Not to be confused with the half-million-dollar Ford GT, the much more affordable Ford Mustang GT is an exciting trim level of the world’s top-selling muscle sports coupe for the last five years running, the Ford Mustang. The vehicle that originated the “Pony Car” in 1964, Mustang became the most successful Ford launch since the Model-A, and in the ensuing 56 years, Mustang has sold nearly 10 million vehicles to lay claim to being the greatest-selling Pony Car of all-time.

Mustang underwent its last complete redesign in 2015, and while it freshened for 2018 with a sleek refined design, advanced tech and improved performance enhancements, Mustang comes back for 2020 with few changes, but performance is key. Rekindling Mustang’s golden age of performance, Ford has added nine separate performance variants to its lineup. Two of the best additions are the entry-level Mustang EcoBoost that gets an all-new performance package that adds 20 horses to the setup and aero suspension and brake components; and the upper echelon Shelby GT500 gains a Carbon Fiber Track Package.

Also for 2020, the exterior color palette changes, as Rapid Red, Iconic Silver, Grabber Lime, and Twister Orange are new, and Ingot Silver, Ruby Red Metallic, Orange Fury Metallic, and Need for Green are all retired. Inside, passenger seats are now only four-way power as opposed to six-way power, FordPass Connect is now standard on all models, and outside, there are two new wheel designs, 

Mustang gallops to you in fastback and convertible designs, with an aggressive grille and Pony insert, rounded, sleek lines and muscle-car athleticism. The 2020 Mustang Fastback GT model I tested measured 188.5 inches long and 75.4 inches wide. Height is 54.3 inches for the Fastback and 54.9 for the Convertible, on a 107.1-inch wheelbase. With the 5.0-liter engine, the Fastback GT with a manual transmission weighs 4398 lbs. – as much as 600 lbs. heavier than a standard Mustang trim. 

Performance and power have been signature Mustang attributes for most of its 56 years, and the 2020 engines continue the legacy. EcoBoost models have a turbocharged 2.3-liter 4-cylinder engine stampeding 310 horsepower and 350 lb-ft of torque, and the high-performance option adds 20 hp to that. The 5.0-liter V-8 that powered my Mustang GT growled out 460 hp and 420 lb-ft, and the Shelby GT350 is powered by a 5.2-liter V-8 that thunders out 526 hp and 429 lb-ft. Above that, the Shelby GT500 rocket blasts out 760 horses and 625 lb-ft. – that’s 100 hp and 75 lb-ft more than the Ford GT super coupe produces. All Mustangs are rear-wheel drive and come with a 6-speed manual transmission. A 10-speed automatic transmission with paddle shifters is optional on all except the Shelby.

My test Mustang GT was a willing tire-smoker when called upon. My track tests included a  zero-to-60mph dash in 4.3 seconds (hand-timed), to start a 12.5-second (hand-timed) quarter-mile. On the highway, my Mustang GT accelerated past traffic with ease, aerodynamically hugged the pavement, cornered with autocross precision, shifted smoothly and smoothed out most road imperfections while maintaining a solid driver’s feel for the road. The Mustang GT is EPA rated at 15mpg/city, 25mpg/highway with the manual transmission, and I averaged 17.7mpg in mixed-use, heavy-footed tests.

Inside, the cabin is upscale, comfortable and tech-savvy. Headroom is tight for taller drivers and passengers and cozy for average-size inhabitants, with 37.6 inches (Fastback) in row one and 34.8 in row two. Legroom is spacious up front at 45.1 inches and a knees-in-the-chest 29.0 inches in row two. Shoulder room measures 56.3 in front and 52.2 in the rear.

The 2020 Ford Mustang is available in Fastback and Convertible configurations and a total of 11 trim choices. The Fastback comes in five trims: EcoBoost® Fastback ($26,670); EcoBoost® Premium Fastback ($31,685); GT Fastback ($35,880); GT Premium Fastback ($39,880) – this is the trim I tested and it upped the ante with Leather-Trimmed Heated and Cooled Front Seats, SYNC®3, Heated Mirrors with Integrated Turn Signal Indicators, Selectable Drive Modes with Toggle Switches and a 9-Speaker Stereo added to the base Mustang GT; and The Bullitt™ trim starts at $47,705. The Mustang Convertible has three trims: EcoBoost® Convertible ($32,170); EcoBoost® Premium Convertible ($37,185) and GT Premium Convertible ($45,380). And The Shelby GT also has three trims: the Shelby GT350 starts at $60,440; the Shelby GT500 ($72,900) and the Shelby GT350R ( 73,435).

My test GT Premium Fastback with the 5.0-liter engine, manual transmission and dual-exhaust tips upcharged $495 for Twister Orange exterior paint. Cool racing stripes would have added $475, but my test car was not striped. I am a stick-shift guy (manual 6-speed transmission with Rev Matching for the Mustang GT), and saved $1595 by not opting for the 10-Speed SelectShift® Automatic Transmission. 

The 401A Equipment Group Package added $2200 for a 12-inch LCD Digital Instrument Cluster with MyColor®, Heated Steering Wheel, Premier Trim with Color Accent Group, Accent Stitched Center Console Lid, Wrapped Knee Bolsters with Accent Stitch, Color-accented Leather-trimmed Seats, Linked Graphite Aluminum Instrument Panel, Voice-Activated Touchscreen Navigation System, and more. The Ford Safe and Smart Package added $1000 for Adaptive Cruise Control, Auto High Beam, Lane Keeping System, Pre-Collision Assist with Pedestrian Detection, Automatic Emergency Braking, Forward Collision Warning with Brake Support and Rain-Sensing Windshield Wipers. Destination charges of $1195 put the sticker-as-tested at $44,770. 

To check out the new Mustang GT and a showcase of more than 3200 Ford, Lincoln, Mercury and Euro Ford vehicles spanning more than a century, visit the largest all-Ford event in the world, this year’s Carlisle Ford Nationals at the Carlisle, PA Fairgrounds, July 31-August 2. From trucks to muscle cars, you can see them all including a 15-year-anniversary display of the Ford GT, a 50-year celebration of Capri, and displays on Merkur, Thunderbird, Starliner, Euro Fords, Grabbers, Mustangs and more. You can also see Ford’s newest offerings in the new vehicle walk-round.

> Visit www.CarlisleEvents.com for more on the automotive hobby.

Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>

I test drive everything I can get my driving gloves on for this column, from muscle cars to “Soccer-Mom” vans, and from luxury sedans to econoboxes, but seldom do I get to drive a half-million-dollar Super Car. Generally, I make my review cars daily drivers, and use them for everyday life in addition to my cruises and track tests, and usually they are my ride for a week. Well, that changed for this review, as I got my hands on a 2020 Ford GT Super Car – a three-quarter-million-dollar vehicle – but the test was only for a few hours, so I didn’t pick up groceries or building supplies, and I didn’t take a four-hour cruise in it. Nevertheless, the 120 minutes I had in this week’s test car were certainly worth it.

The quick background on the Ford GT is that it shouldn’t be confused with the Mustang GT, and that the Ford GT is a mid-engine two-seater super sports coupe that was launched in model-year 2005 as an homage to the legendary GT40 that won at Le Mans from 1966-1969. It couldn’t be called the GT40, as the “40” referenced 40-inches in height and the new version was taller; also, a British company, Safir Engineering, built continuation GT40 cars, owned the name and wanted $40 million for use of the name, so Ford went with GT. As for the height, I drove a GT40 and even at my 5-foot-9, the 40-inch-tall exterior is tough to squeeze into in the inside, admittedly, while wearing a helmet. Racers including A.J. Foyt had to remove the cushioned seats and pretty much sat on the floorboards to wedge into the GT40 during races, so the 2005 Ford GT was 44.3 inches high for better interior fit. After a two-year run, the Ford GT was on hiatus until Model-Year 2017 when its renaissance began as a two-door coupe, with more power, revised gullwing doors, more interior space, low downforce and aerodynamic efficiency, and a true look and feel of the historical GT line.

The GT40s put out 350hp, and first Ford GTs in 2005, delivered power output of 550 hp 500 lb-ft of torque. This year’s super car gains 13hp over last year and thunders out 660 hp and 550 lb-ft. With production set to conclude in 2022, Ford added a few new items for 2020, including, better cooling with gallery-cooled pistons and higher-energy ignition coils, airflow gains through new buttress air ducts designed to increase air flow by 50 percent while larger intercoolers keep charge air temperatures cooler, preserving peak power. Increased suspension damping enhances handling and body control, and Ford Performance added premium Akrapovič titanium exhaust as standard equipment.

Newly available Ford GT Liquid Carbon places an emphasis on GT’s lightweight sculpted carbon fiber body completely free of paint color. A special clearcoat punctuates each GT’s unique carbon fiber weave in this limited-edition appearance, $250,000 option. Ford has also updated the Gulf Racing Heritage Livery, which now uses a black pinstripe to divide the unique orange and blue color scheme, to invoke the look of the 1968-69 Le Mans-winning Ford GT40. For 2020 models, the number was changed from 2019’s 6 to 9 to reflect the second of the back-to-back winning GTs.

The teardrop shape of the Ford GT is the result of extensive work in the wind tunnel. At 187.5 inches long, 43.7 inches high and 78.9 inches wide on a 106.7-inch wheelbase, GT’s road hugging aerodynamics weigh in with a curbweight of 3354 lbs. Ground clearance has two settings: 4.7 inches at normal and 2.75 inches in low setting. The carbon fiber look is augmented by gullwing doors that taper towards vast vents feeding the mid-mounted engine. At each corner, forged lightweight carbon fiber 20-inch wheels complete the image. In the rear, a large wing can deploy above the twin exhaust outlets, with functional vents, diffuser round taillights and exhaust pipes shout, “look, what I’m driving.”

Inside, you get cozy seating for two with a snug 35.7 inches of headroom, 43.0 inches of legroom and 48.7 inches of shoulder room with 45.1 inches for your hips. The luxury racecar interior has all the upscale niceties, plus leather, environment controls, Driver Configurable 10.1-inch Color LCD Instrument Cluster, 6.5-inch Center LCD Touch-Screen with Swiping and Pinch-to-Zoom Capabilities, SYNC® 3 – Enhanced Voice Recognition Communications and Entertainment System, Voice-Activated Touch-Screen Navigation System, Intelligent Access with Push-Button Start, Rear View Camera and more.

Rear-wheel drive power and performance start with GT’s 3.5-liter EcoBoost® twin-turbo V-6 GTDI engine and 7-Speed, Dual Clutch Automated Manual Transmission with Sequential Shift Controls Paddles. The system is throaty and growls its 660hp and 550lb-ft of torque without hesitation and in racecar fashion. Gearshifts are seamless and handling is slotcar sticky. On the road, passing was completed before I could wave goodbye. On the track, my test GT scorched the asphalt in hand-timed runs of 3.1 seconds for a zero-to-60mph sprint, and blazed the quarter-mile in 10.9 seconds -- the original GT40 was a 4.7-second dash and 13.3-second quarter-miler. The system is EPA rated at 11mpg/city, 18mpg/highway and 14mpg/combined. I averaged 14.4 mpg with tires smoking and highway sprints taking up most of the test time.

My GT test ride had no sticker, but the 2020 Ford GT starts at around $500,000, with the Liquid Carbon option added for an additional $250,000 premium; oh, and there is a gas-guzzler premium.

You can see the 2020 Ford GT and more than 3200 Ford, Lincoln, Mercury and Euro Ford vehicles – some vehicles more than 100 years old, some brand new and thousands in between – by visiting the largest all-Ford show in the world, this year’s Carlisle Ford Nationals at the Carlisle, PA Fairgrounds, July 31-August 2. From trucks to muscle cars, you can see them all. And there will be a special 15-year-anniversary display of the Ford GT, a 50-year celebration of Capri, and displays on Merkur, Thunderbird, Starliner, Euro Fords, Grabbers, Mustangs and more. You can also see Ford’s newest in the new vehicle walk-round and join in or watch the Ford Parade and Street Party in downtown Carlisle with some 400 vehicles on parade Saturday night, June 6.

> Visit www.CarlisleEvents.com for more on the automotive hobby.

Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>

Acura raised the bar in the luxury crossover segment in 2006, when it launched RDX. Redesigned for its third generation in 2019, RDX essentially stands pat for 2020 except for a new Platinum White exterior paint scheme and a few cosmetics. Even without massive changes, RDX has received industry accolades including taking home a “2020 Best Family Luxury Car” honor by Parents magazine; earning “Best-Buy” status from Consumer Guide® and receiving top-safety pick recognition by the Insurance Institute for Highway Safety (IIHS).

Preferring to load the basic vehicle and allow buyers to modify and tailor the vehicle to fit personal needs and desires, the 2020 RDX is packaged as a single model with no trim levels, but as a model that can be equipped with appropriate upwteaking packages.

Interior augmentations include Acura True Touchpad Interface™ with 10.2-inch HD display, Acura sports seats with available full-grain perforated Milano leather and up to 16-way power adjustment (12-way standard), Natural Language Voice Recognition, Frameless interior rearview mirror with integrated HomeLink™, available heated steering wheel and available Surround-View Camera System

Last year, RDX became the first in a new generation of Acura models designed and engineered around Acura's innovative Precision Crafted Performance brand values. A top-seller in the premium compact SUV niche, the current RDX generation model is the first RDX model to be designed and engineered in America, with styling design conducted in the Acura Design Studio in Los Angeles, California. Its development was conducted by Acura’s engineering team headquartered in Raymond, Ohio, adjacent to the RDX's manufacturing home in East Liberty, Ohio where RDX is produced, using domestic and globally sourced parts.

