Motor Trend - March 2018

M A D E B Y A L A N M .
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COVER STORY
RESHAPING WELCOME
THE SUV WAGONS
LEXUS LF-1 2019 RAM 1500
CONCEPT RAM LOOKS TO LURE
LEXUS CREATES A NEXT- MORE FIRST-TIME
GENERATION FLAGSHIP, TRUCKERS WITH LUXE,
AND IT’S A CROSSOVER. EFFICIENCY.
Y.
Mark Rechtin Frank Markus
50 WE TRY HARDER 2018 BMW 740e xDrive 72 THE NEVER ENDING STORY 2018 Chevrolet
iPerformance VS. 2018 Genesis G90 3.3T Camaro SS 1LE VS. 2018 Ford Mustang GT
HTrac (Premium) VS. 2018 Lexus LS 500 Performance Pack A new Mustang GT takes on
AWD VS. 2017 Lincoln Continental AWD the benchmark Camaro. Jonny Lieberman
(Black Label) Who has the mettle to challenge the 78 REINVENTION 2018 Mitsubishi Eclipse Cross
Mercedes-Benz S-Class as the best luxury sedan in Mitsubishi resurrects an old name for a new crossover.
the world? Christian Seabaugh Michael Cantu
60 HALF STEP 2018 Mercedes-Benz S-Class 82 BUILDING BUZZ Volkswagen I.D. Buzz VW’s
A midcycle change keeps the three-pointed star in the new Microbus amps up the hype for I.D. Christian Seabaugh
conversation. Frank Markus 84 ALPINE STAR 2019 Mercedes-Benz G-Class
64 WILD CHILD 2019 Volvo XC40 The small We take an off-road ride in Mercedes’ redesigned
Swede steps out with a cool new look. Frank Markus G-wagen. Collin Woodard and Frank Markus
68 THE NO-BRAINER
JAGUAR 2018 Jaguar
E-Pace Jag leaps into the
industry’s most competitive
segment. Angus MacKenzie
MOTOR TREND (ISSN 0027-2094) March 2018, Vol. 70, No. 3. Published monthly by TEN: The Enthusiast Network, LLC, 1212 Avenue of the Americas, 18th Floor, New York,
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EVERY SEAT RULES.
There’s luxury for all in the new 2018 INFINITI QX80. With its commanding presence
and sophisticated interior, it makes all 7 seats feel as important as the driver’s seat*.
*Split Bench Seat Package increases passenger capacity from 7 to 8 and is an available option.
©2018 INFINITI.
MOTOR TREND OnDEMAND IS NOW LIVE! FOR MORE THAN 1,000 HOURS OF ORIGINAL AUTOMOTIVE
programming, live motorsports, and an extensive historical archive, head to www.motortrendondemand.com.
DEPARTMENTS MCLAREN SENNA McLaren’s latest limited-production road-legal

race car packs a 789-horsepower V-8 punch.
16
18
LOHDOWN Out of the landfill, onto the water
TREND INTAKE This month’s hot metal MOTOR TREND
WE SAY Words from our editors
24 REFERENCE MARK Why the autonomous-car
society is still decades away
26 TECHNOLOGUE A new cure for autonomous
car sickness?
30 THEY SAY INTERVIEW Britta Seeger,
board of management, Daimler AG
32 YOUR SAY Our readers talk back ARRIVAL Kia Niro UPDATES Audi A4, BMW 530i, Honda CR-V,
102 THE BIG PICTURE Living the dream Jaguar F-Pace, Mazda CX-5 VERDICTS Honda Civic, Toyota Mirai
IN YOUR CAR
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Edward Loh @EdLoh
The Lohdown What’s On Demand This Month?

JAN. 26 JUNKYARD GOLD Ep. 4
OUT OF THE LANDFILL,

JAN. 29 ROADKILL GARAGE Ep. 26
JAN. 31 ENGINE MASTERS Ep. 31
FEB. 2 PUT UP OR SHUT UP Ep. 8
FEB. 5 ROADKILL Ep. 75
ONTO THE WATER

FEB. 7 IGNITION Ep. 188
FEB. 9 DIRT EVERY DAY Ep. 73
FEB. 12 HOT ROD GARAGE Ep. 62
FEB. 14 HEAD 2 HEAD Ep. 98
JAGUAR LAND ROVER MAKES WAVES FEB. 19 ROADKILL Ep. 76
ON THE WAY TO ZERO WASTE FEB. 23 JUNKYARD GOLD Ep. 5
NEW ROADKILL EXTRA
The program information
provided is subject to change. AND DIRT EVERY
Sustainability. Green manufacturing. Zero landfill. DAY EXTRA
No matter what terms are used, every car company SCHEDULE KEY MONDAYS THROUGH
has a position if not a mission statement and color RACING ORIGINAL PROGRAMS FRIDAYS
(usually a shade of blue or green) devoted to the
cause of reducing the environmental impact of vehicle manufac- MotorTrendOnDemand.com
turing. With some, it’s hard to determine real action beyond the
lip service, but others are more honest dealers. within these pages? They’re not solid clay but instead large slabs
Subaru has been leading the charge for decades. In May 2004, of polyurethane foam covered with the expensive sculpting
its Subaru of Indiana manufacturing center became the first compound in order to keep both weight and cost down. To find
zero-landfill automotive assembly plant in the U.S., with 100 a use for the foam infrastructure that underpin its clay models,
percent of its manufacturing waste either recycled or turned Jaguar Land Rover turned to Chris and Ricky Martin (no rela-
into electricity via incineration. tion to either musician) of Skunkworks Surf Co. in Coleraine,
Honda can make a legitimate claim to environmental leader- Northern Ireland.
ship, too. It has been atop corporate sustainability and greenest- JLR already reclaims 50,000 metric tons of aluminum waste
manufacturer lists for years, arguably with a deeper impact than from its press shop, enough to stamp approximately 200,000
Subaru, given the breadth and depth of Honda’s U.S.-based car, Jaguar XE body shells, so the concept of recycling isn’t new.
motorcycle, powersports, small-engine, and aircraft production Similarly, the Martin brothers are already pioneers in the
capabilities. Globally, General Motors deserves plaudits for its construction of foam surfboards that use recycled aluminum
152 zero-landfill operations, including every GM manufacturing stringers and environmentally responsible, heat-activated adhe-
facility in Mexico, a country that has been a convenient place for sives to increase board lifespan and reduce the impact of their
greenwashing multinationals to hide dirty operations. production. So they were ready to figure out how to turn JLR’s
So how are zero-landfill targets achieved? Through a combi- large slabs of polyurethane foam into the “blanks” that provide
nation of common sense, creativity, and economies the buoyant internal structure of a modern surfboard.
of scale. Some are easy to imagine, such as melting This “second-life” program has a doubling effect. Recycling
down excess scrap metal, bolts, and fasteners for old automotive foam not only keeps it out of a landfill but also
new body panels or grinding up damaged bumpers tackles a core issue in surfing. Contrary to the all-natural image
into pellets that are sent back to the molding of the sport, modern surf gear (namely surfboards and wetsuits)
machine. Harder to visualize is how card- is made from a wide variety of foam, fiber-
board boxes can become headliner insulation glass, plastic, neoprene, resin, and other
or that engine-block casting sand petroleum-based products. Like the auto
makes good mulch. It takes imagi- industry, surf companies large and small
nation, vision, and, sometimes, two struggle with responsible environmental
surf bros from Northern Ireland. stewardship.
You know those hand-sculpted Shortly after announcing its partner-
clay models we’re fond of showing ship with Skunkworks, JLR arranged a
test ride of the first five Waste to Waves
JLR RECYCLES And not only the foam but also the clay. In 2016, 18.5
metric tons of modeling clay were reclaimed and repurposed by schools surfboards at El Porto—a beach only a
and universities near JLR’s design headquarters. mile from Motor Trend’s headquarters in
El Segundo, California. The conditions
were typical for a winter in L.A.’s South
Bay; a swell was in, and once the marine
layer burned off, relentless sets of big,
dumpy waves revealed themselves. The
sets were too big for my amateur skills
and their longboard, but I did catch a nice
ride in on the lightning-bolt-emblazoned
single-fin pintail. Kudos to Jaguar Land
Rover and Skunkworks Surf Co. for a small,
fun step in the right direction. Q
16 MOTORTREND.COM / MARCH 2018
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NEWS / OPINION / GOSSIP / STUFF
TREND3.18
INTAKE P18 WE SAY P24 THEY SAY P30 INTERVIEW
THIS MONTH’S HOT METAL WORDS FROM OUR EDITORS BRITTA SEEGER, DAIMLER AG
THE BEST OF L.A.

CROSSOVERS GALORE JAM THE SHOW FLOOR
2017
LOS ANGELES
AUTO SHOW
SPECIAL
Nissan Kicks
The 2018 Nissan
Kicks arrived in
the U.S. at the 2017
L.A. Auto Show as
the new entry-level subcompact
crossover in the automaker’s
lineup. Already on sale in other
global markets, the Kicks will
take over from the Juke and
Rogue Sport as the brand’s entry
crossover—but sources say all
three crossovers will remain.
At 169.1 inches long, 69.3 inches A 1.6-liter I-4 with 125 hp and
wide, and 62.4 inches tall, the 115 lb-ft paired to a CVT is the sole
Kicks is 3.3 inches shorter, 3.0 powertrain option and is expected
inches narrower, and 0.1 inch to get 33 mpg combined. SR
lower than the Rogue Sport in models feature Nissan’s Integrated touchscreen, Android Auto and optional on the SR trim. All models
front-drive form (the all-wheel- Dynamic-Control Module which Apple CarPlay, keyless entry/ get automatic emergency braking.
drive form is 0.9 inch taller). The combines active engine braking, start, blind-spot monitoring with Taking passengers? A 6-footer
Kicks is 6.7 inches longer, 0.6 inch Active Trace Control, and Active rear cross-traffic alert, and 17-inch can easily fit behind a 6-foot driver
taller, and 0.2 inch narrower than Ride Control. alloy wheels. SR models add LED with plenty of foot- and headroom
the Juke. At 103.1 inches, the Kicks’ Bluetooth, three USB ports, low-beam headlights, foglights, and a generous cargo area.
wheelbase is 3.5 inches longer automatic headlights, and 16-inch and a 360-degree camera system. Pricing will be announced closer
than the Juke’s but 1.1 inches steel wheels are standard on the Heated front seats and a Bose the Kicks’ on-sale date in spring
shorter than the Rogue Sport’s. S trim. The SV trim adds a 7.0-inch premium audio system are 2018. Stefan Ogbac

