A derivative of “the truck that won WWII,” the all-new 2018 Jeep Wrangler upgrades in its 4th generation, with a modern design that stays true to the original, advanced fuel-efficient powertrains and more open-air options. And it is loaded with safety features and advanced technology.

Based on the nostalgic military Willys Jeep of 1941, the Jeep Wrangler has been an off-road enthusiasts’ favorite since 1986. A compact four-wheel-drive multi-purpose vehicle, Wrangler debuted in 1986 as a progression of the Jeep CJ-7, was revised in 1996, and last completely redesigned in 2006.

Wrangler has been presented in numerous trims, models and cosmetics with such badge names as: Islander, Renegade, Sahara, Apex, Columbia, Freedom, Golden Eagle, Rocky Mountain, TJ, Unlimited and the Rubicon Tomb Raider. But one of the more popular end enduring treatments has been the Jeep Wrangler Rubicon, which debuted for the 2003 model year, and which I tested this year.

Built in Toledo Supplier Park, Toledo, Ohio, the multipurpose vehicle is laid out with a longitudinal front engine, four-wheel drive set-up on a ladder-type frame with an open steel and aluminum body.

Its instantly recognizable keystone-shaped grille pays homage to Jeep® CJ models, and the new 4th-Gen Wrangler subtly improves on the classic rugged exterior with design tweaks that afford up to 30 inches of water fording while improving its aerodynamics. The redesign adds about 2.8 inches in length for the 2-door and 3.8 inches for the 4-door, on a longer wheelbase (1.4 inches longer for the 2-door and 2.4 for the 4-door model). Width has been widened by 0.2 inches and the track is wider by 2.5 inches. Yet with the size gain, Wrangler’s redesigned frame has helped shed 200 lbs. off its previous-generation curbweight.

Wrangler’s 118.4-inch wheelbase (for the 4-door -- 96.8 inches for the 2-door model) accommodates 188.4 inches in length (for the 4-door -- 166.8 inches for the 2-door), 73.8 inches in width and 73.6 inches in height. My Rubicon trim had a ground clearance of 10.8 inches and a curb weight of 4455 lbs. (for the 4-door -- 4145 lbs for the 2-door).

Jeep Wrangler’s interior combines authentic styling, versatility, comfort and intuitiveness. Precision craftsmanship and high-quality materials are found throughout the cabin, and the heritage-inspired center stack features a clean, sculpted form that complements the horizontal dashboard design and sports a finish dictated by the model choice. The cabin is packed with infotainment and ergonomic controls as well as more than 75 available safety features.

Roomy inside for front row driver and passenger, and somewhat tighter for second row travelers, headroom was 42.6 inches up front with the soft top and 38.3 inches in the rear; legroom was 41.2 inches in row one and 38.3 in row two; and shoulder room was 55.7 inches in both rows.

Rubicon offers three engine choices: the 3.6-liter V-6 manual rated at 285hp and 260 lbs.-ft of torque and 17mpg/city and 23mpg/highway, 3.6 V-6 with 8-speed automatic trans rated at 285hp and 260 lbs.-ft of torque and 18mpg/city and 23mpg/highway, 2.0-liter I-4 turbo with 8-speed automatic rated at 270hp and 295 lbs-ft. of torque (unrated in fuel consumption at the time of the test).

On road or off-road, Rubicon performs. The solid axle front suspension with link coil, leading arms, track bar, coil springs and stabilizer bar works with a solid axle rear, link coil, trailing arms, track bar, coil springs and stabilizer bar for a comfortable ride on the highway while attacking potholes, road ruts and off road obstacles. Low-end torque prevails over hill climbs, mud, snow and trails, and acceleration is solid for highway passing and off-the line fun. The steering is tight and attentive, and while not an auto-cross star, it is fine for in-town maneuvers and fun for tree and brush skirting.

I tested the Wrangler Rubicion with the 3.6 automatic and averaged 22.6mpg and my track tests showed an 8.7-second zero-to-60mph sprint and a 16.7-second quarter-mile.

The 2018 Jeep Wrangler starts at $23,995 for the JK Sport 4x4 2-door with the 3.6 engine and moves through 10 trims (Sports S, Willys Wheeler, Golden Eagle, Freedom Edition, Willys Wheeler W, Sahara, Altitude, Rubicon and Rubicon Recon) with additional variations on each trim, to a high base of $42,945.

My Firecracker Red Rubicon test Jeep 4-door based at $41,690 with a manual V-6. The 8-speed automatic adds $2,000, though I think the manual is much more fun and gives more control along with the cost saving. The Cold Weather Group option adds $895 for heated front seats, heated steering wheel and remote start; the Electronic Infotainment System Group adds $1495 for an 8.4-inch touchscreen display, Alpine® Premium Audio System, GPS navigation, HD Radio® and auto-dimming rear view mirror; the Dual Top Group which provides both a Black Freedom Top® 3-Piece Hard Top and a Premium Black Sunrider® Soft Top for Dual Top, added $2195; the Jeep® Active Safety Group added $895 for Blind-Spot and Cross-Path Detection, Parke Sense® Rear Park Assist and LED Tail Lamps; and All-weather floor mats added $130. My test ride had black cloth seats – leather trim would have added $1400. With Destination Charges of $1195, my 2018 Jeep Wrangler Rubicon stickered at $49,300.

> 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.

Equinox, Chevrolet’s second-best selling vehicle, after the Silverado, enters its third generation in 2018 with a full redesign. The Gen-3 Equinox sheds nearly 400 pounds -- approximately 10 percent of its mass, creating a nimbler, more responsive and more refined driving experience. Combined with this weight loss, the all-new body was designed and optimized for top safety ratings.

An all-new, mass-efficient body structure is at the center of the Equinox’s trimmer curb weight and helps make the most of its available turbo engine options. The sporty Equinox cut 4.7 inches in length to 183.1 inches long; is 72.6 inches wide and is an inch shorter at 65.4 inches high on a 107.3 -inch wheelbase – losing 5.2 inches. The 2.0-liter Turbo AWD crossover I tested weighed in with a curbweight of 3703 lbs., more than 400 pounds lighter than the Equinox I tested last year.

The new body structure is part of all-new expressive styling with sculpted designs that echo what Chevy shows in Volt, Malibu and Cruze. There is also an all-new interior with elements including available denim-style seat fabric that blends high style with durability. New safety features are also available, including Safety Alert Seat, Low Speed Forward Automatic Braking and Surround Vision. And Chevrolet’s first all-turbocharged multi-engine propulsion system lineup is in play, including a segment-exclusive turbo-diesel offering a GM-estimated 40 mpg/highway

Packed with amenities inside and out, standard exterior Equinox highlights include projector-beam headlamps and LED daytime running lamps, LED taillamps on uplevel models, a hands-free power liftgate, outside heated power-adjustable and auto-dimming body-color manual-folding mirrors with turn signal indicators and chrome mirror caps,
19-inch ultra-bright aluminum wheels and a chromed dual-outlet exhaust.

Standard Equinox power comes from the choice of a 1.5-liter turbo, 1.6-liter diesel or 2.0-liter turbo engine. The 1.5-liter 4-cylinder is rated at 170hp and 203 lb-ft of torque; the 1.6-diesel is good for 137hp and 240lb-ft; and the 2.0-liter turbo is rated at 252hp and 260 lb-ft.

The 1.5 is EPA rated at 26mpg/city and 32mph/ highway for FWD and 24/30 for AWD
1.6-diesel is GM-estimated at 32/city and 40mpg on the highway for FWD and 31/37 for AWD. The 2.0-liter turbo I tested is EPA-rated at 22mpg in city driving for both FWD and AWD and 28/highway FWD and 27mpg/highway for AWD. My week of driving averaged 24.1mpg.

I found the turbo to be seamless and faster than expected. On the track, my Equinox completed a zero-to-60mph dash in 6.8 seconds (0.4 seconds faster than last year), and maintained its acceleration to finish a quarter-mile in 15.3 seconds. On the road and on uneven surfaces, the Equinox independent MacPherson strut front suspension with specifically tuned coil springs, direct-acting stabilizer bar and its independent four-link rear with coil springs and trailing arm; stabilizer bar; hydraulic link bushings were tuned for passenger comfort rather than for driver’s feel and precise handling. The hydraulic power rack-and-pinion steering could have been sharper, and understeer is common during quick maneuvers, but acceleration is reliable, and the cabin is quiet and calm.

The Equinox cabin is accommodating, and filled with entertainment and function. With seating for five, the interior is slightly tighter than last year, but not by much, with 40 inches of front headroom and 38.5 inches in row two; legroom is 40.9 inches in the row one and 39.7 in the second seats, while shoulder room is 55.8 and 55.3.

Inside, the all-new cabin has a new “kneeling” rear seat features tilting bottom cushions that enable a flat load floor for easier loading. Connectivity technologies include 7- and 8-inch-diagonal MyLink® infotainment systems designed to support Apple CarPlay and Android Auto, as well as OnStar 4G LTE Wi-Fi hotspot. Teen Driver is offered, allowing parents to set controls and review their teen’s driving habits and new available Surround Vision offers 360-degree bird’s eye view of the vehicle. Also inside are leather heated seats with driver memory, dual-zone automatic climate control air conditioning and a rearview auto-dimming mirror.

The 2018 Chevrolet Equinox starts at $24,575 for the base L-trim model with the 1.5-liter turbo liter engine in front-wheel-drive; the LS 1.5 bases at $26,595; the LT 1.5 trim starts at $27,795 and the Premier 1.5 starts at $31,795. The LT 2.0L Turbo bases at $30,295, and my test Premier 2.0L Turbo starts at $34,595. The LT 1.6 Turbo Diesel starts at $31,695 with the Premier 1.6L Turbo Diesel starts at $33,995.

My Premier 2.0L Turbo test ride with Jet Black, perforated leather-appointed seat trim, was in all-wheel-drive (which I nearly always recommend), adding $3700. My ride was upgraded with the Sun, Sound and Navigation Package for $2620, that included a Panoramic sunroof, Chevrolet MyLink® Audio system with 8-inch diagonal touch screen and navigation, as well as a Bose® premium 7-speaker system. The Protection Package added $220 for premium all-weather floor mats and rear splash guards; The Hit the Road Package added $995 for roof rack cross rails and molded assist steps; and Remote Start added $275. With Destination Freight charges of $995, my test 2018 Chevrolet Equinox stickered at $42,130, but cash allowances and regional incentives are available to cut that price a bit.

> 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.

The Lexus RX has been America’s best-selling luxury SUV since its introduction in 1998, and has earned a reputation as a reliable, elegant, pampering and performing utility vehicle.

RX was the first Lexus SUV, and has been its entry into the luxury crossover niche through four generations. As the category has attracted more competition, RX has refined, upgraded, teched-up and improved its line.

Two years after its introduction, the fourth-generation RX sees several changes for 2018. Most notably, the Enform Safety Connect and Enform Service Connect are now complimentary for the first 10 years of ownership. Both were previously offered with a one-year trial. Also new for 2018: a Sunroof and Blind Spot Monitoring System now available on base model; and a new Premium Package is available for the RX 450h and repositioned base model.

While the Lexus RX has been marketed as a combination of SUV versatility and luxury sedan-like comfort, it also stands out in the segment with a dramatic mix of sculpted creases and elegant curves. The focal point of the front is the Lexus signature spindle grille, set off by a lavish chrome-plated border and standard Bi-LED headlights.

The available L-shaped premium LED headlights use three unique L-shaped elements per side. The spindle theme repeats at the rear, where L-shaped LED taillights envelop the tailgate and wrap into the rear fenders. Capping off the design, quite literally, is a floating-roof effect created by elegantly blacked-out C-pillars. Where the rubber meets the road, there’s a choice of three 20-inch wheel designs. And all eleven RX paint colors feature a scratch-resistant self-restoring coat, using high-performance macromolecular polymer.

All of these elements are part of the 4387-lb. (for the AWD) RX 350 that measures 192.5 inches long, 74.6 inches wide and 67.7 inches high on a 109.8-inch wheelbase. Ground clearance is 8.2 inches and maximum towing capacity is 3500 lbs.

The RX 350 is powered by a 3.5-liter V-6 aluminum block engine, coupled with an 8-speed Automatic Electronically Controlled Transmission. The system delivers 295 hp and 267 lbs.-ft. of torque, and the transmission, with “intelligence”, accelerates car-like. Traveling faster than it seems when behind the wheel, passing at speed is effortless and a zero-to-60mph run was completed in 7.5 seconds during a 15.9-second quarter-mile. EPA rated at 19/26/22 for AWD, my test ride averaged the expected 22.0mpg in mixed-use tests.

The RX’s electric power rack and pinion steering with electronic power assist was not as responsive as I would have liked, and understeer was apparent, but the in-cabin experience is luxury-smooth, as the all-wheel-drive set-up and the MacPherson strut front suspension with coil springs and the rear double wishbone, smoothed out most road irregularities.