The 2020 RDX commands the road with an aggressive and athletic pose, long and wide stance, wheels pushed to the corners and sharply sculpted design details. RDX exterior highlights include exceptional aerodynamics with specially shaped front-end components, a rigid, lightweight and acoustically sealed chassis, purposely positioned rear spoiler, and a rounded in-motion demeanor. Premium exterior details include all-LED lighting featuring the next generation of Acura's Jewel Eye™ LED headlights and an ultra-wide power tilt and slide panoramic moonroof, standard on all grades. Measuring a robust 186.8 inches long, 65.7 inches high and 74.8 inches wide on a 108.3-inch wheelbase, RDX weighs in with curb weights of 3783 lbs. to 3829 lbs., depending on added packages. Ground clearance is a generous 8.2 inches.

The RDX power system is available with either front-wheel drive or all-wheel drive configurations, and the luxury SUV delivers with an attentive direct-injected and turbocharged 2.0-liter 16-valve DOHC inline-4-cylinder engine with VTEC® valvetrain. Mated to a niche-first 10-speed automatic transmission, the set-up delivers a peak output of 272 horsepower and 280 lb-ft of torque. The system shows virtually no lag, with solid off-the-line acceleration, and passing is power-plus. Uphill dominance is effortless and around-town smoothness is the order of the day. In track tests, RDX performs much better than one would expect, with steady and exciting time trials -- 5.7-second (hand-timed) zero-to-60 dash and a 14.4-second (hand-timed) quarter-mile.

While not an autocross champion, RDX handling was above average for the segment, with aggressive steering compliance, predictable understeer, a smooth and confident surface ride and average body sway and top wobble during autocross maneuvers.

From a fuel-efficiency perspective, RDX did well for the niche and met its EPA rating of 22mpg/city, 28mpg/highway and 24mpg/combined, with a mixed-use test average of 23.8 mpg.

The RDX cabin offers a high level of convenience and technology in a comfortable environment. High-end appointments fill the interior and include authentic brushed aluminum accents, available genuine Olive Ash wood trim, hand-wrapped and stitched leather trim, and soft full-grain Milano leather seating surfaces. Filled with tech, infotainment and comfort, the RDX cabin affords ample room for five, providing 40.0 inches of front headroom and 38.0 inches in row two; front legroom is 42.0 inches and rear legroom is 38.0; while shoulder room is 60.0 inches up front and 57.0 inches in the rear seats.

The 2020 Acura RDX has earned the highest possible safety ratings from the Insurance Institute for Highway Safety (IIHS).The third-generation RDX offers the highest level of standard safety and driver-assistance features in the model's history – and in its class. The AcuraWatch™ suite of driver-assistance technologies is now standard on all RDX grades, along with a Multi-Angle Rearview Camera, while the Technology Package and higher grades add Blind Spot Information, front and rear parking sensors and Rear Cross Traffic Monitor.

The 2020 Acura RDX starts at $37,800 in Front-Wheel Drive. Apex Blue Pearl exterior paint required several package upgrades including changing the standard Ebony interior to Red and the standard 19-in Glitter Silver Wheels to A-Spec 20-in. Shark Gray Wheels. The change also added the $3200 Technology Package with Navigation, Premium Sound, Leather Seats and Driver Assistance; and the $3000 A-Spec® Package with Exterior Design and Interior Detail tweaks, Surround Sound and 20-Inch Wheels. I am a believer of All-Wheel-Drive in most cases, and we upgraded to Super Handling All-Wheel Drive™ for $2000. With a Destination Charge of $1025, my 2020 Acura RDX test vehicle stickered at $47,425.

Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years.

America’s only four-door muscle car, the Dodge Charger, has added a Widebody exterior to its high-performance lineup for 2020, and by tweaking its supercharged 6.2-liter HEMI® Hellcat V-8 engine to produce 717hp, the 2020 Dodge Charger SRT Hellcat takes home the honor of being the most powerful and fastest mass-produced sedan in the world. The top-selling American sedan on the market, and America’s only four-door muscle car, the Dodge Charger continues its strong sales in the seventh year of its seventh generation, with a full redesign, expected for 2021.

With seven trim models and four power options from 300hp to 717hp, the 2020 Dodge Charger lineup, adds a new aggressive and modern Widebody exterior, standard on Charger SRT Hellcat and available on Charger Scat Pack, with new front and rear fascias with integrated fender flares, adding 3.5 inches of width over wider wheels and tires. Also for 2020, the Dodge SRT offers a wide variety of newly designed wheels, wheel finishes, new and updated packages and Equipment Groups, new premium interior materials, three new exterior colors and new badges.

Also in 2020, Dodge offers the Daytona 50th Anniversary Edition on the Dodge Charger SRT Hellcat Widebody, powered by the supercharged 6.2-liter HEMI® Hellcat V-8 engine with an extra boost of power: 717 horsepower and 650 lb.-ft. of torque. Other new items include cosmetic tweaks -- performance hood, fascia, sculpted side sills, spoiler and high-bolstered seats -- on Charger R/T and Charger GT models.

Drawing design cues from its historic 1969 model, Charger is muscular with a pavement-hugging wide body. My Charger R/T test vehicle was 200.8 inches long, 75.0 inches wide and 57.8 inches high on a 120-inch wheelbase, with a curb weight of about 4286 lbs. and ground clearance of 5.2 inches.

Charger has been a muscle beast since inception, and the 2020 version explodes past the original 1965 Charger’s 230 horses with rocketlike set-ups. The standard Pentastar 3.6-liter V-6 engine is efficient and brawny with 292hp and 260 lbs-ft of torque for an EPA rating of 19/city and 30/hwy for AWD. The optional Super TrackPack upgrade increases the power to 300hp and 264 lbs-ft. My R/T trim test ride was powered by the 5.7-liter HEMI V-8 with a throaty 370 hp and 395 lbs-ft. My power mill was rated at 15mpg/city and 24mpg/highway and my pedal-mashing town, highway and track trials averaged 22.6mpg. The Street & Racing Technology (SRT) Scat Pack and Daytona 392 trims benefit from a 6.4-liter HEMI V-8 that muscles out 485 hp and 475 lbs-ft of torque for a rating of 15/city and 24/hwy and street-legal/track-worthy speed. The SRT Hellcat monsters supercharge their 6.2-liter HEMI for a pro-tracklike 707hp to 717hp and 650 lbs-ft of torque for racing and performance capabilities at an EPA rating of 12/city and 21/hwy.

I would have preferred the muscle control of a manual shift, but my 5.7 HEMI was mated to a responsive TorqueFlite 8-Speed Automatic Transmission. Highway passing at speed is bold, and in track tests, my Charger R/T finished off a hand-timed zero-to-60mph sprint in 5.8 seconds, and completed a quarter-mile in 14.2 seconds.

Charger is wide and low and hugs the road, while the responsive rack and pinion steering with electric power assist displays autocross worthiness. Charger’s independent SLA front suspension with high upper “A” arm, coil spring over gas-charged monotube shock absorbers and stabilizer bar and the rear’s one piece lower-control arms on the AWD models provide stable handling.

The driver-oriented interior is luxury-oriented, outfitted with premium, soft-touch materials, a full-color driver information display gauge cluster, and an instrument panel center stack with the newest Uconnect system. The interior harkens back to the 1960s in room with only 38.6 inches of front headroom and 36.6 in the rear seats – fine if you are under 6-feet tall. Legroom is good for even taller drivers and passengers, at 41.8 inches in row one with 40.1 in row two, and wide-body shoulder room of 59.5 inches in front and 57.9 in the rear.

With seven trims and multiple variations and power options, the 2020 Dodge Charger starts at basing from $27,570 for the Charger SXT and $29,490 for the GT, both with a 300-hp set-up, to $66,520 for the 707hp SRT Hellcat Widebody. My 370-hp test 2020 Charger R/T was third on the trim list, base priced at $34,290.

In F8 Green exterior paint, with a Black Carbon dual hood stripe (for $995), we upgraded the standard Black cloth Performance seats with Nappa/Alcantara Performance seats. The Plus Group added $2695 for a cornucopia of items including 20-Inch x 8.0-inch machined with Granite pocket wheels, automatic adjust in reverse exterior mirrors, blind-spot indicator with memory/power/heat mirrors, blind-spot and cross-path detection, heated front and second-row seats, heated steering wheel, power front driver and passenger seats and more. The Driver Convenience Group for $795, added Blind Spot power heated mirrors, Blind Spot and Cross-Path Detection, Auto-Dimming Mirror and more; and the $995 Navigation and Travel Group with SiriusXM® Traffic Plus and Uconnect® 4CNAV with 8.4-Inch Display. Adding Destination charges of $1495 put the sticker-as-tested at $42,475, but 2020 National Retail Consumer Cash  incentives of $3700 cut my price to $38,775, so check your local dealer for available discounts.

You can see five decades of the Dodge Charger on display at the Carlisle Chrysler Nationals, at the Carlisle (PA) Fairgrounds, July 10-12. The largest Mopar event in the world, the event features more than 2,800 vehicles from all eras of the Chrysler brand. View classic, muscle cars and high-performance vehicles including displays showcasing 50 years of the Plymouth Duster, 50 Years of the Superbird, 50 Years of Pro Stock and 50 Years of the AAR ‘Cuda and Challenger T/A. There is also a display of the 25th Anniversary of the Neon, and Thrill Rides in Dodge Hellcats, as well as cars, parts, tools, memorabilia, collectibles and more for sale in the event’s Mopar Automotive Flea Market.

<I> Visit www.CarlisleEvents.com for more on the automotive hobby.

 

Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I> 

If you are a fan of muscle cars from the 1960s and 1970s that often ran under 200hp and topped out in the 450-hp range, then you have to love the 2020 Dodge Challenger, an icon from the “Muscle Car Wars” that offers a 797-hp version.

Dodge fought the American “Muscle Car” Wars beginning with the 1970 Challenger, debuting in fall 1969 with a Chrysler “E-body” short-deck, long-hood platform it shared with the Plymouth Barracuda.  With powertrain choices that ranged from a 145-hp 225-cubic-inch I-6, to a 426-ci HEMI V-8 that thundered out 425 horses (there was also a larger 440-ci V-8 that produced 390 horsepower), Challenger’s first run ended in 1974.

Back as a retro-luxury-muscle car in 2008 and tweaked well in 2015 building on the 1970s architecture, Challenger has added a few trim and wheel options and along the way kept adding horses …from the 707-hp Hellcat in 2016 to the 797-hp SRT Hellcat Redeye this year. Aging, but still vital and iconic, at age 50, Challenger remains in its 2008 generation, updating this year with cosmetics, badging, wheel and exterior color upgrades.

New for 2020 are a limited-production 50th Anniversary Edition available on most trim levels; Shaker hood scoop options; high-impact Gold Rush exterior paint among six new colors; 50th Anniversary logo badges; nine new wheels and finishes throughout the lineup; all-new premium-stitched dash and upper door panels on all models equipped with leather; new flat-bottom leather steering wheel option; and new exterior and interior instrument panel badges.

The five-passenger rear-wheel drive Challenger is assembled in Brampton, Ontario, Canada, with a unitized steel body, a 1971-style split grille, projector headlamps with halo light-emitting diode surrounds and LED tail lamps. In the rear are a body-colored rear spoiler and dual-chromed exhaust tips integrated into the lower rear fascia.  My 4182-lb. test Challenger R/T measured an aerodynamic 197.9 inches in length, 75.7 inches in width and 57.5 inches in height on a 116.2-inch wheelbase, providing running ground clearance of 5.2 inches.

Power is a Challenger legacy and the 2020 Challengers continue the muscle history. 2020 Challengers are available with five engine choices and either manual or automatic transmissions. The supercharged 6.2-liter high-output HEMI SRT Hellcat Redeye V-8 engine thunders out an eye-popping, heart-racing 797hp and 707 lb-ft of torque. The “regular” 6.2-liter supercharged HEMI V-8 that muscles-up the Challenger Hellcat is next, with 717 horsepower and 656 lb.-ft. torque, and is EPA rated at 13mpg in the city and 22mpg on the highway -- but at 717hp, who is quibbling over mileage per gallon? A 6.4-liter HEMI V-8 is also available that delivers 485 hp / 475 lb.-ft. torque and is rated at 13/city and 21/highway, The 5.7-liter HEMI V-8 and its 375 horses and 410 lb.-ft. of torque that powered my test Challenger R/T, is EPA rated at 16/city and 23/highway; and a 3.6-liter Pentastar V-6 is also offered, delivering 305 hp / 268 lbs.-ft., rated at 19/city, 30/highway.

My Challenger R/T test car was muscle car quick, both on the highway and on the track. I took on the dragstrip in a 5.9-second (hand-timed) zero-to-60-mph dash, and a 14.3-second quarter-mile. For comparison, the 700-hp engines have hit a 3-second 0-60mph factory sprint and a National Hot Rod Association-certified quarter-mile elapsed time of 11.2 seconds with street tires (10.8 seconds on race slicks). Without apology, my

Challenger R/T and its 375-hp 5.7-liter HEMI engine mated to a 6-speed manual transmission is the model that most buyers will wind up purchasing, and this valid test ride was a joy and a heart-pumper as it was. While there is slight hesitation when pedal stomping at speed to pass or overtake a hill on the interstate, it is undeniably powerful and attacks the highway confidently while being smooth and a head-turner around town. Steering is a bit soft on autocross turns, but tail-slides were controllable and tons of fun.

