The Cadillac CTS began life in 2002, taking the “CTS” name from the vehicle it replaced in the line-up, -- the Catera -- CTS meant: “Catera Touring Sedan”. The CTS-V derivative was launched in 2009 as a 4-door luxury mid-size sports sedan with real power. What the “V” stands for is a matter of conjecture. Cadillac owners group lore has it that the V stands for: victory, velocity, voracious, or Vette-derivative, and some swear it is because it has a 0-60 time of under 5 seconds, thus making the V represent the Roman numeral for 5 and not an actual word. GM has been non-committal and it might just be a marketing letter, but it is on the record that the Cadillac V-Series is a line of high-performance vehicles, and CTS-V is equipped with a V-8 engine shared with Corvette: the 640hp, 630 lbs.-ft. of torque LT4 engine. And that makes the muscular luxury sedan earn its “V” for Vroooom.

The 2017 CTS-V follows its sold-out 2016 model year as the most capable V-series ever from the factory. In the second year of its third generation, CTS-V adds a Carbon Black sport package, available high-def Rear Camera Mirror, and upgrades and enhancements for the Cadillac CUE infotainment system that include “Teen Driver,” that can track a driver’s speed, distance traveled and whether any safety systems were activated.

Constructed with a unitized welded steel body with direct-mounted front cradle and rubber-isolated, multi-link independent rear suspension, the CTS-V design is functional in form and avant-garde in design philosophy. Almost every exterior panel on the Cadillac CTS-V super sedan is unique, from the fascias and fenders, to the hood, rear spoiler and rocker moldings – and each was designed to support the car’s capability, contributing to lift reduction, enhanced cooling and improved aero management. With its athletic stance, wide body and low height, the CTS-V’s shape is both aggressive and intelligent. Weighing in at a robust and stable 4141 lbs., with 52.7 percent of its weight distribution up front, CTS-V stands 197.6 inches long, 57.2 inches high and 72.2 inches wide on a 114.6-inch wheelbase.

What sets Cadillac CTS-V apart from other mid-size luxury sedans is its muscle. Powered by a 6.2-liter supercharged V-8 engine that thrusts out a Corvette-capable 640 horses and 630 lbs.-ft. of torque, the direct-injection fuel delivery system is EPA rated at 14mpg/city and 21mpg/highway. Coupled with a paddle-shift eight-speed, electronically controlled, automatic overdrive transmission with a torque converter clutch, power is immediate. I smoked tires whenever possible and still averaged 20.0mpg in my mixed-use tests.

For me the “V” in CTS-V stood for velocity. I experienced no supercharger lag, and while the rear swayed a bit at times, there was no apparent torque steer. While I never quite reached the manufacturer’s touted 3.6-second time for a zero-to-60mph sprint, I did break 4 seconds at 3.89 seconds during a smooth 11.99-second quarter-mile (hand-timed).

Responsive steering kept understeer to a minimum, and the rear-wheel drive CTS-V’s MacPherson-type front suspension with dual lower ball joints and direct-acting stabilizer bar, and Magnetic Ride Control with monotube inverted struts, worked well with an independent five-link rear with Magnetic Ride Control for a good combination of road feel and passenger pampering.

Inside, a performance-focused cabin with handcrafted refinements was filled with high tech, infotainment and luxurious comfort. With seating capacity for five, interior accommodations are roomy up front and tight in row two with 40.4 inches of front headroom and 37.5 inches in the rear. Legroom is 45.7 inches in row one and 35.4 inches behind, and shoulder room is 56.9 and 53.3.

CTS-V safety features include dual-stage driver front air bag, driver and front passenger frontal front seat thorax and pelvic, rear thorax protection for outboard seating positions, side-curtain and driver and front passenger knee airbag and an airbag passenger sensing system.

The 2017 Cadillac CTS-V Sedan starts at $86,990. Crystal White Tricoat premium exterior paint added $600 and was mated to a Light Platinum interior with Jet Black accents. The Luxury Package added $2075 for a rear camera mirror, tri-zone climate control, heated rear outboard seating positions, power rear-window sunshade, manual rear side window sunshades and more.

The $600 Advanced Security Package added a shielded theft-deterrent alarm system with dedicated power source; inclination sensor that activates an alarm during unauthorized jacking and/or towing; steering column lock that prevents steering without the appropriate fob or key; locking wheel lugs to help prevent wheel theft and laminated glass rear door windows to help absorb impact without shattering. The all-weather mat protection package added $225 for premium all-weather floor mats and cargo mat.

OK, now for the coolest option package – the $1600 Performance Data And Video Recorder allows the driver to capture performance metrics. High-definition video and in-cabin audio in real time includes four overlays - Sport, Track, Performance or no Overlay. Its front-view camera captures each curve and straightaway, and when parked, lets you watch and analyze your driving performance on the Cadillac CUE®1 screen, and recordings can be downloaded to a personal computer to evaluate driver and vehicle performance, make comparisons to improve driver performance and share recordings with friends. This is a performance and video game enthusiast’s “must’ buy”.

The UltraView® power sunroof added $1450; a cargo net in the trunk added $55; destination and freight charges were $995 and the gas guzzler tax added $1000 for a sticker as tested of $94,540.

> 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 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, when five Grand Sport race cars were built under the direction of the Corvette’s first chief engineer, Zora Arkus-Duntov.

The historic Corvette Grand Sport was conceived as a light-weight, factory-built speed machine built to compete on domestic and foreign race tracks. Only five hand-assembled cars were built, and they were all driven by racing Hall of Famers including A.J. Foyt, Roger Penske, Jim Hall, Bob Bondurant, Dick Guldstrand and Dick Thompson, who won the Watkins Glen Sports Car Club of America race in a Grand Sport in August, 1963.

The light track cars, manufactured with thinner-than-normal fiberglass body panels and a light steel-tube frame, raced with various engines, but the most common among the plants used was the uncommon GS engine, an all-aluminum 377ci small-block V-8 with four Weber side-draft carburetors, combining to stampede out 550 horses.

Brought back in limited edition in 1996, with 1000 vehicles all wearing Admiral Blue paint with a white center stripe and red “hash mark” graphics on the left front wheel arch, to pay homage to the look of some of the original race cars, 1996 GS was offered with a 330hp LT4 V-8 engine that produced 340 lb-ft of torque.

Reborn again in 2010, Grand Sport evolves in 2017 to a C7 derivative, making it an on-point expression of the car’s motorsports-bred pedigree. Both the Coupe and Convertible versions combine a lightweight architecture, track-honed aerodynamics package, and a naturally aspirated engine. Architecturally, Grand Sport employs heritage-inspired design cues and exclusive features to acknowledge its historic legacy. Unique exterior elements include specific front fender inserts and Z06-style grille.

Built in Bowling Green, KY, the Grand Sport borrows from Stingray design cues with a touch of Z06, including the front grille and wider rear fenders, which give it a more aggressive stance and a wider track. The front and rear wheels are offset, measuring 19 by 10 inches up front with bigger and wider 20-by-12-inch wheels in the rear, covered in Michelin Pilot Super Sport tires for solid traction. Grand Sport offers several exterior customization options to enhance its look, including the Heritage Package that adds hash-mark fender graphics in your choice of six colors with matching details on the brushed-aluminum trim in the cabin. The GS measures a sculpted 176.9 inches long, a wide-body road-hugging 77.4 inches wide and stable 48.7 inches high on a 106.7-inch wheelbase; from every angle, it screams Corvette.

Grand Sport performance is legendary, and the 2017 version lives up to the legacy. Weighing in at 3487 lbs. for 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 (cylinder deactivation). The powerplant thunders out 460hp and 465 lb-ft of torque and can be mated to either a 7-speed manual with Active Rev Match or an 8-speed paddle-shift automatic transmission. The automatic is heavy and adds $1725 to the cost and the manual is so much more fun, so we went with the stick.

My test GS blazed as advertised, smoking tires in a 3.8-second hand-timed zero-to-60mph sprint and a sonic 12.3-second quarter-mile. Can you say "street-legal race car"?

The GS hugs the pavement with a Short/long arm double wishbone front and rear suspension, cast aluminum upper and lower control arms, transverse-mounted composite spring and Magnetic Selective Ride Control – with Grand Sport-specific spring rate and stabilizer bar size.

EPA rated at 16/25, my test Grand Sport averaged 18mpg in mixed-use tests and a ton of fun pedal mashing.

In the cockpit, Grand Sport fits like the proverbial racing glove. With the top down, experiencing open-air driving exhilaration, there is nothing like Corvette. With the compartment closed, the driver and passenger are surrounded by leather, electronics and comfortable seating, with headroom a cozy 38 inches, legroom a spacious 43 inches and shoulder and hip room a cavernous 55 and 54 inches.

The 2017 Corvette Grand Sport is offered in 1LT, 2LT and 3LT trims, with the Base Coupe (1LT) starting at $66,445 and the base Convertible starting at $70,445 (both including $995 in destination and freight charges). The Convertible is assembled in rear-wheel-drive with a 9-speaker Bose® audio system, three seat color options and two 8-inch HD color displays for the 1LT. The 2LT trim starts at $74,900 and adds console and door panels in interior color, lumbar/wing adjust, heated/vented seats, seat emblems and more. My test ride was the top trim 3LT. Priced at $80,190, my GS added a custom leather-wrapped interior, sueded microfiber upper interior trim, Performance Data Recorder (optional on 1LT/2LT) and Napa leather seating surfaces. Premium paint can cost $995, but my test ride was in Arctic White and a Blue Center Stripe (for an additional $995) and Volcano Orange hash marks and Black Convertible Top at no extra charge. The Premium floor mats with Grand Sport logo, and GS Heritage package added $1790. There are cosmetic packages galore, but as we already had stripes and Volcano Orange fender hashmarks, the GS was cool enough as it was and the net price-as-tested was $81,980.

You can see new, old and classic Corvette Grand Sports and more than 5,000 Corvettes representing all generations of America’s classic sports car at the 35th annual Corvettes at Carlisle, Aug 24-27 at the Carlisle (PA) Fairgrounds. The largest and most fun-filled Corvette event in the world, Corvettes at Carlisle features a wide variety of vendors, an all-Corvette car corral, autocross, burnouts and the parade through historic downtown Carlisle.


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.

Nissan created a unique automotive nickname, designation, “the Z-Car,” when it became a member of the street sports car fraternity in 1969 by launching the Datsun 240Z. Originally called the Nissan Fairlady Z in Japan, after Nissan/Datsun executives became enamored with the Broadway play, “My Fair Lady,” the vehicle that is currently known in Japan as the “Fairlady Z34,” was given an alpha-numeric name (240Z) in North America for better marketability.

That first “Z” was powered by a 2.4-liter engine (hence the “240” portion of the name) that offered 151hp. Over the next 48 years, the “Z” has been upgraded and upnamed to a “260Z” (with a 2.6-liter engine), “280Z” and “280ZX” (with a 2.8-liter engine, “300ZX” (with a 3.0-liter engine), the 350Z (with a 3.5-liter engine), and the current alpha-numeric, “370Z” (with a 3.7-liter 332-hp engine).

Now in the ninth year of its sixth generation The Nissan 370Z has remained essentially the same since 2009, a vibrant and dynamic sports car that combines an exciting sporty demeanor with explosive power and track-worthy handling. It is offered in a choice of six trim models and there are no option packages available as each trim is packed with extras. One new exterior color is available for 2017, Chicane Yellow.

The 2017 370Z Coupe's aerodynamic exterior design incorporates intentional styling cues from the original and now classic 240Z – including a short wheelbase, wide track, low center of gravity and fluid silhouette. Utilizing unibody corrosion-resistant high-strength steel with an aluminum hood, doors and trunk lid, the 370Z offers what Nissan calls a "dynamic motion" feel with a dramatic cantilevered roof and a "low visual gravity." The sleek silhouette is defined by its upswept quarter window design that is echoed by the dynamic upward curvature in the lower rocker panel and the sense of the taut sheet metal molding itself around the wheels and frame. Another distinctive feature of the bold exterior design is the headlight/taillight treatment, which features a fierce boomerang shape.

The 370Z Coupe's platform provides a refined foundation for the well-proportioned body, with a 100.4-inch wheelbase, 167.5-inch overall length, 72.6-inch width and 51.8-inch height, giving it a classic sports car look and feel, weighing in at 3338 lbs. for the manual transmission Touring version.

Once again the 370Z Coupe pays off its iconic style and full-feature cockpit with power from an aluminum, 332-hp, 270 lbs-ft of torque, 3.7-liter longitudenal V-6 engine. Mated to a standard 6-speed manual transmission with upshift indicator and multi-port electronic fuel injection, a 7-speed automatic transmission is also offered. The manual system I tested is rated at 18/city, 26/highway and 21/combined, (automatic gains 1mpg/city) and a week of mixed-use driving hit the mark at an average of 20.4mpg on Premium unleaded fuel.

