base model all the way up to our fully loaded $47,017 Ascent Touring tester.

The Ascent is the more efficient of the two crossovers; it’s EPA-rated at 20/26/22 mpg city/highway/combined. The Pilot is rated at 19/26/22 mpg.

Which Is More Fun to Drive?

Although many three-row SUVs drive about as well as a pool noodle, both the Pilot and Ascent are segment standouts in that regard. The Pilot, despite nearing the end of its current model-cycle, is among the quickest vehicles in the segment. It accelerates from 0 to 60 mph in 6.2 seconds, from 45 to 65 mph in 3.3 seconds, and through the quarter-mile in 14.7 seconds at 93.9 mph.

Despite being a bit long in the tooth, the Pilot can still be quite enjoyable to drive. “Road isolation and ride quality are quite good. I also like the fluid steering very much,” said road test editor Chris Walton. The Pilot’s standard V-6 has a broad powerband, and if you stay deep in the throttle long enough, you’re rewarded by a boost of power near redline as Honda’s VTEC system kicks in (yo).  But—and there’s always a but—it isn’t all roses for the Honda. The Pilot’s nine-speed automatic, which is standard on the range-topping Pilot Touring, Elite, and Black Edition models, is still far from the smoothest transmission on the market. It’s prone to slurred upshifts and rough downshifts, subtracting from the otherwise enjoyable experience.

The Subaru Ascent, like the Pilot, is among the rare three-row crossover SUVs to not drive like a box of sadness. The Ascent’s turbocharged four-cylinder deserves much of the credit. This torquey engine has, as my mom would say, “great get up and go.” Although throttle response can, on occasion, be overly aggressive, the Ascent’s engine has great low-end torque and very little turbo lag. It also exhibits good steering manners and body control, making it comfortable for passengers to ride in and confidence-inspiring for the driver. “It was the SUV I didn’t want to stop driving,” said associate online editor Nick Yekikian.

Which Has the Better Interior?

Where the Honda and Subaru really differentiate themselves is inside. You might think there are only so many ways to outfit what’s essentially a box on wheels, but both automakers have wildly different takes on how they outfit their respective cabins. Honda has a reputation for exceptional packaging—meaning it’s Ikea-good at making the most out of a given space—and the Pilot is no different. Up front, both occupants share a massive center storage bin and plenty of cupholders and cubbies for all your belongings. The Pilot’s second row is thoughtfully done, too, with six cupholders for the second row alone, not to mention the two USB outlets and its own center console. This one, though, is mounted between the captain’s chairs, making access to the third row via the aisle more difficult than it needs to be (the seats otherwise easily tip and slide forward with the press of a button).

Although the Pilot’s packaging is top notch, its weak point (relative to the Ascent) is mostly in its design. The Pilot’s cabin is unimaginative and somewhat crude, with black on black accents, rubberized plastics, and piano black trim. The Pilot’s infotainment system, which was updated for 2019, is functional but could still use some refinement. The addition of a volume knob is a welcome change, but radio tuning still requires using the touchscreen. It also takes one too many touches to switch audio sources, and the graphics look dated compared to other systems on the market. Additionally, some staffers found the Pilot’s seats to be a bit hard and uncomfortable.

Whereas stepping into the Pilot can be a bit like falling into a black hole, getting into the Ascent feels like slipping into a wood paneled library. Its cabin has a pleasing, earthy appeal to it, with three different colors of leather and wood trim. “Subaru did a nice job mixing in different tones of beige, brown, and black to give the interior a more premium look,” said MotorTrend en Español managing editor Miguel Cortina.

More than just a design study, the Ascent’s cabin is also supremely functional. Up front, the Ascent has clear, easy-to-read displays, and a good amount of storage cubbies built into the dash. Meanwhile, in the second row you’ll find four cupholders and heated seats. Third-row occupants will enjoy easy access to their seats via aisle-mounted handles and a wide door opening, plus USB outlets, and HVAC vents of their own.

Final Thoughts: Should You Get an Ascent or Pilot?

The choice between the Honda Pilot and Subaru Ascent wasn’t an easy one. Both are roomy, comfortable, and surprisingly great to drive. With the Ascent and Pilot scoring so evenly in subjective metrics, it’s the objective stuff that help serve as our tiebreaker. Ultimately, the Ascent is more affordable, more modern, and ever-so-slightly more enjoyable to drive. The Pilot put up a helluva fight, but the Subaru Ascent is the better three-row family SUV.

Want More Knowledge for Your 3-Row SUV Search? Check These Stories Out:

2020 Kia Telluride vs. 2020 Toyota Highlander: 3-Row SUV Comparison Honda Pilot vs. Ford Explorer: All-New 3-Row SUV Takes on a Segment Stalwart 20 of the Best 3-Row SUVs for 2020 2019 Subaru Ascent: 7 Cool Things About Our Three-Row Crossover March Mayhem Quarterfinal: 2019 Chevrolet Traverse vs. 2019 Subaru Ascent