The 2020 Dodge Challenger cockpit is focused and high-tech. With the 1971 Challenger as inspiration, the cabin is accommodating, intuitive and trendy. The cabin seats five and is provides 39.3 inches of front headroom and 37.1 inches in row two; leg room of 42.0 inches in front and 33.1 inches in the rear, and shoulder room of 58.5 and 53.9.

Safetywise, the 2020 Dodge Challenger has earned a five-star overall safety rating from NHTSA and includes more than 70 standard safety and security features.

The base Challenger SXT and its 3.6-liter engine starts at $28,095 and the line-up runs through nine trim versions, with a special 50th Anniversary package available on four middle-trim levels. The top trim is the SRT® Hellcat Redeye Widebody at $76,595 base. My review R/T is third up and gets the 5.7-liter HEMI to base at $34,995 in RWD. Mine had the fun-to-drive 6-speed manual transmission (an automatic 8-speed trans would have added $1595). In TorRed, with an Houndstooth Cloth Performance interior, my test Challenger added Black R/T Classic Side Stripes for $395; Uconnect 4C NAV with 8.4-inch display for $1095; SiriusXM for $295; and a Power Sunroof added $1295. The Driver Convenience Group added Blind Spot and Rear Cross Path Detection, and power multi-function mirrors with manual fold-away and remote start system for $1295. Destination charges of $1495 put my 2020 Challenger R/T at $40,570, but incentives of up to $3750 may be available in some regions, so check out your local dealer for applicable incentives.

You can see 50 years of the Dodge Challenger on display at the Carlisle Chrysler Nationals, at the Carlisle (PA) Fairgrounds, July 10-12. The event is the largest Mopar event in the world featuring more than 2,800 vehicles from all eras of the Chrysler brand. View classic, muscle cars and high-performance vehicles showcased at this Mopar-lover's paradise. Fifty years is the key this year as Carlisle will pay homage to: 50 years of the Plymouth Duster, 50 Years of the Superbird, 50 Years of Pro Stock and 50 Years of the AAR ‘Cuda and Challenger T/A. There is also a display of the 25th Anniversary of the Neon, as well as cars, parts, tools, memorabilia, collectibles and more for sale in the Mopar Automotive Flea Market.

> Visit www.CarlisleEvents.com for more on the automotive hobby.

Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I> 

Chevrolet has been a leader on the American truck scene since 1918. Its signature truck badge is Silverado, which launched as a trim level for Chevrolet C/K pick-ups and Suburbans in 1975, before becoming its own line in 1999.

A year after a full redesign, Silverado for 2020 receives a few minor changes and updates for the Light Duty (Silverado 1500), a complete redesign for the Silverado Heavy Duty (2500HD, 3500HD), and minor changes to the Silverado Medium Duty (Silverado 4500HD, 5500HD, 6500HD). I tested the Silverado 1500, which gains available trailering mirrors and cameras – up to eight available with 15 views, Bed View Camera (included with available Technology Package), available Adaptive Cruise Control, available 10-speed automatic transmission, new 3.0-liter turbodiesel engine available as an option, upgraded maximum towing capacity to 13,400 pounds and a bevy of cosmetic changes.

Silverado is packaged as a work truck, play truck and luxury truck with trim, engine, bed and cab size options for multiple needs and tastes. I’m talking about eight trims, six engines, and three cabs, so the muscular exterior is an overabundance of measurement possibilities.

Looking ruggedly handsome, my 2020 Silverado 1500 LTZ with a Crew Cab was outfitted with a short bed. The 5-foot-8-inch box, brought exterior measurements to 231.7 inches in length (the 6-foot-6-inch box adds 9.5 inches and the 8-foot box is not available with the Crew Cab). Silverado’s wide body is 81.2 inches wide and a tall 75.5 inches high (for the 4x4), and some trims are as much as 78.4 inches high. My test truck has a 147.4-inch wheelbase – some trims go 157.4. Ground clearance is 8.9 inches and step-in height measures 22.2 inches, while the Silverado LTZ’s base curb weight ranges from 4940 to 5090 with the 5.3-liter engine and 4x4 configuration that was set up on my truck. 

Inside, Silverado’s well-appointed, comfortable, safety-focused and tech-filled interior is roomy, quiet and functional, with a sturdy cab structure. Its Crew Cab provides 43.0 inches of front headroom with 40.1 in the rear. Legroom is spacious, at 44.5 inches up front and 40.1 in the rear, while shoulder room measures 66.0 and 65.2 inches.
 
Silverado provides six power options: a 4.3-liter V-6 with a six-speed automatic transmission, 285hp and 305 lb-ft of torque, rated at 16mpg/city and 21mpg/highway; 5.3-liter V-8 and six-speed, 355hp and 383 lb-ft of torque 15/city, 21/highway; 2.7-liter Turbo and an eight-speed automatic, 310hp and 348 lb-ft of torque, 20/city, 23/highway; 5.3-liter V-8 and an eight-speed automatic or 10-speed automatic, 355hp and 383 lb-ft of torque 16/city and 22/highway; 6.2-liter V-8 and a 10-speed automatic, 420hp and 460 lb-ft of torque 16/city, 20/highway; and a 3.0-liter I-6 turbo-diesel with a 10-speed automatic, 277 hp and 460 lb-ft, and rated at 23 and 33mpg.

My Silverado LTZ with the 5.3 and eight-speed showed brawn and responsiveness. A big truck that feels smaller and more responsive behind the wheel, the set-up weaves in and out of traffic, accelerates powerfully, hauls big loads effortlessly, tracks well on the road and acquits itself well at the track, with a 6.7-second (hand-timed) zero-to-60mph sprint and a 15.2-second (hand-timed) quarter-mile. Silverado is a challenge to park due to size and blind spots, and the independent coil-over-shock front suspension with twin-tube shocks coupled with a solid axle rear with semi-elliptic, variable-rate two-stage multileaf springs and splayed twin-tube shocks bump a bit on road irregularities, but the cabin is quiet and the feel is confident. 

Fuel estimates of 16mpg/city and 22mpg/hwy with my AWD set-up were in-line with my mixed-use test average of 20.1mpg.

There are 2020 Silverado 1500s for myriad tastes. Silverado is offered in eight trims; Regular Cab with standard box and long box; Double Cab Standard Box and Crew Cab in short box and standard box; and is configured in 2WD and 4WD. And there are six engine-transmission options. Base prices run from $30,095 with 2WD, Regular Cab and Long Bed to $36,395 for Crew Cab, 2WD and Standard Bed, and can start as high as $60,890 for the High Country trim with 2WD and 3.0-liter turbo engine. My test 2020 Silverado LTZ, seventh of the eight trims, in 4WD with the 5.3-liter engine and 8-speed transmission, started at $49,000. 

My LTZ trim package came with 4WD, chrome grille, 18-inch Bright Silver painted aluminum wheels, advance trailering features, perforated leather seating, and lots of standard trim items. Cajun Red Tintcoat exterior paint added $495 and was matched to a Jet Black perforated leather interior. My test truck added the LTZ Premium package, discounted to $5700, for power sliding rear window with rear defogger, front buckets, power sunroof front center console, polished 20-inch wheels, 275/60R20 all-season, blackwall tires and more. The Technology Package added $2125 for a rear camera mirror, 8-inch diagonal digital driver information center, HD Surround Vision and head-Up display. Six-inch black rectangular wheel-to-wheel assist steps added $850. Destination and Freight charges of $1575 put the sticker at $60,765, but there are total cash allowance discounts of up to $5500, available, and my test truck came to $54,265, so check with your local dealer about incentives.

You can see 102 years of Chevrolet trucks, and 109 years of the Chevy brand as well as a diverse assortment of GM vehicles, at the Carlisle Chevrolet Nationals at Carlisle (PA) Fairgrounds, June 26-27. Home to a diverse group of General Motors vehicles, from vintage trucks and muscle cars, to the modern 6th-Generation Camaro, this event was formerly known as the GM Nationals. The weekend isn’t limited to “Bow-Tie” branded cars and trucks and includes all things GM, including a display honoring GMs of the 1970s, 50 Years of Monte Carlo, 50 Years of the Chevelle LS6 454, the annual Novas at Carlisle show, and vehicles old and new. 


> Visit www.CarlisleEvents.com for more on the automotive hobby.

Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>

The Chevrolet Camaro was launched for model year 1967 to compete with Ford’s Mustang, and the “Pony Wars” had begun, and four generations of Camaro were produced before production ended in 2002. Chevy chose “Camaro” for this Pony icon’s name, and while Camaro has no English derivative, GM marketers said, “the name suggests the comradeship of good friends as a personal car should be to its owner." When asked, "What is a Camaro?" the response was "a small, vicious animal that eats Mustangs.”

Reintroduced in 2009, with Gen-5, the current 6th-generation of Camaro came to life in 2015 for the 2016 model year. It has undergone a few cosmetic changes each year since, with new front fascias and grillework on several trims, moving the “Bowtie” logo to the upper grille opening, and an evolving rear fascia with sculpted LED taillamps. 

Available in seven trims, one distinct, almost stand-alone version is the top-of-the line ZL1 I tested. ZL1 is Camaro’s most powerful configuration, outfitted with the same 6.2-liter 650-hp engine that powers up the Corvette ZO6.  While changes for the lower-hp Camaros -- 2.0-liter 275-hp turbo, 3.6-liter 335-hp V-6 and 6.2-liter 455-hp engine choices – include a redesigned front fascia for the SS trim, a modified version of a 10-speed automatic engine now available in the V-6, some small features swapped, and the addition of the LT1 model, only two minor changes affect the ZL1. A sharp-looking Rally Green Metallic exterior paint is available (to top a palette of 10 colors) and you can get red kneepads. Other than that, the ZL1 is so packed with features that it needs very little extra, and my test ride pretty much stood pat with its standard accouterments.

Among the standard enhancements are a Chevrolet Infotainment system with 8-inch color touchscreen and available navigation; a full-display rear camera mirror with improved, high-definition view quality; Forward Collision Alert; upscale ambient lighting; wireless charging feature and Performance Data Recorder.

The ZL1 treatment sets itself apart from other Camaros with forged 20-inch alloy wheels, sticky Goodyear Eagle F1 Supercar tires, heated exterior mirrors, LED daytime running lamps, and a special ZL1 rear spoiler. ZL1 aerodynamic upgrades include huge air intakes and wind deflectors, while available performance packages add downforce and track hotness.

From its black carbon fiber weave hood insert to its rear air wing, the Camaro ZL1 is muscular, aggressive, sporty and head turning. The huge black undergrille, and slender overgrille with “Bowtie” badge charge ahead with a low and wide road-hugging stance, augmented by bold cooling ducts, ground effects wings and sculpted character lines.

The ZL1 Camaro is a muscle-car beast, measuring 190.2 inches long, 74.7 wide and 52.4 inches high, on a 110.7-inch wheelbase. My test manual (stick) Coupe weighed in at 3883 lbs. (curb weight). 

Camaro is muscular and worth getting behind the wheel just because it looks so good, but with ZL1, you also get 650 horses and 650 lb-ft of torque from its standard 6.2-liter LT4 direct-injected V-8 engine. With jetlike response and growl, ZL1 has Corvette-like acceleration and stay-power. On the track, my test Coupe finished off a zero-to-60mph sprint in 3.5 seconds (hand-timed) during a quarter-mile run of 11.5 seconds. 

A street-legal track star, Camaro ZL1 uses ZF rack-mounted electric, power-assisted and variable ratio rack-and-pinion steering to shred an autocross, and the MacPherson-type front struts with dual lower ball joints, twin-tube struts and direct-acting stabilizer bar worked in concert with an Independent five-link rear to supply a driver’s feel and passenger smoothness over the road. 

The ZL1 Coupe cockpit was cozy and packed with infotainment, keyless access with push-button start, cruise control, power trunk release, manual rake and telescopic steering wheel, suede-wrapped flat-bottom steering wheel and shift knob, Red seat belts, and all the necessary connectivity and tech.

Coupes tend to be glovelike and ZL1 conformed with good legroom and shoulder-hunched headroom. You get 36.6 inches of front headroom and legroom of 42.7 inches. Rear accommodations are a snug 33.5 inches of headroom with only 29.9 inches of child-worthy legroom. Shoulder room is accommodating at 55.5 inches in row one and 54.5 behind.

Available in seven trim levels in both Coupe and Convertible configurations, the 2020 Camaro base prices in Coupe form start with the LS at $25,995 manual with a smaller 2.0-liter turbo engine and move all the way up past the LT1 at $34,995 and the 1SS at $38,495, to the top trim ZL1 -- $63,995. A Paddle shift automatic transmission adds about $1595 and Convertibles add about $6500.

I prefer a stick shift for my sports cars, and my 6-speed manual hardtop was eye-catching in Red Hot, though I would have liked the new Rally Green Metallic paint. A Black Metallic center stripe on the roof added $470. The interior was Jet Black with Red accents and seat trim and most other enhancements were excluded for my test ride. With Destination and Freight charges of $995, and a Gas Guzzler Tax of $1700, my 2020 Camaro ZL1 Coupe/1LE was priced-as-tested at $66,165, but some cash allowance incentives could bring that down by $1500, so check with your local dealer.
 
Camaro aficionados can see 53 years of Camaro, and a thousand other Chevrolet and GM vehicles, at the Carlisle Chevrolet Nationals at Carlisle (PA) Fairgrounds, June 26-27. Home to a diverse group of General Motors vehicles, from vintage muscle to the modern 6th-Generation Camaro, this event was formerly known as the GM Nationals. While focusing on 109 years of the Chevy brand, the weekend isn’t limited to “Bow-Tie” branded cars and trucks and includes all things GM, including a display honoring GMs of the 1970s, 50 Years of Monte Carlo, 50 Years of the Chevelle LS6 454, the annual Novas at Carlisle show, and vehicles old and new. But for Camaro enthusiasts, be sure to check out the 2020 Camaro ZL1.