Acceleration is smooth, attentive and predictable at all speeds, and my 370Z blazed through a zero-to-60mpg dash in 4.9 seconds, en route to a 13.7-second quarter-mile, though factory specs put it at 4.6 and 13.6.

The rear-wheel drive Coupe is responsive with a firm body, and is a ride to enjoy on the autocross, the interstate, in town and on country roads. The double wishbone aluminum front suspension, twin lube shocks and Independent multi-link aluminum suspension rear transmit road irregularities to the cabin, which gives the driver a solid feel for the road, but might be a bit rocky for street passengers used to pampering. Quick maneuvers are made effortlessly and with only minor understeer from power rack-and-pinion steering and there is very little yaw and virtually no wobble, even while attacking high-speed “S-curves”.

The driver-oriented cockpit continues the “Z” legacy of enhancing driving pleasure. The traditional 2-seat Coupe layout is built around a deeply scooped instrument panel with a full-length center console separating the driver and passenger's seat. The design focus incorporates an innovative, driver-centric "three-layer" design with information, operation and holding layers. The well-appointed and cozy cockpit provides 38.2 inches of headroom, 42.9 inches of legroom, 54.6 inches of hip room and 54.4 inches of shoulder room.

The seating position is high, and forward sight is excellent, though rear three-quarter blind spots make highway lane changes a challenge.

Safety items include Nissan Advanced Air Bag System Driver and front passenger air bags with dual-stage inflation, seat belt sensors and occupant classification sensor.

Pricing for the 2017 Nissan Z starts at $29,990 for the base 370Z Coupe, and reaches $45,490 for the 370Z NISMO ® Tech version. My test Z in Touring trim – fourth of the six trim offerings -- started at $37,970 and gained leather-appointed seats, Nissan Hard Drive Navigation System, RearView Monitor, a Bose® Premium Audio System, limited slip differential, 19-inch RAYS® forged wheels, Nissan sport brakes. SynchroRev Match®, Nissan Hard Drive Navigation, and HomeLink® Universal Transceiver over the base trim. The Touring trim comes with a 6-speed manual transmission – much more fun than the 7-speed automatic that would have cost an additional $1300. In Pearl White exterior paint for $395, matched with a Gray leather interior, my test Z added a cool aerodynamic rear decklid spoiler for $610, illuminated kick plates for $225, splash guards for $245, carpeted “Z” floor mats for $130, carpeted “Z” trunk mat for $100 and destination and handling charges of $885 for a final sticker-as-tested of $49,165.

> 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.

Perennially, the No.2-selling vehicle line in the United States is the Chevrolet Silverado family of trucks. General Motors introduced its first pickup truck in 1930, adding to Chevrolet’s truck line, which began as a line of work vehicles. Since then, GM and Chevrolet have met demand for luxury upgrades and environmentally conscious offerings without sacrificing its tough-task roots.

In that vein, Silverado began as a trim level for Chevrolet C/K pick-ups and Suburbans from 1975 through 1999, and its sister platform, the GMC Sierra also began as a trim level. Today, the differentiation between the two is largely grillework, interior trim, and more luxury options and configurations offered with the Silverado. Silverado and Sierra became their own lines beginning with the 1999 model year.

Still in its third generation that began with the redesigned 2014 Silverado, featuring new front-end designs, a bolder, more sculpted appearance, and tech and cosmetic enhancements, Silverado adds or improves a number of safety, trailering and cosmetic items for 2017.

New for 2017 are a segment-best 12,500-lb. max trailering rating for crew cabs and a standard Teen Driver feature that encourages safe driving habits with teenagers, enabling parents to view the vehicle’s maximum speed, distance driven and the number of times active safety features were engaged during a drive. Also new this year are a Low Speed Forward Automatic Braking system added to the available Enhanced Driver Alert Package, capless fuel fill and new exterior colors: Graphite Metallic and Pepperdust Metallic.

Assembled in Ft, Wayne, IN (Regular Cab and Crew Cab) and Flint, MI and Silao, Mexico (Crew Cab), Silverado personifies ruggedness, blending toughness and brawn with refinement and aerodynamics, reducing wind noise in the cabin and enhancing efficiency on the highway.

The Silverado 1500 with a Crew Cab fits full-size specs. With a short 5-foot-8-inch box, Silverado measures 230 inches long (the long box adds 19.6 inches), 80 inches wide and 74 inches high (for the 4x4) on a 143.5-inch wheelbase. Ground clearance is 8.9 inches and step-in height measures 22.2 inches, while the Silverado LTZ’s base curb weight comes in at 5299 lbs. with the 5.3-liter engine and 4x4 configuration.

The Silverado’s interior is roomy, quiet and functional, with a strong cab structure. Its crew cab is spacious, providing 42.8 inches of front headroom, with 40.5 in the rear. Legroom is vast at 45.3 inches up front and 40.9 in the cab, while shoulder room measures 64.8 and 65.7 inches.

Silverado’s muscle comes in the form of three engine choices: a 4.3-liter V-6 rated at 285 hp and 305 lbs-ft of torque (297/330 on E85 fuel) and 18mpg/city and 24mpg/highway; a 5.3-liter V-8 that I tested delivers 355 hp and 383 lbs-ft of torque (380/416 on E85 fuel) and 16/24mpg; and the brawny 6.2-liter V-8 thunders out 420 hp and 460 lbs-ft of torque and is EPA rated at 15mpg/city and 21mpg/highway.

Last year, I tested a Silverado LTZ with the 6.2-liter engine and this year, I tested one equipped with the 5.3 liter. The 65 horses and 77 lbs-ft. I lost cost me a full second in the sprint and 7-tenths in the quarter, but we managed 7.3 seconds in the zero-to-60mph dash and 15.5 for the quarter-mile. On the highway, there was ample power to pass and overtake uphill grades and around town, other than an engagement jerk or two, the experience was confident. I averaged 19.1mpg in mixed-use driving -- largely long runs on the interstates.

My test truck smoothed out potholes, softroad surfaces and uneven macadam with its independent coil-over-shock front suspension with monotube shocks coupled with a solid axle rear with semi-elliptic, variable-rate, two-stage multileaf springs and monotube shocks. The electric power-assisted rack-and-pinion steering was carlike at times, and though high-speed S-turns produced top-wobble and sway, Silverado was confident and secure during road and highway tests.

The Silverado 1500 Regular Cab with 2WD and standard box starts at $29,080. With a Crew Cab with a short box, pricing starts at $37,350 and the standard box is $38,925. 4WD would add $3940. My test 1500 came with a Crew Cab and Short Box, and moved up to the LTZ trim at $48,820 (including $1295 for destination freight charges). Mine had the 5.3-liter engine and I would have preferred the 6.2, but we still had more than enough power to accomplish everything I needed it to.

Premium Deep Ocean Blue Metallic paint added $395. The Enhanced Driver Alert package (with Lane Keep Assist, Forward Collision Alert, Safety Alert Seat, Front and Rear Park Assist and Intellibeam headlamps) added $945; and the LTZ Plus Package added $770 for power adjustable pedals, Bose® premium audio system, remote start and heated steering;

A Borla Bright Chrome exhaust tip was $149; 6-inch rectangular black tubular assist steps added $700; a power sunroof added $995; a full bedliner added $395; Chevrolet MyLink® Audio System with 8-inch Diagonal Color Touch with Navigation added $495; heated and vented seating added $650; front leather-appointed bucket seats were $510; and all-weather floor mats were $160. The sticker-as-tested was $57,490, but local incentives dropped it to $55,590, so check your local dealer for the best programs.

> 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.

In 1900, Henry Ford built his third vehicle – a truck, but it wasn’t until 1917 that Ford Motor Co. launched its first truck line, with the 1917 Ford Model TT, based on the Model T car, but with a reinforced chassis and rear axle. This early pick-up was rated at one ton.

When Ford premiered its F-150 truck line in 1948, it is doubtful that they envisioned creating a pick-up that would become “America’s Truck” for more than three decades. They produced a vehicle that was destined to become America’s best-selling truck for 39 consecutive years and America’s best-selling vehicle for 34 years.

The 1948 version, known as the Ford Bonus-Built or F-1, replaced the company's previous car-based pickup line. Now in its 13th generation, which began in the 2015 model year, F-150 essentially stands pat as the most significant changes include a new turbocharged 3.5-liter V-6 engine that delivers 50 lbs.-ft. more torque for a best-in-class 470 lbs.-ft., an advanced 10-speed transmission that optimizes power and torque curves for improved performance and efficiency; an available Ford Sync® Connect multimedia system; and new appearance and exterior color options.

The 2017 Ford F-150 comes with a truckload of standard amenities and features including a six-speed automatic transmission; rear-wheel drive; air conditioning; tilt and telescoping steering wheel; first-row side-impact airbags; cargo box lights; antilock brakes; electronic stability control and roll stability control

Manufactured at Ford’s Dearborn Truck Plant in Dearborn, Michigan, and Kansas City Assembly Plant in Claycomo, Missouri, F-150’s personality is bold with its aggressive shape, wide stance, prominent wheel arches and chiseled grille; while comfort, utility and refinement define the truck’s interior. Ergonomically optimized seating for front-row occupants enhances comfort and buttons and controls are optimized so they can be operated while wearing work gloves.

My 4x4 test truck with a SuperCrew® cab and carried a short bed of 5.5 feet and measured 231.9 inches long, 77.2 inches high for the 4x4, and 79.9 inches wide on a 145.0-inch wheelbase.

Powerwise, F-150 offers several engine choices, including a 2.7-liter EcoBoost V-6 with 325 hp and 375 lbs.-ft. of torque, for an EPA rating of 19 city/26 highway mpg; the standard 3.5-liter V-6 engine with twin independent variable camshaft timing that produces 282hp/253 lbs.-ft and an EPA of 18/25; and the new available turbocharged 3.5-liter V-6 engine that works with the new 10-speed automatic transmission that increases last year’s power numbers to 375 hp and 470 lbs.-ft. of torque. That system worked efficiently and powerfully and I managed a 6.2-second zero-to-60mph sprint and a 14.8-second quarter-mile (hand-timed) in my F-150 XLT.

Ford’s F-150 is confident cruising the highways, handling heavy payloads and smoothing out road irregularities. Rack-and-pinion, electric power-assisted steering is aggressive and predictable, and coil-on-shock, long-spindle double-wishbone independent front suspension with a stamped-steel lower control arm, and a Hotchkiss-type non-independent live rear suspension with leaf springs and outboard shock absorbers work well together to provide a level truck ride. Four-wheel vented ABS disc brakes deliver responsive stopping ability.

The cabin is packed with amenities and is spacious, with 40.8 inches of front headroom and 40.4 inches for those in the cab. Front legroom was a generous 43.9 inches with second-row passengers getting 43.6 inches. Shoulder room is a comfortable 66.7 inches in row one and 65.9 in the rear seats.

For 2017, Ford F-150 is offered in six basic trims with tweaks for engines, bed length and cab size. The base XL starts at $27,110; the XLT which I tested, started at $32,480; the upscale Lariat bases at $40,865; the Raptor starts at $49,265; King Ranch® model starts at $51,080 and the uppermost scale Platinum trim starts at $53,635.

My XLT, which adds SYNC®, the Power Equipment Group and Chrome Front and Rear Bumper to the XL, based with a Regular Cab and 6.5-foot box; the 3.5-liter engine, 6-speed automatic transmission and 4x2 drive, but my test drive upscaled a bit. A Super Cab added $2910, and as I am a 4x4 guy, especially with trucks, that option was added for $3495.

Shadow Black paint was a standard color, and the interior was augmented with the 301A option which added some great tech conveniences for an additional $2100, then discounted by $1000. The package included fixed backlight with privacy glass and defroster, sideview mirrors with heat, turn signal, auto-dimming feature, rear view camera, power-adjustable pedals, 8-way power driver's seat, 4.2-inch productivity screen in instrument cluster, leather-wrapped steering wheel, SiriusXM satellite radio, a class IV trailer hitch and more.

A drop-in bedliner added $350; box side steps added $325; the remote start system added $195; reverse sensing system added $275; Black platform running boards were $250; the voice-activated navigation system was $795; Sync® 3 with voice-activated communications and entertainment system with 911 Assist®, Vehicle Health Reports and an 8.0-inch center-stack touch screen with audio control and compass added $450, and the coolest high-tech item: Ford Telematics™ Powered by Telogis® was $800. This system includes an onboard device that tracks vehicle location, speed and idle time with optional vehicle diagnostics and maintenance reports.

Destination charges were $1295, for a sticker of $40,110, and after discounts and available incentives of $3750 were deducted, my net sticker-as-tested was $36,360. But check with your dealer for local and national incentive programs and the best deal.

You can “Celebrate 100 years of Ford trucks”, see the 2017 Ford F-150 and more than 2,000 trucks that span decades, from lowered mini trucks, lifted 4x4s, chromed out big rigs, SUVs, custom vans, new trucks and perfectly restored classics at the Carlisle Truck Nationals, August 4-6 at the Carlisle (PA) Fairgrounds. This event and has been the epicenter for all things truck since 1991.