The cabin is loaded with intuitive, luxurious and high-tech conveniences. With seating for 5, interior dimensions are comfortable at 39.4 inches up front and 39.1 in the rear; legroom is 44.1 inches in row one and 38.0 inches in row two; and shoulder room is 57.8 and 57.6. The interior cabin is a cornucopia of amenities including automatic dual-zone climate control; dust and pollen particle and deodorizing interior air filter; dual sliding sun visors; electrochromic rearview mirror with compass; power door locks with anti-lock out feature; power tilt-and-telescopic steering column; power windows with one-touch auto up/down feature; steering wheel audio controls; Lexus Display Audio with an 8-inch screen and nine speakers; backup monitor and Bluetooth® hands-free phone and automatic phonebook download capabilities.

Safety items are also plentiful and include side impact door beams, a supplemental restraint system consisting of dual-stage and dual-chamber driver’s and front passenger’s airbag, driver and front passenger knee airbags, front side airbags, rear side curtain airbags and front and rear seat-mounted airbags; a tire pressure monitor system with available tire inflation display function; active front headrests; vehicle theft-deterrent and engine immobilizer system.

The base 2018 Lexus RX 350 starts at $43,270 in front-wheel drive and $44,670 in all-wheel drive. The seven-passenger 350L is priced at $47,670 for FWD and $49,070 for AWD; the dynamic sport-tuned RX 350F Sport starts at $48,920 (FWD) and $50,320 (AWD). The 450h (gas-electric Hybrid) starts at $45,695 in AWD, the 450hL in AWD is $50,620 and the RX 450h F Sport bases at $51,055.

My all-wheel-drive test RX 350 AWD in Nightfall Mica (Dark Blue) with a Black NuLuxe Leather with Striated Black trim interior added the $3200 Navigation/Mark Levinson® Package with a 15-speaker Mark Levinson Premium Surround Sound Audio System, Navigation System, 12.3-inch color multimedia display, Lexus Enform App Suite, in-dash DVD/CD player, remote touch and climate control smog sensor. The Premium Package, for $1110, added Espresso Walnut and leather interior trim, a rear armrest storage compartment, rain-sensing wipers, leather interior trim, electrochromic power folding outside mirrors, and the Lexus Memory System. A power tilt and slide moonroof with aluminum roof rails added $1350, Blind Spot Monitor with Rear Cross-Traffic Braking And Intuitive Parking Assist added $1065, heated front seats were $440, Touch-Free power rear door added $200, running boards were $639, body side moldings added $209 and door edge guards were $140. With delivery fees of $995 my test RX350 stickered at $51,358.


> 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.

An upgrade from the QX56, the 2018 Infiniti QX80 evolves Infiniti’s presence in the luxury SUV segment.

Built by Nissan’s luxury division (Infiniti), QX began as the QX4 mid-size SUV in 1996, when it was based on the unibody Nissan Pathfinder. QX56 started in 2004 with its sister, the Nissan Armada, and Gen-3, which first came out in model-year 2011, upped the luxury ante. Carrying the name QX56 through last year, the naming convention had followed the trend of using a numeric version of engine size, with “56” standing for its 5.6-liter engine. But this year, the car was renamed QX80 as part of Infiniti's model name rebranding. The new name carries no meaning beyond suggesting that the vehicle is larger than smaller models such as the QX60.

QX80’s evolution involves what Infiniti says is “a modern interpretation of upscale luxury.” Strengthening the manufacturer’s position in the global full-size SUV segment, QX80 is built in Kyushu, Japan, and sold internationally.

For 2018, Infiniti redesigned the QX80’s sheetmetal from the A-pillar forward, featuring a taller, more prominent and more upright grille with a new LED headlamp and foglamp design. Sheemetal of the liftgate has been redesigned, as well as the taillamps and rear bumper finisher. Loaded in virtually every category, key features include a Class IV tow hitch, a 400-hp 5.6-liter V-8 engine mated to a 7-speed automatic transmission, leather-appointed seating, Infiniti Intelligent Key with Push Button Ignition, Bose® 13-speaker Premium Audio, Streaming Audio via Bluetooth®, USB port for iPod® and compatible devices, Tri-Zone Automatic Temperature Control System, a moonroof, Infiniti InTouch™ Navigation, Infiniti InTouch™ Services Safety, security and convenience features with complimentary 4-year Select package trial, Around View® Monitor with Moving Object Detection and front and rear Sonar Systems.

The three-row, five-door, seven- or eight-seater is a full-size SUV with an all-steel unitary construction bodyshell. With its muscular lines and generous proportions, the 2018 QX80 sees Infiniti’s “Powerful Elegance” design language applied on a new scale. And with a forward-looking new appearance, the new QX80 expresses modern luxury SUV design.

QX80 measures 208.9 inches long, 75.8 inches high and 79.9 inches wide, with a ground clearance of 9.2 inches, and with AWD and the Deluxe Technology package, QX80 has a curbweight of 6094 lbs. Created by Infiniti’s design studio in Atsugi, Japan, the QX80 exterior incorporates geometric and organic shapes to combine power with elegance. As the largest vehicle Infiniti makes, the new model conveys solidity and power from all angles yet eschews the more aggressive styling espoused by rival SUVs. Despite its scale, the design communicates a clear sense of elegance and human artistry.

The smooth, rounded curves of last year’s model have given way to more modern, angular and sculptural forms along with a more upright, athletic stance. The impression is one of greater height and length, despite the car’s footprint and 121.1-inch wheelbase remaining unchanged from the previous model.

QX80 gets its power from a naturally aspirated 5.6-liter V-8 that delivers 400hp and 413 lb.-ft. of torque. EPA rated at 14mpg in the city and 20mpg on the highway with 22-inch tires, QX80 is not an econocar, and in mixed-use driving, my test ride averaged 15.5mpg.

The engine performs well, and even at three tons, the system propelled my test QX80 to a 6.8-second zero-to-60mph sprint and a stable and confident 15.3-second quarter-mile. The fully independent front suspension with subframe-mounted MacPherson struts, coil springs and gas-filled amplitude sensitive shock absorbers and anti-roll stabilizer bar works with the fully independent rear with subframe-mounted double wishbones, coil springs and gas-filled amplitude sensitive shock absorbers, with anti-roll stabilizer bar for an elegantly smooth ride. And the rack-mounted electric power steering is attentive, responsive and helps establish adequate body control and good maneuverability.

The 2018 QX80 has a refined and spacious cabin that features high-quality materials, a hand-crafted finish and advanced drive-assist technologies. Inside, the roomy three-row sports-ute provides 39.9 inches of front head room, with 40.0 inches in row two and 36.8 in row three. Legroom is 39.6 up front, 41.0 in the middle and a child-worthy 28.8 inches in the rear seats. Shoulder room measures 63.8 inches in row one, 63.5 in row two and 60.5 inches in the third row.

The 2018 Infiniti QX80 starts at $64,750 for the 2WD version and $67,850 for AWD. My Smokey Quartz QX80 in AWD added the Driver Assistance Package for $2900 –Backup Collision Intervention, Blind Spot Intervention, Blind Spot Warning, Intelligent Cruise Control, Lane Departure Warning, Distance Control Assist and Forward Emergency Braking with Pedestrian Detection. The Theatre Package added $2450 for dual 8-inch color monitors for multimedia video playback, wireless remote control, heated second row seats and remote tip-up second row seats. We also had 22-inch tires in a tire and wheel package that added $2800; the Split-Seat Package that added an eighth seat for $250; Infiniti 4G WiFi for $450; and the Deluxe Technology Package for $5700 that was loaded with Hydraulic Body Motion Control, climate-controlled front seats, adaptive front lighting with auto-leveling headlights and Bose® Cabin Surround® sound system with 15 speakers.

Destination and handling charges of $995 put the sticker-as-tested at $83,395.

> 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.

Kia has come a long way. It began life in December 1944 as Kyungsung Precision Industry, a Korean manufacturer of steel tubing and bicycle parts, eventually producing Korea's first domestic bicycle, the Samchully, in 1951. A year later, the company changed its name to Kia, which translates to “to come out of the East.” Moving on to motorcycles and trucks, Kia began selling cars in 1974, and when it first made a splash in America on 1994, the brand gained a rep as builders of “econboxes.”

Those days are long gone, as Kia mainstreamed with sporty 5-door hatchbacks, trendy multipurpose vehicles, hybrids, sedans and minvans, and moved on to entry luxury vehicles. And with the all-new 2018 Kia Stinger, the manufacturer has entered the mid-size luxury four-door sports car segment debuting an athletic, bold, adventurous performance car with luxurious accommodations.

From its sleek front clip through its graceful sides and slender shoulders, Stinger exudes a muscular confidence. Its raked windshield, shorter front and long rear overhang and aerodynamic features help Stinger achieve an air of elegant athleticism.
Featuring a fastback roofline and large hatch, Stinger’s sculpted steel unibody construction is packaged on a 114.4-inch wheelbase that accommodates its 190.2-inch length, 55.1-inch height and 73.6-inch width. RWD versions weigh in at 3839 lbs. and AWD Stingers have a curbweight of 4023 lbs.

The low-slung cabin with its steeply raked windshield and backlight sits toward the rear of the vehicle, creating a fast silhouette. Inside is a space dedicated to the driver’s experience while pampering the occupants with luxury. Typically a high-cost option on most competitors, all Stingers come standard with a leather-appointed interior. Available ultra-soft Nappa leather covers the deeply contoured seats and the driver’s seat has available air-cell bladders in the seatback and width-adjusting bolsters for optimal support and comfort.

Inside, Stinger exudes an aircraft-like feel filled with upscale accouterments, connectivity, and infotainment. And its available height-adjustable color Head-Up Display enables the driver to see driving information projected on the windshield glass. This includes speed, turn-by-turn navigation, audio and cruise control settings and Blind Spot Detection information. Bluetooth®18 hands-free operation is standard, while many of the vehicle’s subsystems may be accessed through the steering-wheel-mounted controls.

Roomy, yet comfortably cozy, Stinger offers 38.3 inches of front headroom with 37.0 inches in row two; 42.6 inches of legroom in row one with 36.4 inches in the second seats, and shoulder room of 56.4 and 54.8.

Powerwise, Stinger is offered with two engine choices: a 2.0-liter Twin Scroll turbo-four rated at 255 hp and 260 lbs-ft of torque, and 21 mpg/city and 29 mpg/highway for AWD; and a 3.3-liter twin-turbo V-6 with 365 hp and 376 lbs-ft. rated at 19mpg in the city and 25 mpg on the highway. Both engines are paired exclusively to an eight-speed automatic transmission.

My test Stinger GT2 and its 3.3-liter averaged 22.0mpg in mixed-use driving, and exhibited solid sportscar exuberance, acceleration and handling. On the track, a zero-to-60mph run was blazed in 4.7 seconds and it seemed faster than that, en route to a 13.2-second quarter-mile. In traffic, Stinger slices in and out of competition with ease. Rack and Pinion / Electric motor steering is attentive and body motion is controlled. The MacPherson front suspension and Multi-link (5-link) rear with gas or electric shocks soften the ride for passengers while giving the driver just enough feel for the road.

Regarding safety, a Kia first is the new Driver Attention Warning system to help combat distracted or drowsy driving. The system monitors a number of inputs from the vehicle and the driver and will sound a warning chime and display a graphic in the instrument binnacle that it’s time to take a break from driving if it senses the driver’s attention level has been significantly reduced.

Stinger is also outfitted with Dual Front Advanced Airbags, Dual Front Seat Mounted Side Airbags, Full-Length Side Curtain Airbags, Driver's Side Knee Airbag and such safety features as Forward Collision Avoidance with pedestrian detection, Smart Cruise Control with Stop & Go, Lane Keeping Assist, Blind Spot Collision Warning, Rear Cross-Traffic Collision Warning, Anti-Lock Braking System, 4-Wheel Disc Brakes, Brake Fade Compensation, Cornering Brake Control, Electronic Stability Control

The Kia Stinger 2.0L starts at $31,900 with RWD – AWD is $2200 extra -- and comes with an 8-speed automatic transmission, paddle shifters, Smart Power Trunk, Android Auto and Apple CarPlay, leather seat trim and heated front seat. The Premium trim starts at $37,100 adding a sunroof, Navigation System, 8-inch touchscreen color display and Harman/Kardon QuantumLogic Premium Audio. The Stinger GT bases at $38,350, with the 3.3-liter V-6 Twin Turbo engine, LED Headlamps, 19-inch alloy wheels, Michelin Pilot Sport Summer tires, Brembo Brakes and 9-Speaker Audio System. The GT1 starts at $43,250 and my test GT2 (top of the line), based at $49,200 and added Kia Drive Wise (Advanced Driver Assistance System), Shift-by-Wire, Nappa leather trim and a Head-Up Display. AWD increased the price by $2200. A cargo mat in the trunk added $125, mud guards were $95, puddle lights under the vehicle added $240 and remote start was $495. With destination charges of $900, my test 2018 Kia Stinger G2 stickered at $53,255.

> 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.

The Toyota Tacoma debuted in America in 1995, and was marketed as a compact pick-up, a designation it held through 2004. The second generation was classified as mid-size, and following a full third-generation redesign for 2016, the 2018 Tacoma remains the best-selling mid-size pickup as it has for 11 years running.

For 2018, Tacoma adds a safety enhancement, as all Tacoma models gain Toyota Safety Sense-P. This equips Tacoma with Pre-Collision System with Pedestrian Detection, Lane Departure Alert with Sway Warning System, Automatic High Beams and High-Speed Dynamic Radar Cruise Control -- all as standard.