<I> Visit www.CarlisleEvents.com for more on the automotive hobby.

Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>

Positioned between the small Encore SUV and the larger Envision and Enclave models, the all-new 2020 Buick Encore GX is essentially, a larger, second-generation Encore, with more passenger and cargo room—nearly 5 cu.ft. more, and two turbo  engine choices. Though the power plants are smaller than what propels the Encore, they provide slightly more power.

As Buick has transitioned to an SUV purveyor, with 90 percent of its sales coming from SUVs, led by the popular Encore, Buick has added Encore GX to sell side by side with Encore, rather than retire the smaller original for a larger re-gen. Buick’s luxury small crossover, Encore, was launched for the 2013 model year, and from its inception, attracted new and younger buyers to the Tri-shield badge. With a combination of luxury features, fuel efficiency and safety, Encore is the signature luxury subcompact crossover in the Buick line. Now, with the new Encore GX, you get all of that in a larger package, with more power and safety.

More upscale, but perhaps less rugged-looking, the Encore GX 5-door subcompact crossover come in three trims: Preferred, Select, and Essence. A Sport Touring Package is available on all trims, with body-colored moldings and a custom grille and wheels, and all Encore GX trims come loaded with such accouterments as push button keyless start, stop-star engine control, engine air filtration monitor Interior, Buick® Infotainment System with 8-inch diagonal color touch-screen, Bluetooth® streaming audio for music and select phones, Apple CarPlay® capability for compatible phone, Android Auto™ capability for compatible phones, embedded apps, Noise control system, active noise cancellation, a comprehensive safety suite and much more.

Encore GX’s sculpted styling, honeycombesque grille, chrome accents and surrounds, portholes on the hood and painted lower panels are all upscale and trendy. And Encore GX fills the bill as a slightly larger small crossover than Encore, measuring three inches longer at 171.4 inches, an inch lower for stability at 64.1 inches, and 1.5 inches wider at 71.4 inches, on a 102.2-inch wheelbase, a gain of 1.6 inches over its Encore sibling. Curbweight for my Encore GX AWD Essence, was 3273 lbs, about 75 lbs. less than the last Encore I test drove.

Inside, Encore GX’s distinctive styling continues with standard cloth and leatherette front bucket seats, fold-flat front passenger seat, driver and front passenger knee bolsters, the 8-inch touchscreen, Apple CarPlay and Android Auto smartphone integration, an in-vehicle Wi-Fi hotspot and several advanced safety features. 

The comfortable and upscale cabin is packed while accommodating driver and passengers with 39.7 inches of front headroom and 38.0 inches of rear seat headroom, slightly less than Encore. With seating for five (two in front and three in row two), Legroom is about identical to Encore, while shoulder room is about an inch more accommodating. Legroom measures 40.9 inches in row one and 36.0 inches in row two, while shoulder room measures 55.1 in front and 53.6 in the rear.

Buick Encore GX has two power options – a 1.2-liter Ecotec I-3 Turbo and an Ecotec 1.3-liter I-3. While both are smaller than Encore’s 1.4, I-4 Turbo, power for the 1.3 outguns the 1.4 with 155 hp and 174 lb-ft, compared with the 1.4’s 138 horses and 148 lb-ft. The smaller 1.2 is in the hunt at 137hp and 162 lb-ft. The 1.2 is estimated at 26mpg/city and 30mpg/highway, and my 1.3-liter test system is rated at 26/city, 29/highway in AWD configuration. A week of tests garnered an average of 27.7mpg combined over long highway runs and in-town errand runs.

Coupled to a 9-speed automatic transmission, was compliant, stable and predictable. Encore GX is not a sprinter, but there’s enough passing and uphill power for confident driving. Though inclement weather washed out my track tests, the way it accelerated makes me believe that I can do better than the 10.7-second sprint and 18-second quarter-mile my last test Encore accomplished. I think a 10.2-sprint and 17.6 quarter would seem realistic.

Safetywise, The Encore GX’s new standard safety and driver assistance features include Front Pedestrian Braking, Automatic Emergency Braking, Forward Collision Alert and Lane Keep Assist with Lane Departure Warning. 

The 2020 Buick Encore GX starts at $24,100 for the Preferred trim in FWD; the Select trim starts at $25,700 in FWD, adding Lane Change Alert with Side Blind Zone Alert, Rear Cross Traffic Alert, heater front seats, remote start and automatic climate control; and the Essence trim starts at $28,500 in FWD, adding leather-appointed seating, LED headlamps and taillamps, heated leather-wrapped steering wheel, air ionizer and 120-volt outlet.

My test Encore GX in Essence trim, upgraded from FWD to AWD and gained the 1.3-liter turbo engine for $2000 extra. Premium colors add $495, but my test ride came in Summit White, as standard, mated to an Ebony leather-appointed interior. The Experience Buick Package ($1995) added SiriusXM, Panoramic Buick sunroof, infotainment, navigation, 8-inch diagonal color touch-screen, 18-inch Medium Android High Gloss wheels with chrome inserts and HD Rear Vision Camera. The hands-free power liftgate added $520; a 7-speaker Bose Premium Audio System added $595; all-weather floor mats were $150 and destination freight charged added $995. That put the sticker-as-tested at $34,755, but a total cash allowance discount of $1500 was available, making the price-as-tested $33,255. Check with your dealer for promotions and discounts.

> Visit www.CarlisleEvents.com for more on the automotive hobby.

Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>

Since its 1989 launch, the Mazda MX-5 Miata has become the most popular roadster/two-seat convertible sports car in the world, with more than a million vehicles sold. The fourth generation MX-5 was unveiled in 2014, and in late 2016, a new MX-5 RF (Retractable Fastback) model was added to the mix, featuring a rigid roof and buttresses that give the silhouette a more coupé-like appearance than the soft-top convertible.

In the sixth year of its current generation, MX-5 Miata gains a few small tweaks including adding as standard, Mazda's i-Activsense suite of driver-assistance features. The package includes forward-collision warning, automated emergency braking, blind-spot monitoring, and lane-departure warning. Also new for the 2020 sports roadster are a trendy new badging font, new keyfob, new exterior and interior color choices, and some top-trim add-ons. Apple CarPlay and Android Auto capability is now standard on Club and Grand Touring models, and the Grand Touring trim gets the sport suspension and limited-slip rear differential that also steadies the Club model.

The rest of the fun-driving sports car that added power and safety upgrades a year ago, remains intact.

I tested the RF (Retractable Fastback) convertible version that seems to be more than simply a convertible, and not quite a hardtop. The RF is more of a fastback that changes at your will, by slipping its retractable roof away in about 13 seconds while keeping its fastback profile. Then in another 13 seconds, the roof and true fastback can resume function. Upon opening, the roof section immediately overhead folds and stows below the buttresses, which lift temporarily out of the way. The glass rear window between the buttresses rolls down to give a more open-air feel and the entire power-folding roof mechanism occupies the same space as the standard manual-folding soft-top, so there’s no loss of trunk space.

The 2020 Mazda Miata MX-5 measures 154.1 inches long, 68.3 inches wide and 48.6 inches high (my RF trim was 49 inches high), on a 90.9-inch wheelbase. Light, at 2432 pounds curbweight for my test ride, and going as low 2338 pounds in some configurations, the MX-5 Miata performs in sports car fashion without sports car power. Minimum ground clearance for my RF trim was 5.32 inches – some trims are under 5 inches.

The interior fits like a cockpit, and seems to glove around the driver and passenger. Interior design and enhancements are upscale, cozy, intuitive and tech-filled. Visibility is excellent even with the top up, and while one would expect a noisy cabin from a roadster, engine and road noise and vibration permeate the environment even with the top in place. The infotainment screen is easy to read, and controls are easy to reach. Fun-driving is the two-seater’s mission, delivered in a tight space of 37.4 inches of headroom (36.8 for the RF), legroom of 43.1 inches and shoulder room of 52.2 inches.

MX-5 power numbers won’t knock your socks off, but they are fine for this light two-seater. MX-5 Miata uses a SKYACTIV 2.0.-liter DOHC 16-valve in-line 4 VVT multi-port electronic fuel injection engine, either manual or coupled to a 6-speed manual transmission. The system delivers 181 horsepower and 151 lb-ft of torque, easily accelerating the light roadster past traffic, up steep inclines, and excitingly along highway cruises, while finishing off a zero-to-60mph test track sprint in 5.7 seconds during a 14.4-second quarter-mile (hand-timed).

The system is EPA rated at 26mpg in city driving and 35mpg on the highway for the automatic and 34mpg for my manual shift. My mixed-use testing that was peppered with a lot of tire smoking and dragstrip acceleration showed an average of 29.9mpg.

A fun drive, the MX-5 was balanced on the road, though quick auto-cross turns exhibited some exciting-to-compensate-for body roll. The suspension allows you feel the road beneath you for full driver engagement.

The 2020 Mazda MX-5 is available in three trims – Sport, Club and Grand Touring -- and the RF is available in two trims – Club and Grand Touring. The MX-5 Sport bases at $26,580 with a manual transmission and 181-hp 2.0-liter engine, and $27,930 for a 6-speed automatic. The Club starts at $30,290 for the stick and $30,890 for the automatic, and adds a rear spoiler, cosmetics and tech; and the Grand Touring trim starts at $31,670 for the manual and $32,195 for an automatic trans, and adds dark finish wheels, rain-sensing windshield wipers, auto-dimming driver's side mirror, automatic climate control, leather-trimmed seats, Mazda Navigation System and more. My test roadster was the RF, starting with the Club in manual at $33,045 and Grand Touring at $34,425. For me, a roadster isn’t a roadster if it doesn’t have a stick, so I saved $325 by NOT getting an automatic on my Grand Touring trim.

The Eternal Blue exterior paint was at no extra charge, but I would have preferred Jet Black Mica (no charge) or Soul Red Crystal Metallic for $595. Already packed with standard items, no other cosmetic or weather packages were in my build. With a destination fee of $945, my test 2020 Mazda MX-5 Miata RF stickered at $35,370.

<I> Visit www.CarlisleEvents.com for more on the automotive hobby.

Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>

When General Motors began the GMC truck line in 1912, it stood on its own as a durable work truck. Over the next century, GMC seemed to be a Chevy truck clone with different trims, power and pricing variances. Building its own rep that included a perception of extra strength and ruggedness, GMC has sought to distance itself further from its Bow-tie sibling. With the 2020 GMC Sierra, the truck badge differentiates itself from its sister, the Chevrolet Silverado, with exclusive features and five engine options.

Mechanically, a Silverado twin, Sierra’s carbon-fiber bed option, six-function Multi-Pro Tailgate, and new Enhanced ProGrade Trailering System with 15 cameras, help give Sierra its own personality.

New for 2020, the Sierra Denali trim gets a 10-speed automatic transmission, up from an 8-speed last year. The new industry-first Carbon-fiber cargo box is available and was developed to increase durability, efficiency and functionality, while offering best-in-class dent, scratch and corrosion resistance. New features include adaptive cruise control, trailer tow mirrors, HD Surround Vision with two trailer camera provisions, and a trailer-tow bed-view camera system.

Sierra 1500 offerings include 6 trims, regular cab, double cab and crew cab body styles — all offered with 2WD or 4WD, and various box configurations.

Built for lightness with a mixed materials approach — including aluminum for the doors, hood and tailgate, with steel for the fenders, roof and standard cargo box, each of Sierra’s trims have styling nuances. I tested the top-of-the line Sierra Denali, distinguished by iconic design cues, a tall, strong, purposeful stance, accented by bold bodywork, chiseled shoulders and a tall, powerful hood, capped with a grille that’s big and bold.

The Sierra 1500 trims are muscular and versatile in three cab styles. Sierra’s length runs from 229.6 inches with a regular cab and 8-foot box, to 231.7 inches with either a double cab and 6-6 box or the crew cab and a 5-foot-8 box. The Crew and 6-foot-6-inch box is 241.3 inches long. The Sierra Denali I tested, with crew cab and short box, sat on a 147.4-inch wheelbase (regular cab models are on a 157-inch wheelbase). Width goes 81.2 inches and height is 75.5 inches. Curbweight for the 4WD short-box Sierra Denali Crew Cab is a robust 5040 lbs. (regular cabs go as low as 4520), and the max trailering rate is 12,200 lbs

GMC offers an engine for every taste … five of them -- 4.3-liter V-6, 5.3-liter V-8, 2.7-liter turbo, 6.2-liter V-8 or a 3.0-liter turbo-diesel. Fuel economy runs from 15 to 23mpg in city driving and from 19 to 26 mpg on the highway. Powerwise, the 4.3 gets you 285hp and 305 lb-ft; the 5.3 rates at 355hp/383 lb-ft; the 2.7 turbo runs 310hp/348lb-ft; the 6.2 delivers 420hp/460 lb-ft. and the 3.0-liter I-6 turbo pops 277hp/460 lb-ft.