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.

Marketed to be big, bold and strong for work, adaptable for play and elegant for entertainment, Toyota’s Tundra continues in its third generation that began in 2014, and with a minor styling revamp already unveiled for 2018, the 2017 edition sees only quiet additions. 2018 Tundras will see a freshened front end that features new grille designs and headlamps, a new mesh look complemented by halogen headlights with a black bezel on the base SR and SR5 trims, and a billet-style grill and LED headlights for next year’s Tundra Limited, Platinum and 1794 Edition. Pointing toward a rumored all-new style-and-feature Tundra for 2019 or 2020, Toyota has chosen to only add a standard tow hitch receiver for models outfitted with the 4.6-liter V-8, while the Limited trim gains standard power front bucket seats. Other than that and an updated exterior color range that includes Quicksand, Inferno and Barcelona Red Metallic, Tundra for 2017 largely stands pat.

With more than four-dozen possible configurations and a towing capacity of up to 10,500 pounds, the 2017 Toyota Tundra, assembled exclusively in San Antonio, Texas. Tundra is a big truck with a big look. Tundra embodies brawn, in a tough and confident package, with sculpted creases, large angled headlights, a wide stance and an easy-lower-and-lift tailgate that lowers slowly with no slam, and that can easily be removed when necessary. Additionally, the front and rear bumpers use three-piece construction for reduced repair costs and all CrewMax models have a power vertical sliding rear window.

My Tundra 4x4 CrewMax test ride measured 228.9 inches long with a standard bed. Its width was 79.9 inches and height was 76.2 inches on a 145.7-inch wheelbase. Ground clearance came in at 10.4 inches and curbweight was 5670 lbs. Towing capacity for the Platinum Crew Max with a 5.5-ft. short bed is 9,800 lbs. in 4x4 configuration and the 5.7-liter engine.

Tundra links a 6-speed automatic overdive transmission mated to either of two engine choices. The 2017 pick-up truck comes standard with the 4.6-liter i-Force DOHC EFI V-8 that is good for 310 hp 327 lbs.-ft. of peak torque and is EPA rated at 14mpg/city and 18mpg/highway in 4x4. The 5.7-liter i-Force DOHC EFI V-8 that powered my test truck is the more popular choice among buyers. It is muscular and provides 381 hp and 401 lbs.-ft. of peak torque. The 5.7-liter is offered in both gasoline and Flex Fuel variants, and in 4x4 configuration is EPA rated at 13 city/17 highway. A week of mixed-used rides delivered an average of 15.2 mpg.

I found the engine to be noisy, but ample. Low-end torque was abundant and passing and acceleration from a stop were consistently powerful. On the highway, uphill grades and passing at speed were no challenge, and on the track, my Tundra Platinum dashed from zero to 60mph in 6.5 seconds en route to a 15.1-second quarter-mile.

Tundra Platinum’s interior is comfortable, thoughtfully constructed and its large knobs can be operated while wearing work gloves. The info gauges are grouped in a clear, easy-to-see design and there’s a center-mounted multi-information (LCD) display screen.

The cabin is filled with high-tech infotainment items and sightlines are clear. Tundra’s Crew Max Cab offers seating for five or six and provides 39.7 inches of front headroom and 38.9 inches for rear cab occupants. Legroom is 42.5 inches up front and 42.3 in the rear, and shoulder room is 65.7 inches (front) and 65.5 inches (rear). Platinum’s added amenities include dual-zone air conditioning; 12-way power driver’s seat with power lumbar support, memory and a 4-way power passenger’s seat -- both upscaled with heat and ventilation.

Tundra attends to safety with eight standard airbags including front seat-mounted side airbags, front and rear roll-sensing side curtain airbags, driver and front outboard passenger airbags with an advanced airbag system. Tundra also provides standard driver and front outboard passenger knee airbags, and it is equipped with a standard backup camera on all grades.

Available in six trims, 2017 Toyota Tundras start at $33,170 for the SR trim with the 4.6-liter V-8; $34,980 for the SR5 and a 4.6-liter V-8; $42,430 for the Limited that comes with the 5.7-liter V-8; $43,495 for the off-road capable TRD Pro; $50,130 for the Platinum trim I tested; and $50,130 for the 1794 Edition.

The Platinum trim comes with a 5.7-liter V-8 engine and 5.5-ft. bed, 20-inch alloy wheels, leather-trimmed steering wheel with memory function, deck rail system, power sliding rear window, 38-gallon fuel tank, dual zone automatic climate control, power tilt/slide moonroof, Premium perforated leather-trimmed Seats, integrated Trailer Brake Controller, Blind Spot Monitor and Rear Cross-Traffic Alert, Integrated Fog Lights, Intermittent Windshield Wipers, LED Daytime Running Lights and Entune™ Premium JBL® Audio with Integrated Navigation and App Suite.

The Platinum trim starts with the CrewMax and 5.5-ft. Short Bed configuration, and my test truck came in Magnetic Gray Metallic accented by a black leather interior. Running Boards added $345; a Skid Resistor™ Bedliner added $365; Bed Tie-Down Cleats added $142; All-Weather Floor Liners added $139; Glass Breakage Sensor added $299; key finder added $79; and a Remote Engine Starter added $499. With an $1195 delivery, processing & handling fee, the price as tested came to $51,553.

You can see the Tundra and and nearly 2,000 trucks at the Carlisle Truck Nationals, August 4-6 at the Carlisle (PA) Fairgrounds. This celebration of trucks features big rigs, monster trucks, mini trucks, antiques, custom vans, 4x4’s and more.


> 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.

With the marketing slogan “Design that Excites,” Chrysler has positioned its 2017 200 as an elegant vehicle that exceeds expectations for a mid-size car. Delivering a thoughtful, well-crafted interior and highway fuel economy of 36 miles per gallon for its smaller engine, this American-built icon is marketed at under $30,000.

Launched in 2011 to replace the Sebring, Chrysler upscaled the vehicle with added power, numerous cosmetic changes, stiffer body mounts for a more gentle driving experience, premium interior features, and a quiet demeanor through engineering advancements and high-tech upgrades.

The four-door sedan, built at the Sterling Heights Assembly plant in Michigan, comes with a Transverse front engine with front-wheel drive or all-wheel drive and though it has essentially remained the same as the 2015 model except for some new exterior colors, a standard rear backup camera, standard heated steering wheels and improved seat firmness, all added last year, the 200 moves on with a few more nuances for 2017. New this year is a Dark Appearance Package on 200 Touring that features 18-inch Jet Black Gloss wheels, halogen headlamps with black molding and a gloss black exterior treatment. Also new for 2017, the 200S model’s Alloy Edition Package features a sport-tuned suspension for driving enjoyment, and offers advanced all-wheel-drive systems with Sport mode for added all-weather traction and handling. With unique Dark Bronze and Titanium finishes, the 200S Alloy Edition showcases Chrysler brand’s attention to color and material design.

Available in five trim levels: 200 LX, 200 Touring, 200 Limited Platinum, 200S and 200C Platinum, the 200’s steel uni-frame construction shows off the face of Chrysler, characterized with an integrated grille and headlamps and Chrysler’s slim pronounced wing badge. The 200 fits within midsize configuration at 192.3 inches long, 73.6 inches wide and 58.7 inches high on a 108.0-inch wheelbase, with a ground clearance of 5.78 inches. My test 200 Limited Platinum weighed in at a light 3500 lbs.

Chrysler offers two engine choices for the 200: the standard 2.4-liter MultiAir®2 Tigershark I-4 engine that produces 184 horsepower and 173 lbs.-ft. of torque and is EPA rated at 23 mpg/city and 36mpg/highway, and the 3.6-liter Pentastar V-6 engine that delivers 295 horsepower and 262 lbs.-ft. of torque and is rated at 19 mpg/city and 31 mpg/highway in FWD and 18/29 in AWD. My AWD test ride, powered up with the V-6, and averaged 22.0mpg during mixed-use driving.

Steady around town, on the interstate and on the track, my test 200, sprinted from zero to 60 mph in a quiet and smooth 6.7 seconds, during a solid 15.2-second quarter-mile run. In the AWD, up to 60 percent of the torque is sent to the rear wheels, eliminating pronounced torque steer that I experienced when driving a FWD version last year.

The electric power rack-and-pinion steering was predictable at high speed, but a bit vague at low speed, and some rear sway was apparent during high-speed maneuvers. The suspension was refined and the ride is smooth and made road imperfections a gentle experience.

The interior is impressive for a mid-size that stickered at under $30K (see below). The 200 Limited Platinum’s cabin is sophisticated, high-tech, infotainment filled and thoughtfully laid out. Notable is the 7-inch LED full-color instrument cluster that allows drivers to receive such easy-to-use and easy-to-read information such as real-time fuel economy, turn-by-turn navigation, compass, outside temperature, speed and time.

The cabin seats five comfortably with head room of 38.7 inches up front and 37.4 inches in row two; legroom is 42.2 inches row one with seat travel of 8.27 inches, and legroom is a roomy 37.6 inches in row two. Shoulder room affords 58.5 inches in front and 56.7 inches in the rear. Rear knee clearance is 2.8 inches.

Safetywise, the 2017 Chrysler 200 has earned a five-star overall safety rating from the National Highway Traffic Safety Administration –m their highest rating. And it has also been named an Insurance Institute for Highway Safety Top Safety Pick+, the highest rating given by the IIHS. The 200 offers 60 available safety and security features, including a rear backup camera, Blind-spot Monitoring, Rear Cross Path Detection, Adaptive Cruise Control-Plus, LaneSense Lane Departure Warning-Plus with Lane Keep Assist, Forward Collision Warning-Plus and Parallel and Perpendicular Park Assist.

The 2017 Chrysler 200 sedans start at $22,610 for the LX trim. My 200 Limited Platinum started at $24,610 with the 2.4-liter engine. Upgrading to the 3.6-liter added $1995 and included moving up to the 9-Speed 9HP48 Automatic Transmission in place of the standard 9-Speed 948TE Automatic Tranny. The Comfort and Convenience Package was added on my test ride, for $695, and included 215/55R17 BSW All Season Goodyear® Tires; Dual Zone (Front/Rear) Control A/C; Body-Color Power Heated Mirrors; Heated Steering Wheel; Humidity Sensor; rear seat heat ducts that enable you to heat the rear seats; Remote Start; and Sun Visors with Illuminated Vanity Mirrors. A Power Sunroof added $995 and Blind Spot and Cross Path Detection added $595. Destination charges of $1095 put my 2017 Chrysler 200 Limited Platinum at $29,985, but regional consumer discounts could lower your price, 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.

When the Dodge Charger first hit the scene in 1965, it was a Dart GT-based muscle car that blazed around town with a 235-hp 273ci. (about 4.5 liters) V-8 engine. Introduced on its own in 1966 as a two-door fastback that shared components with the Coronet, and outfitted with a 230-hp 318 ci. (5.2 -liters) V-8, its R/T trim was first offered 50 years ago, in 1967. R/T stands for Road/Track and the ’67 model came with a 426ci. V-8 that delivered 425hp and 490 lbs.-ft. of torque and blew through a zero-to-60mph sprint in 5.7 seconds, polishing off a quarter-mile in 14.4 seconds – true American muscle.

Charger was put on hiatus in 1988 and Chrysler brought it back in 2006, as the sixth generation of Charger. Its reincarnation has rekindled its following and now in its seventh generation, I was fortunate enough to test a 2017 Charger R/T and saw that my test ride had gained luxury conveniences, connectivity, safety features and performance over the original, though the track times were about the same as they were 50 years ago.

Looking at the entire 2017 Charger line-up, Dodge had added the exciting all-new Charger Daytona and Daytona 392 models, with Daytona models offering peak performance and heritage-inspired styling including unique SRT Hellcat®-inspired functional performance styling for an even more aggressive appearance.

Additionally, Active Exhaust is now standard on all HEMI V-8 models, and all 5.7-liter HEMI V-8 Charger models now feature a 2.75-inch electronically controlled active exhaust system to deliver a signature Dodge muscle-car sound. Chargers for this year also get an all-new fourth-generation 8.4-inch Uconnect system; Apple CarPlay; Siri Voice control and Android Auto for easy and safe access to Google voice search, Google Maps and Google Play Music. And various trims get new cosmetics, badging, and wheel finishes, while Signature Houndstooth cloth seats are now available on Dodge Charger SXT and R/T models.

Assembled in Brampton, Ontario, Canada, with a unitized steel body and aluminum hood, Charger retains its iconic look from the ’60s, specifically borrowing design cues from the historic 1969 model. Its cross-hair honeycomb grille, broad hood, scalloped body sides, slit headlamps, contoured rear taillamps and spoiler meld together for a muscular and sporty demeanor.

Charger turns heads with its bold muscle look and wide body, coming in at 200.8 inches long, 75.0 inches wide and 58.2 inches high on a 120.2-inch wheelbase with a curb weight of about 4270 lbs. for my R/T trim Charger, ground clearance is a scant 4.9 inches.