2020 Honda Pilot Black Edition AWD 2020 Subaru Ascent Touring DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, AWD ENGINE TYPE 60-deg V-6, alum block/heads Turbocharged flat-4, alum block/heads VALVETRAIN SOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 211.8 cu in/3,471 cc 145.7 cu in/2,387 cc COMPRESSION RATIO 11.5:1 10.6:1 POWER (SAE NET) 280 hp @ 6,000 rpm 260 hp @ 5,600 rpm TORQUE (SAE NET) 262 lb-ft @ 4,700 rpm 277 lb-ft @ 2,000 rpm REDLINE 6,750 rpm 6,000 rpm WEIGHT TO POWER 15.3 lb/hp 17.7 lb/hp TRANSMISSION 9-speed automatic Cont variable auto AXLE/FINAL-DRIVE RATIO 4.33:1/2.08:1 4.44:1/2.08:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; control arms, coil springs, anti-roll bar STEERING RATIO 16.0:1 13.5:1 TURNS LOCK-TO-LOCK 3.1 2.6 BRAKES, F; R 12.6-in vented disc; 13.0-in disc, ABS 13.1-in vented disc; 13.0-in vented disc, ABS WHEELS 9.5 x 20-in cast aluminum 7.5 x 20-in cast aluminum TIRES 245/50R20 102H (M+S) Continental CrossContact LX25 245/50R20 102H (M+S) Falken Ziex ZE001 A/S DIMENSIONS WHEELBASE 111.0 in 113.8 in TRACK, F/R 66.3/66.3 in 64.4/64.2 in LENGTH x WIDTH x HEIGHT 196.5 x 78.6 x 70.6 in 196.8 x 76.0 x 71.6 in GROUND CLEARANCE 7.3 in 8.7 in APPRCH/DEPART ANGLE 19.7/20.8 deg 17.6/21.8 deg TURNING CIRCLE 39.4 ft 38.0 ft CURB WEIGHT 4,285 lb 4,594 lb WEIGHT DIST, F/R 56/44% 54/46% TOWING CAPACITY 5,000 lb 5,000 lb SEATING CAPACITY 7 7 HEADROOM, F/M/R 39.5/40.9/38.9 in 40.1/38.7/36.3 in LEGROOM, F/M/R 40.9/38.4/31.9 in 42.2/38.6/31.7 in SHOULDER ROOM, F/M/R 62.0/62.0/57.6 in 61.1/60.3/57.2 in CARGO VOLUME BEH F/M/R 82.1/46.0/16.0 cu ft 86.0/47.0/17.6 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.1 sec 2.9 sec 0-40 3.2 4.0 0-50 4.6 5.5 0-60 6.2 7.3 0-70 8.1 9.6 0-80 10.6 12.4 0-90 13.4 16.1 0-100 17.3 20.4 PASSING, 45-65 MPH 3.3 3.7 QUARTER MILE 14.7 sec @ 93.9 mph 15.8 sec @ 89.2 mph BRAKING, 60-0 MPH 116 ft 118 ft LATERAL ACCELERATION 0.79 g (avg) 0.80 g (avg) MT FIGURE EIGHT 27.6 sec @ 0.62 g (avg) 27.4 sec @ 0.63 g (avg) TOP-GEAR REVS @ 60 MPH 1,500 rpm 1,500 rpm CONSUMER INFO BASE PRICE $50,740 $46,055 PRICE AS TESTED $50,740 $47,017 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes AIRBAGS 6: Dual front, front side, f/m/r curtain 7: Dual front, front side, driver knee, f/m/r curtain BASIC WARRANTY 3 yrs/35,000 miles 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles 5 yrs/60,000 miles ROADSIDE ASSISTANCE 3 yrs/35,000 miles 3 yrs/36,000 miles FUEL CAPACITY 19.5 gal 19.3 gal 5 x 25-MI LOOP, VEH. REPORTED* 21.2 mpg 17.7 mpg REAL MPG, CITY/HWY/COMB 19.1/28.2/22.3 mpg Not tested EPA CITY/HWY/COMB ECON 19/26/22 mpg 20/26/22 mpg ENERGY CONS, CITY/HWY 177/130 kW-hrs/100 miles 169/130 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.90 lb/mile 0.87 lb/mile RECOMMENDED FUEL Unleaded regular Unleaded regular *Onboard trip computer averages

The post 2020 Subaru Ascent vs. 2020 Honda Pilot: Comparing Two Family SUV Favorites appeared first on MotorTrend.

https://www.motortrend.com/cars/subaru/ascent/2020/2020-subaru-ascent-vs-2020-honda-pilot-3-row-suv-comparison/ visto antes em https://www.motortrend.com

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Volvo XC40 review – surprisingly capable compact SUV