My 6.2-liter Sierra Denali was an upgrade over the standard 5.3 and was rated at 15mpg/city and 20mpg/highway -- I averaged 18.0 mpg in my heavy-footed tests, and I pedal mashed often, with power answering when called. Handling was floaty and big-trucklike, and steering was a bit vague, but power was never in question. The 6.2 responded with a 6.1-second zero-to-60mph dash, and a 15.5-second quarter-mile, with excellent passing power and hesitant low-range response in town. The independent front suspension with coil-over-shock and twin-tube shock absorbers works well with the solid axle rear with semi-elliptic, variable-rate, two-stage multileaf springs, and splayed twin-tube shocks to glide over road ruts, but there is some float at speed and sway in quick turns.

Inside, Sierra Denali is a luxury truck with leather and the latest advances in connectivity, tech, environmental controls and safety included. Sierra Denali’s luxuriously crafted cabin is roomy with 43 inches of front headroom in the crew cab version and 40.1 in the rear. Legroom is a comfortable 44.5 inches up front and 43.4 in the cab, and shoulder room is 66.0 and 65.2.

The base regular cab, standard box 2020 GMC Sierra 1500 starts at $31,195 for 2WD and long box, and moves through multiple trims, cabs, beds and engines, topping out with the Denali trim short-box, basing at $50,690 with 2WD and the 5.3-liter engine. I upgraded to 4WD, which gave me the option to also upgrade to the 6.2-liter engine. The 4WD configuration added $3500, and the 6.2-liter was $2700 more than the 5.3, to change the base to $56,385. Carbon Black Metallic exterior paint added $495 and was mated to Jet Black Forge perforated leather appointed seat trim -- and black-on-black was a beast. Playing on the Black Carbon Fiber, my test truck added the CarbonPro Carbon Fiber Composite Bed, 22-inch High Gloss Black Wheels and Multi-Pro Audio System by Kicker, for an additional $3555 with the Denali CarbonPro Edition package. That set-up also came with a power sunroof, rear camera mirror, Automatic Emergency Braking, Lane Keep Assist with Lane Departure Warning, Forward Collision Alert, Following Distance Indicator, Head-Up Display, Adaptive Cruise Control – Camera, GMC MultiPro Power Steps, and more. Destination Freight charges of $1595 put the sticker-as-tested at $63,185, but a massive cash allowance discount of $6500 put my net price at $56,685, so check with your dealer and see if you can cash in on discounts.

> Visit www.CarlisleEvents.com for more on the automotive hobby.

Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>

 

Hyundai’s Sonata began life in 1985 as a car built solely for use within Korea. It came to North America for the first time in 1988 as a second-generation mid-size, with an Italian design by Giorgetto Giugario. Following a refreshening in 1991, Sonata replaced the Stellar as the core family sedan in the Hyundai line-up.

For 2020, Hyundai’s most enduring and most successful model begins its eighth generation following a complete redesign. According to Hyundai, the 2020 Sonata is unlike any of its predecessors, showcasing a new design philosophy, an all-new Smartstream G2.5 GDI engine and segment-first technology that can be personalized.

Hyundai’s signature product is the first sedan designed with Hyundai’s Sensuous Sportiness design language, creating a fully transformed vehicle empowered with a sporty four-door-coupe look that focuses on delivering emotional value using proportion, styling and technology. From the front, the 2020 Sonata is all-new, with cues that don’t immediately appear Hyundai-like.

In addition to its design change, new for 2020 Sonata are vehicle platform improvements in safety, efficiency and driving performance; Sonata’s Digital Key, a Hyundai first that allows the vehicle to be unlocked, started and driven without a physical key, via a smartphone; and hidden lighting lamps that turn chrome when off and lit when on. The new Sonata also uses an extensive application of advanced technologies to boost comfort, convenience and active safety. It is also the first model to premiere a new collaboration with Bose® to deliver an upscale audio experience.

Sonata’s new look blends two sharp character lines, and concave and convex forms are carefully orchestrated to provide a sexy, coupe-like character. A newly designed Digital Pulse Cascading Grille spans the front, finishing at the innermost points of new combination headlamps that feature a distinctive and innovative new lighting architecture. At the rear, a wide horizontal line extends across the center of the trunk, stretching to the edges of the car.

 

About 2 inches longer and an inch lower than last year, the new Sonata is more stable and confident, standing 192.9 inches long, 73.2 inches wide and 56.9 inches high on a 111.8-inch wheelbase.

 

From a power perspective, the light, (from 3120 lbs to 3336 depending on trim and engine), Sonata performs well with small-block engine choices. The base engine is a 2.5-liter 191-hp engine that shows a 6-hp gain over last year’s 185-hp 2.4-liter. Torque is up 3 lb-ft at 181 lb-ft, and fuel economy gains an estimated 4 mpg at 32mpg/combined, 28/city, 38/highway. On the SEL Plus and Limited trims, a 1.6 liter turbo is offered, that produces 180hp and 195 lb-ft. and fuel estimates of 31/combined, 27/city and 36/highway. Both engines are in FWD configuration and linked to an 8-speed automatic transmission. My tests in the 2.5 averaged 31.1mpg in mixed-use tests.

Performance was confident, and I was able to put down a zero to 60mph sprint in 8-seconds flat (hand-timed) seconds with a best quarter-mile of 16-flat (hand-timed).

While the engine was loud and produced in-cabin vibration and sound, the ride was smooth, the handling true and the overall experience was relatively luxurious.

Suspension is meant more for passengers than the driver, as some drivers like the feel of road nuances, and the Sonata ride was pampering, as the MacPherson strut front suspension with coil springs and the multi-link independent rear take most irregularities out of the road surfaces. Column-Mounted Motor Driven Power Steering was attentive and predictable, with only slight understeer.

In the lush cabin, bathed in ambient mood lighting enhanced by a rich, modern instrument panel, and driver/passenger comforts and environmental and entertainment amenities, Sonata is generous except for tight rear headroom. The cabin provides 40 inches of front headroom with 37.8 in the second row; 46.1 inches of front leg room with 34.8 inches in row two; and shoulder room of 57.9 up front and 56.1 behind.

Hyundai has made safety features a priority with this new generation, and the 2020 Sonata earned a five-star top rating from the National Highway Traffic Safety Administration and was named a Top Safety Pick by the Insurance Institute for Highway Safety. Hyundai's SmartSense package of driver-assistance features is standard, and includes forward-collision avoidance, lane-keeping assist, automatic high-beam assist, adaptive cruise control, and a driver-attention warning that can sense drowsy or distracted driving. The new Sonata maximizes occupant safety throughout, from a comprehensive nine-airbag set-up to a range of active and passive safety technologies.

The 2020 Hyundai Sonata is available in several packages from entry-level to packed. The midsize sedan starts at $23,600 in SE trim, $25,700 for the SEL, $27,650 for SEL Plus and $33,500 for the top-of-the-line Limited trim. My test SEL was nicely accessorized, and added the Convenience Package for $1200, furnishing a 12.3-inch LCD instrument cluster, Hyundai Digital Key, Wireless device charging, auto-dimming rearview mirror with HomeLink®, leather-wrapped steering wheel and more. A Panoramic Sunroof added $1000, mudguards were $115, exterior color options added $300, and freight added $995 for a sticker-as-tested of $29,290, but retail bonus cash programs of up to $1500 might be available, and $500 Military and First Responders programs may be available, so check with your dealer.

> Visit www.CarlisleEvents.com for more on the automotive hobby.

Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>

 

Subaru’s Outback crossover enters its sixth generation with an all-new model, its first redesign since 2015. Never seen as a rugged SUV, and fitting in more as an SUV/Wagon vehicle the 2020 Outback is marketed as durable, versatile, stylish and robust.

Powering up for 2020, Outback offers a 2.4-liter turbocharged BOXER engine standard on XT trim models, balanced by a bevy of safety measures. Also onboard for 2020, are a new Hands-Free Power Gate, Tablet-style high-definition SUBARU STARLINK 11.6-inch touchscreen, standard EyeSight Driver Assist Technology with Advanced Adaptive Cruise Control with new Lane Centering function, and the debut of the Onyx Edition XT trim level with unique exterior and interior.

And Outback is loaded. My test Outback XT Limited was outfitted with the turbo engine, automatic transmission, symmetrical all-wheel drive, leather-trimmed upholstery, power tilt/sliding moonroof, SUBARU STARLINK® Multimedia, dual-zone climate control, 18-inch alloy wheels, electric power-assisted steering, 4-wheel independent raised suspension, brake assist, LED responsive steering headlights, LED fog lights, body-color folding side mirrors with integrated turn signals, power adjustable driver and front-passenger seats, leather-wrapped heated steering wheel, Keyless Access with Push-Button Start and PIN-Code Access, Harman Kardon premium audio system with 4G LTE Wi-Fi capability and much more.

The all-new Outback is built at Subaru of Indiana Automotive in Lafayette, Indiana on the Subaru Global Platform, with a fresh look and stronger structure that is 70-percent stiffer in both torsional and front-suspension rigidity and 100-percent stiffer in both front lateral flexural and rear subframe rigidity compared to the previous Outback’s platform. Crash protection is improved, as the new body absorbs over 40-percent more energy in front/side crashes than the current model.

Outback projects a large presence from thicker profile panel surfaces and raised rear gate as well as a sense of speed from its dynamic silhouette. Wider fenders, large hexagonal grille, front cladding and LED fog lights on the corners emphasize Outback’s capability. Side cladding, meant to resemble a hiking boot, further enhances this concept.

The new Outback is slightly larger than last year, gaining 1.4 inches in length to 191.3 inches; gaining 0.6 inches in width to 73.0 inches; remaining at 66.1 inches in height and keeping its 108.1-inch wheelbase. Ground clearance remains 8.7 inches and the Outback gains about 10 lbs. with a curbweight ranging from 3634 pounds to 3772 for the base models depending on trim. The XT models go from 3884 lbs. to 3937 lbs.

 

The interior design uses a widened windshield and long lines from the center of the instrument panel to the door panels to create an open environment. The Outback Touring leverages luxurious appointments inside and out, including Nappa leather, high-gloss black molding for the pillars, chrome plating decorated door handles and satin tone plated side mirrors.

Comfortable inside with seating for five, interior sightlines are unimpeded, and roominess abounds, though headroom has tightened a bit to 40.1 inches in front (diminished by 0.7 inches), and 39.1 inches for passengers in row two; 42.8 inches of first-row legroom and 39.5 inches for second-row passengers, and shoulder room of 58.1 and 57.4. Cargo volume is 75.7 cu.ft. with seats folded .

The Outback line-up offers two engine choices. For the first time since 2009, the Outback lineup offers a turbocharged engine, the 2.4-liter turbocharged BOXER engine, standard on XT trim models. It delivers robust all-around performance with 260 horsepower and 277 lb-ft of torque, with an EPA rating of 23/city, 30/hwy and 26/combined mileage. Meanwhile, the standard naturally aspirated 2.5-liter BOXER with direct injection delivers 182 hp and 176 lb-ft of torque, for an EPA estimate of 26/33/29. My test ride, the Outback XT Limited, sported the turbo, and I averaged 24.9mpg during my pedal-mashing tests.

Paired with a Lineartronic CVT featuring an 8-speed manual mode function with steering wheel paddle shifters, my Outback accelerated responsively and smooth for the niche, and passing at speed is predictable. From a stop, my test Outback XT Limited completed a niche-quick  zero-to-60mph dash in 6.4 seconds during a 14.8-second quarter-mile.

Outback has been a crash safety and passive safety leader for years and that level is reached again for 2020. Outback is equipped with the EyeSight® Driver-Assist Technology crash prevention system, High Beam Assist, DriverFocus™ Distraction Mitigation System, Blind-Spot Detection with Lane Change Assist and Rear Cross-Traffic Alert, Reverse Automatic Braking, Traction Control, Brake Assist, Brake Override System, RearVision Camera, Subaru advanced frontal airbag system , side curtain airbags, seat-mounted front side impact bags, front passenger seat cushion airbag, driver’s knee airbag and lots more.

The base 2020 Outback with the 2.5-liter Boxer engine is priced at $26,645 and runs through four trims, topping at the Touring at $37,345. The XT version with the 2.4-liter turbo has three trims: the Onyx Edition XT ($34,895), Limited XT ($37,745) and Touring XT ($39,645). My test Outback XT Limited in Autumn Green Metallic, with a Slate Black Leather interior, and as mentioned above, the XT Limited is loaded, so much so that no optional packages are offered. Other options were available, but all my test ride added was a Moonroof Air Deflector for $99.99, Remote Engine Starter for $463, Body Side Molding for $292, Door Edge Guards for $168 and splash guards for $172. With destination and delivery charges of $1010, the sticker-as-tested was $39,949.

> Visit www.CarlisleEvents.com for more on the automotive hobby.

Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>

Originally produced from 2003 through 2005 as a rebadged version of the Mercury Mountaineer, the Lincoln Aviator is back for its second generation as a mid-size five-door, three row luxury SUV.

The all-new Aviator is based on the Ford Explorer but this is more than a rebadge. Aviator has its own upscale styling, sculpting, engine, chassis makeup and tech. In addition, its attention to luxury sets Aviator apart from any of its kin.

The all-new 2020 Lincoln Aviator is missioned with combining beauty, performance and advanced technology, and debuting an electrified hybrid system. With a gas-powered 400hp /415 lb-ft of torque engine and a plug-in hybrid system that provides 494hp and best-in-class 630 combined lb-ft of torque, Aviator is built for power and capability joining with sleek elegance and intuitive technology.

Delivering what Lincoln calls “Quiet Flight,” Aviator offers those two powertrains – a standard twin-turbocharged 3.0-liter V6 gas engine and the Grand Touring’s hybrid powertrain. This marks the first time Lincoln has combined a twin-turbocharged 3.0-liter V6 engine and advanced electrified hybrid technology capable of delivering smooth performance and quick-acting torque.