Other changes include a minor grille update to the SR and SR5 grades, a darker mesh grille for the TRD Sport and TRD Off-Road grades, and the Tacoma Limited features an updated Satin Chrome grille and offers a new black leather-trimmed interior. The 5-speed manual transmission is discontinued for 2018, though the 6-speed manual transmission remains available on certain models.

My test Tacoma, in Limited trim, came loaded with such standard items as a deck rail system, color-keyed bumper, overfenders and chrome-accented door handles, front dual automatic climate control, leather-trimmed seats and leather shift lever and tilt/telescopic steering wheel, 18-inch polished alloy wheels, power tilt/slide moonroof, power sliding rear window and power outside mirrors with turn signal indicators. Also standard on Limited, are cruise control, Smart key system with push button start, rear sonar parking assist, blind spot monitor and rear cross-traffic alert, Entube™ Premium JBL Audio with Integrated Navigation and App Suite, Qi-Compatible Smartphone charging, and lots more.

Designed in Newport Beach, California, and Ann Arbor, Michigan, Tacoma employs extensive use of high-strength steel in the frame and hot-stamped ultra-high strength steel in the body for a strong foundation for hard work, hard play, and durability. All Tacoma models are equipped with double wishbone coil-spring front suspension and leaf spring rear suspension with staggered outboard-mounted gas shocks for a steady on-road ride and solid off-road driving capabilities.

While Tacoma does not offer a regular cab, it does come in Access Cab (an extended cab with rear-hinged rear doors) and Double Cab (crew cab with conventional rear doors configurations. Tacoma Access Cab and Double Cab models are built on a 127.4-inch wheelbase with a 60.5-inch bed, or a 73.7-inch longbed on a 140.6-inch wheelbase. My test Tacoma was the base 4x4 with an Access Cab, and it measured 212.3 inches long, 74.4 inches wide and 70.6 inches high with 9.4 inches of ground clearance. My test truck weighed in at 4445 lbs. with a 4x4 Double Cab and had a tow rating of 3500 lbs. (an optional tow package is rated at 6,500 lbs.).

Powerwise, Tacoma presents two engine options. The more economical engine is the 2.7-liter inline 4-cylinder, DOHC 16-valve cast iron block system with aluminum alloy head and VVT-i. With the 2WD 6-speed manual, it is EPA rated at 19mg/city and 23mpg/highway, and the 4WD manual is estimated at 19/21 (the 6-speed automatic gets an 19/23 estimate). The inline-4 provides 159 hp and 180 lbs-ft of torque.

My test Tacoma 4x4 automatic was powered by the larger and more powerful aluminum block 3.5-liter Direct and Port Injection, Atkinson Cycle V-6 engine with Variable Valve Timing-Intelligent Wider Intake and Variable Valve Timing-Intelligent Exhaust. EPA rated at 18/23 for 4WD automatic, I averaged 20.6mpg in mixed-use driving. The uptick in power starts with an electronic fuel-injected system, gaining the system a rating of 278 hp and 265 lbs-ft of torque. I found the Tacoma willing to transport heavy loads and it was quick-for-niche on the highway and the track, with a dash from zero to 60mph in 8.1 seconds and a quarter-mile completed in 16.4.

Tacoma’s sturdy suspension was firm on the road and capable for soft off-road activities, while its rack-and-pinion power steering is better at slow speeds than high-speeds and can be non-intuitive at times.

With seating capacity for four (2/front and 2/cab), Tacoma provides 39.7 inches of headroom in row one and 34.9 in the cab, 42.9 inches of first row legroom, and a tight 32.6 inches in the Double Cab. Shoulder room measures 58.8 inches in front with 56.5 for the rear passengers.

Toyota offers 6 basic trims in 30 configurations, including 2x4 or 4x4 setups, multiple bed sizes, cab designs and engines with each trim. Tacoma trims for 2017 include SR, SR5, TRD Sport, TRD Off-Road, Limited and TRD Pro. The base Tacoma SR with Access Cab starts at $25,200 and runs through the TRD Pro at $41,520. My test Tacoma in Limited trim started at $40,215 with the 3.5-liter engine, 6-speed automatic transmission, 4x4 setup, a Double Cab and Short bed.

My test Tacoma in Magnetic Gray Metallic paint with a Black Leather interior added a hard tri-fold tonneau cover for $650; Black, 5-inch oval tube steps (running board) for $469; all-weather floor liners and door sill protectors added $228; a bed mat was $120; a very useful BedStep for easy access to the inside of the bed added $300; door edge guards were $140 and delivery and processing added $995, for a price-as-tested of $42,122.


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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.

Five years into its fourth generation, and a year removed from a solid style refreshening, the Subaru Forester remains a sports utility ride for the granola-and-fresh water brigade. It gained a following among those who genuinely love the “forest” portion of the name, despite the fact that very few Forester owners really take their vehicles off road or deep into the woods.

Beginning with its first incarnation in 1997, the Forester replaced the Impreza Gravel Express in Japan, which was marketed in the U.S. as the Subaru Outback Sport. Perhaps a crossover from the beginning, even before the term existed, Subaru gave its early version the slogan: “SUV tough, car easy.” This fourth-gen model is marketed as a crossover, employing the versatility of a minivan, car and small sports-ute in its abilities.

Last year, Forester upgraded its architecture, styling, interior niceties and safety – resulting in a Top Safety Pick+ rating by the Insurance Institute for Highway Safety (IIHS). The 2018 Forester is a top IIHS pick again and has earned the National Highway Traffic Safety Association’s (NHTSA’s) highest overall safety rating of five stars.

After the 2017 augmentations, the 2018 Subaru Forester adds only minor upgrades including a new Black Edition that combines distinctive style with substantial equipment upgrades -- and a black-out finish on wheels, body trim and grille and extends into the cabin with black cloth upholstery and black gloss dashboard trim; Active Torque Vectoring now standard on the 2.0XT Touring trim; Touring models now feature EyeSight Driver Assist Technology as standard and EyeSight-equipped models gain High Beam Assist and Reverse Auto Braking.

With unitized body construction, ring-shaped frame reinforcement safety structure, Forester presents a raked windshield, character lines in the hood, chiseled front end,
projector headlights and LED taillights. Considered within the industry as a compact crossover SUV, the Forester’s 103.9-inch wheelbase supports its 181.5-inch length, 70.7-inch width and 66.4-inch height with ground clearance of 8.7 inches. Curbweight for the 2.5-liter engine models is about 3400 lbs., with the 2.0-liter turbo models weighing in at about 3700 lbs.

Inside, the Forester cabin is intuitive, with controls, alerts and items that are easy to use and read, and placed where you’d expect them to be without consulting the manual. My test drive in 2.5i Premium trim was outfitted with 10-way power adjustable driver’s seat, reclining rear seatback, cloth upholstery, automatic climate control, STARLINK™ 7-inch Multimedia Plus audio/communication system, six speakers, analog gauges with LCD display and color multi-function display.

The cabin is roomy with good sightlines, and offers 41.4 inches of front headroom with 39.8 inches in the rear seats. Legroom is 43.0 inches on row one and 38.0 inches in row two, with shoulder room of 57.0 and 56.5.

Available with two engine choices, Forester comes with either a 2.0-liter turbo or a 2.5-liter engine. The 2.0 turbo puts out 250hp and 258 lbs.-ft. of torque, and the 2.5 delivers 170 horses and 174 lbs.-ft. Fuel economy is rated at 26mpg/city, 32mp/highway and 28mpg combined for the 2.5i with an automatic transmission, and the 2.0 turbo is rated at 23/city, 27/highway and 25/combined for automatic. My test 2.5i Premium Forester averaged 28.1mpg in mixed-use driving over snow-covered streets and less-than-perfect interstates.

While turbo tests have come in at a swift 6.8 seconds for a zero-to-60mph dash and a 15.3-second quarter-mile, my test Forester in 2.5-liter configuration was not as quick, but was slow and steady, with the sprint finished in 8.7 seconds, en route to a 16.8-seond quarter-mile. Acceleration was predictable and powerful enough to pass at speed, and the handling was more carlike than trucklike.

The suspension was a bit stiff – good for drivers, but less-so for passengers, with a 4-wheel independent setup -- MacPherson-type struts, lower L-arms, coil springs and stabilizer bar up front and a double wishbone rear with pillow ball joint mount, coil springs and stabilizer bar.

The 2018 Subaru Forester is available in six trim options -- four for the 2.5i and two for the 2.0XT. The 2.5i bases at $22,795; the 2.5i Premium starts at $25,695; the 2.5i Limited begins at $29,395 and the 2.5i Touring starts at $33,090. All 2.5i models base with manual transmissions and the 2.0XTs are automatic. The 2.0XT Premium bases at $29,495 and the 2.0XT Touring starts at $36,090.

My test drive was the economical 2.5i Premium, with a Panoramic Sunroof and AWD. The automatic transmission added the Lineartronic Continuously Variable (automatic) transmission for $500. My test drive added an All-Weather Package with windshield wiper de-icer, heated side mirrors and heated front seats for $500; the Eye Sight Driver Assist Technology Package added blind spot detection, rear cross traffic alert, fog lights, adaptive cruise control, pre-collision braking, lane departure and sway warning and lane keep assist for an additional $1195 (packaged with the all-weather package for a total of $1695); an auto-dimming mirror was $344; rear cargo tray was $79.99; body side molding was $267; door edge guards were $155; remote engine starter added $455; rear bumper cover was $98; rear seatback protector was $93 and destination and handling added $915, for a sticker-as-tested of $30,296.

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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.

The Jeep Compass is a compact crossover SUV launched by Jeep or the 2007 model year. The entry-level Compass was one of Jeep’s first crossovers, and after more than a decade in Gen-One, the second-generation Compass debuted for the 2017 model year. The original Compass upgraded with a facelift in 2011 to play on the looks of Grand Cherokee. Gen-Two stretched its platform, upgraded interior materials, added to the tech and infotainment levels and included 70 available advanced safety and security features.

Jeep Compass features 17 global combinations of fuel-efficient powertrain options, three transmission choices, and Auto, Snow, Sand and Mud modes standard on all 4x4 models.

After last year’s redesign, Compass stands pat ostensibly, but adds a 4x2 configuration for the Limited trim. For 2018, the all-new Jeep Compass lineup consists of four models:

The entry-level Sport (4x2 and 4x4) comes equipped with 16-inch steel wheel painted in low gloss black, the Uconnect infotainment system with a 5.0-inch touchscreen and Bluetooth, a 3.5-inch instrument panel driver’s display, six-way manual front seats, a rearview camera, remote keyless entry, power adjustable and heated side view mirrors, and push-start ignition.

The Latitude (4x2 and 4x4) adds 17-inch silver aluminum wheels, black roof rails, premium cloth and vinyl seats, a leather-wrapped steering wheel, rear seat A/C vents, keyless entry, and automatic headlights.

Limited (4x2 and 4x4), my test ride, upgraded with more tech and luxury with 18-inch polished aluminum wheels, Uconnect with an 8.4-inch touchscreen and SiriusXM satellite radio, Apple CarPlay and Android Auto, a 7.0-inch instrument panel driver’s display, leather-trimmed seats with perforated inserts, heated eight-way power adjustable front seats, dual-zone climate control, a 115-volt power outlet, two-tone black roof, and bright roof rails.

The top trim Trailhawk is an offroader with 17-inch polished aluminum wheels with all-terrain tires, Active Drive Low four-wheel drive system with 20:1 crawl ratio, Selec-Terrain traction control system, off-road suspension, hill descent control, skid plates, black hood decal, and Ruby Red tow hooks.

Assembled in Toluca, Mexico, the entry-level compact SUV has a transverse front engine, and is available in 4x2 and 4x4 configuration. Compass comes at you with a Premium, sculptural design with a wide stance and exceptional glass-to-wheel proportions. Its legendary Jeep seven-slot grille sports a fresh approach that features a Gloss Black field with individual chrome outlines around each of the seven individual slots.

Compass utilizes steel uniframe construction and measures out at 173 inches long, 73.8 inches wide and 64.6 inches high on a 103.8-inch wheelbase, with a ground clearance of 8.2 inches for AWD. Curbweight for the AWD with an automatic transmission is 3327 lbs.

Compass is outfitted with a 2.4-liter Tigershark engine that produces 180hp and 175 lbs.-ft. of torque. Coupled with a 9-speed automatic engine, Compass power is reticent at high-end and passing at speed takes some planning. Track trips of a 9.9-second zero-to-60mph sprint and 17.6-second quarter-mile seemed labored and slow, but around town and at low end, the ride bordered on luxurious and smooth. The electric power rack and pinion steering helps refine the ride with minimized body roll and a well-weighted demeanor. The MacPherson strut front suspension with coil springs, flat front steel crossmember and high-strength steel double shell lower control stabilizer bar works well with a Chapman strut rear with high-strength steel links, isolated steel rear cradle for 4x4 and not-isolated for 4x2, coil springs, stabilizer bar to smooth out road ruts and level out softroad challenges.

Fuel economy for AWD with an automatic transmission, is 22mpg/city and 30mpg/highway, and a week of mixed-use road tests averaged out to 25.7mpg.