For  Surprisingly nimble handling, neat design, comfort Against  Lifeless steering, bland engines The XC40 is actually a decent steer, chassis delivers good blend of agility and comfort, while petrol engines are punchy if characterless Like it or not, the SUV and crossover are a big part of the motoring landscape these days, so it’s no surprise Volvo is cashing in with its compact XC40. Slotting in beneath the vast XC90 seven-seater and BMW X3-rivalling XC60, the XC40 has cars such as the BMW X2, Audi Q3 and Mercedes GLA firmly in its sights. Intended as a more engaging and sporty addition to the line-up, the Volvo promises to be the sort of car that can slip into the everyday grind while adding a bit of spice when the situation demands. It’s an ambitious claim for a machine that effectively follows the template of a high-riding and heavyweight off-roader, but in reality the XC40 comes very close to nailing its brief – few crossovers are as accomplished on the road. There’s a wide range of petrol and diesel engines to choose from, including Volvo’s recently launched three-cylinder units. Pick of the bunch for performance is the T5, which is the most powerful version of the turbocharged 2-litre four-cylinder that also serves in the T4. The diesels are frugal and refined enough, but in a car of this size the appeal of petrol is harder to ignore. > Click here for our review of the Audi RS Q3 Of more interest is the chassis, which does a fine job of treading the line between agility and everyday comfort. The light steering is nothing to write home about and there’s noticeable roll, but it responds quickly and is more poised than you’d expect, plus it rides deftly when all you want to do is cruise. Then factor in the car’s handsome lines and an interior that’s a cut above the Germans for style and pretty much matches them for execution. It’s fairly roomy and practical, as well, helping make the XC40 a decent option for those forced down the SUV route. Image 2 of 15 Image 2 of 15 Volvo XC40: in detail Performance and 0-60mph time > The flagship T5 is the choice for performance, delivering decent urge and a sub-seven-second sprint to 60mph. Engine and gearbox > Volvo’s range of modular engines is fairly straightforward, with a choice of 2-litre petrol and diesels, plus a 1.5-litre petrol-only triple. Two or four-wheel drive is available with either six-speed manual or eight-speed auto. Ride and handling > given its SUV remit, the XC40 steers with surprising alacrity and poise, yet this agility doesn’t come at the expense of comfort. MPG and running costs > All the diesels will crack a claimed 50mpg, but you’ll need to do the miles to offset near-40mpg of the thirstiest petrol. Residuals are rock solid. Interior and tech > Volvo is on a roll here, with the XC40 getting a bright and slickly designed cabin that’s packed with kit. Design > As bluff-fronted off-roaders go, the compact and neatly proportioned XC40 is one of the most visually appealing. Image 3 of 15 Image 3 of 15 Price, specs and rivals Entry point to the XC40 is £27,610, which buys you the entry-level two-wheel-drive T3 Momentum model with a manual gearbox. At the other end of the scale is the £37,620 (deep breath) T5 AWD Automatic Inscription Pro. However, be aware that indiscriminate plundering of the options list can see the price of these flagship models swell to an eye-watering £50,000 in a matter of a few ticks. Yikes! Still, given the list of standard kit there shouldn’t be too much need to add extras as even basic Momentum models get all the kit you’re likely to need, including climate control, satnav, a nine-inch portrait-style infotainment screen, LED headlamps and more driver aids than you can shake a EuroNCAP five-star-rated stick at. R-Design models add some sporty styling cues, a ‘sports’ chassis, part-leather trim and configurable ambient lighting for the cabin among other things, while the Inscription brings full-leather trim and a whole host of extra convenience features, such as powered seats. All trim levels can be enhanced with the addition of the £1550 Pro pack that bundles together desirable extras such as heated seats and windscreen, adaptive LED lights, powerfold mirrors and powered seats. > Click here for more into on the all-new Q3 In terms of price, purpose and perceived prestige appeal the challengingly styled BMW X2 is arguably the Volvo’s closest rival. Prices start a little higher at £31,490, but there’s a similar choice of petrol and diesel engines, plus two or four-wheel-drive options. Strangely, a manual gearbox is only available with the entry-level 18d diesel variant, with all other versions getting a six-speed auto. The less said about the fact the two-wheel sDrive versions send their power to the front wheels the better. Another option is the Audi Q3, which is getting on a bit now and not far from replacement with the recently revealed all-new model, although that does mean there are likely deals to be done. Prices start at £27,915 and rise to £38.215. It’s been around for six years now, but the Q3 still feels relatively composed on the road, a firm ride the trade-off for reasonably precise handling. It’s inside that the car suffers, because while the interior is well built from quality materials it feels a generation or two behind recent Audi products in terms of technology and packaging. The engine line-up is limited to a pair of TFSI petrols (a 148bhp 1.4-litre and 177bhp 2-litre), plus a 2-litre TDI with either 148bhp or 181bhp. Sadly, the turbocharged 2.5-litre five-cylinder RSQ3 was dropped from the range a while ago. Image 4 of 15 Image 4 of 15 Apart from the range-topping T5, the performance potential of the XC40 is best described as adequate. Slowest of the bunch is the 148bhp D3 AWD, which comes as standard with an auto gearbox and will need 10.4sec to go from standstill to 60mph. Sticking with front-wheel drive chops two-tenths off this time, while the six-speed manual will just dip under 10.0sec. Swiftest of the diesels is the D4, which is four-wheel drive and eight-speed auto only. The dash from 0-62mph takes a claimed 7.9sec, while the top speed is a heady 130mph. That said, all feel reasonably brisk on the road thanks to thumping mid-range torque (236lb ft for the D3 and 295lb ft for the D4) delivered at just 1750rpm. Of the petrols, the manual-only T3 is the tardiest performer, not surprising when you consider the 1.5-litre triple has just 156bhp to haul around the best part of 1500kg. That said, a 0-62mph in 9.4sec is lively enough, although some way short of the 8.5sec time set by the 187bhp T4, which is AWD and auto only. The same is true of the range-topping 244bhp T5 that manages to slice the 0-62mph dash to 6.5sec and tops out at 140mph. Image 6 of 15 Image 6 of 15 Volvo has ditched a complicated line-up of bespoke engines in favour of a BMW-style modular approach, spinning three and four-cylinder petrols and diesels off the same basic block. The entry-level three-cylinder is a pleasant enough unit, spinning sweetly and relishing hard work. It’s mated to a six-speed manual that’s precise enough, if a little notchy in operation. All the diesels are essentially the same 2-litre capacity with varying power and torque outputs. They’re reasonably refined, thanks in part to decent sound insulation, and pull strongly in the mid-ranges, making them a strong companion for the eight-speed auto, which shifts up early to make maximum use of the engine’s twist. So effective are these units at low to medium revs that there’s no real point in working them hard, not least because the four-cylinder becomes strained. Image 5 of 15 Image 5 of 15 In many respects, the torquey four-cylinder petrols behave much like the diesels, preferring to do their work in the mid-ranges rather than chasing the red line. The T4 is a respectable performer, while the T5 can set a pace that’s close to that of a warm hatch, even if its drones a bit and doesn’t really relish hard work. Perhaps the biggest disappointment is that with a T5 badge on the boot you expect the warbling, syncopated war cry made famous by that angular hotshoe the 850, but instead are treated to an anodyne, generic four-pot backbeat. Of the gearbox choices the smooth eight-speed auto is probably best suited to the XC40, shifting slickly in auto mode and responding promptly if a little jerkily when using the manual mode. While the engines just about pass muster, the rest of the XC40’s dynamic repertoire is rather more impressive. Volvo aimed to give its compact crossover a more engaging nature than most, albeit not at the expense of comfort and refinement. Overall, it’s job done, the XC40 keeping you entertained enough for what is essentially a family hack. The steering is quick and it’s connected to a front axle that bites harder than you expect, while the rear end is keen to get in on the action, delivering the lovely sensation of the car pivoting around your hips. It’s surprisingly agile for such a high-riding machine and you can cover ground at a surprising lick – some hot hatches will be humbled. Of course there’s some roll and big undulations result in a little float as the suspension struggles to contain the masses, but the optional £795 adaptive dampers do a decent job of keeping the body in check most of the time, and we’d recommend making this option one you should tick without hesitation. The rest of the time the XC40 is a relaxed and relaxing way to get about, the supple ride and strong refinement taking the sting out of daily duties. Factor in those hugely supportive seats and there are few cars more comfortable for the long-haul trips. Image 7 of 15 Image 7 of 15 If you’re looking purely at the numbers then the diesel versions look to be the most cost-effective to run. Regardless of power output or transmission they all claim to return in excess of 50mpg on the combined cycle, while low CO2 emissions make them a relatively attractive choice as a company car. And yet the emissions aren’t that much lower than the petrols, which even in T5 guise return nearly 40mpg (the manual T3 on the smallest 18-inch alloys promises to crack 45mpg). As a result, there’s not much incentive to go diesel, unless of course you crack the 20-odd thousand mile annual threshold where the extra cost of buying a diesel and its pricier fuel are offset by its greater efficiency. You certainly won’t make any savings on road fund licence, with all cars costing the same to tax regardless of engine. On the plus side, the XC40’s early popularity with buyers mean’ that residuals are strong and should remain so for the next few years. Servicing costs are also reasonable, with Volvo offering various pre-paid options and long-life intervals. Image 10 of 15 Image 10 of 15 This is the area where Volvo has come on leaps and bounds in the last few years – and the XC40 is the latest example of its design confidence. Taking a typically Swedish minimalist approach, the cabin of the Volvo is refreshingly clean and modern in its design, with plenty of light wood and leather finishes helping to give a bright and airy feel. This is backed up by the actual space available, with decent legroom for those in the back and a useful 460-litre boot, which places it somewhere between mainstream family hatches such as the Golf and more spacious models like the Skoda Superb. The dashboard is logically laid out and is dominated by the 9-inch tablet-style infotainment screen housed in the centre console. Featuring intuitive swipe and pinch functionality it controls all of the car’s major systems, from hi-fi and satnav to the numerous electronic safety aids. Speaking of which… As you’d expect from Volvo, the XC40 is crammed full of the latest cutting-edge kit, such as adaptive cruise control, autonomous emergency braking, lane departure warning and lane keep assist. There’s also the run-off-road systems that sense you’re about to leave the road and prime the car by pulling the seatbelts tight and closing any windows and the sunroof. On top of this little lot is the Pilot assist (£1625 or £1500 depending on model), which can brake, accelerate and steer the car at speeds of up to 80mph – although you still have to keep your hands on the wheel at all times. Image 4 of 15 Image 4 of 15 Bluff-fronted SUVs are probably not your thing, but as far as these things go the Volvo is a fairly handsome effort. Short front and rear overhangs give it a purposeful stance, while a kick in the C-pillar adds some extra interest. Integrated silver roof rails and mock skid plates front and rear give off all the right ‘lifestyle’ messages, but in all honesty the furthest an XC40 will ever travel off-road is when the driver nudges it onto the pavement when parked up on the school run. Momentum models get 18-inch alloys as standard, while 19-, 20- and 21-inch rims can be added at extra cost. For the most aggressive look you need to opt for the R-Design model that gets a subtle bodykit and some interior enhancements, such as metal-finished pedals. Visual upgrades are limited to those larger wheels and a choice of contrasting roof colours – although the palette is limited to black or white, with the former looking a little gaudy. In fairness, the handsome and neatly detailed XC40 doesn’t really need these gimmicks, being better suited to darker colours that help disguise its bulk a little. Image 15 of 15 Image 15 of 15 4 Oct 2018