As Charger has been all about muscle for more than half-a-century, the 2017 group offers several powerful engine choices. The standard Pentastar 3.6-liter V-6 engine is rated at 292hp (300hp in the Rallye Group of vehicles), and 260 lbs.-ft. of torque for an EPA rating of 18/city and 27/hwy for AWD. 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 is rated at 16mpg/city and 25mpg/highway -- my mixed-use tests that included some tire smoking as well as long interstate treks, averaged 23.1mpg. For more might, the super-powered SRT 392, R/T Scat Pack and Daytona 392 trims smoke tires with a 6.4-liter HEMI V-8 that powers up with 485 hp and 475 lbs.-ft. of torque for a rating of 15/city and 25/hwy, and the Hellcat® versions supercharge their 6.2-liter HEMI for a thundering 707hp and 650 lbs.-ft. of torque for track-worthy speed and performance and 13/22mpg if you are still fuel conscious.

My 5.7 HEMI was true to its R/T heritage with good responsiveness, though I occasionally found a slight power delay that reminded me of typical 1960s performance. Passing at speed was pie-easy and on the track, my R/T broke 6 seconds with a 5.9-second zero-to-60 dash and 14.4-second quarter-mile – just what they ran 50 years ago for the quarter.

The driver-oriented interior is well-crafted with premium, soft-touch materials lots of connectivity and adequate space. Charger afford 38.6 inches of front headroom and 36.6 in the rear seats, 41.8 inches of legroom in row one with 40.1 in row two, and shoulder room of a wide-body 59.5 inches in the first row and 57.9 for second-seaters. Knee clearance is 3.9 inches in the rear.

Safetywise, the 2017 Dodge Charger has earned a five-star overall safety rating from NHTSA, earning five stars for frontal and side impacts, and rollover resistance. Charger offers more than 80 available safety and security features, including advanced multistage front airbags, Full-speed Forward Collision Warning , Adaptive Cruise Control with Full Stop, Lane Departure Warning with Lane Keep Assist, ParkView rear backup camera with dynamic gridlines and 9-1-1 call/Assist Call.

With eight trims available, base Chargers start at $27,995 (SE trim) and run to $67,645 for the SRT® Hellcat trim. My test 2017 Charger R/T with the 5.7-liter HEMI, 20-Inch Satin Carbon Aluminum Wheels and R/T Badging, started at $34,895.

Options added on included the Beats™ Audio Group for $995, with Beats™ premium speakers with subwoofer and a 552-watt amp. GPS navigation with SiriusXM Traffic and Travel, U-Connect and HD radio added $1095 and The D river Confidence group added $1095 for Blind Spot Detection and Power Heated Mirrors w/Manual Fold-Away. A power sunroof added $1195 and Destination charges of $1095 put my 2017 Dodge Charger at $38,620.

You can see the new Charger and a “50th Anniversary of Charger R/T” trim display, along with “100 years of Dodge/Ram trucks” and a 50th anniversary of Plymouth GTX showcase, as well as more than 2,500 Chrysler-brand vehicles from all eras, including classics, muscle cars, high-performance, trucks and new models, at the Carlisle Chrysler Nationals, July 14-16, at the Carlisle (PA) Fairgrounds.



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.

Dodge has been building trucks since 1917, and it introduced the Ram to the light-duty market in 1994. With angular styling and its iconic black honeycombesque grille, Dodge now produces Ram as its own line, launched as a stand-alone division in 2009, a now complete with a “R-A-M” badge in place of the animal head logo if you want it.

In its second year of existence, Rebel – the trim I tested, out of 12 trims offered – adds Delmonico Red to its palette of exterior colors as a no-cost option; and Rebel and various other trims add as options new monochromatic accents; body-color “R-A-M” tailgate letters across a range of monochromatic paint schemes; and new body-color running boards to amplify the design effect; body-color running boards

The Ram 1500 Rebel brings an aggressive off-road design to the full-size truck segment, presenting a custom truck with capability. Equipped with factory lift, 33-inch all-terrain tires, Bilstein® Monotube Performance Shocks, skid plates, tow hooks and other off-road-ready features, Rebel also takes advantage of exclusive air suspension in order to offer increased ride height.

Departing from the brand’s iconic “crosshair” designs, the blacked-out Rebel grille tops a completely new black off-road front bumper design with a durable powder-coated surface. The front grille design and “R-A-M” branding offer a new styling signature for Ram Truck. On Rebel, you also get a distinctive Ram tailgate, front and rear, Rebel Premium cloth bucket seats with Radar Red interior accents and heated front seats.

From the first look, this Ram is one bold, aggressive and sporty animal -- all 5740 pounds of it. The Ram 1500 Rebel is available in three short wheelbase Crew Cab configurations, while sporting a muscular, forward-sculpted demeanor, large angled headlights and a power bulge in the hood. Measuring out at 229 inches long, 79.4 inches wide and 75.7 inches high with ground clearance of 9.3 inches on a wheelbase of 140.5 inches, the Crew Cab’s bed is only 5.7-feet long. The open tailgate to the ground sat at 34.9 inches.

Ram offers several engine options. This brawny truck in various trims can power up with either an efficient turbocharged EcoDiesel 3.0-liter V-6 engine that produces 240 horsepower and 420 lb.-ft. of torque, for towing up to 9,200 pounds while delivering fuel economy of 29 mpg on the highway; or a 3.6-liter Pentastar V-6 engine with variable-valve timing that offers 305 horsepower, 269 lb.-ft. of torque and fuel economy of 25 mpg. But for me, Ram means HEMI, and my Ram 1500 Rebel muscled up with the legendary 5.7-liter HEMI V-8 engine with fuel-saving cylinder shut-off and VVT. That means 395 hp and 410 lb.-ft. of torque for an EPA rating of 22 mpg/highway.

My test Ram 1500 Rebel and its HEMI was quick, responsive and powerful around town, on the interstate, off road, on the job and on the track. Getting some tire smoke, my Rebel pulled off a 7.4-second zero-to-60mph dash en route to a 15.5-second quarter-mile. My pedal mashing didn’t help the fuel economy, which averaged 15.9mpg during a week of highway runs, passing at speed, sprints and some off-road excursions.

The Ram 1500 Rebel’s interior is comfortable and functional. Rebel is roomy, with 41 inches of front headroom and 39.9 inches for Crew Cab second-seaters; legroom is 41 inches in row one and 40.3 inches in row two, and shoulder room is 66 inches in front and 65.7 for rear passengers. Among cabin amenities are dual-zone air conditioning, power windows, power locks, speed control, a media center with a 30-gigabyte hard drive, and heated and ventilated front seats are included and roominess prevails

Ram 1500 says safety with standard front airbags, front and rear side-curtain air bags and seat-mounted side pelvic-thorax air bags with Enhanced Accident Response System, knee bolsters, seat-belt pretensioners and ParkSense rear park assist. The 2017 Ram 1500 also includes standard electronic stability control, all-speed traction control, trailer-sway control, hill-start assist and anti-lock brake system.

The base 2017 Ram 1500 Tradesman starts at $26,495 in 4x2 configuration with a 6-ft.-4-in. box, and moves through 12 trim levels to the $52,875-base Laramie Limited. The spiffed-out Rebel trim is the 10th trim and starts at $45,095 in 4x2. My test Ram Rebel, in Flame Red and a black premium cloth interior, had a Crew Cab and 5-ft.-7-in. box. It added, 4x4 drive and was priced at $47,195. Moving up in power from the 3.6-liter V-6 to the 5.7-liter HEMI V-8 engine added $1950 (well, ya “gotta” have a HEMI and the additional 90hp) and upgraded to an 8-Speed automatic 8HP70 transmission in the package.

The $695 Luxury group added an Auto-Dimming Exterior Mirror; Exterior Mirrors with Turn Signals and Courtesy Lamps; Glove Box Lamp, LED Bed Lighting; Overhead Console with Garage Door Opener; Power Heated Mirrors with Power Fold-Away
Rear Dome with On / Off Switch Lamp; Under Hood Lamp and more. A rear window defroster added $195; a power sunroof was $1095, and oddly required the addition of 9 Alpine speakers and subwoofer for another $445. A spray-in bedliner added $495. With destination charges of $1395, stickered my Ram Rebel truck-as-tested stickered at $53,465 before incentives.

You can see 100 years of Dodge/Ram trucks and more than 2,500 vehicles from all eras of the Chrysler brand, as classics, muscle cars and high-performance new models all converge at the Carlisle Chrysler Nationals, at the Carlisle (PA) Fairgrounds, July 14-16.


> 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.

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, as for the third year in a row, Malibu topped the Midsize Car category in the J.D. Power Vehicle Dependability Study.

Perhaps that is why Malibu largely stands pat for 2017, relying, for the most part on the revises made for 2016 when Malibu was offered as all-new from the ground up. For 2017, Malibu adds a nine-speed automatic transmission as standard on its Premier trim -- with 2.0-liter Turbo engine. Malibu also adds new exterior colors: Arctic Blue Metallic, Pepperdust Metallic and Cajun Red Tintcoat; and includes Android Auto and Apple Car Play on its LS and base LT trim radios, while adding Teen Driver to the LS and base LT radios.

Packed with standard extras, the Base Malibu L comes with a 1.5-liter 4-cylinder DOHC engine with turbocharger, direct injection and variable valve timing – the system hums out 163 hp and 184 lbs.-ft of torque. The Base Malibu also gets a 6-speed automatic transmission and engine control, stop-start system; 4-wheel disc antilock brakes with high-performance brake lining; and road emergency toolkit; and such interior amenities as a 6-speaker audio system, 6-way manual driver and front passenger seat, 3-spoke steering wheel with mounted controls for audio, phone and cruise, a tilt and telescopic
steering column, a Driver Information Center, a theft-deterrent system, power programmable windows, passive entry system including remote keyless entry, keyless start, cruise control, single-zone manual climate control, air filter, cabin defogger, interior overhead courtesy lamp, dual reading lamps and illuminated trunk area.

With styling influenced by the 2014 Impala, the 4-door, 5-passenger front-engine transaxle mid-size sedan advances Chevrolet’s global design language with features such as slim, sweeping headlamps, a dual-port grille a wavelike group of body-side creases and a rear spoiler. Constructed with a classic mid-size configuration, Malibu measures 193.8 inches in length; 73.0 inches in width and 57.6 inches in height. Curbweight for my test Malibu 1LT was 3152 lbs., but some trims run as much as 3300 lbs.

Malibu offers three engine choices: the 1.5-liter DOHC inline-4 direct injection turbo engine (standard on the L, LS and 1LT trims); an Ecotec 2.0-liter I-4 turbo (standard on the Premier trim) and an Ecotec 1.8-liter hybrid engine (for the Hybrid version). The 2.0 is estimated at 250hp and 260 lbs.-ft. for 22/city and 33/highway, and the hybrid gets 122hp and 129 lbs.-ft. for 48mpg/city and 45mpg/highway.

My test Malibu’s 1.5-liter liter I-4 turbo was estimated at 27mpg/city and 36mpg/highway and I averaged 29.3mpg in mixed-use testing. While it was not muscle-car brawny, it was solid as a family car though long uphill grades and passing at speed takes some strategy at times.

On the track, Malibu was quiet and steady, with the 1.5-liter plant finishing off a zero-to-60mph sprint in 8.4 seconds while completing a quarter-mile in 16.5.

The MacPherson strut-type front suspension with dual-path mountings, specifically tuned coil springs, direct-acting stabilizer bar (hollow); hydraulic ride bushings and its four-link independent rear with hollow stabilizer bar and all-speed traction control using engine torque reduction and brake intervention is gentle for passengers, and handling is normal for the niche.

The cabin is comfortable and with seating for five, and it is borderline entry-luxury, packed with soft-touch materials, a touchscreen, generous seats, and lots of infotainment. Malibu’s cabin is on the low-mid-size scale with headroom of 39.1 inches, with 37.5 for row two. Legroom goes 42.0 in front and 38.1 in row two; and there is a wide-body 58.5 inches of front shoulder room with 57.1 inches in row two.

Malibu’s attention to safety includes dual-stage driver and front passenger air bags, pelvic/thorax side-impact air bags for all outboard occupants, front and rear, driver and passenger knee air bags, roof rail air bags with rollover protection, available second-row head/thorax side-impact air bags and available lane departure warning system with forward collision alert.

The 2017 Chevrolet Malibu is offered in five trims, with the base L starting at $22,555; the LS bases at $24,100; 1LT starts at $26,000; the 2LT starts at $29,495; and the loaded, upscale Premier starts at $31,805. The Hybrid version bases at $28,750.

My Malibu 1LT test vehicle with Arctic Blue Metallic paint, Jet Black Premium Cloth seat trim, and 17-inch aluminum wheels, added a Convenience Technology Package for $995 (remote vehicle starter system, inside rearview auto-dimming mirror, 120-volt power outlet, Color Driver Information Center, Chevrolet MyLink® Radio with 8-inch diagonal color touch-screen, wireless charging, dual USB charging-only ports in rear of center console and leather-wrapped steering wheel and shift knob).