FEATURES The FT-AC has a
YOUR SAY P32 retractable bike rack and mirrors
READERS TALK BACK with removable infrared cameras.
Toyota FT-AC
Toyota is working on its next integrated bike rack.
soft-roader, based on the Future Even more impressive,
Toyota Adventure Concept show the vehicle’s foglights
car. Known as FT-AC, this compact can be removed and
crossover builds off the direction used for portable
established by the FT-4X concept lighting; you can even
from last year. But what the FT-AC attach them to your bike
really does is preview Toyota’s for a night ride.
next RAV4, which arrives in late An integrated Wi-Fi
2018. Despite the gritty cladding, hot spot automatically uploads provide extra visibility at night and Although still a concept, the
this is not a rugged body-on-frame the recorded footage to a cloud- can act as a flash for the integrated production FT-AC/RAV4 would
SUV but instead a dirt-capable based storage system, where it cameras. Like the front LED lights, likely be offered with an optional
crossover with unique features. can be edited and then posted the rear-facing LED roof rack all-wheel-drive system and
Just by looking at the concept, using a mobile device. The lights can assist during nighttime possibly an off-road driving mode.
most folks will see how this system also has the capability to adventures and can be controlled We expect the crossover to be
vehicle has been designed to livestream footage. using a mobile device. If you take it powered by a small turbocharged
look off-roady, thanks to the large The large safari-style roof rack off the beaten path, a GPS system four-cylinder engine and likely an
fender flares, skidplates, huge holds plenty of gear but also will help you get back on track. Or available hybrid powertrain.
roof rack, all-terrain tires, and features front LED lights that help you find the mall. Michael Cantu, Scott Evans
MARCH 2018 / MOTORTREND.COM 19

Lexus RX L
Lexus dealers are getting a three-row crossover, and it’s a stretched RX. An extra $4,500 or so nets you an extra 4.3 inches of wheelbase and a third row with
seating for two. The second row can be had with captain’s chairs or a bench. The same 290-hp, 263-lb-ft 3.5-liter V-6 is standard, as is the eight-speed auto.
Two grand more buys you all-wheel drive. An available hybrid combines the same engine with two electric motors and a CVT to produce 308 hp .
Infiniti QX50
The replacement for the Infiniti EX is
here, and its QX50 badge is the least
interesting part. The most interesting
is its 2.0-liter turbo “VC-Turbo” engine,
which can vary its compression ratio
on the fly for more power or better
efficiency. Infiniti says it can produce
268 hp and 280 lb-ft or get up to 27 mpg.
A CVT is your only transmission choice,
but you can opt for AWD. Also standard:
steer by wire and Pro Pilot Assist Level 2
semi-autonomous driving aides.
Lincoln
Nautilus
Replacing the MKX in the
Lincoln lineup, the Nautilus
keeps the same architecture
and optional 335-hp 2.7-liter
twin-turbocharged V-6
but replaces the standard
3.7-liter V-6 with a 245-hp
2.0-liter EcoBoost engine.
A new eight-speed automatic replaces the old six-speed
autobox. Inside, Lincoln played with the packaging to provide
more rear-seat headroom and legroom, and the rear seats fold flat with the press of a button. The infotainment system has a 12.3-inch digital
instrument cluster, and there’s more open storage, a 22-position power driver’s seat, and a Revel sound system that offers the 13 or 19 speakers.
The original “four-door coupe” might not be the most famous, but it ain’t dead yet,
Mercedes-Benz either. Now sharing a platform with the E-Class sedan, the new CLS-Class walks a
technological tightrope between the E- and S-Class, borrowing from both. Under
CLS-Class the hood is a 362-hp variant of Benz’s new turbocharged, supercharged, and
mildly hybridized 3.0-liter I-6. Some of its power and 369 lb-ft of torque
are provided by an “EQ-Boost” electric motor in the transmission and
a 1-kW-hr lithium-ion battery. Oh, and it technically seats five.
Intake
FIRST LOOKS
McLaren Senna
Named for three-time race car from McLaren. Its aside from the F1. Every one are hydraulically controlled
Formula 1 World Champion pumped-up 4.0-liter twin- of its controversial body and continuously variable in
Ayrton Senna (with the turbo V-8 makes 789 hp panels is pure carbon fiber, application, and there’s no
family’s blessing), the Senna is and 590 lb-ft and pushes and each one is designed for trunk. Only 500 will be built,
the latest limited-production the second-lightest road aerodynamics, not looks. The and they’ll each cost about a
“Ultimate Series” road-legal car McLaren has ever made suspension and rear wing million bucks.
BMW i8 Roadster
The i8 Roadster is finally here,
apparently waiting on a larger
overall update to the i8. The
roadster drops its two rear
“seats” in favor of a folding
soft-top, and all i8s benefit
from additional battery
capacity and a more powerful miles). The soft top opens in
front motor, which brings 16 seconds at up to 31 mph
total output up to 369 hp and and only adds 132 pounds, per
420 lb-ft and adds 3 miles to BMW. It also adds upward of
the all-electric range (now 18 five grand to the price tag.
Lamborghini Urus
We drove a prototype for
last month’s issue, but now
we can show you what this
$200,000 Lamborghini SUV
actually looks like. Wheels can
be had from 21 to 23 inches
in diameter, and a real-deal
off-road package is optional
and features a different front
fascia. Its 4.0-liter twin-turbo
V-8 pumps 650 hp and 627
lb-ft through an eight-speed
automatic and can reportedly
push it to 190 mph, making it
the fastest SUV ever.
MIKE CONNOR
MT CONFIDENTIAL
After almost 40 years, Daimler
is replacing the G-wagen.
The all-new version of the
off-roader has the same boxy
styling as the original but is
3.9 inches wider, about 660
pounds lighter, and equipped
with air suspension (check out
our coverage on page 84). In
Jaguar I-Pace on the town 2019 the G-wagen gets a little

brother: the GLB. It’s a longer,
taller GLA with G-wagen styling
cues and three-row seating.
Jaguar engineers and stability through corners. when he exaggerates steering, Codenamed X247, it will be
took time out from Two regenerative braking braking, and throttle inputs powered by Daimler’s 2.0-liter
final calibra- modes will be available— on our drive loop, the I-Pace I-4 gas and diesel engines
tion testing to Normal, which replicates the responds with roll, dive, and driving all four wheels through
give us a ride around L.A. in coast-down feel of an internal squat motions that have a a seven-speed dual-clutch.
one of the first I-Paces built combustion engine car, and measured calmness. There will be an AMG version,
using production tooling. We Regen B, which allows for The I-Pace feels to be one says the Stuttgart rumor mill.
The Apple Car has gone quiet.
weren’t allowed behind the single-pedal driving. of the better-riding modern
But it hasn’t gone away, say
wheel, but after riding along The I-Pace is whisper quiet Jaguars, at least on L.A.’s Silicon Valley insiders. Project
with powertrain program while cruising under light choppy tarmac. Our car rolled Titan is alive, but Apple has
manager Simon Patel on power loads. But when Patel on the air suspension and prioritized work on supporting
streets and roads we know plants his right foot—and the 22-inch wheels and 255/40 technologies, principally
well, we can say the I-Pace is I-Pace surges forward with Pirelli P Zero tires that will be around autonomous driving
quick and quiet, with a nicely an urgency that suggests the standard on top-spec models, and the changes to automobile
buttoned-down chassis and a claimed 4.0-second 0–60 time but it showed excellent compli- use and ownership that will
result. Sources say many of
remarkably composed ride. is legit—there’s a gentle whirr ance and subdued impact the vehicle concepts Apple has
The I-Pace is powered by that builds in pitch as speed harshness. Mass helps. As with considered are valid, and the
two electric motors—one increases. This is what electric all electric vehicles, the I-Pace view from Silicon Valley is that
driving the front wheels performance sounds like, is relatively heavy (Jaguar isn’t once the company has created
and one driving the rear apparently. saying how much it weighs), the technological ecosystem
through concentric drive We can’t tell you about but, says Patel, having all and user experience it wants,
transmissions. The perma- steering or brake feel, but those batteries under the floor producing vehicles will be
fairly straightforward given
nent magnet motors were from the passenger seat, it’s means the I-Pace’s center of
the relative simplicity of
developed in-house, along clear JLR dynamics guru gravity is 4 inches lower than sourcing, packaging, and
with the battery concept and Mike Cross spent time on the that of the F-Pace. It should go integrating battery electric
design and all the software chassis. An electric vehicle around corners well. powertrains. VW Group’s
that controls the powertrain exhibits different pitch Jaguar calls the I-Pace a new battery electric vehicle
and manages the battery. behavior from that of an crossover. That’s apt. It has all- architecture, MEB, takes
Jaguar isn’t revealing system internal combustion engine wheel drive and is a tall wagon. it back to the future. MEB
output numbers yet, but Patel vehicle on throttle lift off But it’s not quite as tall as an will underpin up to 15 new
all-electric Volkswagens by
says the production I-Pace and corner entry, Patel says, F-Pace and doesn’t look as off-
2025, starting with the I.D.
will have close to the 400 hp and a lot of effort has gone road-capable. Because you’re hatch that goes on sale in
and 516 lb-ft quoted for the into making the I-Pace feel riding atop the battery pack, Europe in 2019. (See our First
concept version unveiled in as familiar as possible. Even the seating position is higher Drive of the I.D. Buzz Microbus
2016 and a 300-mile range. than a regular car’s, and the concept on page 82.) MEB
The powertrain has a 50/50 low cowl and beltline deliver a features an underfloor battery
front to rear torque split commanding view of the road. pack and room for front- or
under normal running. The We can’t tell you much rear-mounted e-motors.
Wolfsburg sources say the
driveline management soft- about the interior, other than
default e-motor position for
ware will automatically vary the steering wheel looks like MEB vehicles will be at the
the torque split between the familiar Jaguar hardware, and rear; a front-mounted e-motor
two axles to allow for sporty the instrument panel features will only be used for all-wheel-
driving or to cope with low- the 12.1-inch TFT screen that’s drive variants. Rear-engine,
friction surfaces. The system used in current top-spec Jags. rear-drive Volkswagens. Just
also allows torque vectoring Everything else was covered in like the Beetle.
by braking to enhance agility black felt. Angus MacKenzie
@markrechtin
Mark Rechtin
REFERENCE MARK
Tapping the brakes Autonomous-car