https://www.evo.co.uk/volvo/xc40

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Volvo XC40 review – surprisingly capable compact SUV

For  Surprisingly nimble handling, neat design, comfort Against  Lifeless steering, bland engines The XC40 is actually a decent steer, chassis delivers good blend of agility and comfort, while petrol engines are punchy if characterless Like it or not, the SUV and crossover are a big part of the motoring landscape these days, so it’s no surprise Volvo is cashing in with its compact XC40. Slotting in beneath the vast XC90 seven-seater and BMW X3-rivalling XC60, the XC40 has cars such as the BMW X2, Audi Q3 and Mercedes GLA firmly in its sights. Intended as a more engaging and sporty addition to the line-up, the Volvo promises to be the sort of car that can slip into the everyday grind while adding a bit of spice when the situation demands. It’s an ambitious claim for a machine that effectively follows the template of a high-riding and heavyweight off-roader, but in reality the XC40 comes very close to nailing its brief – few crossovers are as accomplished on the road. There’s a wide range of petrol and diesel engines to choose from, including Volvo’s recently launched three-cylinder units. Pick of the bunch for performance is the T5, which is the most powerful version of the turbocharged 2-litre four-cylinder that also serves in the T4. The diesels are frugal and refined enough, but in a car of this size the appeal of petrol is harder to ignore. > Click here for our review of the Audi RS Q3 Of more interest is the chassis, which does a fine job of treading the line between agility and everyday comfort. The light steering is nothing to write home about and there’s noticeable roll, but it responds quickly and is more poised than you’d expect, plus it rides deftly when all you want to do is cruise. Then factor in the car’s handsome lines and an interior that’s a cut above the Germans for style and pretty much matches them for execution. It’s fairly roomy and practical, as well, helping make the XC40 a decent option for those forced down the SUV route. Image 2 of 15 Image 2 of 15 Volvo XC40: in detail Performance and 0-60mph time > The flagship T5 is the choice for performance, delivering decent urge and a sub-seven-second sprint to 60mph. Engine and gearbox > Volvo’s range of modular engines is fairly straightforward, with a choice of 2-litre petrol and diesels, plus a 1.5-litre petrol-only triple. Two or four-wheel drive is available with either six-speed manual or eight-speed auto. Ride and handling > given its SUV remit, the XC40 steers with surprising alacrity and poise, yet this agility doesn’t come at the expense of comfort. MPG and running costs > All the diesels will crack a claimed 50mpg, but you’ll need to do the miles to offset near-40mpg of the thirstiest petrol. Residuals are rock solid. Interior and tech > Volvo is on a roll here, with the XC40 getting a bright and slickly designed cabin that’s packed with kit. Design > As bluff-fronted off-roaders go, the compact and neatly proportioned XC40 is one of the most visually appealing. Image 3 of 15 Image 3 of 15 Price, specs and rivals Entry point to the XC40 is £27,610, which buys you the entry-level two-wheel-drive T3 Momentum model with a manual gearbox. At the other end of the scale is the £37,620 (deep breath) T5 AWD Automatic Inscription Pro. However, be aware that indiscriminate plundering of the options list can see the price of these flagship models swell to an eye-watering £50,000 in a matter of a few ticks. Yikes! Still, given the list of standard kit there shouldn’t be too much need to add extras as even basic Momentum models get all the kit you’re likely to need, including climate control, satnav, a nine-inch portrait-style infotainment screen, LED headlamps and more driver aids than you can shake a EuroNCAP five-star-rated stick at. R-Design models add some sporty styling cues, a ‘sports’ chassis, part-leather trim and configurable ambient lighting for the cabin among other things, while the Inscription brings full-leather trim and a whole host of extra convenience features, such as powered seats. All trim levels can be enhanced with the addition of the £1550 Pro pack that bundles together desirable extras such as heated seats and windscreen, adaptive LED lights, powerfold mirrors and powered seats. > Click here for more into on the all-new Q3 In terms of price, purpose and perceived prestige appeal the challengingly styled BMW X2 is arguably the Volvo’s closest rival. Prices start a little higher at £31,490, but there’s a similar choice of petrol and diesel engines, plus two or four-wheel-drive options. Strangely, a manual gearbox is only available with the entry-level 18d diesel variant, with all other versions getting a six-speed auto. The less said about the fact the two-wheel sDrive versions send their power to the front wheels the better. Another option is the Audi Q3, which is getting on a bit now and not far from replacement with the recently revealed all-new model, although that does mean there are likely deals to be done. Prices start at £27,915 and rise to £38.215. It’s been around for six years now, but the Q3 still feels relatively composed on the road, a firm ride the trade-off for reasonably precise handling. It’s inside that the car suffers, because while the interior is well built from quality materials it feels a generation or two behind recent Audi products in terms of technology and packaging. The engine line-up is limited to a pair of TFSI petrols (a 148bhp 1.4-litre and 177bhp 2-litre), plus a 2-litre TDI with either 148bhp or 181bhp. Sadly, the turbocharged 2.5-litre five-cylinder RSQ3 was dropped from the range a while ago. Image 4 of 15 Image 4 of 15 Apart from the range-topping T5, the performance potential of the XC40 is best described as adequate. Slowest of the bunch is the 148bhp D3 AWD, which comes as standard with an auto gearbox and will need 10.4sec to go from standstill to 60mph. Sticking with front-wheel drive chops two-tenths off this time, while the six-speed manual will just dip under 10.0sec. Swiftest of the diesels is the D4, which is four-wheel drive and eight-speed auto only. The dash from 0-62mph takes a claimed 7.9sec, while the top speed is a heady 130mph. That said, all feel reasonably brisk on the road thanks to thumping mid-range torque (236lb ft for the D3 and 295lb ft for the D4) delivered at just 1750rpm. Of the petrols, the manual-only T3 is the tardiest performer, not surprising when you consider the 1.5-litre triple has just 156bhp to haul around the best part of 1500kg. That said, a 0-62mph in 9.4sec is lively enough, although some way short of the 8.5sec time set by the 187bhp T4, which is AWD and auto only. The same is true of the range-topping 244bhp T5 that manages to slice the 0-62mph dash to 6.5sec and tops out at 140mph. Image 6 of 15 Image 6 of 15 Volvo has ditched a complicated line-up of bespoke engines in favour