On the outside, Lincoln plays off the Aviator name with a look, marketed with a sky-driven approach: “The boundless allure of flight has long inspired automotive design, and the exterior styling of the all-new Lincoln Aviator takes that inspiration to the next level. The connotations of flight are intrinsic in the strong front and tapering rear of the vehicle, creating a distinct aerofoil analogy,” according to Lincoln’s pitch. Exterior dimensions are 199.3 inches in length, a wind-attracting 69.6 inches in height and 82.3 inches in width on a 119.1-inch wheelbase, for a curb weight of from 4774 to 5673 lbs. depending on trim level and configuration. My Reserve trim weighed about 5000 lbs.

Inside, Aviator is packed with luxury appointments and comfort, a 14-speaker audio system with voice-activated touch-screen navigation system, three rows of seating, available concert hall sound, intuitive tech and function and a quiet environment of quality. Spacewise, you get 41 inches of front headroom (40.2 with a Vista Roof), 39.7 inches in row two and a tight 36.9 inches in row three. Aviator provides 43 inches of front legroom, with 40.1 in the middle and a child-only 29.2 inches in the rear seats; and 61.5 inches of front shoulder room with 61.3 in row two and 54.0 in row three.

Cabin climate is attended to by a Particulate Air Filter Tri-Zone Climate Control, with second row climate controls (with Audio and Heated/Vented Seat Controls when equipped). You also get a 10.1-inch LCD touch-screen in the center-stack, Ambient interior lighting, delayed Accessory Lighting in the first row, Lincoln Connect™ with 4G embedded modem with WiFi® hot spot capability, that enables Lincoln Way™ App remote features (when activated) and so much more we can’t do justice to listing them here.

Aviator is quiet and stable in both Front-wheel-drive and Intelligent All-wheel-drive configurations. My test Aviator Reserve in AWD was outfitted with the twin-turbocharged 3.0-liter V6 Engine with Stop-Start Technology. EPA rated at 27mpg/highway, 20mpg/city and 24mpg/combined, my short test came in at 22.1mpg. With the hybrid option, Aviator Grand Touring’s twin-turbocharged engine and advanced electrified technology lags a bit but you get impressive mileage and 20 extra miles when all-electric.

My 400hp plant was decisive, quick and seamless, and we powered through a zero-to-60mph sprint in 6-seconds-flat, during a 14.7-second (hand-timed) quarter-mile. On the highway, Aviator is quiet and steady with more than enough power to pass with nary a lag. The cushioned ride from the adaptive suspension is worthy of the price tag and Lincoln’s status as a luxury carmaker, and the 4-Wheel Disc Anti-Lock Braking System stops with authority when called upon. Aviator’s Electric Power-Assisted Steering is predictable and while there is some top-wobble during quick maneuvers, Aviator is confident in turns.

Safetywise, first, second and third row Blind Spot Detection with Cross-Traffic Alert begins the safety system, enhanced by Driver and Front Passenger Dual Stage, Side Impact, and Glove-Box-Door Integrated Knee Airbags. The Safety Canopy/Air Curtain (3-rows) with roll-over sensor adds to security as do Vehicle Inclination Sensor Remote, Keyless Entry SecuriCode™ (Keypad), SecuriLock® Passive Anti-Theft System, SOS Post-Crash Alert, Tire Pressure Monitoring System and Emergency Brake Assist Four-Way Adjustable Head Restraints. 

The 2020 Lincoln Aviator is priced as a luxury vehicle, starting at $51,100 for the base Standard trim. The Reserve trim is next at $56,190, upgrading with 20-inch wheels, quad-zone climate control, optional packages including Lincoln Co-Pilot360™ Plus and more. The Aviator Grand Touring offers the rechargeable electric hybrid powertrain added to the standard Twin-Turbocharged engine, and keeps Reserve’s features, at $68,800. The top-trim Aviator Black Label starts at $77,695 with special themes, interior finishes and exclusive member service items. My Reserve in Infinite Black with an Ebony leather interior, upticked to All-Wheel-Drive for $2520, and added the $4930 Reserve 1 interior package for the Panoramic Vista Roof® with Power Sun Shade, the Elements Package and the Lincoln Co-Pilot360™ Plus Package. With Destination charges of $1095 and an Acquisition Fee of $645, my sticker came to $64,870, but available incentives of up to $800 may be available, so check with your dealer.

> Visit www.CarlisleEvents.com for more on the automotive hobby.

Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>

Cadillac has expanded its crossover and SUV lineup with the 2020 XT6. The alphanumeric name is Cadillac-speak for Crossover Touring 6, and is the largest of the XT series, slotted as a mid-size, between Cadillac’s XT5 and the full-size Escalade. Produced in GM’s Spring Hill, TN plant, the XT6 shares its wheelbase with the GMC Acadia, Cadillac XT5 and Chevrolet Blazer and sits on the same platform as the Buick Enclave.

With Cadillac marketing it as a “mid-size-plus,” the all-new three-row family crossover centers on a luxurious, adaptable and connected cabin complemented by responsive handling and a comprehensive suite of standard and available safety technologies.

Marketed in two trim levels – “Premium Luxury”, and “Sport” – XT6’s seating configuration was intended to feature six seats, but made that an option, as its standard is as a seven-seater, so perhaps it should be renamed XT7?

Caddy-loaded, the 2020 XT6 offers a comprehensive suite of standard and available driver assistance and safety technologies, along with generous cargo capacity. XT6 is outfitted with the latest Cadillac user-experience items featuring intuitive controls including a rotary controller with new jog functionality. Additionally, the vehicle’s 9-speed automatic transmission offers four selectable driving modes, and both the Premium Luxury and Sport models offer customers available customized looks with unique exterior and interior distinction.

Outside, XT6 carries Cadillac’s general boxiness and big windows for good visibility. XT6 is a wind-attracter that measures 70.2 inches in height, 77.3 inches in width and 198.8 inches in length on a 112.7-inch wheelbase. Curb weight goes from 44431 lbs. to 4690 lbs. depending on trim and drive configuration, and XT6 can trailer 4000 lbs.

Inside, XT6 advances Cadillac’s contemporary interior aesthetic, with elegant, wide surface lines and simple interfaces, though it is not as luxurious as the Escalade. Distinctive trim and interior colors delineate the Premium Luxury and Sport models. Premium Luxury models are trimmed with exotic wood decor, while the Sport features performance-inspired carbon fiber trim.

Available comfort features help ensure that all passengers have a luxurious experience in every seating row, including Cadillac’s first Bose® Performance Series sound system with 14 custom-tuned speakers delivering immersive, powerful audio throughout the cabin. Additional available features include semi-aniline premium leather-appointed seating; Cadillac’s in-vehicle air ionizer; automatic heated/ventilated front seats and heated second-row rear outboard seats, and a standard automatic heated steering wheel.

Regarding comfort, the XT6 cabin provides only 39.8 inches of front headroom, 39.1 in row two and a child-worthy 37.2 inches in row three. Legroom follows at a good 41.2 in row one, 39.1 in the middle seats and only 29.5 inches in the tight third row. Shoulder room stretches out to 58.3, 57.4 and 53.5, but hip room gets really snug in row three with only 39.5 inches, after 56.1 in front and 55.7 in the middle seats.

XT6 power comes from a 3.6-liter V-6 direct-injection VVT engine with auto stop/start. Mated to a nine-speed automatic transmission, the system delivers 310hp and 271 lb-ft of torque. In Front-Wheel-Drive, the engine is rated at 18mpg/city and 25mpg/highway, and in All-Wheel-Drive, the EPS estimate is 17/24. I averaged 22.4mpg in the Premium All-Wheel-Drive trim, during my limited tests due to essential business restrictions.

The quiet cabin remains so even when accelerating with ease while passing, and handling is similar to that of a smaller vehicle. The ride is cushioned well and smoothes out road irregularities, but steering is vague and times, and severe turns result in noticeable body waver.

While passing is powerful, track tests were slow, but steady, with a hand-timed 7.3-second zero-to-60mph sprint and a 15.7-second quarter-mile.

From a safety perspective, the National Highway Traffic Safety Administration has given the XT6 a five-star rating and the Insurance Institute for Highway Safety named it a Top Safety Pick+, that agency's highest honor. A host of driver-assistance features are available. Automated emergency braking, lane-keeping assist, and blind-spot monitoring are standard, while more advanced features such as adaptive cruise control and night vision are available as options.

The 2020 Cadillac XT6 in Premium Luxury trim starts at $52,315 in FWD and $54,315 in AWD, and the Sport trim starts at $56,715 in AWD (only) with a few cosmetic and other minor additions. My test Premium Luxury XT6 in AWD added Dark Mocha Metallic paint for $625. Adding Maple Sugar Semi-Analine Leather Seating surfaces was part of a huge package add-on including the Platinum Package ($4900), the Enhanced Visibility and Technology Package ($2350), the Driver Assist Package ($1300) and the Comfort and Air Quality Package ($750), Cadillac User Experience with Navigation ($1000) and Premium headlamps ($800), among others, that upped the ante a whopping $11,175 for Reverse Automatic Braking, Enhanced Visibility and Technology Package, Platinum Package, Ventilated driver and front passenger seats, Rear Camera Mirror with washer, Enhanced Automatic Emergency Braking, Comfort and Air Quality Package, Bose® Performance Series 14-speaker audio system, 8-inch diagonal color Driver Information Center, Head-Up Display, Driver Assist Package, and tons more.

Assist steps added $750 and destination charges of $995 put the sticker-as-tested at $68,240, but discounts and cash allowances could exceed $2000, so check with your local dealer.

> Visit www.CarlisleEvents.com for more on the automotive hobby.

Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>

Once thought of as a “Baby Explorer” when it debuted in 2001, the Ford Escape made the small SUV segment its own, and soon developed its own following, personality, utility, look and feel. The 13th top-selling vehicle in 2019, Escape is Ford’s No.2-best-selling vehicle, behind only the F-Series.

For 2020, Escape, has been redesigned for its fourth generation, and brings back a hybrid model, after a seven-year hiatus.

The 2020 Ford Escape is all-new with an aerodynamic design stemming from a sloped roofline, optimized liftgate spoiler and efficient underbody. Two hundred pounds lighter than the previous incarnation, due in part to the extensive use of high-strength, lightweight steel, Escape gains power, fuel efficiency and sportiness across all of its five trim levels. The 2020 edition offers four powertrains, including a standard hybrid and a plug-in variant, and introduces technologies ranging from drive modes and driver-assist features to electric vehicle ingenuity and on-board connectivity. Escape introduces new sliding second-row seats for 2020 that enable best-in-class second-row legroom and as much as 37.5 cubic feet of cargo space. And Ford’s smartest-ever small SUV features new selectable drive modes and Ford Co-Pilot360™ driver-assist technology. Available features include a 12.3-inch all-digital instrument cluster, a first-for-Ford in North America heads-up display and its first-in-class driver-assist features Active Park Assist 2.0 and Evasive Steering Assist.

The new Escape’s architecture goes for sportiness, borrowing its shield-shaped trapezoidal grille from a similar sixth-generation Mustang inspiration, while the lower front end pays homage to Ford GT. Compared to the previous model, the all-new Escape stands lower, wider and longer.

The 2020 Escape continues in its compact crossover footprint though this year’s generation gains 2.4 inches in length to 180.5. Escape measures 66.1 inches in height (0.2 inches lower) and 74.1 inches in width (a gain of 1.7 inches), on a 106.7-inch wheelbase – up 0.8 inches. Minimum running ground clearance is 7.9 inches and Escape has a curb weight range of 3298 lbs. to 3884 lbs. depending on trim and drive configuration.

Performance upgrades help make Escape a fun-to-drive sports-ute, with both its gas engine-powered models and the standard hybrid available with all-wheel drive. EcoBoost-equipped models get a new quick-shifting 8-speed automatic transmission for smooth, responsive shifting, while every Escape receives an all-new suspension and improved dynamics with a new isolated rear subframe.

Available in either Front-Wheel-Drive or Intelligent 4WD, Escape’s engine choices include the naturally aspirated 2.5-liter FHEV iVCT inline-4 engine that delivers 198hp and 170 lbs-ft of torque with sequential multiport electronic fuel injection and the 2.5-liter PHEV that gives you 209hp. The standard hybrid targets best-in-class EPA-estimated range of more than 550 miles and the plug-in hybrid targets a best-in-class EPA-estimated pure-electric range of 30-plus miles. For gas-engine devotees, a direct-injection 1.5-liter EcoBoost® I-4 with Auto Start-Stop returns, rated at 180hp, with 177-lbs-ft of torque and a EPA estimate of 26mpg/city, 31mpg/highway and 28mpg/combined. The other option, a turbocharged direct injection 2.0-liter Twin-Scroll EcoBoost® inline-4 with Auto Start-Stop also returns this year, supplying 250hp and 275 lbs-ft of torque on premium fuel, with EPA estimates of 22/28/24. I drove the 1.5-liter and averaged 28.6mpg in mixed-use tests. My weeklong test included some interstate trips, in-town maneuvers and one soft-road test, and I found the system to provide just enough power to pass when asked, and to conquer uphill grades sufficiently. A track test showed a steady 7.7-second zero-to-60mpg sprint and a 16-second-flat quarter-mile. My small SUV showed carlike steering, balance and an family driving and passenger experience.

Inside, the cabin is well-appointed with seating for five. Accommodations are tight for taller drivers, as headroom measures 40.0 inches in front and 39.3 in row two. Legroom can be stretched to a maximum of 42.4 inches in row one, while second-row passengers have 38.9 inches. Shoulder room is 57.6 in row one and 56.0 for row two, representing small gains in shoulder and legroom.