society is still decades away
gets in an accident, other automakers
might not be as beneficent. And until
the tort lawyers and insurance industry
sort out the at-fault versus no-fault
circumstances, this technology grinds
to a halt with the first fatal accident.
And when you have a situation involving
fatalities, you also have the situation of …
Pull out any issue of Popular expensive. To merely keep our roads in
Science from the past 50 years, their current lousy condition—replete ETHICS How do you teach a computer
and you’ll likely find a story with crumbled shoulders, degraded to be self-aware, to acknowledge every
predicting that we would markings, and unfilled potholes— possibility in the driving world? Will
be living in a world of self-driving cars costs more than $100 billion every a computer-controlled car willingly
any decade now. (You can add in recent year. To invest in upgrading roads to sacrifice itself (and its driver) if it is
long-form pieces by other national media autonomous-worthy standards would presented with this impossible situation:
that push that Jetsons-tinged future even cost substantially more. Given the to run over children mingling around
harder.) current antitax sentiment in America, I their stalled bus in the middle of a blind
The self-driving scenario is definitely don’t see many people willingly opening corner, or to drive off the adjacent cliff?
much closer to reality now, as automakers their checkbooks for this. Perhaps the No executive has yet properly answered
gird their technologies toward that creation of private, autonomous-only that question, saying it’s a theoretical
ultimate purpose. As we at Motor Trend roads would solve some of the problem. situation. But that is the sort of theory
have tested repeatedly, the technology Would you pay an extra $50 for your that must be embraced and programmed
is indeed here in nascent stages and self-driving car to platoon from L.A. to into every car—and the autonomous cars’
is improving rapidly. The combined San Francisco at 125 mph on a private occupants must be willing to accept the
brainpower of Detroit, Stuttgart, Tokyo, road adjacent to the 75-mph lanes uncomfortable outcome generated by a
and Silicon Valley will not be denied. piloted by humans? Some might, but software coder. Which leads us to …
But the truth is we are still a long way given the lack of success of toll roads in
from a fully self-driving society, for several many states, who in the private sector is HUMANITY While we are in this lengthy
very key reasons that have nothing to do willing to make that risky investment? transition phase, how autonomous cars
with our ability to create the technology. And even if we find the hundreds of interact with erratic, even impaired
Here is the cocktail party checklist of the billions of dollars to make our roads humans remains one of the biggest
interrelated barriers we face: worthy of autonomous cars, we have hurdles facing autonomous-car
uncontrollable situations prompted by … programmers. Some argue that a
INFRASTRUCTURE Autonomous computer can more accurately predict
vehicles need roadways that are well- WEATHER So far, no autonomous unpredictable human behavior than
marked and in good shape. There are 4.12 technology has proven capable of another human; the default autonomous
million miles of road in America, according driving in snowy conditions that obscure response so far is “slow down.” But
to the Federal Highway Administration, of road markings and the cars’ radar and people want autonomous cars to get
which 2.68 million miles are paved. How cameras. The alternatives? Installing them to their destination faster. Merely
bad are our roads? According to the FHA, sensors in the road (read Money, above) replacing America’s 250 million human-
42.1 percent of Connecticut’s federal-aid or vastly improving mapping and controlled cars with autonomous ones
highway miles are in “poor or mediocre navigation data—down to the inch. Ford crawling in the same mosh pit should not
condition.” Traffic-choked California is has made progress with “self-locating be the ultimate goal.
close behind, with 35.1 percent in terrible by deduction,” but that still might not be Look, this advancement is going to
shape. Fixing that takes … enough to satisfy the … happen. The ability to create autonomous
vehicles is not at issue. At issue is how to
MONEY Repairing infrastructure is LAWYERS As much as we laud Volvo incorporate 21st century technology into
the janitorial service of the industrial for stating that they will assume the legal a world that is still mired in the 20th. And
age. Those jobs ain’t sexy, but they are liability if one of their self-driving cars that will take time. Q
At issue is how to incorporate 21st century technology into a world that is still mired in the 20th.
Frank Markus
TECHNOLOGUE
Proactiv for Road Acne A new cure

for autonomous car sickness?
My January 2005 Technologue and not looking out the windows will were). Avadhany claims his system can
ranks as one of my most make car sickness a bigger problem—one effectively counteract up to 15 road-
memorable. It featured a that diminishes as ride quality improves. surface irregularities per second and
daring new active suspension Here’s how ClearMotion’s system can actively manage wheel motions
that employed electromagnetic rams works: A small turbine pump, power pack, throughout a vehicle’s entire range
(like the ones that probably ding your and control electronics module gloms on of suspension travel. The dampers
doorbell), scaled and powered up to a conventional monotube or twin-tube retain passive damping capabilities for
sufficiently to enable a Lexus LS 400 to damper at each suspension corner. Each extreme inputs that exceed the system’s
leap over a 2-by-6 lying across the road. At 48-volt electric pump pressurizes one cancelation abilities.
the time of that impressive demo the Bose side or the other of the damper piston The system has been under
Corporation had been quietly working on and drives the wheel down into a pothole development for five years, and dozens
the concept for 24 years. or pulls it up over a bump. As was the case of prototype vehicles are currently
Ten years later the technology finally with the Bose suspension, the pump then undergoing durability and extreme-
came to production … scaled down by regenerates much of the electricity it just weather testing at sites around the world.
a fifth as a vibration-canceling seat expended as gravity, or spring energy It will enter production in two years on a
suspension for long-haul trucks. Then drives the fluid back through it during (human-driven) electric vehicle from an
in November 2017 came word that rebound. Hence net power consumption as-yet-unnamed company—probably one
a Boston-area automotive tech firm from the vehicle remains modest, though with a forward-thinking boss enamored
called ClearMotion had purchased the ClearMotion isn’t talking specifics yet. of disruptive technologies.
rights from Bose for all its ride-related Four driving modes are programmed: The initial application of this so-called
technology. Might Amar Bose’s lifelong performance mode (max pitch and “proactive suspension” will not employ
dream of cars riding on electrons be roll resistance), compromise mode forward cameras to directly measure
poised to come true? (smooth ride with moderate pitch/roll the road surface. Instead it will rely on
Not exactly. But ClearMotion’s goal management), magic-carpet ride, and extremely quick accelerometer sensing
is the same. Founder and CEO Shakeel one that mimics total passive shocks of wheel motions and fast-reacting
Avadhany believes the demand for (to demonstrate how bad old cars (5 milliseconds) controls. Adding
smooth ride quality is about to spike. road sensing will improve system
That’s because, as I noted last June, when ClearMotion suspensions will effectively performance.
autonomy makes everyone a passenger,
staring at smartphones (or one another)
“fingerprint the road surface,” measuring Another intriguing aspect of
the system: Working with partner
irregularities and sharing the data to plot Bridgestone Tire, ClearMotion
the smoothest course between bumps. suspensions will effectively “fingerprint
the road surface,” measuring surface
irregularities, puddles, ice patches, etc.,
pairing this info with high-accuracy GPS
data, storing it to the cloud then sharing
it with vehicle-to-vehicle applications,
using it to plot the smoothest course
between bumps, and “remembering” how
deep to press the tires into each pothole.
ClearMotion aims to offer the ultimate
digital ride experience from tire contact
patch to seat in everything from
passenger vehicles to commercial and
agricultural equipment. The Bose seat
suspension will isolate ride inputs on
vehicles with the stiffest springs. I look
forward to channeling the spirit of Amar
Bose and assessing this system against
Audi’s electromechanical AI Active
Suspension on the A8 and a Mercedes
DIGITAL CORNER MIT grad Avadhany’s active damper idea drew $120 million in funding and hits production soon.
electrohydraulic system that’s coming on
the next GLS- and S-Classes. Q
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They Say...
Britta SeegerBritta Seeger is a relatively
BOARD OF MANAGEMENT,
DAIMLER AG
of our dealerships. The format can evolve

new member of the Board Interview over time, and we are doing this already.
of Management of Daimler
AG, but being responsible for In terms of getting the right product, are
marketing and sales of Mercedes-Benz there gaps you’d like to see filled? We have
cars on a global level is a key rung on the an excellent product lineup coming. We
corporate ladder. It was held by Chairman are enhancing our lineup for the compact
Dieter Zetsche and by Ola Källenius, cars, launching them globally, and we have
who is viewed as Zetsche’s heir apparent. a strong lineup of SUVs coming. We will
When Källenius was promoted to oversee see a new C-Class.
research and product development in
January 2017, Seeger took over the post. AMG is so strong it could almost be more
Previously, she ran operations in Korea standalone, like Porsche … It is absolutely
and Istanbul and held positions in parts, connected to Mercedes. It has its own
service, and after-sales operations. We footprint. It stands for performance, so
caught up with her at the L.A. Auto Show. it has its own branding, but it’s strongly
What is your strategy, and how have you

The majority of our work linked to Mercedes. You cannot take it off.
changed in the job? Imagine where I is to continue to build Is there room to expand AMG further? In
started. We had just concluded 2016 when
we were No. 1 in the premium brand on the strengths.” the U.S. we’re overwhelmed with how the
customer sees our new products, and we
segment again, so it’s not about change will further enhance and further enlarge
for the sake of changing. It was more, enced by new players in our private lives. our product offense. Whether double-
“What is the strength that brought us to You cannot continue to have the same digit growth—again I don’t know, but we
where we were at the end of 2016, and customer experience as in the ’70s in the will see further growth.
how do we further evolve?” This is what automotive industry. So we have to live
we have done. The majority of our work up to the expectations of our customers— Is Maybach moving along at the pace you
is to continue to build on the strengths. online, offline, and retail. wanted? Yes, absolutely. China is the
We identified some topics where there are biggest market followed by the U.S. then
things that aren’t done. Our concentration You still need the dealer and test drive, but South Korea. I was in South Korea when
is on best customer experience, talking to do you need the dealership? Yes. Maybe in we launched Maybach. I was surprised.
the customers, receiving their feedback, 10 or 20 years with autonomous driving The people were so thrilled.
interacting with them. it will be different, but I think for the
personal interaction for the customer Do you need more Maybach products?
Customer experience is becoming an who wants it, the essence of what we have We’d love more. Maybach follows certain
industry trend, especially in luxury markets. in our network is the dealer. In Europe, rules. It should be the ultra-luxurious
Yes, the customer currently has so many we’re having discussions with our dealer approach. It’s not a mass product, so
different influences in what they expect body about how it’ll evolve over time and we are investigating currently where to
in their experience of the brand, influ- what are the changes we need to accom- extend the Mercedes-Maybach brand.
modate the digital journey.
How much halo effect comes from Project
How do you see it evolving? One? I think that it underlines the
I think as a contact point technological leadership that we have
the dealer is still very with Formula 1, and yes, absolutely, it has
important. If you look in the a halo effect. We are making Formula 1
business world at the busi- technology street-legal. It has a big effect
nesses that have a strong not only on AMG but on the whole brand.
presence online, what is
their next move? They are Are you going to buy one? They are
moving into physical retail already sold out.
because you can’t do this
without it. This is why we Did you get one? No.
Britta Seeger unveils Maybach’s latest at the 2017 Geneva show.
are building on the strength Alisa Priddle
3 .18 TREND
REARVIEW Do you hate your detector?