The Driver Confidence Package added $1195 for low-speed front automatic braking, front pedestrian braking, IntelliBeam® automatic high-beam headlamps, front and rear Park Assist, Side Blind Zone Alert with Lane Change Alert, Lane Keep Assist, Following Distance Indicator, Forward Collision Alert and Rear Cross Traffic Alert.

A dual pane sliding sunroof added $1150 and Front and Rear Carpeted Replacement Floor Mats added $100. As destination freight charges of $875 were already included in the base price, my Malibu-as-tested stickered at $29,340, but incentives and cash offers may be available from 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.

Looking great and performing young for being 50 years old, the 2017 Chevrolet Camaro continues to make history. Launched in 1967 to compete in the “Pony” car segment, the Camaro offered sporty performance at a competitive price … and the “Pony Wars” had begun. Playing off Chevy’s line-up of “C-named” cars that included Corvair, Chevelle, Chevy II and Corvette, GM product managers, said, the made-up name “Camaro” was “French in origin,” and was “… a small, vicious animal that eats Mustangs.”

I owned a Red 1967 Camaro 4-speed stick, with a standard 327 V-8 (5.4-liters) and the beast weighed 3227 pounds. I thought its 210 hp and 320 lb.-ft. were really something back then -- I had a 2bbl, though the 4bbl was rated at 275 hp and 355 lbs.-ft. Well get a load of the 2017 model …with a 6.2-liter V-8 engine that produces 455 hp and 455 lbs.-ft.

In the second year of its sixth generation, the 2017 Camaro builds on its legacy as the top-selling car in the segment for the past six years, with styling, performance, tech and infotainment to keep it atop the leaderboard.

After last year’s revise, Camaro stands pat essentially, and new for 2017 are an available 50th Anniversary Edition; a “FIFTY” badge on the steering wheel of all models; a Teen Driver feature that allows parents to set controls, review driving habits and encourage safe driving habits even when they are not in the vehicle; and a new exterior color is being offered: Arctic Blue Metallic

Produced at GM’s Lansing Grand River assembly plant in Lansing, Michigan, Camaro is muscular and sporty with sculpted creases, a proud undergrille and a low and wide architecture that hugs the road and turns heads.

Camaro sits on the same critically acclaimed platform that Cadillac uses for the ATS and CTS sport sedans. Its lean, muscular appearance powerfully engulfs its dimensions of 188.3 inches in length, 74.7 inches in width and 53.1 inches in on a 110.7-inch wheelbase. My test Coupe weighed in at 3697 lbs – curb weight -- and the package is confident on the road and on the track.

Camaro’s exterior is enhanced with unique 20-inch wheels, Camaro-specific grille with satin chrome accents; body-color front splitter; orange front brake calipers; distinctive black leather interior with suede inserts and orange accent stitching; exclusive 50th Anniversary treatments on the instrument panel, headrests, steering wheel and illuminated sill plates; and standard HID headlamps and LED daytime running lamps.

The most powerful Camaro ever, its standard 6.2-liter LT1 direct-injected Small Block V-8 engine is responsive and muscular. While the original Camaro performed to the tune of a 10.7-second zero-to-60mph dash and an 18.2-second quarter-mile, this 50-Year celebration of automotive stallionism finished off the sprint in 4.5 seconds during a 12.8-second quarter-mile.

EPA rated at 17 mpg in the city and 25 mpg on the highway, I was not shy about flooring it and smoking tires during my weeklong test, yet I still averaged 21.6 mpg.

Camaro’s ZF rack-mounted electric, power-assisted and variable ratio rack-and-pinion steering was attentive and compliant, and the MacPherson-type front and rear struts with dual lower ball joints, twin-tube struts and direct-acting stabilizer bar gave a driver’s feel while smoothing out terrain for passengers.

Inside, my Coupe was packed with such standard items as a 6-speaker audio system, Chevrolet MyLink Radio with 7-inch diagonal color touch-screen, AM/FM stereo with seek-and-scan and digital clock that includes Bluetooth streaming audio for music and select phones, Android Auto and Apple CarPlay capability for compatible phone, On-Star, SiriusXM Satellite Radio, 8-way power sport bucket seats, leather-wrapped flat-bottom steering wheel, leather-wrapped shift knob, driver information center, compass display, power windows and programmable door locks, keyless access with push-button start, cruise control, power trunk release, manual rake and telescopic steering wheel and air conditioning with single-zone automatic climate control.

Interior room had its highs and lows with a cozy 38.5 inches of front headroom and legroom of 43.9 inches. Rear accommodations are cramped at 33.5 inches of headroom and only 29.9 inches of child-worthy legroom. Shoulder room is comfortable at 55 inches.

Standard safety items include a rear vision camera, dual-stage frontal, thorax side-impact and knee airbags, driver and front passenger airbags, and a head curtain side-impact set up as well as GM’s Passenger Sensing System.

2017 Camaro Coupes start at $26,900 for the 1LS (including $995 in destination freight charges) and 2017 Camaro Convertibles start at $32,900. The Coupe moves to the 1LT at $27,595; $31,400 for the 2LT; $37,900 for the 1SS and $42,900 for the 2SS.

My 1LS Coupe in Red Hot (I love Red Camaros) could have spiffed up with a number of cosmetic decals, stripes and ground effects packages, but it stayed stock-true except for a Body-color wing spoiler for $575; the Technology Package for $800 (Chevrolet MyLink® Radio with 8-inch diagonal color touch-screen and Bose® premium audio system); and On-Star Guidance with Turn-by-Turn Navigation and Stolen Vehicle Assistance for $349. That put the sticker-as-tested under $30k at $28,275.

And Camaro fans can celebrate 50 years of Camaro at the all-new Carlisle Chevrolet Nationals at Carlisle (PA) Fairgrounds, June 23-25. Home to a diverse group of General Motors vehicles, from vintage muscle to the modern 6th Generation Camaro, this event was formerly known as the GM Nationals. The name change was meant to reflect the ever-growing number of enthusiasts who buy and enjoy Chevrolet products. Of course the weekend isn’t limited to bow-tie branded cars and trucks either. The Chevrolet Nationals also includes any and all makes and models produced by General Motors. But for Camaro enthusiasts, check out the 2018 Camaro ZL1 display.


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.

We have discussed in this column that some companies like to get a psychological jump on competition by postdating their cars (e.g. putting out a “2018” model in early 2017). You can forgive Lexus’s zealousness by calling their newly launched Lexus LC 500 a 2018, as the flagship coupe is innovative, exciting and powerful. And the future year ties into their marketing campaign titled “Feats of Amazing” that dramatizes the LC 500’s engineering marvels, including its near-perfect weight distribution that gives drivers agile handling, control and confidence on the road.

While everything else is above standard, Lexus uses standard alphanumerics for the name, as “LC” stands for Luxury Car and “500” is typical for a 5.0-liter engine.

Powered by a naturally aspirated 5.0-liter V-8 engine, and mated to a 10-speed Direct-Shift transmission, LC 500 combines power and performance with energetic exterior architecture, a thoughtfully crafted tech- and connectivity-imbued interior, and new multimedia and safety technologies.

Available with either the naturally aspirated engine or a new Multi Stage Hybrid System specifically for the LC 500h, the LC 500 and LC 500h are constructed with a unitized steel body with steel front and rear subframes. Designed for visual excitement, LC 500 is built on a new platform -- GA–L (Global Architecture – Luxury) -- designed with a lower center of gravity to aid agility and driving pleasure, and to enable more charismatic vehicle designs.

Immediately identifiable as a Lexus thanks to its signature spindle grille with a unique mesh texture that changes visual tension as it spreads across the front of the car, LC 500 also utilizes dynamic character lines, independent L-shaped daytime running lights beneath new ultra-compact Triple LED headlamps and functional venting that adds to aerodynamic stability and cooling. The body’s confident look stems from prominent quarter panels that flare away from the center of the car, and door panels that are pulled inward. The flowing lines maintain a consistent tension in the body panels through to the rear, where slim tail lamps use mirrors to create a three-dimensional sequence of L-shaped graphics. The sweeping roofline tapers rearward between muscular, sloping fender tops, underscoring the car’s wide and stable stance. Low and wide, LC 500 measures 53 inches high, 75.6 inches wide and 187.4 inches long on a 113-inch wheelbase, affording a ground clearance of 5.2 inches while weighing in with a hefty curbweight of 4280 lbs.

The LC 500 cabin is alive with a grand touring coupe personality. An intuitive layout is split into two zones — with the driver’s side functional and cockpit-lik,e and the passenger side shielded from complexities. A 12-speaker sound system, navigation, multimedia and connectivity highlight the cabin infotainment and the interior is also packed with climate control, deodorizing and dust/pollen-removing interior air filter, Lexus Enform Remote that customers to remotely view and control certain aspects of their vehicle, steering wheel cruise control access, SmartAccess keyless entry with push-button start, Guest Driver Monitor, Vehicle Finder, Vehicle Status Report, Power door locks with anti-lock out and a ton of other niceties in a well-crafted leather environment.

The cabin seats four and provides coupelike interior space, providing only 36.8 inches of front headroom and 32.2 inches in the rear; legroom is comfortable up front at 42 inches, but cramped in row two at 32.5 inches. Shoulder room is good in row one with 54.1 inches and cozy in the back at 48.9 inches.

Power comes from the 5.0-liter V-8 built with an aluminum block and cylinder heads. The system stampedes out 471hp with 398 lbs.-ft. of torque. The Electrical Fuel Injection system is EPA estimated at 16mpg/city, 26mpg/highway and 19mpg/overall, and in my week of pedal stomping and aggressive cornering, I averaged 18.3mpg.

Behind the wheel, the experience is one of luxuriant power and pride. From acceleration to cornering to hard braking, LC 500 performs – maybe not to supercar/track-dominant levels, but to high levels that exceed most showroom stars. The electrically assisted steering is predictable and compliant, while passing at speed and uphill journeys are enjoyable and exciting.

The manufacturer touts a 4.4-second 0-60mph sprint, and while I never achieved that kind of acceleration, I was cozy in my cockpit as I finished off a 4.8-second dash and a 13.2-second quarter-mile, feeling secure and energized during the run.

Next-Gen luxury concepts from Lexus are priced as one would expect. The rear-wheel-drive 2018 LC 500 starts at $92,000 and the hybrid LC 500h starts at $96,510. My test 2018 LC 500 with an InfraRed exterior ($595 extra) was mated to a Black leather interior. The Performance Package added $5960 for Active Rear Steering; speed-activated rear wing and Variable Gear-Ratio Steering; eight-way power-adjustable front seats with Alcantara® inserts and headliner; a carbon fiber roof and door scuff plate, and more. The Convenience Package added $1000 for Intuitive Parking Assist and Blind Spot Monitor with Rear Cross-Traffic Alert. A $2650 add-on was 21-inch split-five-spoke forged alloy wheels with polished finish and gloss black accents, and a Torsen® Limited-Slip Rear Differential added $390. The All-Weather Package added $250 for heated leather-trimmed steering wheel and windshield wiper de-icer. A premium Mark Levinson® Reference Surround Sound Audio System added $1220 and a Color heads-Up Display added $900. Delivery, processing and handling fees of $995 put the sticker-as-tested at $105,960.


> 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 original Ford Shelby GT350 was a high-performance Mustang derivative that galloped onto the scene in 1965. Exhilarating and exciting, the Gen-1 GT350 powered up with a 289 cubic-inch (4.7-liter) engine that delivered 271 horsepower – some of the engines were modified to reach 306 horses. Fast-forward to 2017, and the engine size has grown to 5.2 liters and the horses have swelled to 526.

The original Shelby Mustangs were built by Shelby-American from 1965 to 1968; by Ford from 1969 to 1970, and were re-launched by Ford in 2005. Following numerous tweaks, incarnations and variations such as the GTR sports model and the GT500 -- which is in hiatus, but which will be back in 2018 with an expected 740hp – Ford presented an all-new Shelby GT350 last year, with expanded safety and handling features, the most powerful naturally aspirated Ford production engine ever -- a 5.2-liter flat-plane crank V-8 engine that stampedes out 526 horses and 429 lbs.-ft, of torque, and all the infotainment we have come to expect from our vehicles.

While technically a Mustang, the 2017 Ford Shelby GT350 is a horse of another color … or another performance and cosmetic level. It is a “Pony” with a big engine, a lower street- and track-hugging height, adaptive MagneRide™ suspension, heavy-duty front-end springs, intercoolers, more powerful Brembo brakes, and a Shelby personality.

To further differentiate GT350 from the typical Mustang, Ford Performance has added more standard features to the 2017 model. Making the Shelby GT350 Mustang street-legal -- but race ready, and track capable -- Ford has also adjusted the available packages after listening to customer feedback. At the end of last year they began offering a back seat option for the Shelby GT350R, and the Standard Track Package now features an aluminum tower-to-tower brace; a high-downforce decklid spoiler; engine oil, transmission and differential coolers; and the MagneRide™ damping system.