of a BMW-style modular approach, spinning three and four-cylinder petrols and diesels off the same basic block. The entry-level three-cylinder is a pleasant enough unit, spinning sweetly and relishing hard work. It’s mated to a six-speed manual that’s precise enough, if a little notchy in operation. All the diesels are essentially the same 2-litre capacity with varying power and torque outputs. They’re reasonably refined, thanks in part to decent sound insulation, and pull strongly in the mid-ranges, making them a strong companion for the eight-speed auto, which shifts up early to make maximum use of the engine’s twist. So effective are these units at low to medium revs that there’s no real point in working them hard, not least because the four-cylinder becomes strained. Image 5 of 15 Image 5 of 15 In many respects, the torquey four-cylinder petrols behave much like the diesels, preferring to do their work in the mid-ranges rather than chasing the red line. The T4 is a respectable performer, while the T5 can set a pace that’s close to that of a warm hatch, even if its drones a bit and doesn’t really relish hard work. Perhaps the biggest disappointment is that with a T5 badge on the boot you expect the warbling, syncopated war cry made famous by that angular hotshoe the 850, but instead are treated to an anodyne, generic four-pot backbeat. Of the gearbox choices the smooth eight-speed auto is probably best suited to the XC40, shifting slickly in auto mode and responding promptly if a little jerkily when using the manual mode. While the engines just about pass muster, the rest of the XC40’s dynamic repertoire is rather more impressive. Volvo aimed to give its compact crossover a more engaging nature than most, albeit not at the expense of comfort and refinement. Overall, it’s job done, the XC40 keeping you entertained enough for what is essentially a family hack. The steering is quick and it’s connected to a front axle that bites harder than you expect, while the rear end is keen to get in on the action, delivering the lovely sensation of the car pivoting around your hips. It’s surprisingly agile for such a high-riding machine and you can cover ground at a surprising lick – some hot hatches will be humbled. Of course there’s some roll and big undulations result in a little float as the suspension struggles to contain the masses, but the optional £795 adaptive dampers do a decent job of keeping the body in check most of the time, and we’d recommend making this option one you should tick without hesitation. The rest of the time the XC40 is a relaxed and relaxing way to get about, the supple ride and strong refinement taking the sting out of daily duties. Factor in those hugely supportive seats and there are few cars more comfortable for the long-haul trips. Image 7 of 15 Image 7 of 15 If you’re looking purely at the numbers then the diesel versions look to be the most cost-effective to run. Regardless of power output or transmission they all claim to return in excess of 50mpg on the combined cycle, while low CO2 emissions make them a relatively attractive choice as a company car. And yet the emissions aren’t that much lower than the petrols, which even in T5 guise return nearly 40mpg (the manual T3 on the smallest 18-inch alloys promises to crack 45mpg). As a result, there’s not much incentive to go diesel, unless of course you crack the 20-odd thousand mile annual threshold where the extra cost of buying a diesel and its pricier fuel are offset by its greater efficiency. You certainly won’t make any savings on road fund licence, with all cars costing the same to tax regardless of engine. On the plus side, the XC40’s early popularity with buyers mean’ that residuals are strong and should remain so for the next few years. Servicing costs are also reasonable, with Volvo offering various pre-paid options and long-life intervals. Image 10 of 15 Image 10 of 15 This is the area where Volvo has come on leaps and bounds in the last few years – and the XC40 is the latest example of its design confidence. Taking a typically Swedish minimalist approach, the cabin of the Volvo is refreshingly clean and modern in its design, with plenty of light wood and leather finishes helping to give a bright and airy feel. This is backed up by the actual space available, with decent legroom for those in the back and a useful 460-litre boot, which places it somewhere between mainstream family hatches such as the Golf and more spacious models like the Skoda Superb. The dashboard is logically laid out and is dominated by the 9-inch tablet-style infotainment screen housed in the centre console. Featuring intuitive swipe and pinch functionality it controls all of the car’s major systems, from hi-fi and satnav to the numerous electronic safety aids. Speaking of which… As you’d expect from Volvo, the XC40 is crammed full of the latest cutting-edge kit, such as adaptive cruise control, autonomous emergency braking, lane departure warning and lane keep assist. There’s also the run-off-road systems that sense you’re about to leave the road and prime the car by pulling the seatbelts tight and closing any windows and the sunroof. On top of this little lot is the Pilot assist (£1625 or £1500 depending on model), which can brake, accelerate and steer the car at speeds of up to 80mph – although you still have to keep your hands on the wheel at all times. Image 4 of 15 Image 4 of 15 Bluff-fronted SUVs are probably not your thing, but as far as these things go the Volvo is a fairly handsome effort. Short front and rear overhangs give it a purposeful stance, while a kick in the C-pillar adds some extra interest. Integrated silver roof rails and mock skid plates front and rear give off all the right ‘lifestyle’ messages, but in all honesty the furthest an XC40 will ever travel off-road is when the driver nudges it onto the pavement when parked up on the school run. Momentum models get 18-inch alloys as standard, while 19-, 20- and 21-inch rims can be added at extra cost. For the most aggressive look you need to opt for the R-Design model that gets a subtle bodykit and some interior enhancements, such as metal-finished pedals. Visual upgrades are limited to those larger wheels and a choice of contrasting roof colours – although the palette is limited to black or white, with the former looking a little gaudy. In fairness, the handsome and neatly detailed XC40 doesn’t really need these gimmicks, being better suited to darker colours that help disguise its bulk a little. Image 15 of 15 Image 15 of 15 4 Oct 2018

https://www.evo.co.uk/volvo/xc40

[memynissanandi]

2018 Nissan Navara Review

Ever since Japanese pickup trucks have had names – past the time when just “truck,” “pickup,” or in Nissan’s case, “hardbody” would do – Nissan has had a Frontier. The midsize workhorse has soldiered on globally as a reliable, sturdy option for those not interested in the likes of the Tacoma, Colorado, and previously (and now more recently), Ranger.