Upticking with higher quality materials in the cabin, the Gen-Two Compass employs a large touchscreen and navi system. With seating for five, headroom is 39.2 inches in row one and 38.5 in row two; legroom is 41.8 inches up front and 38.3 in the rear; and shoulder room comes in at 56.7 and 55.1.

Safetywise, the 2018 compact SUV achieves “good” ratings in each of five Insurance Institute for Highway Safety (IIHS) tests that evaluate crashworthiness. Its available Automatic Emergency Braking technology also earns a grade of “superior.” Each is the highest possible IIHS rating in its category.

The 2018 Jeep Compass starts at $20,995 for the base Sport trim in FWD; $24,295 for the Latitude; $27,595 for the Limited and $28,695 for the Trailhawk. My test Redline Pearl Limited added 4x4 for$400 and came with the 9-speed automatic trans; the Advanced Safety and Lighting Group added $895 for Full-Speed Forward Collision Warning Plus, Lane Sense® Lane Departure Warning, Auto High-Beam Headlamp Control, B-Xenon HID headlamps and LED taillamps; the Safety and Security Group added $745 for Blind Spot and Cross Path Detection, Park Sense® Rear Park Assist and Rain Sensitive Intermittent Wipers; GPS Navigation and an 8.4-inch touchscreen added $995; a power liftgate added $495; a Beats™ Premium Audio System with multiple woofers and subwoofers and five speakers added $695; and a dual-pane sunroof added $1295. With destination charges of $1095, my 2018 Jeep Compass Limited stickered at $34,415.


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.

Buick boldly took on the large luxury crossover segment in 2007 with its 2008 Enclave (now a mid-size), replacing its truck-based Rainier, the minivan-based Rendezvous and the Tarraza minivan. Now, during an era when three-row crossovers have seriously eroded minivan sales, Buick has evolved its Enclave for the first time in 10 years -- though it received a facelift in 2013, it remained in its first generation.

The second-gen, 2018 Enclave has been completely redesigned and introduces the Avenir sub-brand as the highest expression of Buick luxury, offering unique styling cues and an extensive set of standard features and premium materials.

Enclave upgrades for 2018 with new design architecture that exhibits a balanced, athletic appearance, and new proportions that give the sports-ute a sleeker look with aerodynamic benefits for efficiency. Enclave also shows off a lower roofline, sharper windshield angle and longer wheelbase to present a more dramatic stance. The 2018 Enclave also gets extensive use of LEDs, including bi-functional LED projector headlamps and LED tail lamps.

Buick also touts Enclave’s premium suspension with continuously variable real-time damping on its up-level Avenir, for a smooth, comfortable ride, with enhanced body control and handling in Sport mode. And you get Buick’s signature quiet ride with QuietTuning that includes new active noise cancellation feature, to further reduce, block and absorb noise.

The new Enclave shows off elegant design cues and its Avenir’s five-sided black-mesh grille, character lines and sleekness are encompassed in a generation than is longer and lower than Gen-One, at 204.3 inches long (2.4 inches longer), 78.8 inches wide (0.2 inches narrower) and 69.6 inches high (0.4 inches lower) on a 120.9-inch wheelbase (2 inches longer) for a curbweight of about 4700 lbs.

All Enclave models are powered by a direct-injected 3.6-liter V-6 engine mated to a Hydra-Matic 9T65 9-speed automatic transmission. The system hums out 310hp and 266 lbs.-ft. of torque and is EPA estimated at 17mpg/city for AWD and 25mpg/highway for the AWD version with a huge 21.7-gallon tank. I got about 19mpg during my mixed-use tests.

Acceleration is good for a heavy luxury crossover, with best increases at speed during hill climbs. Enclave is a bit reticent off the line, and passing requires a bit of strategy at times, but the vehicle will get you there and hold a line doing it. From a stop, my Enclave finished off a zero-to-60mph dash in 6.9 seconds – more than a half-second faster than my last test in a Gen-One Enclave), and completed the quarter-mile in 15.3 seconds.

On the road, the ride was refined and Buick quiet, though my test vehicle exhibited marked understeer from the hydraulic rack-and-pinion steering during quick turning maneuvers.

The MacPherson strut independent front suspension with hydraulic control arm ride bushing and hollow stabilizer bar worked well with the five-link independent rear with auxiliary spring aids and hollow stabilizer bar frame to smooth out most road irregularities, and keep the sense of luxury intact. Additionally, a Premium front suspension with continuously variable real-time damping and Premium rear suspension with continuously variable real-time damping are available on the Avenir.

With seating for seven, the new Enclave presents a 10-percent increase in overall interior space, including hidden underfloor storage. Enclave is accommodating inside with 41 inches of front row headroom, 39.9 inches in row two and 37.6 inches in row three (moderate gains in the first two rows); legroom is a stout 41.2 inches up front with 38.9 and 33.5 for rows two and three (increased for rows two and three).

The lavish and intuitive cabin is packed with a cornucopia of amenities and tech and includes standard tri-zone automatic climate control and an available, new air ionizer that eliminates odors and provides higher air quality. A frameless eight-inch-diagonal Buick infotainment system is standard on all models.

Standard safety features include a rear vision camera, rear park assist and seven air bags, including a front center side airbag.

The 2018 Buick Enclave is available in four time levels starting with the 1SV at $40,990. The Essence trim adds leather and safety tech and starts at $45,295. Premium trim adds a premium entertainment system, heated steering wheel and ventilated seat for a $49,095 base and my top-of-the-line Avenir upgraded with unique upper and lower grilles, wheels and front door badging, exclusive Chestnut/Ebony interior color including seat stitching and piping, Avenir embroidered head rests and floor mats, bold Avenir script sill plates (all four doors), premium film decor accents, real Mahogany wood steering wheel, Infotainment with Navigation, wireless charging, Surround Vision with Rear Camera Mirror, five exterior colors and more … and based at $54,495.

My test Dark Slate Metallic 2018 Buick Enclave Avenir added AWD for $2,300; and the Avenir Technology Package cost $2095 for unique exterior/interior styling, Buick Infotainment System with Navigation, wireless charging, a power dual moonroof with rear fixed skylight, 8-inch diagonal reconfigurable driver information center, Surround Vision with full display inside rearview mirror, 20-inch cast aluminum wheels with Pearl Nickel finish and a premium ride suspension. Destination freight charges of $995 put the sticker price of $58,890.

> 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 seldom drive minivans – I prefer smoking musclecars, powerful trucks and more versatile crossovers/SUVs -- but when out-of-town family came to town for a holiday-season visit, I needed a seven-seater and I asked for a 2018 Dodge Grand Caravan to test. While sales have slipped in the genre to just under 500,000 vehicles sold in America last year, Grand Caravan dominates the segment with about 125,000 vehicles sold in 2017, only 1.9 percent fewer than in 2016.

Billed as a multi-purpose vehicle, Grand Caravan was introduced in December 2008, and is still in its first generation, though the pioneering Caravan itself, began life for the 1984 model year, and has lasted five generations.

Priced at $20,000 less than the No.2-selling minivan – Dodge’s Pacifica – Grand Caravan is built at Dodge’s Windsor, Ontario, Canada assembly plant and comes in four trims, six exterior colors and two interior colors, and is powered by a 3.6-liter Pentastar V-6 engine.

Standing pat for 2018, Grand Caravan adds only a new color -- IndiGo Blue – after few changes in 2017 that included reducing trim levels from six to four; upgrading all trim levels with a 6.5-inch touchscreen infotainment system and a backup camera, and SE Plus trim minivans were afforded Dodge’s popular Blacktop appearance package (17-inch aluminum wheels, black exterior detailing, and an all-black interior) as standard.

My test SXT came with a class-exclusive Stow N Place® roof rack system, dual power sliding side doors, power liftgate, leather-wrapped shift knob, black cloth seats with silver accent stitching, Uconnect® Voice Command and Bluetooth® Streaming Audio, a six-speaker audio system, third-row Stow 'n Go® Seating and storage system featuring class-exclusive tailgate seating, and body-color door handles and side moldings.

Constructed with unitized steel with hinged front doors; sliding left and right side doors — power available and rear liftgate with gas props — power available, Grand Caravan measures 203.7 inches long, 78.7 inches wide and 69.0 inches high on a 121.2-inch wheelbase. Curbweight is a stout 4510 lbs.

Inside, the minivan was roomy enough for five adults and two children, as well as eight airline bags. Headroom seems more accommodating than its 39.8 inches in the first row, 39.3 inches with captain’s chairs in row two and .37.7 in row three. Legroom is generous at 40.7 inches in front, 36.5 in the intermediate seats and 32.7 in the rear, and shoulder room comes in at 63.7 inches in row one, 64.1 in the middle and 62.0 in the back row.

The interior really hasn’t been updated significantly since 2008, and its design (intuitiveness) and overuse of plastic seem outdated, but for the price saving, and with the excellent high-seating sightlines, the cabin is adequate.

Grand Caravan’s transverse front engine, front-wheel drive layout features a V-6 engine mated to a six-speed, adaptive electronic control transmission with an electronically modulated torque converter clutch. The system puts out 283 hp and 260 lbs-ft of torque

Rated at 17mpg/city and 25mpg/highway with a 20-gallon tank, Grand Caravan gave me excellent range, as I averaged 22.9mpg in mixed-use driving.

In track tests, as well as on the highway, Grand Caravan was slow, but steady, with enough power to pass at speed. My test mini finished off a zero-to-60mph dash in 7.9 seconds, en route to a sleepy 16.3-second quarter-mile.

Performance-wise, Grand Caravan is front-wheel drive, and in winter snow and many uphill grades, we really could have used all-wheel-drive. In today’s car world, I prefer AWD when available, as you give up little in fuel economy and gain tons in response and control, particularly north of the Mason-Dixon Line in winter, but even down South in rainy and muddy conditions.

The independent MacPherson strut front suspension with coil over gas-charged shock absorbers, stabilizer bar with isolated suspension cradle, works with a twist-beam axle rear with coil springs, track bar, gas-charged shock absorbers (self-leveling shock absorbers are optional). The suspension successfully masks most road irregularities, but potholes and deeper ruts jar passengers. Road noise was apparent, but acceptable, and the power rack and pinion steering was surprisingly compliant, with less body roll and top wobble than I would have thought.

Safetywise, Grand Caravan includes more than 55 available safety and security features including standard front seat-mounted side air bags, a driver-side knee blocker air bag, three-row side-curtain air bags, electronic stability control, tire-pressure monitoring, daytime running lights and remote keyless entry. The available Safety Sphere Package of features includes ParkSense rear park assist, Blind-spot Monitoring and Rear Cross Path detection system

The base Dodge Grand Caravan SE starts at $25,995; the SE plus starts at $28,760 and my SXT trim started at $31,495. The top-of-the-line-up GT trim starts at $34,395. The Driver Convenience Group was added for $995, with second-row window shades, 3-zone automatic temperature control, cup holder with overhead illumination, heated front seats and steering wheel, overhead ambient surround lighting and storage bins and illuminated front door storage. My test ride did not have Navi – part of the $995 Single DVD and Video Entertainment Package that was not included. Destination charges of $1095 brought the sticker to $33,585, but incentives may be available to cut the price further, 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.

Toyota’s luxury sedan, the Avalon, has been at the top end of the line-up since its launch in the 1994-’95 model year, when it replaced the Cressida.

Named for the legendary island in Arthurian lore, Avalon is seven years into its fourth generation. Avalon underwent its last facelift and freshening for the 2016 model year, and continues to present premium style, performance, interior amenities, and presence in a mid-size sedan.

The 2018 Avalon remains essentially the same as the 2017 model, which was largely the same vehicle we saw in 2016.but with premium amenities added. Chrome 18-inch wheels are now standard on the Limited trim I tested, but little else has been upgraded to the vehicle.

However, the Avalon remains unique in its segment with the choice of V6 or hybrid powertrains. The Avalon’s 3.5-liter, DOHC V-6 with Dual VVT-i (Variable Valve Timing with intelligence) produces 268 horsepower and 248 lb.-ft. of torque.

As for its looks, the premium midsize sedan has a coupe-like profile, bold grille and discrete chrome trim. Its sweeping roofline limits some headroom, but does not interfere with comfort inside and increases aerodynamics. The roofline melds into a sleek side silhouette with a low vehicle beltline and chiseled shoulder line that is sculpted into side sheet metal. Avalon’s fluid body side design cues incorporate a symmetrical slanted-slit upper grille, wide-mouth lower grille, hood channels and narrow headlamp lenses. The rear is angular, from its raked rear window to its LED taillamps extending onto the trunk lid and connecting with a chrome strip.

The front-wheel drive mid-size sits on a 111.0-inch wheelbase that serves as the platform for a length of 195.3 inches, width of 72.2 inches and a height of 57.5 inches. Avalon’s ground clearance is 5.5 inches and curb weight is a solid 3583 lbs. in Limited trim.

My test Avalon Limited was a gas-powered sedan powered by its all-aluminum 3.5-liter V-6 engine mated to a conventional six-speed automatic transmission. My week of mixed-use testing averaged 26.9 mpg.