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READERS’ THOUGHTS ON PAST ISSUES

The counterintuitive results from A to B. When you own a car, you’re
of car-sharing more likely to use it for every foray you
I just read (and reread) Mark Rechtin’s make outside your home. When you don’t,
article “The hidden benefit of ride- you use car services only when a car is the
sharing,” and I’m struggling with the best option.—Ed.
math. He claims “more car-sharing
means fewer cars on the road,” and he Mismatched engines and tires
implies that it will help minimize traffic I read this article (“No Man’s Land,”
jams. It seems to me, however, that this December) with interest as I wished to
doesn’t make sense. If I, for example, provide my soon-to-graduate son some
need to go to the store, I can drive my guidance on a suitable new car that
own car from home to the store and then would best meet his needs. As an owner READERS ON LOCATION
back home, a two-way trip. Or I can call of a 2013 Subaru Outback (love the car!), BRETT WEINMAN lugged his copy of
a car-sharing vehicle who drives to my I was pleased to see that the Crosstrek Motor Trend to the ends of the Earth ...
house, then to the store, then back to my was picked as winner versus the Nissan literally all the way to the South Pole.
house, then to wherever they need to go Rogue Sport and the Jeep Compass Weinman, of Chesterfield, Missouri,
next. That seems like a four-way trip to Trailhawk—all good. That said, I am is seen here at the base camp in Union
Glacier, Antarctica. Weinman says he’s
me, doubling the cars on the road. I can mystified by the comments regarding
been an avid reader and car enthusiast
see where car-sharing can keep cars out the Crosstrek, and I quote: “More so since he was 8 years old. Thanks for
of garages and parking spaces but not off than the Jeep or Nissan, the Crosstrek is checking in, Brett! Stay warm.
of the road. What am I missing? practically begging for more power.”
DALE STEEN Then I look at the test results, and
MANHATTAN, ILLINOIS almost all acceleration data favors the on paper, but it doesn’t feel it—basically
As strange as it sounds, the study’s claim Subaru. In comparison to the other two because of the way power is delivered
actually does hold some water. The reason? vehicles, there is no comparison. via its CVT. All of these crossovers are
Those who forgo car ownership don’t rely What were you trying to convey in the frustratingly underpowered, but when it
on ride-hailing and car-sharing to replace sentence quoted above? comes to the Subaru, you can feel in the
all mobility needs. Instead, those services BRUCE JACKSON way it drives that it can handle a good
act as a smaller supplement to an overall VIA EMAIL deal more. An additional 50 hp would
package that includes mass-transit, The numbers don’t really tell the whole drastically improve the car’s power-to-
pedestrian travel, and other ways to get tale here. The Crosstrek is the quickest weight ratio, likely improve fuel economy,
make it more fun, and give you that extra
FOR THE GARAGE MAJAL power you need to safely merge or pass on
the freeway.—Ed.
I read that, against the Jeep Compass and

Nissan Rogue in the same test, the Subaru
Crosstrek actually did quite well. I find this
fascinating, mainly because of its 18-inch
Falken tires, which couldn’t have worked
very well with its 17-inch aluminum
rims. Did you have special machinery to
assemble them? If you did, I would be very
interested in reading about it! Thanks for
giving me something to smile about.
JOE STRICKER
VIA EMAIL
Frank Markus recently scheduled an
2018 BEST DRIVER’S CAR CALENDAR interview with Dr. Jan Benes at the CMDF,
We know most of you mark time on smartphone apps. But a wall calendar is a beautiful but communications issues have delayed
thing—especially when its subject matter consists of our field from the Best Driver’s Car the conversation. We’re working to get the
competition. For the first time, we offer a premium printed 24-by-12-inch heavy-stock
story out and should have a full rundown of
calendar, which will look great in any garage or cave. As it represents 12 pieces of artwork,
the technology soon. It’ll be fantastic. (The
it is price-appropriate at $50 (including shipping for continental U.S.).
Crosstrek 2.0i Limited has 18-inch wheels.
Orders can be placed through MotorTrend.com/calendar. Good catch.)—Ed.

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FIRST LOOK | Lexus LF-1 Concept SUV EXCLUSIVE!
RESHAPING THE
LEXUS CREATES A NEXT-GENERATION FLAGSHIP—AND IT’S A CROSSOVER
It’s a balmy December renderings, scale models, paint samples, “It’s so hot. It’s so hot. Look how hot
morning. I’m standing in an interior fabrics and materials, and a full- it is,” he exclaims. He is quite literally
L.A. photo studio and bearing size clay model. Now, with their collec- hopping up and down, unable to contain
witness to the Lexus LF-1 tive work effort starkly posed in front of his elation.
concept. This is the first time anyone has them, the group is speaking in hushed, The normally composed Cartabiano is
seen the tangible, functional, completed almost reverential tones. justifiably adrenalized. To call the LF-1
evidence of Toyota’s styling team’s efforts Suddenly, in a fit of enthusiasm, Ian merely a departure for the traditionally
since it returned from the specialty-car Cartabiano, Calty’s chief designer and conservative Lexus brand would be an
fabricators at Sivax. the overseer of the exterior design of the emphatic minimization. The look of the
For more than a year, the 11-member LF-1, spontaneously grabs my shoulders LF-1 is more athletic and dramatic than
Calty team pored over sketches, and gives them a manly shake. the current LS and LC but has none of
COVER
STORY
To call the LF-1 merely a departure for the traditionally

conservative Lexus brand would be an emphatic minimization.
SUV
the gratuitous wackiness of RX and NX.
The bold styling represents Lexus’ new
design direction—which the automaker
describes as “brave, courageous, provoca-
tive, and imaginative.”
So let’s get to the critical question: Just
how realistic is this concept?
There are fanciful but impractical
concept cars built to stir the creative and
strategic juices within a car company Then there are concept cars with more
but that won’t (or can’t) be suitable for production intent. Their design might
production. Some small element of the stretch the public’s idea of the brand, but
design might surface on a showroom they’re meant to give a tantalizing taste of
vehicle in a decade or so. what is to come in the near term.
The Lexus LF-1—to be unveiled at the
Words Mark Rechtin 2018 North American International
Photographs Auto Show in Detroit—most definitely is
William Walker
grounded in realism.
“This will not be a stretch to build,”
Calty president Kevin Hunter says.
“The reality is, we could use this in our
lineup right now. This is a category we’re
desperate to be in. So why waste time?” CALTY CHIEFS Ian Cartabiano (left) and Kevin Hunter
walk this reporter through the design process for the
LF-1, including its numerous clay modeling exercises.
SPINDLE GRILLE Calty designers strived to

make the Lexus LF-1’s front fascia appear
integrated into the body structure. MARCH 2018 / MOTORTREND.COM 35
FIRST LOOK | Lexus LF-1 Concept SUV
This is a startlingly straightforward past the B-pillar, severely hindering

answer from an automaker whose headroom and ingress/egress for passen-
communications typically traffic in gers. But that look is already played out.
nuance. In short: If you like it, Lexus will Instead, the LF-1 maintains a consis-
build it. tent roofline without looking like a box
The LF-1 indicates that Lexus is on wheels. To provide performance
changing to meet consumer preferences. credentials, the LF-1 carries a stretched
No longer is a sedan or coupe perceived hood and a long dash-to-axle ratio. The
as the logical starting point for a flag- proportions have the sleekness of a raised
ship. Given the soaring demand for SUVs wagon, more than a squished crossover. Lexus designers were urged to accom-
and crossovers, it is clear that Lexus is If it sat any lower, it could almost be plish the mission of “transforming
presenting the LF-1 as the luxury brand’s mistaken for a hopped-up station wagon. function into emotion, performance into
new elite vehicle. The production version of the LF-1 passion, technology into imagination.”
You read that right: A production LF-1 will benefit from the flexibility of the “We wanted to redefine the Lexus
could supplant (or supplement) the LS as GA-L platform; the LF-1’s wheelbase and design language,” Cartabiano says. “We
Lexus’ top dog. overall length splits the dimensions of wanted something organic and sharp—a
the LS and LC. It’s 3.0 inches taller and flowing, beautiful structure controlled by
THE EXTERIOR 3.5 inches wider than the LS, too. The edges, not just edge, edge, edge. ”
Using Toyota’s GA-L platform—which platform also allows the LF-1 to carry 8.5 Anyone who has seen Lexus’ angular
also underpins the flagship LS sedan and inches of ground clearance. Its structure production crossovers of late—such as
LC coupe—as its base, the LF-1 design is versatile enough to accommodate the NX or UX—can immediately under-
interprets a sports car through an SUV gasoline, hybrid, electric, and fuel cell stand Cartabiano’s thoughts on the evolu-
lens. Granted, Lexus is not alone with this powertrains. tion of the brand’s design.
creative brief, but the LF-1 might be the Some rumors had pegged the LF-1 as a One key indicator of the new look is the
most imaginative iteration to date. three-row crossover, but Hunter believes flare that grabs the LF-1’s front wheel.
Traditionally, to create a sporty vibe for a two-row flagship makes for “a more The fender construction, as the A-pillar
a crossover, designers have aggressively personal driving experience.” dives into and away from the hoodline, is
sloped the roofline downward as it carries “Lexus doesn’t have 100 years of
heritage and baggage to deal with,”
Hunter quips, throwing some shade at
the competition. “As a young brand, it’s
better to change and shift gears to satisfy
market needs.”
Although it’s the stuff of
motivational posters,
SIDE-VIEW CAMERA It might not make it to
production, but the idea of blind-spot video
flanking the instrument panel is novel.
The structure is a thing of beauty, one giant scalloped arc