A mid-cycle facelift notwithstanding, the current Frontier has been available as-is for the last 13 years, and believe it or not, sales have increased recently thanks to America’s insatiable need to buy anything remotely truck-like, and the Frontier’s diminutive base price of just $18,990. That’ll get you proven engineering that’s been good enough for many for over a decade, but also styling, materials, and safety equipment that hail from the mid-2000s. Yikes.

Strangely, Nissan has chosen not to bring the current global-market Navara – which sports Nissan’s current styling and features as well as the Frontier’s same basic frame, and has been the global name for the frontier for decades – over to the States just yet, holding out for an “all-new” truck that they will likely build on our shores. Whether that truck will actually be all-new or just new to the U.S., like the Ford Ranger, is yet to be seen, but it does beg the question: Why hasn’t Nissan brought over the Navara?

After a week and several hundred kilometers around Sweden in a 2018 Navara, where I resided for the past year, I was left asking myself the same thing.

  After a few tweaks, Nissan nails the midsize truck formula

While we Americans know them as everything from grocery getters to luxury vehicles, pickups are still marketed and sold abroad as commercial vehicles – granted, ones that you can get with a decent amount of options. The Navara I tested was darn near fully loaded, sporting a double cab, chrome trim, leather upholstery, Bluetooth infotainment with navigation, and 18-inch wheels. It also packed some of Nissan’s active safety technology, such as adaptive cruise control, active blind-spot monitoring, a 360-degree surround-view camera, and more.

This options list alone makes the Navara a great candidate for a family pickup truck, though the rear seats are somewhat upright and tight, and the front seats are hard and flat, making longer drives a bit more difficult than in lavish full-size pickups like the F-150.

Introduced in 2014, the Navara has been tweaked once or twice by Nissan to get the formula just right, swapping out a traditional rear leaf spring suspension setup for a coil spring configuration. As a result, the 2018 Navara is a solid-handling pickup, with more athletic chops than the Toyota Tacoma, and at least on-par with the Chevrolet Colorado and GMC Canyon fraternal twins.

This design, despite being coupled with the frame from the old model (or current U.S. model), makes for a payload capacity of about 2,270 pounds and a respectable towing capacity of 7,716 lbs., which actually bests even the diesel version of the Colorado and Canyon, as well as the gas-only Tacoma.

Of course, much of this is thanks to a torquey, turbocharged diesel engine, available only in 2.3-liter configuration in Sweden and either 160- or 190-hp flavors, and about 300 or 332 lb.-ft. of torque, respectively, and a heavy-duty 7-speed automatic transmission with 4-wheel drive.

Truck buyers are willing and ready for the new Frontier, so what gives?

Let’s get this straight: the Navara is an updated version of the current Frontier’s platform, complete with more modern (and handsome, in my opinion) styling, features, technology, and best-in-class load and towing capacities, thanks to a tough and efficient turbodiesel engine. So why hasn’t Nissan brought it over yet as the new Frontier?

Frankly, my dear reader, I don’t have a damn idea. Nissan says the “new” Frontier is at least a few years off, and that timeline leads me to believe it will be an all-new truck built specifically for America. But when you’ve got a perfectly good formula going in the rest of the world, why not save some money and bring it over? Americans have proven for years now that they’ll buy pickups at the drop of a hat, despite the ever-impending promise of gas prices shooting back up, as evidenced by the fact that a 13-year-old midsize truck has had some of its best sales ever in recent years.

The Nissan Navara toes the line well between modern features and rugged engineering, and while it loses style points for things like excessively hard plastics and outdated infotainment, the truth is that this truck is as solid as they come. In fact, the Renault-Nissan Alliance has seen fit to turn the platform into the basis for Renault’s first true pickup truck, the Alaskan, and even Mercedes-Benz has claimed the platform as the basis for its X-Class.

Midsize truck buyers could do a lot worse than the Navara, and Nissan could arguably sell even more Frontiers if they brought it overseas tomorrow. Whatever their reasoning, the next Frontier better be good, because buyers have had to wait long enough.

Article source: https://www.nydailynews.com/autos/latest-reviews/euro-drive-2018-nissan-navara-review-article-1.4040900

[bikebutch]

any electric motorcycle or bicycle(not peddle assist)? Maybe that'd be a good starter bike?

Electric motorcycles in 2020 arent a good first choice. They’re super torquey and way more expensive than a comparable internal combustion motorcycle. If you want an E-Bike, get an E-Bike, but don’t expect it to be the same or anywhere near a motorcycle in feel.

[perksofwifi]

2020 Subaru Ascent vs. 2020 Honda Pilot: Comparing Two Family SUV Favorites

If you’re in the market for a large, three-row SUV for your family, you’re spoiled for choice. Ignoring luxury options from the likes of Tesla or Volvo, mainstream automakers alone offer up more than a dozen different options to choose from, ranging from the Buick Enclave to the Volkswagen Atlas. To alleviate your analysis paralysis, we gathered up two of our favorite three-row SUVs, the 2020 Honda Pilot Black Edition AWD and the 2020 Subaru Ascent Touring, to help you decide which is the better buy for you and your family’s needs.

Subaru Ascent vs. Honda Pilot: How Do They Compare on Paper?

Both the Honda Pilot and Subaru Ascent fill similar needs, offering three rows, seven seats, and all-wheel drive, even if the approach to design and engineering are wildly different. The Honda, the older of the two vehicles (it debuted back in 2016), is the more traditional option. Built on a bespoke SUV chassis in Alabama (the Pilot also shares its architecture with the two-row version of the Pilot, the Passport, and the pickup version, the Ridgeline), the Pilot is powered by a standard 3.5-liter V-6, which produces 280 hp and 262 lb-ft of torque.