The 2017 Shelby GT350 also adds three new colors -- Ruby Red Metallic, Lightning Blue and Grabber Blue replace Deep Impact Blue and Competition Orange --
and the choice of either an available Electronics Package or a Convenience Package.

Combining style with substance and function, GT350 employs an aero shape designed to increase downforce and cooling airflow. All bodywork from the windshield forward is unique to this high-performance beast and up to two inches lower than the Mustang GT.

The aluminum hood has been lowered and sloped, compared to the base Mustang; tightly wrapped around the engine for the smallest possible aerodynamic signature; and the fascia has been sculpted to deliver significant downforce. The hood outlet acts as a heat extractor while also reducing underhood lift at high speed. At the rear, an aggressive functional diffuser increases downforce and provides cooling air to the optional differential cooler, and a subtle lip spoiler across the trailing edge of the decklid increases downforce without adding excess drag.

The aero-design puts GT350’s configuration at 189.7 inches long, 75.9 inches wide and a low-and -stable 53.6 inches high on a 107.1-inch wheelbase. Curbweight is a stout 3655 pounds.

Inside, you have a driver’s cockpit from specially designed Recaro sport seats to its flat-bottom steering wheel for easier driver entrance and egress. Gauges have been upgraded for race visibility, and chrome and bright finishes have been reduced or eliminated to prevent sun glare that may distract the driver.

The interior seats four, but taller drivers and passengers may feel a bit cramped. Headroom provides only 37.6 inches up front and 34.8 inches in row two. Front legroom is generous in row one at 44.5 inches, but only 30.6 inches in the rear seats, and shoulder room is comfortable at 56.3 in row one and 52.2 in the rear.

Above all, GT350 is a performance stallion. Its 526hp, 5.2-liter V-8 engine is a track star. I sprinted a zero-to 60mph run in 4.4 seconds, en route to a 12.6-second quarter-mile – the GT350 of the ’60s took 6.8 to 7.0 seconds for the zero-to-60mph sprint and 15 seconds or more for the quarter-mile. From leaving the line through passing at high speed, my Pony galloped effortlessly. The engine is quiet until you rev it high and get the throaty sport-tuned exhaust notes. Steering is attentive, the suspension is supple and road hugging is confident.

The engine is rated at 14mpg in the city and 21 mpg on the highway, and my week of admitted pedal mashing and tire smoking averaged 15.9mpg.
.
The 2017 Ford Fastback Shelby GT350 bases at $56,145 and the GTR starts at $63,645. In Lightning Blue, a cool Black Racing stripe added $475 and a Painted Black Roof was $695. The Electronics Package, for $3000, added a 9-speaker Audio System, SiriusXM® Radio, SYNC® 3, Dual-Zone Electronic Automatic Temperature Control, Soft Door Rollover, Turn Signal Mirrors, Universal Garage Door Opener and Voice-Activated Navigation System. With destination charges of $900 added, my 2017 Shelby GT350 test drive stickered at $61,215 plus a gas-guzzler tax.

You can see the 2017 Ford Shelby GT350, the 2018 Ford Mustang, and a showcase of nearly 3000 Ford, Lincoln and Mercury vehicles at the Carlisle Ford Nationals, this weekend at the Carlisle (PA) Fairgrounds. From historical icons to concept cars to race cars, trucks, test drives, customs and family cars, it’s the largest all-Ford event in the world.

> 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.

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 thanks to its advanced lightweight aluminum-intensive construction, streamlined styling, luxurious interior, and outstanding ride and handling.”

The Jaguar XE was developed with an all-new modular architecture shared with both the XF mid-size sports sedan and the first-ever Jaguar SUV, the F-PACE. The architecture employs a low and sporty driving position, sleek coupe-like profile, short front and rear overhangs and a dynamic cab-rearward stance. The strongly sculpted hood creates a taut, muscular appearance and the rising waistline adds to the sense of movement.

Even with lightweight materials, XE has a curbweight of 3649 lbs. on a wheelbase of 111.6 inches; with a height of 55.7 inches, length of 183.9 inches, width of 77.4 inches and ground clearance of 4.7 inches.

Available in FWD, AWD, diesel-or gas-powered and four trims, I tested the top-of-the-line XE S, and while I optioned up, the standard items were a cornucopia of luxury and high-tech items. My XE S was loaded with features that included Dynamic Volume Control (Road speed and ambient noise levels), a meshed aluminum trim veneer with Ebony grained leather inside, 19-inch 15-spoke 'style 1015' wheels with Gloss Black Diamond Turned Finish, and an “S” Body-Kit with “S” front bumper, black front grille with Satin Chrome surround, Gloss Black extended side sills, “S” Style rear bumper with Gloss Black valence, trunk-lid spoiler and 'S' Badging. The S also came with Red brake calipers, adaptive xenon headlights with LED Signature daytime running lights, headlight power wash, auto high beam assist, “S” embossed grained leather and suedecloth sport seats, 18-way electric front seat adjustment, Adaptive Dynamics with Configurable Dynamics and Lane Keep Assist. To round out the standard S items, you also get a Driver Condition Monitor, Blind Spot Monitor and Reverse Traffic Detection, Front and Rear Parking Aids, SiriusXM® Satellite Radio and Emergency Braking.

Built at an all-new facility, at the Jaguar Land Rover Solihull plant in England, the XE comes with a choice of gas or diesel engines that are either turbocharged or supercharged. A 2.0-liter diesel in-line 4 cylinder engine in two configurations mated to either a manual 6-speed or automatic 5-speed transmission can deliver either 263hp and 380 lbs.-ft. of torque or 180hp and 430 lbs.-ft. A gas-powered turbo with direct injection, in two configurations gets either 200hp and 320 lbs.-ft. or 240hp and 340 lbs.-ft. And the 3.0-liter supercharged V-6 thunders out 340hp and 450 lbs.-ft. with an 8-speed automatic.

The 3.0-liter that powered my 2017 XE in S-trim, was EPA rated at 24.4 mpg in city driving, an eyebrow-raising 46.3 mpg hwy and 34.9 combined. My test driving included some smoked tires and pedal mashing, but 40mpg was never achieved and I averaged 33.8 mpg overall.

On the road or at the track, the supercharger works with little hesitation or jolt and the engine is relatively quiet. Behind the wheel, the XE is Catlike. Acceleration is exhilarating and handling is sportcarlike and trackworthy. Steering is attentive and predictable and the low profile and ground-hugging demeanor sticks in even quick autocross situations. On the track, I was never able to approach tohe manufacturer’s claim of a 4.8-second zero-to-60mph sprint, but I was able to take my non-track-tuned model through a 5.1-second dash and a 13.6-second quarter-mile.

Inside, the spacious cabin (though backseats are a bit cramped) conforms around front seat passengers with a deep center console which creates a cockpit-like feel. The instrument panel dials and the cluster needle sweep on start-up to further emphasize the sports sedan attributes of the XE.

Front and rear seat occupants enjoy comfortable head and legroom, while fine-grain leathers and details such as contrasting twin-needle stitching pay off the Jaguar mystique of elegance. And the all-new Jaguar InControl® infotainment system offered on the XE features the latest technologies to connect the car, driver and the outside world together. At its heart is an eight-inch capacitive touchscreen which features a clear, intuitive interface with fast response times.

The configurations are plentiful as each base vehicle is available in FWD and AWD, gas-powered or diesel-powered and in XE, Premium, Prestige and R-Sport trims. The base gas-powered 2017 Jaguar XE in 20d trim starts at $37,725; 20d in All-Wheel-Drive starts at $39,825; the turbocharged 25t trim starts at $35,725 and 25t in AWD starts at $38,225; the 35t supercharged group runs from $42,525 to $54,775 to start. My test 35t AWD with the 380hp 3.0 liter V6 gas version XE S was $54,775. Loire Blue exterior paint added $565; the Technology Package added $3265 for an enhanced connected navigation system and enhanced 825-watt surround sound system; the Driver Assistance Package added $3495 for Traffic Sign Recognition and Adaptive speed Limiter, Surround camera System, 360-degree Parking Aid, Park assist, Adaptive Cruise control and Blind Spot Assist; and the Comfort & Convenience Package for $2235, added a Power Gesture Tailgate/trunklid, heated and cooled front seats with heated rear seats and an electric rear window sunblind. With delivery and destination charges of $995, my 2017 Jaguar XE S as tested stickered at $65,330.

> 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.

First launched in 1976, the Honda Accord began as a compact hatchback, moved into the mid-size arena in 1990 and has been a full-size sedan since 2008. Its last full redesign for the 2013 model year was significantly updated last year with mods to the exterior and interior, as well as a host of new technology and safety features. A body upgrade, a major facelift and increased techno capabilities added a sportier and more sophisticated demeanor to Accord, and for 2017, the model remains essentially intact.

Last year’s tweaks included the refined design, a more rigid body and upgraded chassis, along with upsized wheels and tires on select models. Technologically, all 2017 Accords can be equipped with Honda Sensing™ as a standalone option on all trims except Touring, which features Honda Sensing™ as standard equipment. Honda Sensing™ is a comprehensive suite of advanced safety and driver-assistive technologies.

Accord’s updated exterior styling included replacing the previous wrap-around front bumper with a more sharply creased and intricately structured front fascia, the lower portion of which tucks into large intake-like meshed areas that house LED fog lights. Revised suspension tuning increased road and auto-cross capabilities, and the sedan received a more contoured aluminum hood with deeper sculpted creases and a brighter, more pronounced front grille. The expressive face of Accord is complimented by a sharply carved rear bumper fascia and aggressive LED taillight design.

Available features for 2017, depending on model and trim, include remote engine start, front and rear parking sensors, rain sensing wipers, rear seat heaters, and a 60/40 split and folding rear seat. The Accord Sedan and Coupe, depending on trim, also feature multiple exterior colors, interior fabrics and décor.

Accord is constructed with Honda's next-generation ACE™ body structure, and presents an aerodynamic and lightweight body, sophisticated suspension design and upscale interior package while offering passenger comfort and ergonomics as well as advanced performance and safety and driver-assistive systems. Its crisp styling is packaged in a length of 192.5 inches, an overall height of 57.7 inches, width of 72.8 inches and a 109.3-inch wheelbase, while weighing in at a curb weight of 3170 lbs. for the base Accord LX, topping out at 3605 lbs. for the Touring trim.

The 2017 Accord Sedan and Coupe are offered with two advanced engines – a direct-injected 2.4-liter inline 4-cylinder engine (offered in regular and Sedan Sport versions), and a 3.5-liter V-6 that is the most powerful engine offered in a Honda sedan. The 2.4 is rated at 185hp and 181 lbs.-ft. of torque with an EPA estimate of 27/city and 36/highway for the sedan. The Sedan Sport adds 4 horses and 1 lb.-ft and loses about 1 mpg. The 3.5-liter produces 278hp and 252 lbs.-ft. of torque and gets an EPA rating of 21/34 for the Touring trim.

My test Accord 3.5-liter was a solid performer on the road, and economically, was in the mid-30s in miles per gallon, but city driving took its toll and I averaged 23.8 mpg overall in mixed-use driving. On the track, good acceleration finished off a zero to 60mph run in 6.2 seconds and a quarter-mile accomplished in 14.6 seconds – more than 1.3 seconds quicker than I ran last year with the smaller engine.

Accord handles well, with predictable steering and very little yaw. Reliable on the road, Accord is a sweet performance ride on the autocross, with little drift during quick turns. For family outings on the highway, Accord’s suspension is family-comfortable.

With seating for five, the interior allows 39.1 inches of front headroom and 37.5 in row two for the Base models, but you lose space with the upscale trims -- Touring only affords 37.6 inches of front headroom and 37.0 in row two. Legroom for all trims is 42.5 in row one and 38.5 for second-row passengers, and shoulder room goes 58.6 and 56.5

The cabin is packed with such amenities as power door locks, power windows with auto-up/down driver's window, tilt and telescopic steering column, USB audio interface, Bluetooth® HandsFreeLink®, speed-sensitive volume control, Maintenance Minder™ system, illuminated power window switches, Smart Entry and Start, Honda LaneWatch™ blind spot display and a 160-watt, 6-speaker audio system.

The base 2017 Accord sedan starts at $22,455 for the base LX, with the 2.5-liter 185hp Inline-4 engine and 6-Speed Manual transmission. The automatic adds $800. Seven different trim styles take it all the way up to $34,930 for the Touring trim I tested, with the 278hp 3.5-liter V6 engine and automatic transmission. The Touring trim also comes with Honda Sensing™, Honda Satellite-Linked Navigation System™, continuously variable transmission and 19-inch Alloy Wheels -- wheel upgrades run from $1396 to $2240. In Basque Red Pearl with an Ivory interior, my Accord Touring added body side molding for $225; chrome door trim for $275; sport grille for $399; door visors for $276; a moonroof visor for $129; splash guards for $104; door edge guards for $95; rear bumper appliqué for $71; and door visors for $271. Inside, illuminated door sill trim added $290; interior illumination added $125; a trunk tray was $139 and all-season floor mats were $143. A wireless phone charger system added $290 and destination and handling added $875 for a price-as-tested of $37,981, but a base Accord LX can sticker as low as $24,000.