36 MOTORTREND.COM / MARCH 2018 and muscular swoop that leads all the way down the body side.
intricate and complicated. If this vehicle The final creation is a hood with severe
indeed goes to production, a battalion cutouts that feed directly into the grille
of manufacturing engineers will curse and make it appear to be an integrated
Calty’s name. But the structure is a thing part of the vehicle’s structure. In the final
of beauty, one giant scalloped arc and design, the grille almost vanishes, looking
muscular swoop that leads all the way more like negative space between floating
down the body side. front fenders. As for the grille pattern
As sketches evolved into early-stage Speaking of pain and suffering, itself and the Lexus badge’s location in
scale models, an additional rib resided perhaps the most polarizing aspect of it, Cartabiano described it as having the
below the flare, low down on the doors. Lexus’ design of the past decade is the appearance of a magnet dropped into a
But the doors then had an alternating brand’s signature spindle grille—dubbed pile of metal filings.
round-flat-round-flat shape that was too “Predator” by critics who call out the A stylish touch, which might not reach
busy, Cartabiano says. The LF-1 called for Schwarzenegger alien movie as a refer- production, is the glass roof that appears
simplicity without looking slab-sided. ence. And don’t the Calty designers know to flow all the way through the tailgate
The wheel flare and body side designs it. Part of the problem is that, in past hatch. There’s a separation to the glass,
went through myriad iterations during applications, the grille has looked tacked of course, so the tailgate can open. But
their creation. “Some of the early models on, almost a graphical afterthought. instead of a solid roofline connecting the
were not sophisticated or premium- During the LF-1’s design development,
looking,” Hunter notes in his typical Lexus chief branding officer Tokuo
deadpan delivery, right in front of the Fukuichi and Lexus International presi-
design team. “Ouch,” Cartabiano says. dent Yoshihiro Sawa challenged the Calty
Hunter continues in order to salve the designers to define what the grille really
burn: “Then it became more fluid, more meant to the brand. This led to a month
harmonized. A new space. It was a cool of resketching the upper half of the
sketch, but getting it to the finishing spindle in various proportions in order to
point is another thing. It was a roller determine how the spindle would inte-
coaster of pain and suffering.” grate with the LF-1’s headlights and hood.
SPOILER ALERT These trailing

wings help define both the
roofline and the rake of the
D-pillar on the Lexus LF-1.

FIRST LOOK
D-pillars over the roof, sheetmetal wings

splay off the hatchback. Even that deci-
sion—whether the wings should follow
the roofline or descend to follow the
angle of the D-pillar—was the subject of
extensive rendering and modeling.
The placement of the Lexus badge SAMPLE SIZE Light boxes were used to test The front seats have been designed
variations of interior illumination dots for
below the hatch-opening split rather the Lexus concept; paint swatches were to appreciate the different mindsets
than above it was the subject of lengthy applied to scale-model cars. of their occupants. The driver’s seat
debate. The look provides a clean line and surrounding area is cockpitlike,
across the back of the vehicle, but the Calty. The full-size clay model was the immediate, serious, and engaged with
badge is located lower than some might test palette for an eye-fuzzing patchwork “compressed energy,” says Ben Chang,
be accustomed to. of shades, hues, and variations of metallic, the LF-1’s chief interior designer. Even
There are many height and mass issues satin, chromatic, and gloss finishes. the center console and infotainment
to consider when designing an SUV, Coming up with a paint color took the system are canted toward the driver—
Cartabiano says. The placement of the most time—literally, months—of any as they would be in an exotic sports
taillamps can alter the perception of an part of the concept, Hunter says. “I can’t car. Meanwhile, the passenger seat is
off-road vehicle versus a pretend off-road remember this much debate on color on spacious, restful, and relaxed.
vehicle. By designing a sporty vehicle, the any other car we’ve done.” And although a Chang uses the Japanese word omote-
location and shape of the taillamps must satin look would pop from certain angles, nashi, which translates into “anticipating
be as sleek as the rest of the car. Hunter says it would go “completely the needs of your guest,” to describe
Then there’s the paint, which must be dead” as the color and reflectivity the feeling Calty wanted from the LF-1
seen to be believed. It’s a copper-meets- changed from another angle. interior. It also happens to be a national
rose-gold that was custom developed by Wendy Lee, Calty’s chief designer for slogan for the upcoming 2020 Tokyo
color and trim, says the final version Olympics. As Hunter puts it, “Everything
allows light to be diffused and reflected, revolves around the user experience.”
as if off the ocean. “It gives it a mystical, Such hospitality is apparent as the
exotic, romantic feel.” driver approaches the vehicle and the
front fascia engages in an LED lightshow
THE INTERIOR that flows like lava. Then, as the driver
When vehicles are designed for produc- enters the vehicle, a galaxy of pinprick
tion, the exterior styling usually remains stars illuminates and flows through the
relatively static between concept and center console and door panels.
final vehicle. But the interiors can include Calty designers created an array of
wild reaches of the imagination. We can sizes, shapes, patterns, and light diffu-
only guess which of these LF-1 ideas sions for the pinprick holes in order to
might reach production. find the right balance of mystical and
COMMAND VIEW
The Lexus LF-1’s minimalist
cockpit is driver-oriented with
all controls close at hand.

FIRST THING YOU DO:
NEVER SETTLE FOR 2 ND
A L FA R O M E O U S A .C O M
©2017 FCA US LLC. All Rights Reserved. ALFA ROMEO is a registered trademark of FCA Group Marketing S.p.A., used with permission.
FIRST LOOK | Lexus LF-1 Concept SUV The LF-1 design team (From Left to Right)
Ian Cartabiano, exterior chief designer
Kevin Hunter, Calty president
Wendy Lee, color and trim chief designer
Yohaan Nanji, creative designer (exterior)
Shin Kamiura, creative designer (exterior)
Ben Chang, interior chief designer
Not Pictured
Sean Yoo, senior creative designer (exterior)
Aaron Park, senior creative designer (interior)
Fero Tobak, creative designer (exterior)
Mona Beattie, senior creative designer
(color and trim)
Takeshi Tanabe, director of coordination
systems being developed by Toyota’s

advanced research team. A lidar provi-
sion is built into the headlight system.
Cartabiano says that even the bumper
lines were conceived for production
engineering purposes. The door latch
mechanism is pulled straight from the LC
coupe. “We even used Michelin 22-inch
“We need this. Sooner would be better,” production tires.”
welcoming, Lee says. Meanwhile, the Hunter says. “There’s a lot of excitement Some intricacies—such as the side-
undersides of major interior surfaces and enthusiasm. It helps when you have a view cameras projecting images onto the
illuminate with ambient sublighting design target.” fully digital instrument cluster—are for
shaded in “Lexus Blue”—a cobaltish color The LF-LC concept coupe from 2012 concept, not production. Other ideas: To
between violet and blue. was planned as a design exercise, nothing make more room in the center console,
But if Lexus really wants to be hospi- more. After a rapturous reception in the actuators for park, reverse, and drive
table, it needs to update its much-derided Detroit, Toyota’s board moved to turn are located at the base of the steering
touchpad infotainment interface. In this the concept into reality. But it took four wheel hub. And activating Sport mode or
case, the LF-1 uses a simplified tracer years from its Detroit unveiling to reach various AWD modes can be accomplished
with numerous shortcuts to decrease the Job 1 production. After all, you can only with gesture control rather than having
amount of driver distraction. move so fast when you are starting with a to push a button.
The LF-1 back seat features captain’s fantasy—especially one with dimensions Although none of the Calty executives
chairs identical in comfort and style to nowhere near what would be required for would give an explicit time frame, given
those up front—as well as similar info- the production version. past Toyota and Lexus product cadences,
tainment controls. Two in back could be By contrast, nearly everything about there is a strong chance the LF-1 could
a production option, but it seems pretty the LF-1 was designed with production be a reality as soon as 2021—if Toyota’s
obvious that a three-seat bench would be in mind. board hits the “go” button. Given the
the main build. The GA-L platform allows for multiple LF-1’s status as a counterpart flagship to
powertrain options—though likely the LS and LC, pricing would likely start
PRODUCTION PLANS rolled out in stages rather than simul- around $75,000.
How soon can we expect to see the LF-1 taneously. GA-L also was created to be “If the reaction is positive,” Hunter
on the road? compliant with self-driving, either with says, “we could move this into the Lexus
the Guardian or Chauffeur self-driving production design system right away.” Q
COMING SOON?
Calty designers used Lexus’
GA-L platform as the LF-1’s
base to make the concept’s
leap to production easier.
Lexus LF-1 dimensions Wheelbase 117.1 in Length 197.4 in Width 78.2 in Height 63.2 in Ground Clearance 8.5 in

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and some fasteners. Although the gas
WELCOME
powertrains mostly carry over, the
Pentastar V-6 and Hemi V-8 employ new
eTorque starter/generators that store
deceleration energy in a 0.43-kW-hr
battery pack. The energy is then fed to the
WAGONS
powertrain to optimize fuel economy—like
helping sustain a cruising speed without
downshifting or reverting from four- to
eight-cylinder mode.
More than 40 shift maps allow the
eight-speed auto and the eTorque motors
RAM LOOKS TO LURE MORE FIRST-TIME to cooperate to wring every mile from a
TRUCKERS WITH LUXE, EFFICIENCY. gallon of gas. The V-6’s water-cooled unit
contributes 12 hp and 90 lb-ft; the V-8’s
Since its 2009 model-year strongest chassis, and class-leading 0.357 is air-cooled and delivers 16 hp and 130
launch, the current Ram has Cd aerodynamics. Will this be enough to lb-ft. These motors start the engine in 0.55
increased its share of the continue attracting new blood in the face second after an auto stop and are used on
full-size truck market from of a refreshed 2018 Truck of the Year– initial starts except in cold conditions,
16 to 22 percent. Half-ton pickup buyers winning Ford F-150, the forthcoming when a conventional starter does the job.
are fiercely loyal, but as the pickup truck all-new Chevy Silverado/GMC Sierra duo
segment has grown out of its post- expected in 2019, and a renewed Toyota
recession doldrums, more first-time Tundra arriving shortly thereafter?
truck buyers are coming into the market. Let’s start with what’s not new: the
It makes sense that the truck with the interior window switches, the
most carlike ride might attract unbiased pickup box floor stampings,
folks moving out of cars or crossovers, so
for 2019 Ram is amping up the comfort,
efficiency, and luxury of its 1500 models to
keep those newcomers coming.
Headline upgrades include 48-volt mild
hybridization, a claim to the longest and
Words Frank Markus
DOOR BUSTER Chrome bumpers are retained