The 2020 Ford Escape is available in five trims. The S trim starts at $24,885 with the 1.5-liter I-4 EcoBoost® engine and Sync® with 4.2-inch LCD Screen Display; the SE that I tested, starts at $27,105 with the 1.5-liter EcoBoost® and adding SYNC® 3 with 8-inch LCD Screen Display, 10-Way Power Driver with Heated Front Row, Intelligent Access with Push Button Start and more; the SE Sport Hybrid starts at $28,265 with the 2.5L iVCT Atkinson Cycle I-4 Hybrid Engine and more; the SEL trim starts at $29,265 with the 1.5, reverse sensing and a power liftgate; and the Titanium trim started at $33,550 in FWD with the 2.5-liter Hybrid, 10-Speaker Audio System and more.

My Escape SE added Rapid Red exterior paint for $395. Upgrading from FWD to all-wheel-drive added $1500; Ford Co-Pilot Assist™ added $695 for Adaptive Cruise Control with Stop-and-Go, Voice-Activated Touchscreen Navigation System with Pinch-to-Zoom Capability, and SiriusXM Traffic and Travel Link®. Splash guards added $210; a Panoramic Vista Roof added $1495 and Destination Charges of $1245 plus an Acquisition fee of $645, put the sticker-as-tested at $33,390, but incentives of $1625 and other discounts are available, so check with your dealer.

> Visit www.CarlisleEvents.com for more on the automotive hobby.

Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>

The public took to Honda’s Pilot when it was launched in 2002, as the first three-row, mainstream SUV to be developed on a car-like unit-body platform. That following has resulted in more than 2 million units sold since, and it remains a top-20 vehicle on the sales floor.

Pilot’s last full regeneration occurred for the 2016 model year, and after a mid-generation re-styling last year there are no major tweaks for 2020, with the exception of a new top-of-the-line Black Edition trim level based on the former top-tier trim, the Elite. The new Black Edition adds exclusive exterior and interior styling enhancements, and like the similar Honda Ridgeline Black Edition, the Pilot Black Edition comes exclusively in Crystal Black Pearl paint and includes Black Edition badges on the grille and tailgate, Black-painted 20-inch alloy wheels, and blackout treatments for the grille, headlight trim, side trim, door handles, window trim and fog light accents. Inside, there is red accent lighting for the dash, doors and center console, with red accent stitching on the front and second row captain's chairs, door panels and steering wheel. The Black Edition logo is embossed on front seats and floor mats, and the front and second-row seats get a red accent to the perforated-leather seating surface.

For the rest of the 2020 Pilot line-up, Honda has added Honda Sensing® as standard on all trim levels, along with available HondaLink with 4G LTE Wi-Fi, CabinTalk™ and CabinControl™ applications, and Honda i-VTM4® torque-vectoring all-wheel drive is now available on all trims.

However, the Black Edition isn’t the only loaded and trendy trim on tap. I tested the next line-topper, the Elite model, which was imbued with such accouterments as a Panoramic Sun Roof and such interior upgrades as heated second-row captain's chairs, heated and ventilated front seats, perforated leather front and second-row seats, heated steering wheel, 590-watt premium audio system with 10 speakers and Multi-Zone Audio, wireless phone charger, illuminated front- and second-row beverage holders and LED front-row map lights. Outside the Pilot Elite has automatic-dimming, power-folding side mirrors and standard Intelligent Variable Torque Management™ All-Wheel-Drive System. From a safety perspective the Pilot Elite comes with Honda Sensing®, a suite of safety and driver-assistive technologies designed to keep you out of bad situations by alerting you to things you might miss while driving. Honda Sensing® includes Road Departure Mitigation, Lane Keeping Assist System, Collision Mitigation Braking System and Adaptive Cruise Control.

 

Borrowing inspiration from Honda’s Odyssey minivan, Pilot comes at you with an aggressive grille featuring a bold interpretation of the Honda “flying wing” design, and sporty front fascia with standard LED low-beam headlights. The rear features wing-design taillights, and sculpted tail. The eight-person family utility vehicle is built with unit-body construction with slender, non-boxy lines and a powerful stance. The 2020 Pilot measures 196.5 inches in length; 78.6 inches in width; and a wind-wobbling 70.6 inches in height on a 111.0-inch wheelbase. Ground clearance is 7.3 inches, and curbweight ranges from 4036 lbs. to 4400 lbs. depending on trim and extras.

Inside, Pilot is filled with soft-touch materials throughout the cabin and tech runs supreme throughout with audio/connectivity and driver conveniences. The Pilot Elite cabin is accommodating, with headroom of 39.5 inches up front (some trim models reach 40.1 inches), 40.9 inches in row two and 38.9 in row three. Legroom is 40.9 inches in the front row, 38.4 inches in the middle row and a child-accommodating 31.9 inches in row three. Shoulder room comes in at a comfortable 62.0, 62.0 and 57.6.

The 2020 Pilot powers up with a 280hp, 262 lb-ft of torque 3.5-liter V6 engine. Depending on the trim model, it is mated either to a 6-speed automatic or 9-speed automatic transmission. My Pilot Elite was outfitted with a 9-speed and was EPA rated at 19 mpg/city, 26mpg/highway and 22mpg overall in AWD. My mixed-use tests showed an average of 21.3mpg.

Fit for soft-road conquering and in-town deftness, my Pilot reacted well on the highway, softened road irregularities and accelerated better than niche expectations with zero-to-60mph tests finished off in 6.6 seconds during a 15.3-second quarter-mile (hand-timed).

The 2020 Honda Pilot is available in six trims in both 2WD and AWD, with the AWD costing an additional $2,000, starting with the LX at $31,550 for 2WD; the EX at $34,430; and the EX-L at $37,860. All of those come with a 6-speed automatic transmission, while the following upper-tier Pilots are outfitted with a 9-speed auto-trans. The Touring trim starts at $43,715, the loaded Elite trim in AWD only, starts at $49,215 and the Honda Pilot Black Edition starts at $50,715 in AWD.

My test Pilot Elite in Deep Scarlet Pearl matched to a Beige Perforated Leather interior came with advanced Navi and rear entertainment system and 20-inch alloy wheels. We added Body side molding for $225, door edge guards for $105, door visors for $275, hood air deflector for $185, moonroof visor for $155, Premium running boards with lights for $725, perforated leather heated second row captain’s chairs for $300, and a splash guard set for $115.  With destination and handling charges of $1120, my 2020 Honda Pilot Elite stickered at $51,125, but discounts may be available, so check with your local dealer.

> Visit www.CarlisleEvents.com for more on the automotive hobby.

Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>

The Nissan Sentra was created with a name that evoked the image of a “Sentry”, to bring to mind a safe small vehicle. Beginning life for model-year 1982 as a compact, it has since evolved into a mid-size. The sixth best-selling sedan in America this year, Sentra is all-new for 2020, beginning its eighth generation as a vehicle that is wider, longer and heavier than last year, but lower for better aerodynamics and stability. The new-gen Sentra has also gained 17 percent more horsepower and picks up a small bit of fuel efficiency.

Sitting on a new platform, the 2020 Nissan Sentra exterior is sportier and more muscular looking; it gains better road stability and driving dynamics through the redesign, new suspension and steering system; it adds a comprehensive suite of intelligent connectivity technologies, including available NissanConnect® featuring Apple CarPlay® and Android Auto™; adds as standard Nissan Safety Shield® 360 and available driver assist technologies; and the interior is redesigned with more modern, luxurious and premium accouterments.

Outside, Sentra’s new sculpted demeanor is more aggressive and sporty than is expected from a lower-priced sedan. The powerful stance and premium look are highlighted by Nissan's signature V-motion grille, available thin LED headlamps and floating roof. A lower rear roofline and wider shoulders, with wheels flush to the body, enhances its boldness. The Sentra SR trim I tested, provides a more athletic appearance with a sport-style rear spoiler, black-painted side mirrors with integrated turn signals, lower body side sill extensions, 18-inch diamond-cut aluminum-alloy wheels, and chrome exhaust finisher.

Once Sentra was a sub-compact, but it is firmly entrenched as a midsize now, weighing in with a curb weight of 3084 lbs. for my test Sentra SR – more than 100 lbs. heavier than last time --  and measuring 182.7 inches in length (up 0.6 inches), 71.5 inches in width (2.2 inches wider than last year) and 56.9 inches in height (an aerodynamic lowering of 2 inches) on a 106.8-inch wheelbase (0.5 inches greater), with a pavement-scraping minimum ground clearance of 4.9 inches. 

The 2020 Sentra's all-new interior is more refined, more touch-oriented and more luxurious – above expectations in the compact sedan segment. Attention to detail and craftsmanship can be found throughout the interior, with satin chrome aluminum accents, the intuitive placement of controls, contrast seat stitching and a standard D-shaped steering wheel. Standard features include Nissan's Zero Gravity front seats, which help optimize posture positioning for enhanced comfort during long distance driving. Other interior features include remote keyless entry with push button start, RearView Monitor and Rear Door Alert.

With seating for five, Sentra offers a roomy 44.0 inches of front legroom (a gain of 1.5 inches) and a comfortable 37.4 inches of rear legroom. Headroom is cramped up front at 37.5 inches with sunroof (losing a half-inch over last year) and tight in the rear at 36.7 inches. Shoulder room exceeds niche expectations and gains 1.7 inches at 56.4 in row one and 54.5 for row two (up 0.6 inches).

Sentra's driving experience has also been upgraded. All 2020 Sentra models come equipped with the latest generation Xtronic transmission – no manual trans is offered. Sentra is now powered by a new, fuel-efficient 2.0-liter DOHC 4-cylinder engine delivering 149 horsepower and 146 lb-ft of torque – increases of 25 hp and 21 lb-ft over the previous model. Sentra's top-level driving dynamics are provided by a new independent rear suspension matched to a McPherson strut front suspension with twin-tube shock absorbers. Also new are a responsive dual-pinion rack electric power steering system and Nissan Intelligent Trace Control technology, both standard. With an EPA rating of 28mpg/city and 37mpg/highway, my week of mixed-use tests yielded an average of 32.3mpg.

Even with the power increase, Sentra still performs as one expects a compact to act. Passing at speed and accelerating uphill should be strategized, and at the track, Sentra improves a bit. The last last-gen Sentra I tested was slow, at a 9.6-second dash and 17.6-second quarter-mile. The new-Gen perked up to 9.2 and 17.2. Steering was predictable with lessened understeer.

Available in three trim levels, the base 2020 Sentra S starts at $19,090. The SV trim Sentra starts at $20,270, and added 16-inch Aluminum-alloy wheels, Nissan Intelligent Key® with Push Button Ignition, Premium Cloth seat trim, 7-inch Advanced Drive-Assist® Display, Apple CarPlay® integration and more. The premium The SR trim I tested comes with 18-inch Aluminum-alloy wheels, Dark chrome V-Motion grille, Chrome exhaust finisher and more, and starts at $21,430. My test SR, in Two-Tone Monarch Orange Metallic / Super Black exterior paint, for an extra $595, played off a Charcoal Sport Leatherette Interior as part of the $2170 SR Premium Package that was loaded with an Intelligent Around View® Monitor, Power sliding glass moonroof with tilt feature, auto-dimming inside rearview mirror, 6-way power adjustable driver's seat with 2-way power lumbar, sport leatherette-appointed seats with contrast orange stitching, heated front seats and more. A Clear rear bumper protector was installed for $75, and an impact sensor was added for $125 (alerts you to denting and attempted break-ins). With Destination and Handling charges of $925, my 2020 Nissan Sentra SR as tested stickered at $25,320.

> Visit www.CarlisleEvents.com for more on the automotive hobby.

Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>

Traditionally, there are few vehicles with the rugged and versatile history of Jeep. From its U.S. Army beginnings in 1941 as a general purpose 4-wheel-drive light military vehicle, to its CJ Civilian Jeep production in 1945, to its evolution as a rugged, sports-utility vehicle with ever-progressing luxury, connectivity and capability, Jeep has earned a reputation as a tough, dependable and sporty conveyance for in-town and off-road function.

Building on that rich heritage, the all-new 2020 Jeep Gladiator combines Jeep’s iconic styling with the features of a pick-up truck to become a true sports-utility vehicle … a Jeep truck. Now, there WAS a full-size Jeep Gladiator truck from 1962-1988, known as the Jeep J-Series after 1971, but THIS Jeep Gladiator is a midsize pick-up truck that is brand new for the 2020 model year, and is Jeep’s first pick-up truck model since it discontinued Comanche in 1992.

The 2020 Jeep Gladiator certainly plays on Jeep’s iconic look and social distances itself from the competition with that look.  And it is designed for work ... real truck work … and play … traditional Jeep play.

Based on the Jeep Wrangler SUV, Gladiator is recognizable as a Jeep, from the seven-slot grille seen on Wrangler, but with widened the grille slots for additional air intake to assist with the increased towing capacity. The top of the keystone-shaped grille is gently swept back to enhance aerodynamics. A full-sized spare tire, normally mounted on the Wrangler's rear tailgate, is mounted underneath the cargo bed of the Gladiator. The truck has front and rear doors that can be fully removed, as well as a windshield that can be lowered (like the Wrangler JL, Jeep includes a tool kit with the tools necessary to remove the doors and lower the windshield). Gladiator models equipped with LEDs feature daytime running lights, which form a halo around the outside perimeter of the headlights. Forward turn signals are positioned on the front of the trapezoidal wheel flares.