On the highway, Avalon was stable and confident, and passed vehicles with pride, offering good power at speed. Steering and handling were predictable and compliant, and cabin comfort and quietness on the road were befitting of luxury status. Electrically assisted rack-and-pinion steering left some understeer, while the MacPherson strut front suspension with stabilizer bar and a dual-link independent MacPherson strut rear suspension with stabilizer bar conveyed a luxurious ride.

On the track, Avalon was steady, but not lightning fast, as I finished off a zero-to-60mph sprint in 6.8 seconds during a quarter-mile run of 15.3 seconds.

Premium amenities and design touches define the Avalon interior. The power windows slow down as they approach the top of the window frames, and the sculpted soft-touch interior surfaces and easy-to-use multimedia and connectivity make for a lavish environment. With seating for five, Avalon comes up a bit short on headroom at only 37.6 inches in row one and 37.9 inches in row two (with moonroof), but legroom is accommodating at 42.1 inches up front and a respectable 39.2 inches in the rear seats. Shoulder room is comfortable at 58.2 and 57.0.

Safetywise, the 2018 Avalon scores well with unibody construction that absorbs and dissipates frontal, side, and roof impacts to minimize cabin deformity and offer occupants superior protection. Equipped with 10 standard airbags, Avalon safety systems include more than a dozen up-level safety items.

The 2018 Avalon is available in eight models, starting with XLE trim for $33,500 with standard 3.5-liter V-6 gas engine, leather-trimmed heated front seats, integrated backup camera, 17-inch dark gray painted alloy wheels with machined finish, Smart Key System with Push Button Start, Entune™ Audio Plus with Connected Navigation App and 10 airbags. The XLE Plus, at $35,350, adds auto-dimming mirror and tilt/slide moonroof. The XLE Premium starts at $36,700 and adds Entune™ Premium Audio with Integrated Navigation and App Suite, Blind Spot Monitor and Rear Cross-Traffic Alert, Qi-Compatible Wireless Smartphone Charging for eBin™ storage tray and memory driver's seat and mirrors. Next up is the Touring trim and its 18-inch Dark Gray painted alloy wheels, LED headlights with daytime running lights and premium leather steering wheel with paddle shifters at $37,900; and the Limited (my test ride) started at $41,300, adding premium perforated leather trim heated/ventilated front seats, Entune™ Premium JBL® Audio with Integrated Navigation and App Suite, Safety Connect response center, Three-Zone Automatic Climate Control with Air Filter and Rear-Seat Vents, 18-inch chrome alloy wheels and Power Rear-Window Shade. The Hybrid versions of XLE Plus, XLE Premium and XLE Limited start at $37,500, $38,950 and $42,800 with the 2.5L 4-Cylinder Hybrid ECVT engine.

My test Avalon Limited came in Ooh La La Rouge (Deep Red) Metallic Paint, coupled with Premium Black Leather interior and added 17-inch Super Chrome Alloy Wheels with P215/55R17 tires for $770, mudguards for $85, body side moldings for $209, door edge guards for $125, lower body moldings for $299, carpeted floor mats for $129; a remote engine starter for $499 and a delivery processing and handling fee of $895 for a sticker-as-tested of $43,412.

> 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.

Volkswagen’s reputation was built on small, economical, people movers. Eighty years after the first “People’s Car” was built, VW has gone big, with the introduction of the 2018 Volkswagen Atlas – a full-size SUV. With three rows, room for seven inside, five trims and a five-star safety rating (highest rating) from The Insurance Institute for Highway Safety (IIHS), Atlas is luxurious, comfortable and filled with high-tech connectivity.

Built in Chattanooga, Tennessee, the seven-passenger Atlas is roomy and quiet, and it draws appreciative nods from onlookers and passengers. Marketed as the Teramont in China and the Middle East, Atlas is the “biggest and boldest VW ever produced in the United States,” according the VW CEO-North American Region, Hinrich J. Woebcken.

I secured a test ride during a pre-New Year’s week trip to Seattle, Washington – a family wedding, some touristy trips to Pike’s Place Market, the Space Needle and some treks to farm country.

Atlas is an evolution of VW’s CrossBlue mid-size hybrid concept vehicle of 2013, and it comes at you with a muscular design, clean lines, and full LED front lighting including low beams, high beams, turn signal indicators, Daytime Running Lights and side marker lights. Overhead, a large panoramic sunroof with a two-part glass opening system and powered sunshade was included in my test SEL, as was a power tailgate.

Built to full-size specs, Atlas is 198.3 inches long, 78.3 inches wide and 70 inches high on a 117.3-inch wheelbase, with ground clearance of 8.0 inches. Atlas is stout and confident at 4502 lbs. curbweight for my test V6 SEL model with 4MOTION®.

Big and roomy on the inside, headroom measures 41.3 inches in front, 40.4 inches in row two and 38.3 in row three; legroom is ample at 41.5 inches in row one, with 37.6 and 33.7 in rows two and three; and shoulder room comes in at 61.5 inches for driver and front passenger and 60.8 and 54.9 in the two back rows.

Packed with standard uplevel items, the Atlas interior designers report that “driver controls are positioned for optimal ergonomics and usability, and simple, driver-centric displays enhance involvement behind the wheel rather than distracting from it.” However, I didn’t find the controls to be very intuitive, from the push button start on the console, rather than the dash, to the rear wiper on a pushback from the wiper controls, to the user-friendliness of the info screens. However, interior space was generous, Captain’s Chairs were luxurious, fold-flat functionality of the third row was sufficient for travelers bags, and can accommodate golf clubs and lots of gear. Two-zone (first row and second/third row) climate control is standard on Atlas S and SE, and my SEL came with three-zone Climatronic® automatic climate control, rear camera and KESSY keyless access on all five doors.

Atlas offers a 2.0-liter engine that provides 235hp and 258 lbs.-ft. of torque, but this economical powerplant was not offered on my 2.25-ton SEL. My test ride was powered by a 3.6-liter V-6 that delivered 276 horses and 266 lbs.-ft.

The four-valves-per-cylinder engine operates with variable valve timing and an eight-speed automatic transmission to help maximize efficiency. This transmission sends the power to all four wheels as needed in the 4MOTION® set-up and power shuts off during idling, but often takes a beat to re-engage, which required some two-foot driving (pedal and brake) on steep hills in Seattle.

The system can do an 8-second zero-to-60mph sprint and a 16-second quarter-mile, and Atlas is quiet and stable, so you have to watch the speedometer because you can get above speed limit effortlessly without realizing it. Sightlines are good and the command view was excellent during some very rainy, foggy, dreary Seattle days and nights, before the sun finally made an appearance during fourth day in the Pacific Northwest. I did notice that the vehicle’s 70-inch height was susceptible to top-wobble during quick turns and some sway in high winds, but steering was compliant and the ride was always secure.

EPA rated at 23/highway/17/city and 19mpg overall, my five days in Seattle showed poor city mileage at 12.6, but 24.0 on the highway for a 19.8mpg average overall, with several trips from Fife/Tacoma to Seattle, and a short hop through the Maple Valley Countryside.

Safety is attended to in superior fashion with an assortment of both passive and active safety systems. It has been engineered to meet or exceed all current safety regulations and features six airbags (driver, passenger, driver and passenger side, and full-length curtain) as standard along with a number of electronic safety systems.

My test 2018 VW Atlas V6 SEL with 4MOTION® based at $42,690 and was fully loaded, with the exception of navigation. While many of us use our cell phone apps for navi, most $40,000-plus vehicles either include navi or add it matter-of-factly as an option package. I was surprised at the omission, but perhaps VW chose to eliminate it as a cost-saving to consumers. Reflex Silver Metallic exterior paint and Titan Black leatherette interior were included, and the 20-inch Black Wheel Package for $995 and the 2nd-row dual Captain Chairs package for $625 were added. With destination charges of $925, my 2018 Atlas V6 SEL stickered at $45,235.

> 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.

Last week, we presented our selections for “Car Buy of the Year,” with the 2017 Hyundai Elantra getting the nod as best bang for the buck. This week, we offer our “Car of the Year” list, in which we focus on the best car, truck, crossover or SUV and what it delivers, regardless of price – just the pure vehicle – and how it feels to be behind the wheel.

For our 13th annual Car of the Year list, we see lots of innovation, some hybrids, iconic sports cars and musclecars, a luxury sedan and even an econo-car. America, Japan, England, Sweden and South Korea are represented, and while power counts – two vehicles over 500hp and six of the 10 over 400 horses – one car made the list with less than 200 hp. As for price, two were luxuriously priced over $100,000, but two were also under $30,000; and many cars I tested this year that were priced from $60,000 to $150,000 didn’t make the list.

My rules: To make this list, I must have test driven the car in calendar 2017 and it must have impressed me, electrified me and amazed me, as well as any passengers or onlookers who rode in or saw the vehicle.

I test drove 53 different vehicles this year, and after a weeklong (in most cases) examination as a daily driver and/or track car, I graded each ride in the following categories: Interior; Safety; Power; Handling/Ride; Economy/Price; Looks; Niche-fitting and a Miscellaneous grouping in which I took into consideration the “feel-good” factor and other intangibles. Each category had its own integrity and encompassed such items as driver intuitiveness, comfort, easy-to-read instrumentation, quietness and ease of surroundings. In each category I award from zero to 10 points (10 being perfect). This year, only eight 10s were handed out – and NO vehicle had more than two 10s.

Last year, a Cadillac CTS-V held the crown, and this year, luxury coupe from Japan that combined elegance and power, leads the pack. Prices reflect sticker-as-tested.

No. 1 Lexus LC 500: Innovative Luxury Coupe is a car of the future, today -- $105,960

A post-dated 2018 model launched in early 2017 for marketing purposes, the Lexus LC 500 is innovative, exciting and powerful. “LC” stands for Luxury Car and “500” is typical for a 5.0-liter engine -- a naturally aspirated 5.0-liter V-8 engine, mated to a 10-speed Direct-Shift transmission, for 471hp with 398 lb.-ft. of torque. The LC 500 combines power and performance with energetic exterior architecture, a thoughtfully crafted tech- and connectivity-imbued interior, and new multimedia and safety technologies. I was cozy in my cockpit as I finished off a 4.8-second dash from zero-to-60mph. It’s a ride that makes an impression.

No. 2 Acura NSX: Twin turbo sportscar deserves supercar consideration -- $165,100
NSX is back as a lightweight, naturally aspirated coupe that can be perceived as a hybrid supercar, with a twin-turbo engine combined with a hybrid setup, and dual-clutch transmission. Designed with elegance, the NSX Sport Hybrid is power-plus, with 573hp and maximum total system torque of 476 lb.-ft. from a longitudinally mid-mounted twin-turbocharged 3.5-liter V-6 and a permanent-magnet, water-cooled electric motor/generator direct drive motor. This system delivers a 3-second-flat zero-60mph sprint.

No. 3 Corvette Grand Sport: Legacy fulfilled -- track ready and street refined -- $81,980
The term “street-legal race car” may be overused today, but it certainly is accurate when describing the new 2017 Corvette Grand Sport, which builds on the legacy established in 1963. The Convertible GS has power to launch with its cast aluminum LT1 6.2-liter V-8 VVT with direct injection and Active Fuel Management. The powerplant thunders out 460hp and 465 lb.-ft. of torque and smoked tires in a 3.8-second zero-to-60mph sprint.

No. 4 Jaguar XE: The new ‘Cat’ purrs with entry-level sports luxury -- $65,330
There’s a new “Cat” in town. Jaguar has filled its lair with an entry-level luxury sports sedan, the XE, to attract Cat lovers to elegance at Jag’s most affordable pricing. The XE is all-new and is marketed as “a true driver’s car” that “redefines the concept of the sports sedan with lightweight aluminum-intensive construction and streamlined styling.” A 3.0-liter supercharged V-6 thunders out 340hp and 450 lbs.-ft. and performs to a 5.1-second zero-to-60mph dash.

No. 5 Ford Shelby GT350: Performance Plus – beyond the original -- $61,215
The original Ford Shelby GT350 was a high-performance Mustang derivative that galloped onto the scene in 1965. Fast-forward to 2017, and the engine size has grown to 5.2 liters and the horses have swelled to 526hp with and 429 lbs.-ft. of torque. The Shelby GT350 has expanded safety and handling features and all the infotainment we have come to expect from our vehicles. During tests, I blazed a 4.4-second sprint from zero-to-60mph.

No. 6 Chevrolet Camaro: ‘Pony’ car legend lives on -- $28,275
If we have a derivative of the original “Pony” car on this list, we certainly should have a model of the reigning ‘Pony” champ. In its 50th year the 2017 Chevrolet Camaro continues to be the top-selling “Pony.” Camaro also made last week’s Best-Buy list and is one of two sub-$30k vehicles this week. Camaro builds on its legacy with styling, performance, tech and a responsive 6.2-liter V-8 engine that produces 455 hp and 455 lbs.-ft. for 4.5-second zero-to-60mph sprint.

No. 7 Volvo S90: New midsize luxury sedan makes a strong first impression -- $67,390
Volvo has launched a new flagship, its all-new midsize luxury sedan, the S90, that replaces the S80 in its lineup. Marketed as a vehicle that celebrates those who follow their own paths, my test T6 AWD powered up with a 2.0-liter In-line four-cylinder turbocharged and supercharged engine that provided 316hp and 295 lbs.-ft. On the track, a zero-to-60mph sprint was finished off in 5.9 seconds.