Front-wheel drive and a six-speed automatic are standard, but our fully loaded $50,740 Pilot Black Edition gets torque-vectoring all-wheel drive and a nine-speed automatic transmission.

Whereas the Pilot is built from the ground up on its own platform, the Indiana-built Ascent instead rides on Subaru’s modular Global Platform, which underpins everything from the Subaru Crosstrek to the Ascent. New for 2019, the Ascent gets a standard 2.4-liter turbocharged flat-four, which produces 260 hp and 277 lb-ft of torque and is paired with a CVT and all-wheel drive. Both the CVT and all-wheel drive are standard across the line on the Subaru, from the base model all the way up to our fully loaded $47,017 Ascent Touring tester.

The Ascent is the more efficient of the two crossovers; it’s EPA-rated at 20/26/22 mpg city/highway/combined. The Pilot is rated at 19/26/22 mpg.

Which Is More Fun to Drive?

Although many three-row SUVs drive about as well as a pool noodle, both the Pilot and Ascent are segment standouts in that regard. The Pilot, despite nearing the end of its current model-cycle, is among the quickest vehicles in the segment. It accelerates from 0 to 60 mph in 6.2 seconds, from 45 to 65 mph in 3.3 seconds, and through the quarter-mile in 14.7 seconds at 93.9 mph.

Despite being a bit long in the tooth, the Pilot can still be quite enjoyable to drive. “Road isolation and ride quality are quite good. I also like the fluid steering very much,” said road test editor Chris Walton. The Pilot’s standard V-6 has a broad powerband, and if you stay deep in the throttle long enough, you’re rewarded by a boost of power near redline as Honda’s VTEC system kicks in (yo).  But—and there’s always a but—it isn’t all roses for the Honda. The Pilot’s nine-speed automatic, which is standard on the range-topping Pilot Touring, Elite, and Black Edition models, is still far from the smoothest transmission on the market. It’s prone to slurred upshifts and rough downshifts, subtracting from the otherwise enjoyable experience.

The Subaru Ascent, like the Pilot, is among the rare three-row crossover SUVs to not drive like a box of sadness. The Ascent’s turbocharged four-cylinder deserves much of the credit. This torquey engine has, as my mom would say, “great get up and go.” Although throttle response can, on occasion, be overly aggressive, the Ascent’s engine has great low-end torque and very little turbo lag. It also exhibits good steering manners and body control, making it comfortable for passengers to ride in and confidence-inspiring for the driver. “It was the SUV I didn’t want to stop driving,” said associate online editor Nick Yekikian.

Which Has the Better Interior?

Where the Honda and Subaru really differentiate themselves is inside. You might think there are only so many ways to outfit what’s essentially a box on wheels, but both automakers have wildly different takes on how they outfit their respective cabins. Honda has a reputation for exceptional packaging—meaning it’s Ikea-good at making the most out of a given space—and the Pilot is no different. Up front, both occupants share a massive center storage bin and plenty of cupholders and cubbies for all your belongings. The Pilot’s second row is thoughtfully done, too, with six cupholders for the second row alone, not to mention the two USB outlets and its own center console. This one, though, is mounted between the captain’s chairs, making access to the third row via the aisle more difficult than it needs to be (the seats otherwise easily tip and slide forward with the press of a button).

Although the Pilot’s packaging is top notch, its weak point (relative to the Ascent) is mostly in its design. The Pilot’s cabin is unimaginative and somewhat crude, with black on black accents, rubberized plastics, and piano black trim. The Pilot’s infotainment system, which was updated for 2019, is functional but could still use some refinement. The addition of a volume knob is a welcome change, but radio tuning still requires using the touchscreen. It also takes one too many touches to switch audio sources, and the graphics look dated compared to other systems on the market. Additionally, some staffers found the Pilot’s seats to be a bit hard and uncomfortable.

Whereas stepping into the Pilot can be a bit like falling into a black hole, getting into the Ascent feels like slipping into a wood paneled library. Its cabin has a pleasing, earthy appeal to it, with three different colors of leather and wood trim. “Subaru did a nice job mixing in different tones of beige, brown, and black to give the interior a more premium look,” said MotorTrend en Español managing editor Miguel Cortina.

More than just a design study, the Ascent’s cabin is also supremely functional. Up front, the Ascent has clear, easy-to-read displays, and a good amount of storage cubbies built into the dash. Meanwhile, in the second row you’ll find four cupholders and heated seats. Third-row occupants will enjoy easy access to their seats via aisle-mounted handles and a wide door opening, plus USB outlets, and HVAC vents of their own.

Final Thoughts: Should You Get an Ascent or Pilot?

The choice between the Honda Pilot and Subaru Ascent wasn’t an easy one. Both are roomy, comfortable, and surprisingly great to drive. With the Ascent and Pilot scoring so evenly in subjective metrics, it’s the objective stuff that help serve as our tiebreaker. Ultimately, the Ascent is more affordable, more modern, and ever-so-slightly more enjoyable to drive. The Pilot put up a helluva fight, but the Subaru Ascent is the better three-row family SUV.

Want More Knowledge for Your 3-Row SUV Search? Check These Stories Out:

2020 Kia Telluride vs. 2020 Toyota Highlander: 3-Row SUV Comparison Honda Pilot vs. Ford Explorer: All-New 3-Row SUV Takes on a Segment Stalwart 20 of the Best 3-Row SUVs for 2020 2019 Subaru Ascent: 7 Cool Things About Our Three-Row Crossover March Mayhem Quarterfinal: 2019 Chevrolet Traverse vs. 2019 Subaru Ascent