because some farmers push open gates with them.
42 MOTORTREND.COM / MARCH 2018 Parking sensors hide discreetly in black trim.
2019 Ram 1500 | FIRST LOOK
Two more novel fuel-economy boosters:
A heater/cooler for the rear differential Other chassis upgrades include a novel
oil in rear-drive trucks enables the use upper control arm made of reinforced
of lighter-weight lower-friction oil, and a nylon molded around a steel stamping.
pair of active mass dampers on the frame It doesn’t save weight, but it efficiently
cancel vibration so the Hemi can lug a adds the strength needed to permit a
bit more in cylinder deactivation mode 22-inch wheel option on 4x4 models.
without anyone feeling it. The ultimate SHIFTY Some 40 transmission shift schedules New frequency-response dampers from
help eTorque motors maximize fuel efficiency.
fuel-saver, an EcoDiesel V-6, arrives Hitachi—a Ram-exclusive feature—
later in 2019 but without eTorque mild splay outward to capture small-offset greatly improve ride quality, especially on
hybridization. crash forces. Despite a 4-inch wheelbase high-frequency chatter bumps. (Rebels
Let’s talk chassis: The new 98 percent stretch (to a claimed longest in class), still get off-road-optimized reservoir
high-strength-steel ladder frame features the new frame dropped 100 pounds for a shocks.) New variable-rate rear coil
a taller, narrower boxed cross-section that 17 percent weight savings. Max payload springs help comfortably shoulder heavy
improves bending strength. Octagonal- increases by 420 pounds to 2,300, and loads without bottoming out.
section front frame-rail extensions are towing capacity increases from 10,650 to Off-road options include an electronic-
mandrel-bent and welded into that shape 12,700 pounds. (That beats Chevy, Nissan, locking rear differential and unique
from tailor-rolled sheet steel that varies and Toyota but falls short of Ford’s 3,270 rear-axle-locating geometry to raise the
from 3 to 2 mm thick going forward to and 13,200 ratings.) coil-spring suspension’s ride height by
ensure they crumple. These octo-rails an inch. This becomes standard on the
Rebel, lowering the entry cost relative to
COVER the 2018 model with standard air ride.
Upsizing the base wheel from 17 to 18
STORY inches allows the front brakes to grow
from 13.2 to 14.9 inches in diameter,
shaving a claimed 7 feet from the 60–0
stop. (We’ve measured 122 to 138 feet.)
That claimed class-leading aero
figure—a 9 percent improvement over
Max payload increases to 2,300, and towing capacity increases to 12,700 pounds.
That beats Chevy, Nissan, and Toyota but falls short of Ford.
FIRST LOOK | 2019 Ram 1500
BIG-SCREEN UCONNECT
Ram introduced 8.4-inch touchscreen
infotainment to the pickup world, and now
it’s doubling down with a portrait-oriented
12.0-inch screen that works like two of the
old screens, only brighter and sharper. How
bright? 1,000 candela per square meter.
Recent iPhones manage only 625 cd/m2. And
at 1,280 by 800 pixels, it about matches the
iPhone 8’s Retina HD display for resolution.
Not surprisingly, this tablet doppelganger
functions much like a tablet, supporting
pinch-to-zoom and the ability to move
frequently used app buttons to the home
row at the bottom. As in a Tesla, you can
view the map, audio, or other content in full
screen or opt to split the screen with any
choice of content on the upper and lower
halves of the screen.
Another cool feature is expanded SiriusXM
functionality including On Demand content.
This allows you to listen to archived shows
or stream your favorite team’s game from
a home-team station. You can also pause
streaming content of any type and resume it
on your smartphone or home system (where
you can ask Alexa to resume it). Better still,
your onboard cellular Wi-Fi link can seam-
Ram parts with some storied design icons. Gone is the crosshair lessly switch to the online stream if you drive
into a tunnel or skyscraper jungle and lose
grille, and the ram’s head logo gets a more angular look. the satellite stream. Uconnect gets exclusive
access to these features for a year. FM

ROLL-TOP The Ram’s upper glove
box lid disappears up into the dash
in fully damped motion. The insides
of both glove boxes are flocked
to keep things quiet in there.
Also note the Limited model’s
console-lid embroidery.

appearance packages are available across
nearly all of the lower price classes
instead of occupying a single rung on the
price ladder. Speaking of ladders, a motor-
ized running board is now available.
New electrical architecture brings
all the expected safety gear, including
available adaptive cruise control with
forward collision warning, lane depar-
ture warning, lane keep assist, blind-spot
detection with trailer sensing, and a
360-degree camera view. Parallel and
perpendicular parking assistance is
COOL RUNNING To squeeze every mpg of travel out of each offered; trailer-backing assistance is not.
gasoline molecule, thinner axle lube is used on RWD trucks, and
it’s warmed and cooled to ensure it can safely tow 12,700 pounds. Ram expects best-in-class safety ratings.
Interior space, comfort, and noise levels
the current generation—is due primarily grille, replaced by seven designs featuring will all take a big step forward in 2019,
to a new active front air dam that lowers a revised Ram wordmark in the center, we’re assured. On crew cab models, the
2.7 inches at speeds above 35 mph and most of which are offered in multiple aforementioned 4-inch stretch amounts
rises again below 15 mph. It’s standard finishes. The ram’s head logo, which dates to an extra inch in the front and rear
on all coil-sprung Rams except Rebels to 1981, is now a more angular look and doors plus 2 inches behind the rear door.
and those with the Off-Road package. adorns the tailgate of all but the Rebel (The eTorque battery and a subwoofer
Raising the sides of the bed by 1.3 inches model, which retains the giant wordmark. reside behind the rear seat.)
and sculpting a vortex-generator into The low-fender/high-hood big-rig look The rear floor is now completely flat
the center of the trailing edge of the is only hinted at—the fender gets taller and features four tie-down rings and
roof to manage airflow over the truck and narrower and the hood bulge widens. in-floor stowage bins that are enlarged
helped considerably (and gave Ram the Oh, and those tacked-on fender flares to fit the receiver drop hitch. The seat
largest standard box capacity). The HFE that adorn more than half of all Rams bottom flips up as before to facilitate
fuel-economy-special model adds flatter, are tacked on more robustly to reduce carrying large items indoors. Beneath
smoother wheels and air-damming car-wash warranty claims. And hallelujah! it is a 1.4-cubic-foot storage area (twice
running boards that span between the Ram has ditched the metal mast radio as big as before) that can now accom-
front and rear tires. antenna most pickups still employ. modate rifles or fishing rods. On upper
Another 100 pounds came out of the Six price classes plus HFE are now trim models, the rear cushion can slide
body, thanks to clever hydroforming of offered: Tradesman, Big Horn, Rebel, forward 3.1 inches, reclining the backrest
the front upper crash rails and tailgate Laramie, Longhorn, and Limited. These 8 degrees in the process. The entire center
surround structure and use of aluminum are amply differentiated, thanks to third of the seat back folds down as an
for the hood and tailgate (the latter saving three headlamp and taillamp designs, armrest and cupholders, forming both a
15 pounds). Speaking of the tailgate, it the aforementioned array of grilles, 15 more comfy armrest and a better third-
offers electric release, a tailgate-ajar wheel designs spanning 18-inch steel passenger backrest.
warning, damped lowering from any through 22-inch aluminum (all of which All of the price classes look classier,
height, and assist with lifting. Added now attach with six bolts, up from five), with even the cloth or vinyl-lined
content like this conspires to limit net and the choice of chrome, blackout, or Tradesman variants getting some
weight reduction to about 130 pounds— body color for various trim pieces. Also contrast stitching and a 3.5-inch color
not bad for a cab body that’s said to new: Sport (body color trim) and Black driver-information screen in the cluster.
measure roughly 4 inches longer and a
half inch wider and lower.
Ram is parting with a few storied design
icons for 2019. Gone is the crosshair

INTRODUCING
THE FIRST-EVER
LEXUS LC 500
WHAT STARTED AS PURE CONCEPT,
LAUNCHED A NEW ERA OF
PERFORMANCE AND DESIGN.
The LC 500 is a collection of visionary ideas. 10-speed Direct-Shift
transmission. Near-perfect weight distribution. An innovative suspension
system that defies conventional logic, accommodating aggressive 21-inch
wheels* within a ground-hugging profile. The LC is also an uncompromising
approach to design. Although the first seat design was technically perfect,
it was the 50th prototype that had the exact fit and feeling to complement
the unique LC driving experience. This intense dedication to craftsmanship
and innovation results in a level of refinement you’ve never felt. A sound
you’ve never heard. And a feeling you have yet to experience. Introducing
the first-ever 5.0-liter V8 Lexus LC 500 and Multistage Hybrid LC 500h.
Experience the future of Lexus. Experience Amazing.
lexus.com/LC | #LexusLC
Options shown. *21-in performance tires are expected to experience greater tire wear than conventional tires. Tire life may be substantially less than 20,000 miles, depending upon driving conditions. ©2017 Lexus
FIRST LOOK | 2019 Ram 1500
These bench-seat models get a three- Three touchscreen systems are with room for purses or laptops (which
point center front seat belt for 2019. Big offered—two 8.4-inch versions and a fabu- can be plugged into a 110-volt outlet—
Horn models add the option of two-tone lous 12.0-inch one. Wi-Fi is served up by a there’s another in the rear and one in the
interior trim. Rebels get red anodized dedicated SIM card with a 12-month “free optional deeper cargo Ramboxes). There’s
trim and other red accents, seats with trial,” and there are five USB ports—four also a sliding lid with cupholders and a
inserts patterned after its new Goodyear use a Type C format slot (FCA will be first shallow stowage bin.
Wrangler DuraTrac tire tread, and a to market with this), and three can send The steering wheel now telescopes
larger 7.0-inch info screen in the cluster. content to the Uconnect system. and tilts, the pedals still adjust for reach,
Laramie leather seats get suede bolster The front console offers a mobile device and the front power seats now feature
inserts, and Longhorn models add filigree docking slot with Qi wireless charging, four-way headrests and four-way lumbar
accents in the leather and wood trim. and in the rear of the console there are adjustment and can motor 0.8 inch lower
The Limited trim is what happens when two cupholders with a slot sized to hold a to better accommodate 10-gallon hats.
a company has no Imperial sedan to sepa- tablet at a comfortable viewing angle for As new truck launches go, this should
rate rich folks from big money. The wood rear-seat occupants. The center console be a smooth one; Ram production is
veneers have argent stripes laminated has a hanging file folder area in the back moving to the Sterling Heights, Michigan,
in, and there’s plenty of fancy embroi- plant vacated by the Chrysler 200. That’s
dery. Leather covers the dash, console allowed Ram to start production early and
sides, and seat backs, and the navy blue ramp up gradually. Considerable overlap
and “frost” two-tone leather treatment of the current-gen 2018 Ram is expected
would suit Aston Martin’s first pickup. from the nearby Warren plant, so we
These trucks reportedly offer more real should see a rich mix of fancy 2019 Rams
wood, leather, and metal trim than any alongside lots of 2018 Tradesman models.
other. And between acoustic-laminated If claims on the comfort, quiet, and
glass and active noise cancelation on all efficiency front pan out, we’re bullish on
models, Ram says this will be the market’s Ram’s likelihood of continued market
quietest truck. share growth. Q
TYPE-C Four USB 3.1 jacks support 4K
48 MOTORTREND.COM / MARCH 2018 video streaming and 100-watt charging.
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COMPARISON | 2018 BMW 740e xDrive iPerformance VS. 2018 Genesis G90 3.3T HTrac (Premium)
VS. 2018 Lexus LS 500 AWD VS. 2017 Lincoln Continental AWD (Black Label)
Words Christian Seabaugh Photographs Robin Trajano
WE TRY
HARDER Test cars for long enough, and
you’ll have a default answer
been the Mercedes-Benz S-Class. But
what if you want to stand out from your
nation to see which has the best shot at
challenging the Merc on its throne. And
anytime someone asks for fellow titans of industry in their everyday because most of this country doesn’t have
advice. Want a compact car? Newport Nissans? What if you shudder the cash (or credit) to easily part with
Get a Civic. An affordable sports car? at the thought of dropping 100 large on a six-figure sums, we set a rough $100,000
Miata. Want to survive the apocalypse? depreciating asset? price cap on our luxury sedans, with each
Land Cruiser should do the trick. Easy. luxobarge sporting six-cylinders (or fewer)
For decades, the default choice when WE HAVE YOU COVERED and all-wheel drive.
buying an executive luxury sedan has We assembled four Mercedes S-Class chal- Our appropriate setting for the test:
lengers from each major auto-producing The tony coastal environs of Palos Verdes
PRIME PARKING Pull up
in these one of these
four luxury sedans, and
you’re bound to get a
parking spot out front.
WHO HAS THE METTLE TO CHALLENGE THE MERCEDES-BENZ