No. 8 Kia Niro: Crossover/hybrid creates its own category -- $25,570
The all-new Niro also made last week’s Best Buy list. A Hybrid that doesn’t look like a Hybrid, and housed in a Crossover package that doesn’t look or act quite like a Crossover, it is more like an “un-Hybrid, non-Crossover.” Niro’s architecture is strong and confident with subtly sculpted surfaces offset by robust styling cues. I got 47.1 mpg from the1.6-liter GDI four-cylinder engine and Lithium-Ion Polymer battery-powered 240-volt Motor that combined for 139hp and 195 lbs.-ft.

No. 9 Lexus RX 350: Luxury SUV adds hybrid and Sport models -- $51,619
The Lexus RX remains America’s best-selling luxury SUV, as it has since its launch in 1998. Lexus adds such advancements as making the Lexus Safety System+ standard equipment. Introduced as an option for 2016, Lexus Safety System+ includes Pre-Collision System, Lane Departure Alert with Steering Assist, Intelligent High Beam and High-Speed Dynamic Radar Cruise Control. The RX 350 is powered by a 3.5-liter V-6 aluminum block engine that delivers 295 hp and 267 lbs.-ft.

No. 10 Dodge Charger R/T: Musclecar more powerful than the original -- $38,620
When the Dodge Charger first hit the scene in 1965, it was a Dart GT-based muscle car. Also a “Best Buy” from last week, the 2017 Charger, Assembled in Brampton, Ontario, Canada, turns heads with its bold muscle look and wide body, The 5.7-liter HEMI V-8 that powered my R/T trim Charger gallops out 370 horses and 395 lbs.-ft. of torque and broke 6 seconds with a 5.9-second zero-to-60 dash.

Next week we begin coverage of the 2018s … we can’t wait to see what cars will make the list next year.


> 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.

For the 13th consecutive year, we end the ALL ABOUT CARS model year by focusing on the vehicles we have determined to be the “best deals on wheels” in 2017, and next week will we present our “vehicle of the year” regardless of price.

To be clear, delivering the best bang for the buck doesn’t always translate into sales. To make ALL ABOUT CARS’ Car Buy of the Year list, sales is not part of the equation. To be considered for this list, I must have test-driven the vehicle during calendar 2017 and dollar for value, or worth vs. cost carries the most weight, though some abstracts still apply.

Rated for this year’s competition, I test drove 53 vehicles, drove them, tested them and examined them for about a week each, using them as daily drivers around town, for errands and for maneuvering; on the highway for long trips, for passing, stability and for fun; and accelerating them and braking them hard on straight tracks and banked venues, auto-crosses and drag strips, and checking out what passengers and onlookers reported.

Some years we have higher-priced vehicles of great value on the list -- a low price is not always the sign of a great value. Price certainly is a factor; as is fuel economy, but the vehicle’s personality, how it fits its niche and how you feel driving it all play a part. This year, all the vehicles selected were under $40,000, with the top buy one of two priced under $20,000 and six were priced under $30,000.

The candidates were graded in eight categories, with vehicles earning 10 points for best possible to 1 point for worst possible. I gave only eight perfect 10s all year, and no vehicle received less than a charitable 5 in any category. My eight graded segments are: Interior; Safety; Power; Handling/Ride; Economy/Price; Looks; Niche-fitting and a Miscellaneous grouping in which I took into consideration the “feel-good” factor and other subjective intangibles

One more thing: the difference between this week’s Best Car Buy winner and next week’s Car of the Year leader is that this week it is all about best value for the price across all eight categories; not necessarily the lowest amount of dollars spent. Next week’s winner is all about the car, truck or crossover and what it delivers, regardless of price – just the pure vehicle.

My 2017 Top Buys of the Year are led by an above-class sedan, an iconic muscle car, a hybrid crossover and a sub-$20K SUV. Prices reflect my review vehicles-as-tested.

No. 1 Hyundai Elantra: Sculpted body and class-above features -- $19,755.
The Hyundai Elantra, completely redesigned for 2017, has evolved with bold sophisticated styling; a longer, wider and more stable architecture; and all-new efficient powertrains for enhanced fuel economy; better ride quality and noise insulation; comprehensive safety with class-above features; and an impressive assortment of high tech and infotainment items. Aggressively priced with value far greater than their badge perception, Elantra projects confidence with sculpted body forms blended with functional aerodynamics Powered by a 2.0-liter Nu MPI Atkinson four-cylinder engine producing 147 horsepower and 132 lb. ft. of torque, mixed-use testing yielded an average of 33.2mpg.

No. 2. 2017 Chevrolet Camaro: History and muscle under $30k -- $28,275.
Looking great and performing young for being 50 years old, the 2017 Chevrolet Camaro builds on its legacy with styling, performance, tech and infotainment, and new for 2017 are an available 50th Anniversary Edition and a “FIFTY” badge on the steering wheel of all models. With a 6.2-liter V-8 engine that produces 455 hp and 455 lbs.-ft. you get a sub-5-second zero-to-60mph dash, and I averaged 21.6 mpg.

No. 3 Kia Niro: The ‘Un-Hybrid’ is an Un-Crossover rated at 51mpg -- $25,570.
New for 2017, a Hybrid that doesn’t look like a Hybrid, and housed in a Crossover package that doesn’t look or act quite like a Crossover. It is more like an “un-Hybrid, non-Crossover.” Kia’s Niro Hybrid Utility Vehicle (HUV) combines driving enjoyment with eye-catching design, functional utility and hybrid efficiency.” I got 47.1 mpg with a 1.6-liter GDI four-cylinder engine and Lithium-Ion Polymer battery-powered 240-volt motor that provide 139hp and 195 lbs.-ft of torque.

No. 4 2017 Mitsubishi Mirage: A ton of fun at 74 hp -- $18,775.
Mirage has returned with a fresh new look thanks to a revamped front fascia with chrome upper/lower grille; new hood design; LED tail lamps; rear spoiler; color-keyed front and rear bumpers. Augmented aerodynamics inside connectivity and tech abounds. Powered by a 1.2-liter MIVEC DOHC, 12-valve Inline 3-cylinder engine, the fuel-efficient system produces 78 hp and 74 lbs.-ft. and delivered 39.7mpg.

No. 5 Chevrolet Malibu: Dependable mid-size packed with amenities -- $29,340.
In today’s world of demanding things you can depend on, Chevrolet’s Malibu fills that requirement and adds style and performance to the mix. Malibu’s 1.5-liter liter I-4 turbo hums out 163 hp and 184 lbs.-ft of torque and averaged 29.3mpg in mixed-use testing. While it was not muscle-car brawny, it was solid as a family car.

No. 6 Chrysler 200: style meets performance in mid-size sedan -- $29,985.
Chrysler has positioned its 2017 200 as an elegant vehicle that exceeds expectations for a mid-size car. Delivering a thoughtful, well-crafted interior, my test 200 was powered by a 3.6-liter Pentastar V-6 engine that delivered 295 hp and 262 lbs.-ft. of torque and averaged 22.0mpg. Steady around town, on the interstate and on the track, the AWD vehicle was confident in all conditions.

No. 7 Dodge Charger R/T: 50 years of muscle and style -- $38,620.
The Dodge Charger R/T trim was first offered 50 years ago. For 2017, Charger turns heads with its bold muscle look and wide body. The 5.7-liter HEMI V-8 that powered my R/T galloped out 370 horses and 395 lbs.-ft. of torque, and my mixed-use tests that included some tire smoking as well as long interstate treks, averaged 23.1mpg. Passing at speed was pie-easy and on the track, my R/T blazed a 5.9-second zero-to-60 dash.

No. 8 Infiniti QX30: Compact luxury Crossover is elegant -- $36,110.
The all-new Infiniti QX30 premium active crossover was created for a new generation of premium buyers who appreciate category-defying design inside and out. The new QX30 shows off elegant design cues, a highly sculpted exterior, unique crossover stance and asymmetric cabin design. The standard 2.0-liter four-cylinder turbocharged unit is rated at 208 hp, with peak torque of 258 lbs.-ft. and gets 29.1 mpg.

No. 9 Volkswagen Jetta: Downsized econo-car is sporty and quick -- $30,327.
Volkswagen’s best-selling car had been offered in sedan and hatchback configurations, but is now only presented as a sedan. That design downsize doesn’t compromise Jetta’s range that starts as a stylish econo-car and tops off as a sporty and quick performance compact. The 2.0-liter inline four-cylinder turbocharged/intercooled engine that powered my Jetta GLI test ride, hummed out 210hp and 207 lbs.-ft. and averaged 25.9mpg.

No. 10 Mazda MX-5 Miata RF: Roadster adds a power-folding roof -- $34,700.
This simple, fun-focused aggressively priced roadster features a new roof design with flying buttress elements behind the seats which remain even when the roof is open. MX-5 power comes from a 2.0.-liter DOHC 16-valve in-line 4 VVT multi-port electronic fuel injection engine that gets 155hp and 148 lbs.-ft. of torque, and averaged 30.0mpg.

Next week, we present our annual CAR of THE YEAR list… and you may see several of these great rides again.

> 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.

The Buick Regal enjoyed a 31-year-reign as a classy, quiet, upscale sedan, ending its production run in 2004. Reintroduced to North America in 2011 (production and sales have been ongoing in China since 1999), a new-generation model is due out for 2018. But within this incarnation, Regal, based on the European-market Opel Insignia, upgraded with a mid-generation tweaking in 2014 that added sportiness, expressiveness and advanced tech to the Buick Regal GS. For 2017, Buick has added Apple CarPlay and Android Auto compatibility and has increased its exterior palette with Graphite Gray Metallic, Black Cherry Metallic, Pepperdust Metallic.

The Regal GS I tested boasts of an upscale Euro-style interior, aggressive design cues, and state-of-the-art tech features while continuing to enforce its legacy of reliable quiet comfort and road worthiness.

The 2017 Regal is available in five retail trim levels: Regal 1SV; Sport Touring; Regal; Premium II and GS. Standard features on all models include such safety items as six air bags, including side curtain air bags; StabiliTrak electronic stability control with full-function traction control and four-wheel anti-lock brakes with Intelligent Brake Assist

Standard tech items include: OnStar 4G LTE connectivity with Wi-Fi hotspot (includes three-month/3GB data trial); eight-inch color touch screen radio with Buick IntelliLink, AM/FM/Sirius XM (three months of service); stereo with CD player and auxiliary input jack; USB ports; Bluetooth wireless connectivity for select phones; and rear-vision camera system.

Also standard are cruise control, power windows with driver and front passenger express up/down, dual-zone automatic climate control, leather-appointed seating, heated driver and passenger front seats, 12-way power driver’s seat, auto-dimming inside rearview mirror, electric parking brake and Ice Blue ambient lighting.

The four-door, five-passenger front engine midsize sedan comes in front-wheel-drive and all-wheel-drive configurations. Its architecture conveys a low, wide stance and an upscale ambience. Prominent, sweptback headlamps are available in halogen projector beams and Xenon high-intensity discharge. At the rear, LED wing-shape taillamps with chrome accents enhance Regal’s elegant styling.

GS models are distinguished by unique front and rear fascias, exclusive 19-inch wheels (20-inch wheels available) and a lowered ride height. Eighteen-inch wheels are standard on all other models.

Built in Oshawa, Ontario, Canada, the midsize sedan is constructed with a steel body frame integral (unibody) with front and rear crumple zones; galvanized steel front fenders, hood, roof, door panels, one-piece bodyside outer panel and thermal plastic olefin bumper fascias. The Buick Regal GS measures 190.2 inches in length, 73.1 inches in width, and 58.4 inches in height on a 107.8-inch wheelbase, with a curbweight of 3725 lbs.

Regal is available with two engine offerings. Its 1SV trim comes with a 2.4-liter engine, rated at 182 horsepower and 172 lbs-ft of torque, and is EPA rated at 25mpg in the city and 36mpg on the highway in FWD. My test GS trim was powered by a 2.0-liter turbocharged engine rated at 259 horsepower and 295 lbs-ft of torque. This system is EPA rated at 19/27 for AWD automatic. My week of mixed-use tests (though most of my driving was on Interstates) achieved an average of 24.1mpg on unleaded, though premium fuel is recommended (not required).

My GS accelerated slowly. But had plenty of passing power at speed. A zero-to-60mph sprint took 7.3 seconds, and the quarter-mile was accomplished in 15.8.

Steering was responsive, and the ride was confident. Regal’s HiPer Strut front suspension and four-link independent rear with all-speed traction control using engine torque reduction and brake intervention made for a very smooth and attentive experience.

Inside, Regal blends sculptural beauty and refinement with technology. The instrument panel center stack is designed for easy operation with intuitive controls and smartphone-influenced swipe recognition for easier navigation. Headroom is a bit tight at 38.8 inches in front and 36.8 inches in row two; legroom is an accommodating 42.1 inches in row one and 37.3 for the second seat and shoulder room is 56.7 and 54.4.