2020 Honda Pilot Black Edition AWD 2020 Subaru Ascent Touring DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, AWD ENGINE TYPE 60-deg V-6, alum block/heads Turbocharged flat-4, alum block/heads VALVETRAIN SOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 211.8 cu in/3,471 cc 145.7 cu in/2,387 cc COMPRESSION RATIO 11.5:1 10.6:1 POWER (SAE NET) 280 hp @ 6,000 rpm 260 hp @ 5,600 rpm TORQUE (SAE NET) 262 lb-ft @ 4,700 rpm 277 lb-ft @ 2,000 rpm REDLINE 6,750 rpm 6,000 rpm WEIGHT TO POWER 15.3 lb/hp 17.7 lb/hp TRANSMISSION 9-speed automatic Cont variable auto AXLE/FINAL-DRIVE RATIO 4.33:1/2.08:1 4.44:1/2.08:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; control arms, coil springs, anti-roll bar STEERING RATIO 16.0:1 13.5:1 TURNS LOCK-TO-LOCK 3.1 2.6 BRAKES, F; R 12.6-in vented disc; 13.0-in disc, ABS 13.1-in vented disc; 13.0-in vented disc, ABS WHEELS 9.5 x 20-in cast aluminum 7.5 x 20-in cast aluminum TIRES 245/50R20 102H (M+S) Continental CrossContact LX25 245/50R20 102H (M+S) Falken Ziex ZE001 A/S DIMENSIONS WHEELBASE 111.0 in 113.8 in TRACK, F/R 66.3/66.3 in 64.4/64.2 in LENGTH x WIDTH x HEIGHT 196.5 x 78.6 x 70.6 in 196.8 x 76.0 x 71.6 in GROUND CLEARANCE 7.3 in 8.7 in APPRCH/DEPART ANGLE 19.7/20.8 deg 17.6/21.8 deg TURNING CIRCLE 39.4 ft 38.0 ft CURB WEIGHT 4,285 lb 4,594 lb WEIGHT DIST, F/R 56/44% 54/46% TOWING CAPACITY 5,000 lb 5,000 lb SEATING CAPACITY 7 7 HEADROOM, F/M/R 39.5/40.9/38.9 in 40.1/38.7/36.3 in LEGROOM, F/M/R 40.9/38.4/31.9 in 42.2/38.6/31.7 in SHOULDER ROOM, F/M/R 62.0/62.0/57.6 in 61.1/60.3/57.2 in CARGO VOLUME BEH F/M/R 82.1/46.0/16.0 cu ft 86.0/47.0/17.6 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.1 sec 2.9 sec 0-40 3.2 4.0 0-50 4.6 5.5 0-60 6.2 7.3 0-70 8.1 9.6 0-80 10.6 12.4 0-90 13.4 16.1 0-100 17.3 20.4 PASSING, 45-65 MPH 3.3 3.7 QUARTER MILE 14.7 sec @ 93.9 mph 15.8 sec @ 89.2 mph BRAKING, 60-0 MPH 116 ft 118 ft LATERAL ACCELERATION 0.79 g (avg) 0.80 g (avg) MT FIGURE EIGHT 27.6 sec @ 0.62 g (avg) 27.4 sec @ 0.63 g (avg) TOP-GEAR REVS @ 60 MPH 1,500 rpm 1,500 rpm CONSUMER INFO BASE PRICE $50,740 $46,055 PRICE AS TESTED $50,740 $47,017 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes AIRBAGS 6: Dual front, front side, f/m/r curtain 7: Dual front, front side, driver knee, f/m/r curtain BASIC WARRANTY 3 yrs/35,000 miles 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles 5 yrs/60,000 miles ROADSIDE ASSISTANCE 3 yrs/35,000 miles 3 yrs/36,000 miles FUEL CAPACITY 19.5 gal 19.3 gal 5 x 25-MI LOOP, VEH. REPORTED* 21.2 mpg 17.7 mpg REAL MPG, CITY/HWY/COMB 19.1/28.2/22.3 mpg Not tested EPA CITY/HWY/COMB ECON 19/26/22 mpg 20/26/22 mpg ENERGY CONS, CITY/HWY 177/130 kW-hrs/100 miles 169/130 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.90 lb/mile 0.87 lb/mile RECOMMENDED FUEL Unleaded regular Unleaded regular *Onboard trip computer averages

The post 2020 Subaru Ascent vs. 2020 Honda Pilot: Comparing Two Family SUV Favorites appeared first on MotorTrend.

https://www.motortrend.com/cars/subaru/ascent/2020/2020-subaru-ascent-vs-2020-honda-pilot-3-row-suv-comparison/ visto antes em https://www.motortrend.com

[thecardaddy]

1976 Cadillac Eldorado convertible - $25,995.00

1976 Cadillac El Dorado Convertible A pristine example of the “The Last American Full-size Convertible” There is one year that is considered the “best” and the most collectible. For 7th generation Cadillac Eldorados, it is unquestionably the 1976. This Eldorado was given rectangular headlamps, full rear wheel openings without fender skirts and overall crisper lines, which resulted in a much sleeker appearance, reminiscent of the 1967–70 models, which are milestones in Cadillac styling, although they lacked a convertible model. 1976 was announced as the final year for the Eldorado convertible and the car was heavily promoted as 'the last American convertible'. Having received a major facelift the previous year, 1976 Eldorado received only minor styling changes, including a new grille and revised taillamp lenses. Not surprisingly, many purchased as investments. By popular demand, Cadillac reintroduced the Eldorado convertible for the 1984 model year, but it was a completely different car, with nowhere near the stature and majesty of the ’76. As a result, the 1976 has remained a true testament to “the end of an era”. Termed “land yacht” might have been coined for this last American convertible. Overall length is 224.1 inches (18.675 ft). Curb weight tipped the scales at a full two and a half tons (5400 lbs!). Cadillac Eldorado used front-wheel drive, so GM could install longitudinally mounted V8 engines. A highly modified Turbo Hydra-Matic automatic transmission sent power to the front wheels. It also effectively eliminated torque steer, an impressive feat given the Eldo’s torquey V8 engine. Please Note The Following **Vehicle Location is at our clients home and Not In Cadillac, Michigan. **We do have a showroom with about 25 cars that is by appointment only **Please Call First and talk to one of our reps at 231-468-2809 EXT 1 ** FREE Consignment Visit Our Site Today Easy To List Your Vehicle and Get it Sold in Record Time. from Cardaddy.com https://www.cardaddy.com/vehicles/vehicle/1976-cadillac-eldorado-convertible-cadillac-michigan-17283994

[smoothshift]

The future of Muscle and the rise of the EV via /r/cars

The future of Muscle and the rise of the EV

I'm going to preface by saying that I'm not necessarily a car guy, more of a driving enthusiast. I bought a BRZ a few months ago because I like hairpins, and light weight is one of the few things gas powered cars have left. However because of this perspective, I'm having a hard time understanding what role traditional American muscle will play in the near future.

As far as I understand it, the appeal of a muscle car is torquey motors and the sound. Electric vehicles, as they are in their current infancy, are already more exciting in the torque department due to their low end torque and instant throttle response. Sound is a loss for sure imo, but there's also a strange appeal to being pushed into your seat in a cloud of silence. Kind of a surreal experience ya know? So the only place where a muscle car can definitively stand out is on the drag strip, where you'll be dusted by gutted, focused, dragsters. Even in the drag space, EVs are improving rapidly.

I guess the question is, as car people, how much longer does the muscle car have left? Are there any appeal points that I've missed?