S-CLASS AS THE BEST LUXURY SEDAN IN THE WORLD?
Estates, where you’ll quietly find one of THE CHALLENGERS toward increased electrification, it was
the greatest concentrations of wealth in The BMW 7 Series is the S-Class’ the right choice. Plus 14 miles of EV range
America. With views of the Pacific Ocean German archrival. Representing in a 4,700-pound limo is plain cool. Our
and Catalina Island looming offshore, Bavaria’s best is the 2018 740e xDrive lightly optioned 740e sneaks right under
the average home value is $1.9 million, iPerformance. Powered by a 2.0-liter our price cap, stickering for $99,845.
according to Zillow. From there, we would turbocharged I-4 paired with an electric There was a time when Lexus was
journey to Malibu, where the Hollywood motor, the 740e is an odd choice for seen as the new kid on the block chal-
elite sun and splash. Would any car not this test, given the rest of our field lenging the established German auto-
bearing a three-pointed star turn the heads is powered by twin-turbo V-6s. But makers. Nowadays, Lexus is part of that
of the landed and beached gentry? considering the segment is moving
BMW 740e xDrive The Bimmer’s interior looks great, but we question some of its
engineering choices. Maybe BMW should spend less time on Gesture Control and
give more attention to adding connectivity options and more comfortable seats.
Lexus LS 500 AWD The LS 500’s cabin hits most of the luxury car marks in that it both looks
and feels upscale. Unfortunately, the human-computer interfaces seriously detract from
an otherwise solid luxury experience. It’s time for Lexus to rethink the infotainment system.
establishment, and its fifth-gen LS is brand. Representing South Korea’s sole Representing the stars and stripes is
the best since the original. Sporting bold global luxury brand is the 2018 Genesis the 2017 Lincoln Continental AWD Black
styling to emphasize its confident stature G90 HTrac 3.3T. Taking the place of the Label 3.0. Wait, you say, why isn’t the
in the face of Europe’s best, our LS 500 Hyundai Equus, the G90 is a remarkable California-born and bred Tesla Model S
AWD tester costs around $103,000. effort at a luxury flagship, putting aside the American pick? After all, it is far and
Just as the original Lexus LS disrupted any questions as to whether the Koreans away the best-seller in this segment—it
the luxury car space in 1989 with can do more than just imitate. And even outsells the Mercedes S-Class. We
equivalent luxury to the Germans for a much like Lexus once did, the G90 takes reasoned we’d hold it back for a future
cut-rate price, Hyundai Motor is hoping a chainsaw to its competition’s price test with this comparison’s winner and
to do the same with its upstart Genesis premium by selling for $71,825. the S-Class. As for the “other” American
Genesis G90 3.3T HTrac (Premium) Now this is a nice place to be! Sure, the Genesis
G90’s black leather and brown wood thing isn’t exactly taking a design risk—it’s a
bit tired, to be honest—but everything you touch feels like a million bucks.
Lincoln Continental AWD (Black Label) The Continental’s interior is a breath of fresh air.
Our car, equipped with the white leather “Chalet” theme, made a great first impression up front
and in the “presidential suite” in back. We just wish it were screwed together a little tighter.
luxury car, the Cadillac CT6, well, it’s The luxury car experience can be the thoughtful touches such as executive
unimpressive, finishing third to the broken into categories: the drive and back-seat packages, massaging leather
Mercedes E-Class and Volvo S90 in its the experience. The drive is self-explan- seats, and metal door handles that click
last comparison. With no major changes atory—it’s all about how effortlessly a just so. It’s all about the things that make
to the CT6 since then, we thought we’d luxury sedan wafts away from a stoplight, the car—and you—feel special.
give the Continental, a proper flagship how quickly it gets up to speed, and how With that in mind, let’s dig in.
for Lincoln, a shot at glory. Our loaded confidently the car rides and handles.
Continental Black Label tester stickers The experience, on the other hand, THE DRIVE
for $79,780. If it’s more expensive than entails the lavishness of the cabin and With such similar powertrains, you’d
the Genesis, it must be pretty good, right? how it swaddles you in luxury. It’s about think that our competitors would drive
From a performance standpoint,
the G90 splits the difference between
the Lexus and Bimmer. The Hyundai-
sourced 3.3-liter twin-turbo V-6, sporting
365 hp and 376 lb-ft of torque, helps get
the G90 from 0 to 60 mph in 5.3 seconds,
TRANSITION The 740e’s motor provides smooth tying the LS 500, and through the quarter
acceleration until the turbo has time to spool up. mile in 13.9 seconds at 99.9 mph. The
Genesis can hang with the BMW in our
pretty much the same, but each has a damn near sports car levels of perfor- handling tests, too. It laps our figure eight
unique personality behind the wheel. mance. Its new 3.4-liter twin-turbo V-6 in 26.1 seconds at 0.72 g, just a tenth of
The BMW 740e is quite sporty, shock- makes 416 hp and 442 lb-ft of torque, and a second behind the Bimmer but at a
ingly so for a big sedan. Its 2.0-liter turbo- when combined with its new 10-speed higher g. The G90’s 60–0 performance of
charged I-4 and electric motor combine auto, it hustles the LS to 60 mph in 5.3 122 feet edges out the 740e by a foot.
for a middling 322 hp and 369 lb-ft of seconds and through the quarter mile Although the G90 is just a nose behind
torque, giving it the lowest power output in 13.7 second at 103 mph. Not enough the LS 500 at the track, it couldn’t feel
here. Yet this nearly silent sedan was the evidence for you? The LS 500 lapped our more different on the road. Everything
quickest of the bunch, thanks to smart figure eight in a test-best 25.7 seconds at about the Genesis G90 is as smooth as a
use of carbon fiber. It’s just 7 pounds 0.73 g, and it aced the 60–0 braking test Marvin Gaye ballad. Its engine and trans-
heavier than the lightest car in our test, with a 113-foot stop. mission are noteworthy for how effortless
the Continental. Add in short gearing of Driven back to back with the BMW, they make the process of driving.
its eight-speed automatic and instant-on Genesis, and Lincoln, the Lexus feels an Dip into the throttle, and the G90
electric torque, and the 740e acceler- order of magnitude sportier than the rest accelerates with pure elegance, with no
ates from 0 to 60 mph in 5.1 seconds of the pack. The new V-6 maintains the noise from the V-6 under the hood and no
and blows through the quarter mile in Lexus tradition of buttery-smooth revs, physical sensation of gearshifts, save for
13.6 seconds at 102.9 mph. Its handling with plenty of low-end torque, and the the tach needle’s swing. The G90 imparts
performance is second-best in the test, automatic happily shunts through its a sensation of calm capability. When
lapping our figure-eight course in 26.0 10 cogs in the background. However, if the roads get twisty, the G90’s steering
seconds while averaging 0.71 g. But its you ask for moderate or more accelera- isn’t as talkative as the Lexus’ or BMW’s,
braking performance brings up the rear tion from the LS 500, the V-6 struggles but it’s appropriate for the segment. Its
with a 123-foot stop in our 60–0 test. to move the 5,103-pound sedan, and the ride falls between the 740e and LS 500;
On our test loop, the BMW is a solid transmission’s shifts get harsh. it doesn’t have the BMW’s solidity, but
driver. The Bimmer’s electric motor gives The LS 500’s steering is much more it handles bumps both large and small
a helpful shove off the line. It’s possible new-gen and away from the numb appli- better than the Lexus.
to creep along in stop-and-go traffic in ances of yore. Sporty, direct, and with a The Continental brings up the rear—
the blissful silence that defines elec- stiffness that will be unfamiliar to the but not by much—in our instrumented
tric motoring. Even with its 9.2-kW-hr Lexus legions, the LS 500 is a good set testing. With the optional 3.0-liter twin-
battery depleted (6.5 is usable), the 740e of tires away from being a true canyon turbo V-6, exclusive to the Black Label in
feels more powerful than its specs would carver. Our test car’s air suspension the Continental lineup, churning out
suggest. But when the motors hand off sorted out big bumps but struggled with 400 hp and 400 lb-ft of torque and
duties to the engine, the tranquility is small, high-frequency bumps such as paired with a six-speed automatic, the
shattered as the gas engine fires up. “Lots the Botts’ dots that line California lanes. Lincoln needs 5.5 seconds to accelerate
of vibrations and unpleasant noises “We’re on new pavement here, and I’m from 0 to 60 mph and 14.0 seconds to
coming from the engine whenever it still getting lots of small vibrations from finish the quarter mile at 100.4 mph.
turned on or off—something I haven’t felt all the little bumps in the road you can’t Despite the inherent disadvantages of
in other PHEVs,” Motor Trend en Español see from the driver’s seat,” Evans said.
editor Miguel Cortina said.
Although its powertrain could use a
bit of fine tuning, the Bimmer’s ride and
handling is among the best here. The
740e’s steering is light and direct. The
suspension is as adept at minimizing
body roll on tight canyon roads as it is
eating up strips of the rotten cliffside
pavement eroding into the sea. “This
is how you do luxury sedan ride and
handling,” associate editor Scott Evans
said. “The little bumps barely register,
and the big ones are one and done. No
floatiness at all.”
Just like Republicans and Democrats
have effectively swapped ideologies over
the years, BMW and Lexus seemed to
have changed M.O.s. The Lexus LS used
to be soft and cushy, but now it offers up
COMPARISON
LOOKS GRAPE All four buyers might opt for the Continental if
of these luxury sedans not for such a harsh first impression.
look at home in the
heart of SoCal wine
country. Because it’s THE EXPERIENCE
a comparison test, we The other half of the luxury car equa-
had to pick winners
and losers, but each tion involves enveloping occupants in
one offers a strong comfort, sharp interior design, elegant
option in its own right.
tactile quality, and advanced features.
The Lincoln makes a great first impres-
Lincoln’s front-drive-based platform, the balance also seem tilted a bit too far sion, but like its drive experience, it’s a bit
Continental’s torque-vectoring all-wheel- toward the ragged end of the spectrum, inconsistent. Click open the doors with a
drive system helps the Lincoln hang with with a brittle, almost harsh ride quality, gentle pull of the window-line-mounted
the others in the figure eight, lapping the especially over larger impacts. The unex- door handles, and you’re greeted by
course in 26.1 seconds at 0.70 g. It has the pected sportiness does have one positive an art deco–themed cabin swathed in
second-best brakes of the group, needing trade-off, though, as all of us found the contrasting white and black leather and
119 feet to come to a stop from 60 mph. Conti fun in tight switchback corners. flamed wood. The cabin, the second-
Out on the road, the Continental could There is a cure to the Continental’s smallest by passenger volume, still feels
benefit from a bit of finishing school. harshness: Comfort mode, buried under refreshing and airy. Up front, the 30-way
There’s too much unnecessary drama five layers of menus on the instrument adjustable seats are supremely comfort-
and not enough finesse for what purports cluster. Defeating the default sportier able, and the back seat is Town Car
to be a luxury sedan. “For a brand that mode helps smooth out the Lincoln with spacious with reclining seats and an exec-
has officially eschewed sportiness, it’s a slightly softer setting of the Lincoln’s utive package for good measure. “It takes
trying very hard to be sporty,” Evans said. electronic dampers, smoother throttle you back to the era when the Continental
“The throttle tip-in is aggressive, and the input, and lighter steering. Yes, this had its golden years,” Cortina said.
engine is loud. It’s difficult to leave a stop is an automotive journalist asking an Little details matter in luxury cars of
without being thrown back into the seat. automaker to not make Sport the default this caliber, and the Conti doesn’t hold
It’s a powerful engine, but it feels like it drive mode. Comfort vastly improves up under our magnifying glass. The
hasn’t fully been tamed for the job.” the Continental’s driving experience. We cabin, already on the sonically louder
Unfortunately, the ride and handling can’t help wonder how many potential side in terms of exterior noise seeping in,
suffers from squeaks and rattles from the
fancy front seats and center console lid.
Switchgear, both up front and in back, is
also lacking the quality action and feel
that the rest of the group exhibit.