The 2017 Buick Regal Base model 1SV starts at $26,865 plus destination and continues through five trims: Sport Touring at $28,615; Regal at $31,465; Premium II at $34,0405 and the top-of-the-line Regal GS starting at $36,540 (all plus destination charges) with AWD, the 2.0-liter turbo engine and automatic transmission, and coming standard with GS-specific front and rear fascia, rockers and rear spoiler; 19-inch V-spoke alloy wheels; GS-Sport seats and steering wheel; Brembo front brakes, HiPer Strut front suspension, Buick® IntelliLink® audio system with Navigation; Parking Assist front and rear; and interactive drive control with standard, Sport or GS mode.

Exterior colors are extra for some reason and Crimson Red Tintcocat cost $495 and was coupled with an Ebony interior with leather-appointed seats. Driver Confidence I package added $1040 for Side Blind Zone Alert with Lane Change Alert, Rear Cross-Traffic Alert, Lane Departure Warning, Forward Collision Alert, Following Distance Indicator and Driver memory seat, Driver Confidence II package added $1195 for Adaptive Cruise Control, Front Automatic Braking The power moonroof added $1000; side window air deflector added $89; front and rear premium all-weather floor mats were $100 and destination freight charges of $925, for a sticker price as tested of $41,195, but with a new model coming next year, you might be able to get a discount deal from the 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.

The Toyota Tacoma was launched in America in 1995, and was classified as a compact pick-up through 2004. The second generation was classified as mid-size, and following a full redesign for 2016, the third-generation 2017 Toyota Tacoma remains the No.5-selling truck in America so far, this year – a position it has held for several years.

Mostly standing pat after last year’s revise, the most significant changes for Tacoma in 2017 involve the new TRD Pro Off-Road model with a specialized off-road suspension including Fox internal bypass shocks, special 16-inch TRD black alloy wheels, a TRD Pro front skid plate, and Rigid Industries LED fog lights, and generous TRD Pro badging throughout. Elsewhere along the line-up, SR5 models get a new appearance package, standard on V-6 models and optional on four-cylinder models.

My test Tacoma, in Limited trim, came loaded with such standard items as a deck rail system, color-keyed bumper, overfenders and chrome-accented door handles, front dual automatic climate control, leather-trimmed seats and leather shift lever and tilt/telescopic steering wheel, 18-inch polished alloy wheels, power tilt/slide moonroof, power sliding rear window and power outside mirrors with turn signal indicators. Also standard on Limited, are cruise control, Smart key system with push button start, rear sonar parking assist, blind spot monitor and rear cross-traffic alert, Entube™ Premium JBL Audio with Integrated Navigation and App Suite, Qi-Compatible Smartphone charging, and lots more.

While the Tacoma does not offer a regular cab, it does come in Access Cab (an extended cab with rear-hinged rear doors) and Double Cab (crew cab with conventional rear doors configurations. Tacoma Access Cab and Double Cab models are built on a 127.4-inch wheelbase with a 60.3-inch bed, or a 73.7-inch bed on a 140.6-inch wheelbase. My test Tacoma was the base 4x4 with an Access Cab, and it measured 212.3 inches long, 74.4 inches wide and 70.6 inches high with 9.4 inches of ground clearance. My test truck weighed in at 4305 lbs. and had a tow rating of 3500 lbs. (an optional tow package is rated at 6,500 lbs.).

Tacoma offers brawn or economy with two engine options. The more economical engine is the 2.7-liter inline 4-cylinder, DOHC 16-valve cast iron block system with aluminum alloy head and VVT-i. With the 2WD 5-speed manual, it is EPA rated at 19mg/city and 23mpg/highway, and the 4WD manual is estimated at 19/21 (the 6-speed automatic gets an 19/23 estimate). The inline-4 provides 159 hp and 180 lbs-ft of torque.

My test Tacoma 4x4 automatic was powered by the larger aluminum block 3.5-liter Direct and Port Injection, Atkinson Cycle V-6 engine with Variable Valve Timing-Intelligent Wider Intake and Variable Valve Timing-Intelligent Exhaust. EPA rated at 18/23 for 4WD automatic, I averaged 19.9mpg in mixed-use driving. The electronic fuel-injected system is good for 278 hp and 265 lbs-ft of torque. I found the Tacoma willing to transport heavy loads and it was quick-for-niche on the highway and the track, with a dash from zero to 60mph in 8 seconds-flat and a quarter-mile accomplished in 16.3.

Tacoma’s coil spring independent double wishbone front suspension with leaf spring rear suspension with staggered outboard mounted gas shocks were firm on the road and capable for soft off-road adventures. Rack-and-pinion power steering is better at slow speeds than high-speeds and can be non-intuitive at times.

With seating capacity for two up front and two in the Access Cab, Tacoma provides 39.7 inches of headroom in row one and 34.9 in the Cab, 42.9 inches of first row legroom, and a very tight 24.6 inches in the row two. Shoulder room measures 58.8 inches on front with 56.5 for the rear passengers. The Double Cab provides 32.6 inches of second row legroom.

The well-equipped Tacoma features standard air conditioning; power windows and door locks; center console; digital clock; two instrument panel power points with a lighter; a high-resolution 3.3-inch display; temperature gauge; vanity lamps on the sun visors; dome lamp; a full-size spare tire and Entune™ Audio.

Side-impact door beams in all doors starts Tacoma’s attention to safety, augmented by Toyota’s Star Safety System™, which includes Vehicle Stability Control, Traction Control, an Anti-lock Braking System, Electronic Brake-force Distribution, Brake Assist, and Smart Stop brake override technology. Every Tacoma has standard front seat-mounted side airbags, roll-sensing side curtain airbags (including a cutoff switch), and a front advanced dual-stage airbag system.

Toyota offers a mind-blowing 31 different 2017 Tacoma trim setups in 4x4, TRD, SR5, SR and Limited in Access Cab, Double Cab and Sport Double Cab configurations. The base Tacoma SR with Access Cab starts at $24,575; SR5 starts at $29,155; TRD Sport at $32,195; TRD Off-Road at $32,195 and TRD Pro at $41,215. My test Tacoma in Limited trim started at $39,250 with the 3.5-liter engine, 6-speed automatic transmission, a Double Cab and Short bed.

My test Tacoma in Black with a Hickory Leather interior added Black, 5-9nch oval tube steps (running board) for $469; all-weather floor liners and door sill protectors added $209; a bed mat was $120; a very useful BedStep for easy access to the inside of the bed added $300; and delivery and processing added $995, for a price-as-tested of $41,993.

> 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.

Based on the nostalgic military Willys Jeep of 1941, the Jeep Wrangler has been an off-road enthusiasts’ pleaser since 1986. A compact four-wheel-drive multi-purpose vehicle, Wrangler debuted in 1986 as a revision of the Jeep CJ-7, was revised in 1996, and completely redesigned in 2006.

During that time, Wrangler has been presented in numerous trims, models and cosmetics with such badge names as: Islander 1988-’93; Renegade 1991-’94; Sahara 1997-2004 (and back again); Apex 2002-’03; and other variations including Columbia, Freedom, Golden Eagle, Rocky Mountain, TJ, Unlimited and the Rubicon Tomb Raider in 2003.

But one of the more popular end enduring treatments has been the Jeep Wrangler Rubicon, which debuted 14 years ago. In the 2003 model year, Jeep raised the bar in off-road capability with the introduction of the Wrangler Rubicon model. Named after one of the most grueling off-road trails in the world, the Rubicon models were the most extreme Wranglers produced.

New for 2017, Jeep® Wrangler and Wrangler Unlimited models receive new LED headlights and fog lamps -- optional on Sport and Sport S and standard on Sahara and Rubicon models; the Cold Weather Group is now available on Sport S and Rubicon models and includes: 17-inch BF Goodrich KO2 tires, engine block heater and all-weather slush mats; and three new colors are available: Chief (Blue), Acid Yellow and Gobi (Beige).

The two-door sport utility vehicle is assembled at Jeep’s Toledo Supplier Park in Toledo, OH, with a longitudinal front engine four-wheel-drive layout. Jeep Wrangler’s signature features include: classic round headlamps, seven-slot grille, trapezoid wheel flares, removable doors, exposed hinges, a fold-down windshield and innovative removable tops and half doors that allow the Wrangler to retain the brand’s iconic appearance and function

Built on a ladder frame chassis, Wrangler is designed to be off-road tough and on-highway smooth, melding old-school looks and toughness with current-day hipness and technology. My test Rubicon model weighed in at a stout 4104 lbs. for the manual transmission and 4129 lbs. in automatic configuration. It was engineered for stability with a length of 164.3 inches, height of 72.5 inches and width of 73.7 inches on a wheelbase 95.4 inches.

Rubicon powers up with a Chrysler Pentastar 3.6-liter V-6 engine with sequential multiport fuel injection. Rated at 285 horsepower and 260 lbs-ft of torque, and coupled with either a standard 6-speed overdrive NSG Manual transmission, or the 5-speed automatic that powered up my test Jeep, the system delivers when called upon for passing acceleration and off-road rock strength. Off the line, my test Jeep delivered an 8.9-second zero-to-60 sprint and a 16.9-second quarter-mile. EPA rated at 17/city and 21/highway, my week of tests, including some off-road travails yielded an average of 18.8mpg.

Off road, Rubicon successfully conquered any challenge I gave it. On macadam, its short wheelbase and big tires gave up bumps and bounces. It is as confident on gravel at low speed as it is timid at high-speed. Steering is responsive both on-road and off, for a pleasant driving experience minus some tire whine.

Rubicon seats four and offers 41.3 inches of front headroom and 40.3 in the rear. Legroom is 41.0 up front and 35.6 in row two, and shoulder room is 55.8 and 44.7. Included inside are such amenities as remote keyless entry, power windows with front one-touch-down feature, leather-wrapped steering wheel, deep tint sunscreen windows, power door locks, and up-level connectivity.

Paying attention to safety, Rubicon’s sport bar uses high-strength steel and is integrated into the B-Pillar that runs into the floor. This improves side-impact performance, vehicle stiffness, torsional rigidity and control at highway speeds. Additional features include advanced multistage front airbags and off-road tested emergency brake system.

Jeep Wranglers are available in 13 trims for 2017 – though Jeep likes to promote that they have four distinct, separate models. The Sport S bases at $26,995, Sport at $24,595, Sahara at $27,895, Willys Wheeler at $28,295, Big Bear at $28,695, and through 7 other trims, topping off with the Rubicon Recon at $39,145. My test Rubicon was eighth on the list, sandwiched between the Sahara and the Smoky Mountain, and based at $33,645 for a two-door and a manual engine. My test ride was a four-door, so it based at $37,445. The upgrade to the 5-speed automatic transmission added $1400; the Connectivity Group Package added $695 for an electronic vehicle information center, Uconnect® Voice Command with Bluetooth®, tire pressure monitoring display and remote USB port; the Cold Weather Group added $1095 for heated front seats, remote start, all-weather slush mats and an engine block heater; the soft top was replaced with a Freedom Top® Black 3-Piece Hard Top for $995; the Radio 430N interior option was added for $1195, and included a 6.5-Inch Touchscreen for Displaying Music Info and Uploaded Pictures, 40GB HDD and Garmin Navigation. A 9-speaker and subwoofer Alpine® Premium system was also added for $995. Also, air conditioning with automatic temperature control, air filtering and a humidity sensor were added for $395. For safety, supplemental front seat-mounted airbags that provide additional pelvic and thoracic protection for front seat occupants were added for $495 – my opinion is that this should have been standard and not an option.

With destination charges of $195, the sticker-as-tested was $45,755.


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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.

Chevrolet entered the crossover niche with Equinox, first introduced for the 2005 model year. Marketed as a compact SUV, the vehicle has evolved, market-wise, as a mid-size crossover, and its upscale look and feel have translated into strong sales, reaching nearly 2 million since its launch, making it Chevrolet’s second-best selling vehicle, after the Silverado.

Chevy markets Equinox with the slogan: “For whatever life brings.” They reason that “No matter where you want to go, the 2017 Equinox is ready to take you there. With a unique combination of style, versatility and available active safety technologies, this fuel-efficient† ride fits just about any lifestyle.” J.D. Power agrees, and has made Equinox the “Highest Ranked SUV in Initial Quality in a tie, two years running.

While Equinox will be redesigned for 2018 with new sculpted styling, a new interior and an engineered weight-loss of about 400 pounds, the 2017 Equinox freshens with such available items as a Black grille and Black Chevrolet bowtie; Black 18-inch aluminum wheels; Jet Black perforated leather-appointed seats; memory settings for the driver seat and exterior mirrors and Black mirror caps and roof rack cross bars.

Equinox is sporty and trendy looking with a sleek exterior, chrome accents, dual-port grille and premium projector-beam headlamps for night visibility. Based on its dimensions Equinox fits into the small mid-size category at 187.8 inches long; 72.5 inches wide and 66.3 inches high on a 112.5-inch wheelbase. The crossover is set at a minimum ground clearance of 6.9 inches and has a curbweight of 4112 lbs. for the 3.6-liter LT I tested.