> 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.

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, its commercials are set to the inspiring words of American poet, Walt Whitman, and his “Song of The Open Road.”

This subliminal urging to escape the confines of indoor spaces to seek inspiration outside and behind the wheel, is paid off with Volvo luxury, attention to detail, crisp and upscale architecture, and Volvo’s advanced modular product platform – Scalable Product Architecture – that underpins all new Volvo cars in the 90 and 60 Series.

Making a strong first impression, the 2017 S90 has received a car-full of accolades from industry magazine and groups: S90 was a finalist for the 2017 Motor Trend “Car of the Year” and the “2017 North American Car of the Year”; it won the “Roadshow Editor’s Choice Award”, presented by CNET, excelling in multiple areas; it won the NAIAS (North American International Auto Show ) “EyesOn Design Awards” that honor the best production and concept vehicles making their worldwide auto show debut in Detroit; was called “an All-Star” for its “cohesive package of safety, style, sensibility, and supple ride” by the editors of Automobile magazine, and the S90 was awarded Top Safety Pick designation for 2017 by the IIHS (Insurance Institute for Highway Safety).

The S90 is a premium 4-door, 5-seat flagship sedan that carries the confident face of Volvo’s new design language, along with classic Volvo styling cues. Key features include the iconic “Thor’s Hammer” LED headlight design, the new grille and Volvo Iron Mark, and the expressive use of the Volvo word mark on the rear.

Measuring 56.8 inches in height, 195.4 inches in length, and 79.5 inches in width, on a 115.8-inch wheelbase, the Volvo S90 is sleek, rounded and elegant with 9-inch 10-spoke Silver Diamond cut alloy wheels, special trim badges, grille and cosmetic elements; color-coordinated door handles with side decor, illumination with Puddle Lights, a Panoramic Moonroof with Power Sunshade; dual integrated tailpipes; retractable mirrors and tire pressure monitoring system.

The lavish cabin adapts design cues utilized in Volvos XC90 model with new details on the dashboard and instrument panel, including new air blades that stand vertically on each side of the Sensus user interface. Measuring a comfortable, but not spacious
38.7 inches of front headroom with 37.8 inches in the rear; legroom of 42.2 inches up front and 35.9 inches for passengers and front shoulder room of 47.5 with 44.9 inches in row two, the cabin is packed with amenities. A brief list of interior niceties includes Keyless entry; Rear Park Assist Camera; 4-Zone Electronic Climate Control; an Automatic CleanZone Function that lets you and your passengers enjoy clean, healthy cabin air and monitors incoming air -- shutting the cabin's air intakes if harmful substances are detected. You also get a 12.3-inch digital driver display; 224-watt High Performance Audio System with tweeters and woofers; Sensus Navigation; Smart Phone Integration; SiriusXM Satellite Radio; Speech Function; Sun Curtain, Rear Side Door Windows and rear window; Nappa Leather upholstery; ventilated and heated front seats; 10-way, Power Front Driver Seat including Driver Seat Memory; Inscription Carpet; Interior High Level Illumination, headlight high-pressure cleaning; and Road Sign In formation that detects various speed limits and road information signs.

Offering two 4-cylinder engine options (and a Plug-in Hybrid model as well), the T5 models use a 2.0-liter Inline four -cylinder turbocharged engine that puts out 250 hp and 250 lbs.-ft. of torque for an EPA estimate of 34/highway and 23/city. 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. Rated at 31/highway and 22/city, my tests brought in an average of 26.6mpg.

Handing was solid, and road manners were refined, though the suspension was rough at times. S90 was agile, but steering was a bit heavy with minor understeer. Performance-wise, the twin-charged T6 engine was not hesitant and accelerated seamlessly. On the track, a zero-to-60mph sprint was finished off in 5.9 seconds and the quarter-mile was dispatched in 14.4 seconds (hand timed).

Available in four trim options, the S90 T5 Momentum starts at $46,950; the S90 T5 Inscription starts at $49,650; the S90 T6 Momentum starts at $48,100 and my test S90 T6 Inscription based at $58,600. The T8 Hybrid will start at $68,150.

My T6 Inscription added Bright Silver Metallic exterior paint for $595 and was mated to Charcoal Perforated Leather upholstery. A heated steering wheel added $300; the Convenience package added $2250 for a compass in Interior Rear View Mirror, Park Assist Pilot and Front Park Assist, Heated Washer Nozzles, Power Operated Trunklid, 360-degree Surround View Camera, 12 Volt Outlet in Luggage Compartment and Homelink®. Going all out and all upscale, the Luxury Package added $3450 for Nubuck Headliner, Heated Rear Seats, Deluxe Rear Seat Center Armrest and a Backrest Massage. A Graphical Head Up Display added $900 and upmarket sound systems and suspension could have added an additional $4400, but were not on my test vehicle. With destination fees of $995, the sticker as tested was $67,390.


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.

Mazda launched its CX-9 in 2006, as a midsize three-row crossover that laughed in the face of standard SUV boxiness, and offered more carlike handling and a more sculpted look. That first CX-9 shared elements with its Ford brethren, but after 11 years, and now a full season into its second generation, Mazda’s flagship sports-ute stands and rides firmly on its own.

Largely unchanged for the 2017 model year, the mid-trim-level CX-9 Touring adds Smart City Brake Support as a standard feature, an amenity that was previously reserved only for CX-9’s Touring’s available options package as well as Grand Touring and Signature trims. And this year’s model has trimmed down a bit, as my test CX-9 Signature in AWD configuration is 26 pounds lighter with a curbweight of 4301 pounds.

Speaking to the niche’s tech-demanding audience, technology highlights on the CX-9 include an available windshield-projected Active Driving Display; MAZDA CONNECT™ infotainment system with 7-inch or available 8-inch, full-color touchscreen display and voice command; standard rearview camera; Multi-function Commander control; Auto-dimming rearview mirror; Standard Bluetooth® hands-free phone and audio; BOSE® 12-speaker surround sound system with Centerpoint® and AudioPilot®.

CX-9’s execution of the Mazda KODO—Soul of Motion design lives through its proportion—a long hood, swept greenhouse, large wheels and short overhangs that convey stability and a contained sense of potential energy. At 199.4 inches long, CX-9 is 1.2 inches shorter than its Gen-1 length, but its wheelbase was stretched 2.2 inches to 115.3 inches, benefiting passenger leg room as well as entry to and exit from the rear. CX-9 carries shorter overhangs on both ends than previous models, as its long hood adds a sense of strength through proportions. CX-9 measures 77.2 inches in width and 67.6 inches in height with a ground clearance of 8.8 inches and curb-to-curb turning circle radius in 19.4 feet.

After being named as a finalist for the 2017 North American Utility Vehicle of the Year, 2017 World Car of the Year and 2017 World Car Design of the Year, CX-9’s design cues play a role through the KODO architecture concept. CX-9’s exterior flows with a proud front fascia that blends into crisp lines that flow to the rear, a rounded and curvy demeanor and subtle creases. The cabin is ergonomic, thoughtful, high-tech and imbued with upscale inclusions specific to each trim level. The focus of CX-9 continues to be one of being an automotive experience rather than simply another vehicle to get from, place to place.

CX-9’s powertain remains its 2.5-liter inline-4 turbo that delivers 227hp on regular (87-octane) unleaded fuel and 250hp with Premium (93-octane) gas. Torque is 310 lbs.-ft., and the EPA estimate is 20/city, 26/highway in AWD configuration (FWD gets 2mpg better). A week of road tests in mixed-use situations averaged 22.9mpg.

The CX-9 driving experience is marked by responsive steering and a relatively smooth ride on uneven surfaces. Acceleration was steady and predictable, as passing at speed and tackling long uphill grades proved easy tasks. On the track, a zero-to-60mph time of 7.3 seconds and a consistent 15.4-second quarter-mile were fun and stable. Autocross tests showed some top wobble during quick turns, but certainly well within expectations for the niche.

The CX-9 cabin is comfortable, but tight for drivers and passengers over 6-feet tall. Front headroom is 39.3 inches up front without a moonroof, 38.5 in row two and a child-friendly 35.4 inches in row three. Legroom is comfortable at 41.0 in front with 39.4 in row two and a confining 29.7 in row three, and shoulder room comes in at 57.9, 58.1 and 53.1.

The cabin is packed with high-tech and comfort amenities. My test Signature was loaded with such items as Nappa leather-trimmed seats, Auburn-colored interior accents, leather wrapped steering wheel with unique stitching, genuine Rosewood interior trim, power sliding-glass moonroof with sunshade, rain-sensing windshield wipers, heated front seats, windshield-projected Active Driving Display, 12-speaker Bose® Centerpoint® 2.0 Surround Sound System with AudioPilot®, SiriusXM Satellite radio, Mazda Navigation System and much more.

Safety items include i-ACTIVSENSE, which provides active safety features such as Mazda Radar Cruise Control and Blind Spot Monitoring. CX-9 is also outfitted with Lane Keep Assist, Lane Departure Warning, High Beam, Smart City Brake Support, Distance Recognition Support System, Forward Obstruction Warning and Smart Brake Support. And there is also the typical array of airbags, Anti-lock Brake System, Electronic Brakeforce Distribution with Brake Assist, dynamic stability control and traction control system, a tire pressure monitoring system and Lower Anchors and Tethers for Children.

The 2017 Mazda CX-9 starts at $31,520 for a front-wheel drive in the Sport trim – AWD starts at $33,320. Touring trim starts at $35,970 (FWD); the Grand Touring trim starts at $40,370 and the new top-of-the-model-line Signature starts at $44,315 for AWD.

My test ride, a CX-9 Signature in Machine Gray Metallic (an extra $300), mated to a Jet Black Mica interior, offered no available major packages as this trim is loaded as is. Mazda Mobile Start (Smartphone-controlled App) added $550 and an Interior Lighting Kit added $350. With a destination fee of $940, my 2017 Mazda CX-9 Signature stickered-as-tested at $45,905.

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.

Debuting for the 2001 model year, the Ford Escape was once referred to as the “Baby Explorer”. Now, five years into its third generation, Escape is firmly entrenched as Ford’s No. 2 nameplate behind only the F-Series.

Significantly updated for the 2017 model year, Escape now features more of what Ford says its customers told them they really wanted.

Manufactured at Louisville Assembly Plant in Louisville, Kentucky with a unitized welded steel body, Escape has tweaked its exterior demeanor to create a more confident, rugged persona. The redesigned hood and raised hexagonal grille replaces the old trapezoid, and slimmer headlamps look sexy. In the rear, the liftgate is more upright and pleasing, and the taillamps have also been slimmed.

Inside, a new push-button electronic parking brake replaces the large hand-actuated parking brake, and the gear shifter has been repositioned rearward for improved access to climate controls on the center stack. The redesigned steering wheel is more ergonomic and the center armrest is more comfortable, combining with the other changes for a greater feel of spaciousness.

The 2017 Ford Escape has also updated its engines, replacing a 1.6-liter engine with a new turbocharged 1.5-liter EcoBoost® I-4, and it has added 5 hp to its 2.0-liter EcoBoost® four-cylinder engine. Additionally, Escape is the first Ford vehicle to make Auto Start-Stop technology standard.

The new Escape also features available SYNC® Connect mobile access, which allows owners to use the FordPass® smartphone platform to start, lock, unlock and locate their vehicle.

The 2017 Escape continues in its compact crossover footprint at 178.1 inches in length, 66.3 inches in height and 72.4 inches in width on a 105.9-inch wheelbase. Minimum running ground clearance is 7.9 inches and Escape has a curb weight of 3765 lbs. for its 2.0-liter powerplant and 4WD. When properly equipped, Escape can tow 3500 lbs.

Escape’s engine choices include the naturally aspirated 2.5-liter iVCT inline-4 engine that delivers 168hp and 170 lbs-ft of torque with sequential multiport electronic fuel injection. For the economy minded, a direct-injection 1.5-liter EcoBoost® I-4 with Auto Start-Stop is available, rated at 179hp, with 177-lbs-ft of torque. My test Escape Titanium was powered by a turbocharged direct injection 2.0-liter Twin-Scroll EcoBoost® inline-4 with Auto Start-Stop that supplied 245hp and 275 lbs.-ft. of torque on premium fuel. EPA ratings are 21mpg in city driving and 29mpg on the highway for the 2.5 in FWD configuration; the 1.5-liter EcoBoost® is estimated at 23/30 in FWD and 22/28 in AWD; and my test 2.0 liter EcoBoost® was rated at 20/27 in AWD configuration. A week of mixed-use tests including long interstate drives, and a few off-road excursions, averaged 24.3mpg.