From behind, traditional square tail lamps feature available LED lighting and give way to a wide tailgate opening for unobstructed loading of cargo into the bed. The tailgate is damped and capable of stopping in three positions, while cargo is easily secured with a power-locking tailgate. And the truck bed isn’t just for looks. It is fully functional and work worthy. The 5-foot high-strength steel bed utilizes four steel cross-members to reinforce the load floor while the aluminum tailgate is damped. Utility and versatility are maximized with strong integrated tie-downs and under-rail bed lighting.

Built at Toledo Supplier Park, Toledo, Ohio the mid-size pick-up measures 218.0 inches long, 74.1 inches high with the hard top, and 73.8 inches wide on a 137.3-inch wheelbase, for a ground clearance of 11.1 inches. The Rubicon with an automatic transmission weighs in at a robust 5072 lbs.

Inside, the Gladiator combines Jeep style, versatility, comfort and intuitive feature use. Precision craftsmanship and high-quality materials are found throughout the cabin. The heritage-inspired center stack features a clean, sculpted form that complements the horizontal dashboard design. Soft-touch surfaces enhance tech items such as intuitive placement of climate and volume control knobs, media charging and connectivity ports, and Engine Stop. A U-Connect 4C Navigation system with 7.0-inch touchscreen is standard as is a push-button starter, featuring a weather-proof surround.

The cabin is niche-roomy, and provides 40.8 inches of front and rear row headroom in the hardtop, 41.2 inches of front legroom with 38.3 inches in row two, and 55.7 inches of front and rear shoulder room.

Gladiator is powered by a 3.6-liter Pentastar V-6 engine that delivers 285 horsepower and 260 lb-ft of torque. Combined with either a six-speed manual transmission or an optional eight-speed automatic transmission, the setup focuses on low-end torque – good for off-roading and hauling heavy loads – the automatic has a trailer tow rating of 7000 lbs. The system is rated at 17mpg/city, 22mpg/highway and 19 mpg/combined for the automatic. A 3.0-liter EcoDiesel V-6 engine is also an option, rated at 260 horsepower and 442 lb-ft. of torque. My 3.6 accelerated smoothly and predictably and finished off a hand-timed zero-to-60mph sprint in 8.2 seconds during a 16.2-second quarter-mile. A week of mixed-use tests and some off-road trails ended with an average consumption of 18.6mpg. I found Gladiator off-road capable, highway adequate and in-town cool and fun to drive.

The 2020 Jeep Gladiator is available in five trims, from the base Sport at $33,545 to the top-of-the-line Rubicon at $43,875. My fully loaded Rubicon in Firecracker Red added an 8-speed automatic transmission for $2000. Cosmetically, body-color fender flares were added for $495; a body-color three-piece removable hard top for $1100; spray-in bedliner for $495; Black leather-trimmed bucket seats for $1495; an Alpine Premium Audio system added $1295; all-weather slush mats added $165; hardtop headliner added $555; a trailer tow package was $350; the Jeep Active Safety Group (Blind-Spot and Cross-Path Detection, ParkSense® Rear Park-Assist System, LED Tail Lamps) was $995; and Adaptive Cruise Control/Forward Collision Warning added $795. Now, that was $12,035 in options, and with $1495 in destination charges, my 2020 Jeep Gladiator Rubicon stickered at $57,405.

> Visit www.CarlisleEvents.com for more on the automotive hobby.

Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>

Re-engineered in 2017 for its second generation, the 2020 GMC Acadia mid-size crossover gets a facelift, a turbo engine option and many tech and infotainment upgrades.

Aiming for a more refined appearance, improved cabin interfaces and augmented power, GMC has upgraded Acadia with design and technology enhancements including a bolder exterior design, new available 2.0-liter turbocharged engine, new nine-speed automatic transmission, an enhanced GMC infotainment system, a new available Head-up Display and Rear Camera Mirror, and the introduction of the first-ever Acadia AT4 with exclusive AT4 grille, wheels, badging and black chrome exterior accents.

The 2020 Acadia comes at you with a new grille, new front and rear fascias and GMC’s signature C-shaped lighting along with standard LED lighting complemented with interior refinements.

Additional design and style enhancements for the 2020 Acadia include: new 18- and 20-inch wheel designs depending on the trim; outside mirrors with integrated LED turn signals (power-folding feature standard on Denali and available on SLT trim); hands-free power liftgate with GMC logo projection standard on SLT, AT4 and Denali; redesigned center console with enhanced storage space and unique Denali interior color scheme with new, open-pore wood decor.

Continuing with its mid-size crossover dimensions of last year, Acadia measures 193.6 inches long, 66 inches high and 75.4 inches wide on a 112.5-inch wheelbase. Ground clearance is 7.2 inches and curbweight comes in at about 3923, though the upscale versions with the 3.6-liter engine exceed 4000 pounds.

Last year, Acadia offered two engine choices: a 2.5-liter Inline-4 engine -- 193hp and 188 lb-ft of torque and an EPA rating of 21/city and 26/highway – and a 3.6-liter V-6 engine -- 310 hp and 271 lb-ft of torque, for an EPA rating of 18/city and 25/highway. This year, Acadia goes with three options: a 2.0-liter turbo I-4 DOHC with direct injection and Active Fuel Management, good for 230 horses and 258 lb-ft; the 2.5-liter direct-injection I-4 that provides last year’s power numbers; and this year’s 3.6-liter V-6 DOHC VVT with Direct Injection is the same as last year’s at 310hp and 271 lb-ft.

Mated to the new nine-speed automatic Electronic Precision Shift that replaced the previous six-speed automatic, my 3.6-powered Denali was attentive, responsive and confident with reduced engine noise in the cabin. My week of mixed-use tests yielded an average of 22.2 mpg, Accelerating powerfully at speed and in passing, track tests showed an energetic zero-to-60 mph sprint in 6.6 seconds, en route to a consistent 15.2-second quarter-mile.

Responsive and accurate on turns and sweeps, Acadia’s electric variable-effort power steering with Active Return Assist was reliable and minimized body roll while delivering acceptable understeer during quick cornering. Providing good road feel, the MacPherson strut front suspension with direct-acting stabilizer bar and the five-link independent rear with coil springs and stabilizer bar were the same as last year, and with the Continuous Damping Control real-time damping on my Denali test ride, the system leveled city roads and highways, and was solid soft-road, though severe off-roading seemed to be a bit beyond its capabilities.

Refined inside, the Acadia cabin provides seating for five, six, or seven passengers depending on model and configuration. My three-row, six-passenger Denali was comfortable with 40.0 inches of front headroom without a sunroof (you lose about 1.2 inches with a sunroof), 39.6 in row two and 37.2 inches in row three. Legroom measures 41 inches in front, 39.7 in row two and a child-worthy 29.7 in row three, while shoulder room is 59.4, 58.7 and 54.3. Cargo volume was 41.7 cu.ft. behind row two if row three is eliminated.

Safety features include standard head curtain side air bags with rollover protection for all seating rows and roof-mounted head curtain air bags, Front and Rear Parking Assist, Lane Change Alert,  Front Pedestrian Braking, Low Speed Forward Automatic Braking, Forward Automatic Braking, Following Distance Indicator, IntelliBeam automatic headlamp high-beam control, Surround Vision camera system, Forward Collision Alert and more.

Available in six trims, Acadia’s base SL trim starts at $30,195 in FWD and runs through six levels to get to the top-of-the-line Denali that I tested – starting at $46,695 in FWD. In the lesser trims, you pay about $1095 for the upgrade to the larger engine – Denali comes with the larger plant as standard. You also pay $2000 to upgrade from FWD to AWD and my Denali was in AWD. Ebony Twilight Metallic exterior paint added $495 and the outside was mated to a Jet Black perforated leather interior. The Technology Package that is recommended for the safety conscious was also included for $1495, consisting of advanced adaptive cruise control with full speed front automatic braking and a surround vision system. A Dual SkyScape 2-Panel Powered sunroof was added for $1400; Front and rear splash guards added $170 and roof rack cross rail added $265. Rear seat infotainment with DVD player would have added $1995, but my ride was without that option, though we did add Wireless charging for $375. With an additional $1195 for Destination charges, my final sticker-as-tested was at $52,895, but cash allowance incentives of $4250 brought the MSRP to $48,645, so check with your local dealer.

<I> Visit www.CarlisleEvents.com for more on the automotive hobby.

Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>

The top-selling non-truck in America, and No. 4-selling vehicle overall is Toyota’s RAV4 with nearly 450,000 units sold in 2019. RAV4 launched in the United States 23 years ago, creating a niche that became the compact crossover SUV segment. It has always been hip, trendy and sporty, and was named for being a “Recreational Active Vehicle with 4-wheel drive” (RAV4), although not all RAV4s have four-wheel drive.

Remaining true to its roots, the fifth-generation RAV4 was fully redesigned last year and receives minimum tweaks this year. The major upgrade for 2020 is the introduction of RAV4’s TRD Off-Road model. One negative for 23 years was that RAV4 was soft-road, but that all changes with the new TRD Off-Road version, and its tough Off-Road suspension kit with red coil springs, TRD’s unique 18-inch wheels, all-terrain tires and TRD badges inside and out.

Also new for 2020, all RAV4 models expand multimedia capability with Android Auto™ added to the Apple CarPlay® and Amazon Alexa compatibility. The LE and XLE grades, both gas and Hybrid, gain standard SiriusXM® with a three-month trial, which was already standard on the higher grades. There are also multimedia enhancements, an augmented weather package on the XLE trim and full leather inside the Adventure model. A Hybrid is available and a plug-in Hybrid is set to be added for 2021.

Toyota’s Global Architecture platform forms a solid foundation and good driving dynamics, comfort, and safety. RAV4’s chiseled good looks combine sportiness, style and athleticism and a demeanor that tackles urban, suburban and outdoor adventures with equal aplomb. RAV4 accomplishes this in compact dimensions of 180.9 inches long, 73.0 inches wide and 67.2 inches high, on a 105.9-inch wheelbase. Ground clearance is 8.4 inches to 8.6 depending on trim, and RAV4 weighs in at a range of 3380 to 3655 pounds depending on trim.

RAV4 retains its efficient 2.5-liter Dynamic Force 4-cylinder engine that delivers 203 hp and 184 lb-ft of torque, for a sufficiently steady, but not overpowering amount of muscle. The AWD versions are rated, depending on trim and extras, at 27mpg/city and up to 35mpg/hwy, with some estimated at 33mpg. The RAV4 Hybrid is also powered by a 2.5, assisted with an electric motor on the rear axle. The combined system output is 219 hp, and 400 lb-ft, and backed by an electronically controlled continuously variable transmission, is EPA-rated at 41/38 with a combined average of 40mpg. My naturally aspirated test ride averaged 29.2mpg in mixed-use driving in town, on the highway and some soft-road fun. The Independent MacPherson front struts with stabilizer bar and multi-link rear suspension with stabilizer bar levels most pavement irregularities and soft-roaded adequately.

Response from the Electric Power Steering (EPS); electric power-assisted rack-and-pinion set-up was attentive for the niche, with acceptable understeer, rear sway and minor top-wobble in tight turns.

RAV4 is not a speed deliverer, but at the track, my RAV4 shaved a tenth off last year’s  8-second-flat zero-to-60 run at 7.9 seconds, and finished a 16.1-second quarter-mile.

With seating for five, The RAV4 cabin is quiet and sporty, and my Limited trim was luxurious and filled with connectivity, tech, and featured a front-row moonroof, heated 8-way power-adjustable driver’s seat with memory, 2-way lumbar support, and 7-inch Multi-Information Display.

Front headroom is a bit tight, but expected for the niche, at 37.7 inches, with 39.5 in row two. Legroom is accommodating at 41.0 inches in row one, with 37.8 inches for second-seat passengers and there is a wide-body 57.8 inches of shoulder room in front and  56.4 inches in row two.

From a safety perspective, RAV4 is on point with the Toyota Safety Sense™ 2.0 Pre-Collision System with Pedestrian Detection, which includes, as expected, pedestrian detection, along with Lane Departure Alert with Steering Assist, Full-Speed Range Dynamic Radar Cruise Control, Road Sign Assist, Lane Tracing Assist and Steering Assist. RAV4 also has Star Safety System™ with Traction Control, Electronic Brake-force Distribution, Enhanced Vehicle Stability Control, Brake Assist, Anti-lock Braking System and Smart Stop Technology. Eight standard airbags consist of dual stage advanced driver and front passenger airbags; front seat-mounted side airbags; first and second row side curtain airbags; driver’s knee airbag and a front passenger seat cushion airbag.

The base 2020 RAV4 Hybrid starts at $27,850 plus a delivery fee of $1120, and gas-only models start with the 2020 RAV4 LE basing at $25,950, the XLE at $27,245, the XLE Premium at $29,950, the sporty Adventure at $33,055, the Limited at $34,480, loaded with standard tech, safety and cosmetics, and the new TRD Off-Road at $35,280. My test RAV4 Limited in Silver Sky Metallic exterior paint mated to a Black Softex interior, added Dynamic Torque Vectoring AWD for $1400; the Limited Grade Advanced Technology Package added Smart Key system, hands-free power liftgate with jam protection, Bird’s Eye View camera with Perimeter Scan, overhead 360-degree view and curb view, wireless Smartphone charging and more, for $1025; Bodyside moldings for $209; mudguards added $129; a running board added $549; roof rack cross bars added $315; and delivery, processing and handling added $1120 for a sticker-as-tested of $39,326.

> Visit www.CarlisleEvents.com for more on the automotive hobby.

Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>