Standard Equinox power comes from the Ecotec 2.4-liter I-4 engine, mated to a 6T45 Hydra-Matic 6-speed automatic transmission for 182 hp and 172 lbs-ft of torque. The system has been EPA-rated at 21 mpg in the city, 31 mpg on the highway for FWD and 20/28 for AWD. My Equinox test ride powered up with a muscular 3.6-liter V-6 that provides 301hp and 272 lbs-ft of torque. The AWD version I drove is rated at 16/23, and week of mixed-use testing earned an average of 19.4 mpg.

Equinox is sneaky-fast. It performs and feels quicker behind the wheel than expected. On the track, my Equinox finished off a zero-to-60mph sprint in 7.2 seconds and maintained its acceleration to complete a quarter-mile in 15.4 seconds. On the road and on uneven surfaces, the Equinox independent MacPherson strut front suspension with stabilizer bar, tuned shocks and hydraulic ride bushings and its independent four-link rear with coil springs and trailing arm; stabilizer bar; hydraulic link bushings were tuned for passenger comfort rather than for driver’s feel and precise handling. The hydraulic power rack-and-pinion steering was often vague, and understeer is common during quick maneuvers, but acceleration is reliable, and the cabin is quiet and calm.

The Equinox cabin is accommodating, and filled with entertainment and function. Segment-exclusive MultiFlex sliding rear seats offer an additional eight inches of space for passenger comfort or more cargo room when seats are moved. With seating for five, and a spacious feel, the interior offers 40.9 inches of front headroom and 39.2 inches in row two; legroom is 41.2 inches in the row one and 39.9 in the second seats, while shoulder room shows 55.8 and 55.3.

And Equinox offers available state-of-the-art technology designed to keep drivers and passengers connected and entertained. The convenient features include: Siri Eyes Free™ that allows compatible iPhone® users limited hands-free interaction, and available Chevrolet MyLink with Navigation, featuring full GPS guidance.

Safetywise, Equinox is built on a solid structure that includes strategic applications of high-strength steel to protect occupants in the event of a crash. It is equipped with safety features designed to avoid crashes or protect occupants in the event of one, including: six standard air bags -- dual frontal air bags, head curtain side air bags and pelvic/thorax seat-mounted side air bags, four-wheel anti-lock disc brakes with Electronic Brake Force Distribution, and StabiliTrak electronic stability control, traction control and rollover mitigation.

The 2017 Chevrolet Equinox starts at $23,995 for the base L-trim model with the 2.4-liter engine; the sticker includes destination and freight ($895) in front-wheel-drive; the FWD LS starts at $26,405; the LT bases at $27,645; and the top-of-the-line Premier trim starts at $30,935. My LT test ride was in all-wheel-drive (which I nearly always recommend) adds $1750. My ride was upgraded to the 3.6-liter V-6 for an additional $1500 and that also upgraded the power steering. The Convenience Package was added for $1300, for driver and front passenger heated seats, automatic climate control, remote vehicle starter system, leather-wrapped steering wheel and 8-way power-adjustable driver's seat. The Technology Package added $890 for a Pioneer® premium audio system and Chevrolet MyLink® with Navigation. The Driver Confidence Package was added for $495, with Side Blind Zone Alert, Rear Cross Traffic Alert and Rear Park Assist, the power sunroof was added for $995 and the Protection Package added $300 for all-weather floor mats and front and rear molded splash guards. The sticker-as-tested was $35.125, but discounts and allowances can cut that by as much as $2250, 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.

The luxury-utility crossover niche was born in 1998 with the midsize Lexus RX, and Lexus built on the Lux-Cross segment in 2015 with the compact-luxury NX. Inspired by performance vehicles and corporate-sponsored racers and test drivers, the NX, which stands for “Nimble Crossover,” looks to excite with its dramatic spindle grille and L-themed LED headlights, along with its body that appears carved from a single chunk of metal. The excitement continues with its turbocharged engine and attentive handling.

Changing little from the 2015 inaugural NX 200T and NX Sport and Hybrid models, what’s new for 2017 are that the NX Hybrid is now offered in All-Wheel Drive only (the FWD model has been discontinued); Lexus Display Audio adds Scout GPS Link; there is an available optional 18-inch wheel design; and exterior colors: Ultrasonic Blue Mica 2.0 and Molten Pearl have been added to NX F Sport models

Sharing a few structure and wheelbase parts with the Toyota RAV4, NX is otherwise unique with a crouching, muscular stance that stems in part from providing good ramp-over angles for light trail driving, as well as from having the highest point of the vehicle set back toward the rear of the roof. A sharply raked tailgate and integrated spoiler are punctuated by Lexus’ signature L-shape light clusters featuring seamless LED illumination, and the tailgate detailing echoes the spindle grille design.

On the Sport trim, the grille integrates with a metallic coated lower bumper molding, while black side mirrors match the grille. And the NX’s C-pillar is angled and wide to optimize internal storage width. Further, The F Sport version that I tested differentiates itself from the 200T with an F Sport-Tuned Suspension, F Sport perforated leather–trimmed steering wheel and shifter, bolstered F Sport seats, Metallic Sport interior trim
paddle shifters, G-Force and turbo-boost displays, F Sport exterior styling including front fascia and grille,18-inch split-five-spoke alloy wheels with machined finish or Superchrome finish, aluminum pedals and black headliner

The Lexus NX fits compact crossover parameters well at 64.8 inches high, 73.6 inches wide and 182.3 inches long on a 104.7-inch wheelbase. Ground clearance is 6.9 inches and curbweight is a confident 4,050 pounds for the AWD model.

The NX Sport I tested was powered by Lexus’ turbocharged and intercooled 2.0-liter DOHC 16-valve inline-4 twin-scroll engine. It has direct fuel injection and puts out 235 hp and 258 lbs.-ft. of torque, using an advanced valve control system to switch between Atkinson cycle and Otto cycle operation to optimize performance and fuel efficiency. Coupled with Lexus’ sequential six-speed automatic transmission, the system is EPA rated at 22mpg/city and 27mpg/highway. A week of mixed-use of testing yielded an average of 23.3mpg.

NX Sport looks sporty, but it isn’t exactly a sports car at the track. Performing solidly for the niche, but not exceeding it, my NX Sport finished a zero-to-60mph sprint in 7 seconds flat and completed a quarter-mile in a steady 15.2 seconds. Passing on the highway is confident with only minimal turbo lag, and there is more than enough torque to handle uphill grades.

On the autocross and during quick turns at speed, NX holds the pavement well for the segment, with comparatively little top wobble. Steering is relatively crisp and the MacPherson strut front suspension with coil springs and rear trailing arm works with the double wishbone type rear with coil springs to deliver stability and smoothness.

In the sporty cabin, a perforated steering wheel, body-hugging, quilted NuLuxe seats, brushed metallic gearshift, special instrumentation and drilled non-slip aluminum pedals and footrest were inspired by the Lexus LFA supercar, and the environment is one of sport-luxury.

Packed with safety features, high-tech amenities, comfort and entertainment, the cabin includes a Lexus-first wireless charging tray for compatible phones and devices; the new Lexus Remote Touch Interface with a touch pad; and a comprehensive multi-information display that features a Lexus-first G-Force meter and boost gauge.

With seating for five, NX is a bit tight with only 38.2 inches of front headroom (0.8 inches less with a moonroof), and 38.1 inches for rear passengers. Legroom is comfortable up front at 42.8 inches and niche-decent in the rear at 36.1. Shoulder room is non-confining at 57.3 in row one and 55.3 in row two.

The 2017 Lexus NX Turbo starts at $35,285 for FWD and $36,485 for AWD. The F Sport that I tested starts at $37,185 in FWD and $38,585 in AWD, and the 300h Hybrid version starts at $39,720 in AWD. The Navigation package added $1875 for a Navigation System, Remote Touchpad, Lexus Enform Destinations, Fuel Guide, Sports and Stocks updates, Lexus Enform App Suite, Lexus 10-Speaker Premium Sound System and an additional USB port. The Comfort Package added $565 for the Lexus Memory System, Power Tilt-And-Telescopic Steering Column and outside mirrors with auto tilt-down in reverse. An outer sliding moonroof added $1100; power open/close rear door added $400; a Pre-Collision system with dynamic radar cruise control added $900; heated from seats added $440 and Intuitive Parking Assist added $500. With delivery, processing and handling fees of $925, my 201t Lexus NX Sport as-tested stickered at $45,435.

> 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.

The compact Chevrolet Cruze debuted in 2008 for the 2009 model year, as a replacement for both the Chevy Cobalt and Suzuki Forenza (sold in Asia as the Daewoo Lacetti). In one short year, Cruz became Chevrolet’s best-selling car around the world, filling the need for a compact economy car with good looks and attention to detail.

New for 2017:

• The Cruze Diesel sedan is all-new, and delivers up to an EPA-estimated 52 mpg highway — the highest highway fuel economy of any non-hybrid/non-EV in America.
• The new Teen Driver feature allows parents to set controls, review driving habits and encourage safe driving habits even when they are not in the vehicle
• An additional charge-only USB port has been added to rear of the center console all LT and some Premier trims
• Sedan exterior colors are now: Arctic Blue Metallic, Pepperdust Metallic, Graphite Metallic and Cajun Red Tintcoat
• Next-generation Chevrolet MyLink with Android Auto and Apple CarPlay capability has been added, including a standard 7-inch-diagonal screen and available 8-inch-diagonal screen.
• An all-new, stronger and lighter body structure enhances agility, efficiency and safety.
• And more standard features include 10 air bags, four-wheel disc brakes, rearview camera and available OnStar 4G LTE with Wi-Fi hotspot.

With an athletic exterior, and a compact-muscular appearance, long wheelbase and sweeping headlamps, Cruze is built in Lordstown, Ohio, with high-strength steel in key areas, to provide enhanced crash protection. The four-door, five-passenger unibody compact is constructed with a steel body frame with front and rear crumple zones; galvanized steel front fenders, hood, roof, door panels; and one-piece bodyside outer panel, thermal plastic olefin bumper fascias. A windshield rake and sloping rear profile create a sporty look, while the rear profile and integral rear spoiler contribute to the car’s aero efficiency.

With compact exterior dimensions, Cruze specs show a length at 183.7 inches, width of 70.5 inches and height to 57.4 inches on a 106.3-inch wheelbase. Curbweight is 2930 lbs. with the automatic transmission.

Cruze offers two power units. The 1.4-liter turbocharged engine with direct injection and electronic throttle control is SAE-certified at 153 horsepower and 177 lbs.-ft. of torque. Mated to a six-speed Hydramatic 6T35 automatic transmission the system is rated at 30 mpg/city and 41/highway. That’s the system my test ride had. My week of testing yielded an average of 35.1 mpg. Also offered is a 1.6-liter turbodiesel rated at 137hp and 240 lbs.-ft. and EPA rated at 30/city and 52/highway for the manual transmission.

Cruze acts like a compact on the road and the track, with slow, but steady acceleration. My track run of 8.4 seconds for the zero-to-60mph dash and 16.4-second quarter-mile were what one would expect. On the highway, there is enough power to pass at speed and take on hills – high-range torque is better than low-speed, and the reactions are quick from the rack-mounted electric power steering.

Built around the Chevrolet-signature dual-cockpit theme, the interior offers a connected technology environment and available premium features including heated front cloth seats, heated rear outboard leather-trimmed seats and a heated, leather-trimmed steering wheel. The cabin seats five, but is tight up front with 38.9 inches of front headroom and 37.3 inches in the second row. Legroom is 42.0 inches in row one and 36.1 for row two, while shoulder room is 54.8 and 53.7.

Cruze’s cabin is filled with standard environmental, convenience, infotainment and safety technologies including Chevrolet MyLink™ with Bluetooth streaming audio for music and select phones; voice recognition for phone, music and radio.

Cruze continues its segment-leading 10 standard air bags, including frontal driver and passenger air bags, roof rail-mounted head curtain side air bags that help protect the front and outboard rear seating positions; seat-mounted side-impact air bags (front and rear); and front knee air bags.

The 2017 Chevrolet Cruze starts at $17,850 for the sedan in FWD and $22,115 for the Hatchback in FWD – both with the 1.4-liter turbo engine. Only the sedan is available with the 1.6-liter turbodiesel, and the FWD starts at $21,170. My LT trim sedan started at $21,025 in Manual transmission and the automatic I had started at $22,325. Premium paints can add $395, but my ride in Silver Ice Metallic was standard, matched to Jet Black cloth trim. My test Cruze LT Automatic added a cargo tray and all-season floor mats in the Interior Protection Package for $200; and added the $1150 Convenience Package with Keyless Open, Keyless Start, heated driver and front passenger seats, driver 8-way power seat adjuster and remote vehicle tarter system. The $1495 Sun and Sound Package was a nice add-on with Chevrolet® MyLink®, 8-inch Radio, Bose® premium 9-speaker system, color Driver Information Center and miles/kilometers speedometer instrumentation, power sunroof, driver and front passenger illuminated vanity mirrors visors and interior ambient lighting. The Driver Confidence Package was a good option at $495, with Rear Park Assist, Rear Cross-Traffic Alert and Side Blind Zone Alert with Lane Change Alert. A rear spoiler added $425 and front and rear splash guards were $170. With Destination Freight charges of $875 the sticker-as-tested was $27,135, but incentives may be available to cut that as much as $3500 lower.

> 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.