Escape handles and steers in carlike fashion. The rack-and-pinion steering with electric power assist is responsive and predictable, and the MacPherson front struts with stabilizer bar and twin-tube hydraulic gas-pressurized shocks work in concert with an independent double lateral link rear suspension with semi-trailing arms, stabilizer bar, linear-rate springs and monotube hydraulic gas-pressurized shocks to soften many road irregularities, but it is NOT a luxury smooth ride and road noise often permeates the cabin.

Power from the 2.0-liter was strong across all ranges. Passing at speed and uphill grades are conquered without issue, and a zero-to-60mph dash was accomplished in 7.7 seconds during a 15.9-second quarter-mile (hand-timed).

Inside, the cabin is well-appointed and seats five with headroom of 39.9 inches in front and 39.0 in row two. Legroom can be stretched to a maximum of 43.1 inches in row one, while second-row passengers have 37.3 inches. Shoulder room is 55.9 in row one and 55.2 for row two.

My test Escape in Titanium trim also came standard with remote start, power liftgate, reverse sensing system, silver roof rails, dual-zone electronic automatic temperature control, heated front seats, leather-wrapped steering wheel and SYNC® with SYNC Connect.

The 2017 Ford Escape starts at $23,750 in S trim with the 2.5-liter I-4 engine, and moves to $25,250 for the SE and its 1.6-liter EcoBoost®. My test Escape Titanium in Ruby Red paint, started at $27,645 in 2WD with the 1.5 engine, and came with leather-trimmed 10-way heated power driver and passenger seat, remote start, Blind Spot Information System and a 10-speaker Sony audio system. The Ruby Red paint added $395. Up-powering to the 2.0-liter EcoBoost® engine added $1345 and 4WD upgraded road capabilities for an additional $1750.

The 301A Equipment Package of auto high beams, Enhanced Active Park Assist with Parallel Parking, Park Out Assist, Reverse Perpendicular Parking, Forward and Side Sensing Systems, Bi-Xenon HID headlamps, LED Signature Lighting, heated steering wheel, Lane-Keeping Alert, Lane-Keeping Aid and Driver Alert System, rain-sensing windshield wipers and supplemental PTC heater added $1995.

Adaptive Cruise Control with Pre-Collision Assist added $595; a Panoramic Vista® roof added $1495; roof-rail crossbars added $145; all-weather floor mats added $75; a cargo mat in the back added $90; a Sony® audio system with SYNC® 3 and Voice-activated Navigation System added $795; side-window deflectors added $89; and destination charges of $895 put the sticker-as-tested at $36,269. Incentives are available and could save you as much as $2500 depending on your region, 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.

Model Year 2017 is barely into its halfway point, and some carmakers have already begun springing the 2018s on us. So when you read this review of the 2017 Acura TLX, you may already be watching commercials of the 2018 TLX.

While the 2018 TLX is refreshed with a more aggressive and sporty look inspired by the Acura Precision Concept’s signature diamond pentagon grille, paired with changes to the sedan's stance, proportion, wheels and sheet metal, and there are some high-tech additions, the 2017 TLX is noteworthy in its own right, having earned the Consumers Guide “Best Buy” nod in the Premium Midsize Cars segment.

The TLX journey began 30 years ago as the TL, when cars were given alpha-numeric names that meant something other than just being cool numbers and resonant letters. Launched by Acura in 1996, TL was short for “Touring Luxury.” The midsize luxury sedan became TLX in 2014 – replacing both the TL and TSX.

Still in its first generation, with its facelift beginning for the 2018 model, the 2017 TLX last presented a refreshening in 2015, and only a new palette of colors changes this year -- San Marino Red, Lunar Silver Metallic, and Modern Steel Metallic.

Longer and wider than most of its competition in the small-midsize-luxury segment, the exterior “beak” look is underwhelming, and that figures to become striking in 2018. A blend of sports-sedan athleticism and premium refinement, the exterior design embodies taut body surfaces, dynamically sculpted fender arches, and purposeful character lines in small sports-sedan proportions.

Assembled at Honda’s Marysville, Ohio Auto Plant, TLX is 190.3 inches long, 53.0 inches high and 57.0 inches wide, on a 109.3-inch wheelbase, offering a ground clearance of 5.8 inches.

Inside, the quiet cabin is well-thought-out and offers an abundance of available luxury features and technologies including heated and ventilated front seats, HomeLink®, Bluetooth® HandsFreeLink®, Smart Entry/Push Button Start keyless access system, Acura Navigation System with 3-D view, and AcuraLink Real-Time Traffic™ with Traffic Rerouting. A 7-inch On Demand Multi-Use Display™ touch screen, located in the center console, controls these and other features, and, with its contextual menus, displays relevant items while minimizing instrument panel clutter. The TLX also features AcuraLink®, Acura's cloud-based connected car system.

Comfortable, but not spacious, TLX provides 37.2 inches of front headroom with 36.7 inches in row two. Legroom is a relaxing 42.6 inches in row one, but a tight 34.5 inches in the rear seats; and shoulder room goes 57.5 and 55.4.


TLX powers up with either of two engine choices designed to merge muscle with acceptable fuel economy. The TLX 2.4-liter inline-4-cylinder engine delivers 206 hp and 182 lbs.-ft. of torque for an EPA rating of 24/city, 34/highway and 28/combined mpg on Premium Unleaded 91 Octane; and the direct Injection 3.4-liter V-6 provides 290hp and 267 lbs.-ft. of torque for a 21/31/25 estimate on Premium Unleaded 91 Octane. My week of mixed-use driving with the 3.4-liter V-6 averaged 21.6mpg.

The V-6 proved to be refined and predictable, while imparting a gratifying engine purr. Passing at speed and conquering hills and inclines are accomplished effortlessly, though steering was vague at times, and road feel was often loose.

On the track, my TLX with the 3.5 engine mastered a zero-to-60mph sprint in 6.4 seconds (it seemed quicker behind the wheel) while finishing off a 14.8-second quarter-mile.

The 2017 Acura TLX sedan advances Acura's reputation for delivering cutting-edge safety performance with its AcuraWatch™ suite of technologies. The TLX deploys a cooperative monocular camera and millimeter wave radar system that expands both the fidelity and scope of the vehicle's road-sensing capabilities. This fusion of camera and radar technology underpins the TLX's available Collision Mitigation Braking System™, which can provide enhanced car-to-car and car-to-pedestrian collision mitigation, while also enhancing the capabilities of the Adaptive Cruise Control. Crash tests helped TLX earn a perfect five-star overall safety rating from the NHTSA. It also earned a Good rating in the moderate overlap front, side, and roof strength tests and for its head restraints and seats from the IIHS.

The 2017 Acura TLX starts at $32,000 in Front-Wheel-Drive with the 2.4-liter inline-4 engine. The 3.5-liter V-6 gains you 84hp for $3400 -- included with the V-6 engine upgrade are the dynamic Sequential SportShift paddles, an electronic gear selector, 8-way power front passenger seat with lumbar adjustment and the sporty 18-inch aluminum-alloy wheels. All-Wheel-Drive adds $2200. The Technology Package adds $4050 for rain-sensing windshield wipers, perforated Milano premium leather-trimmed interior, Acura Navigation System with 3-D view, AcuraLink Real-Time Traffic™ with exclusive street and freeway conditions Traffic Rerouting™, Color Multi-Information Display with turn-by-turn guidance, AcuraLink® The Next Generation, ELS Studio® Premium Audio System with 10 speakers, Song By Voice®, HD Radio®, GPS-linked climate control, and such safety additions as Forward Collision Warning System, Lane Keeping Assist System, Blind Spot Information System and Rear Cross Traffic Monitor. Back-up Sensors add $528, a Decklid Spoiler adds $397 and Body Side Molding adds $259.

With a destination charge of $950, the 2017 TLX as-tested stickered at $43,834, but with the 2018s already being talked up, there may be room to deal.

> 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.

What began as a mid-size replacement for Buick’s Century and Regal sedans in 2004 (for the 2005 model year), the 2017 LaCrosse begins its third generation as the Tri-Shield badge’s flagship vehicle.

Fully redesigned in 2010 and upmarketed as a full-size premium sedan, LaCrosse has been redesigned again for 2017 with a striking, all-new demeanor, sophisticated technologies and more-responsive performance. Longer, lower and wider than the previous model, the 2017 LaCrosse is built on a stronger, yet lighter structure. It is about 300 pounds lighter than Gen-Two, thanks largely to the use of press-hardened, high-strength steels, which contributes to greater efficiency and more responsive handling. There is also the introduction of “the new face of Buick,” which is influenced by new grille design with a large opening distinguished by the return of a three-color -- red, silver and blue -- Buick Tri-Shield insignia, accented by wing-shaped elements set against darkened waterfall grille bars.

But the new LaCrosse is more than just looks and added tech. The luxury sedan is now powered by a new 3.6-liter V-6 engine paired to a new eight-speed automatic transmission, featuring Stop/Start and Active Fuel Management. This set-up allows the V-6 to operate as a four-cylinder in many conditions.

Once marketed to the 65-70-year-old audience, Buick’s average customer age has dropped to 59, and LaCrosse hits that target by providing all the quietness and luxury that more experienced drivers require, while trending well with younger purchasers who demand high-tech, connectivity, safety, comfort and power to spare in a luxury package.

Vehicle highlights over four trim ranges include IntelliLink® with a frameless 8-inch-diagonal color touchscreen featuring Apple CarPlay; Android Auto and OnStar 4G LTE with Wi-Fi hotspot integration (standard on all trims); a remote vehicle starter system and keyless open and start (standard on all trims); high-intensity discharge headlamps and LED signature lighting; LED taillamps, and the Teen Driver feature (standard on all trims) that allows parents to set controls, review driving habits and encourage safe driving habits even when they are not in the vehicle.

The dark finish version of the Buick waterfall grille bisected by a chrome bar with the three-color version of the Buick logo comes boldly at you in an elegant, forward-motion vehicle design that measures 197.5 inches in length, 73.5 inches in width and 57.5 inches in height on a 114.4-inch wheelbase. The La Crosse weighs in at 3840 lbs. curbweight for AWD.

Inside, the exterior elegance is paid off with interior lavishness, comforts, tech and quietness. With available leather, upgraded sound systems, connectivity, wireless charging and climate system, as well as the new lumbar massaging feature on certain trims, LaCrosse delivers what most buyers want in their luxury sedans.

Interior measurements are a bit tight for taller drivers at 38.4 inches of front headroom without sunroof and 37.2 inches in the rear; legroom is comfortable at 42 inches in row one and 40 inches for rear passengers; and shoulder room affords 57.7 inches up front and 55.1 in row two.

Safety is attended to with 10 standard air bags – including two knee air bags for front passengers; standard rear-vision camera; Forward Collision Alert, Following Distance Indicator and Safety Alert Seat, as well as several additional available safety packages.

From a power perspective, Buick LaCrosse muscles up with a 3.6-liter V-6 DOHC VVT engine with direct injection that delivers 310 hp and 282 lbs.-ft. of torque. Rated at 20mpg/city and 29mpg/highway for AWD, my test LaCrosse Premium averaged 23.3mpg in mixed-use driving.

On the highway, LaCrosse accelerated smoothly and predictably, handled well, showed minimal torque steer, cornered with aplomb and leveled road imperfections as expected from a luxury sedan.

On the track, the 3.6-liter showed a broad torque curve and finished off a zero-to-60mph sprint in 6.2 seconds during a brisk 14.7-second quarter-mile –that’s a half-second faster than my last test ride in a Gen-Two LaCrosse.

Available in four trims, the base LaCrosse starts at $32,990; the LaCrosse Preferred trim adds a power tilt and telescoping steering wheel, SiriusXM radio and a cargo net and starts at $36,990; the LaCrosse Essence adds leather-appointed seating, heated front seats, memory settings for two drivers, auto-dimming rearview mirror and articulating headlamps and starts at $38,590; and the top-of-the-line LaCrosse Premium trim adds a heated steering wheel, 4-way lumbar with massage front seats, head-up display, Forward Collision Alert, Lane Keep Assist with Lane Departure Warning
Side Blind Zone Alert with Lane Change Alert, Rear Cross Traffic Alert and Safety Alert Seat, and starts at $41,990.

My test Buick LaCrosse Premium added AWD for $2,200; Quicksilver Metallic exterior paint added $395 and was matched to Ebony perforated leather inside; Driver Confidence Package #2 added adaptive cruise control, automatic park assist, front automatic braking and front pedestrian detection for $1690; the Sights and Sounds Package added Buick IntelliLink® Radio with Navigation and Bose Centerpoint Surround Sound for $1145; a rear lip spoiler added $415; cool chrome air vents on the front quarter panels added $495; custom molded splash guards added $300; premium carpeted floor mats added $190 and Destination Freight Charges of $925 put the sticker-as-tested at $48,820.

> 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.