2018 BMW 740e xDrive 2018 Genesis G90 3.3T 2018 Lexus LS 2017 Lincoln Continental
POWERTRAIN/CHASSIS iPerformance HTrac (Premium) 500 AWD AWD (Black Label)
DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, AWD Front-engine, AWD Front-engine, AWD
ENGINE TYPE Turbocharged I-4, alum block/ Twin-turbo 60-deg V-6, alum Twin-turbo 60-deg V-6, alum Twin-turbo 60-deg V-6, alum
head, plus AC synchronous block/heads block/heads block/heads
electric motor
VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl
DISPLACEMENT 121.9 cu in/1,998cc 204.0 cu in/3,342cc 210.2 cu in/3,444cc 180.4 cu in/2,956cc
COMPRESSION RATIO 10.2:1 10.0:1 10.5:1 9.5:1
POWER (SAE NET) 255 (gas)/112 (elec)/322 365 hp @ 6,000 rpm 416 hp @ 6,000 rpm 400 hp @ 5,750 rpm
(comb) hp
TORQUE (SAE NET) 295 (gas)/185 (elec)/369 376 lb- @ 1,300 rpm 442 lb- @ 1,600 rpm 400 lb- @ 2,750 rpm
(comb) lb-
REDLINE 7,000 rpm 6,500 rpm 6,400 rpm 6,200 rpm
WEIGHT TO POWER 14.6 lb/hp 13.3 lb/hp 12.3 lb/hp 11.7 lb/hp
TRANSMISSION 8-speed automatic 8-speed automatic 10-speed automatic 6-speed automatic
AXLE/FINAL-DRIVE RATIO 3.23:1/2.16:1 3.54:1/1.97:1 2.94:1/1.76:1 3.39:1/2.51:1
SUSPENSION, FRONT; REAR Struts, coil springs, adj shocks, Multilink, coil springs, adj shocks, Multilink, air springs, adj Struts, coil springs, adj shocks,
anti-roll bar; multilink, coil anti-roll bar; multilink, coil shocks, anti-roll bar; multilink, anti-roll bar; multilink, coil
springs, adj shocks, anti-roll bar springs, adj shocks, anti-roll bar air springs, adj shocks, anti-roll springs, adj shocks, anti-roll bar
bar
STEERING RATIO 16.9:1 12.9:1 14.5:1 14.8:1
TURNS LOCK-TO-LOCK 2.3 2.5 2.8 2.0
BRAKES, F; R 13.7-in vented disc; 13.6-in 14.2-in vented disc; 13.4-in 14.0-in vented disc; 13.1-in 13.9-in vented disc; 13.6-in
vented disc, ABS vented disc, ABS vented disc, ABS vented disc, ABS
WHEELS, F; R 8.0 x 19-in cast aluminum 8.5 x 19-in; 9.5 x 19-in cast 8.5 x 20-in forged aluminum 8.5 x 20-in cast aluminum
aluminum
TIRES, F; R 245/45R19 102V Bridgestone 245/45R19 98W; 275/40R19 245/45R20 99Y; 275/40R20 245/40R20 99W Goodyear
Turanza EL 450 RFT (M+S) 101W Continental 102Y Bridgestone Turanza Eagle F1 Asymmetric (M+S)
ContiProContact (M+S) T005 RFT
DIMENSIONS
WHEELBASE 126.4 in 124.4 in 123.0 in 117.9 in
TRACK, F/R 63.4/64.6 in 64.6/64.5 in 64.4/64.4 in 63.2/64.1 in
LENGTH X WIDTH X HEIGHT 206.6 x 74.9 x 58.2 in 204.9 x 75.4 x 58.9 in 206.1 x 74.8 x 57.5 in 201.4 x 75.3 x 58.5 in
TURNING CIRCLE 42.3 39.2 39.4 39.0
CURB WEIGHT 4,704 lb 4,861 lb 5,103 lb 4,697 lb
WEIGHT DIST, F/R 49/51% 52/48% 54/46% 58/42%
SEATING CAPACITY 5 5 5 5
HEADROOM, F/R 39.9/38.9 in 41.1/38.0 in 36.8/36.4 in 39.3/37.7 in
LEGROOM, F/R 41.4/44.4 in 46.3/37.8 in 41.0/38.9 in 44.4/41.3 in
SHOULDER ROOM, F/R 59.2/57.7 in 59.1/57.9 in 58.8/56.4 in 58.3/55.9 in
CARGO VOLUME 14.8 cu 15.7 cu 17.0 cu 16.7 cu
TEST DATA
ACCELERATION TO MPH
0-30/0-40 1.7/2.6 sec 1.8/2.8 sec 1.8/2.8 sec 1.8/2.7 sec
0-50/0-60 3.7/5.1 4.0/5.3 3.8/5.3 4.0/5.5
0-70/0-80 6.5/8.4 7.1/8.9 6.7/8.6 7.1/9.0
0-90/0-100 10.4/12.9 11.2/13.9 10.5/12.9 11.2/13.9
PASSING, 45-65 MPH 2.7 2.8 2.7 3.1
QUARTER MILE 13.6 sec @ 102.9 mph 13.9 sec @ 99.9 mph 13.7 sec @ 103.0 mph 14.0 sec @ 100.4 mph
BRAKING, 60-0 MPH 123 122 113 119
LATERAL ACCELERATION 0.85 g (avg) 0.85 g (avg) 0.85 g (avg) 0.84 g (avg)
MT FIGURE EIGHT 26.0 sec @ 0.71 g (avg) 26.1 sec @ 0.72 g (avg) 25.7 sec @ 0.73 g (avg) 26.1 sec @ 0.70 g (avg)
TOP-GEAR REVS @ 60 MPH 1,500 rpm 1,500 rpm 1,200 rpm 1,900 rpm
CONSUMER INFO
BASE PRICE $91,695 $71,825 $85,000 (est) $72,395
PRICE AS TESTED $99,845 $71,825 $103,000 (est) $79,780
STABILITY/TRACTION Yes/Yes Yes/Yes Yes/Yes Yes/Yes
CONTROL
AIRBAGS 8: Dual front, front side, 9: Dual front, f/r side, 10: Dual front, f/r side, 10: Dual front, front side, f/r
f/r curtain, front knee f/r curtain, driver knee f/r curtain, front knee curtain, front knee, rear belts
BASIC WARRANTY 4 yrs/50,000 miles 5 yrs/60,000 miles 4 yrs/50,000 miles 4 yrs/50,000 miles
POWERTRAIN WARRANTY 4 yrs/50,000 miles 10 yrs/100,000 miles 6 yrs/70,000 miles 6 yrs/70,000 miles
ROADSIDE ASSISTANCE 4 yrs/unlimited miles 5 yrs/unlimited miles 4 yrs/unlimited miles 6 yrs/70,000 miles
FUEL CAPACITY 12.1 gal + 9.2-kW-hr lithium-ion 21.9 gal 21.7 gal 18.0 gal
baery
REAL MPG, CITY/HWY/COMB 30.0/39.4/33.6 mpg 17.0/26.2/20.2 mpg 17.2/33.1/22.0 mpg 16.1/26.4/19.5 mpg
EPA CITY/HWY/COMB ECON 25/29/27 mpg 17/24/20 mpg 18/27/21 mpg (mfr est) 16/24/19 mpg
ENERGY CONS, CITY/HWY 135/116 kW-hrs/100 miles 198/140 kW-hrs/100 miles 187/125 kW-hrs/100 miles 211/140 kW-hrs/100 miles
CO2 EMISSIONS, COMB 0.73 lb/mile 0.99 lb/mile 0.92 lb/mile 1.03 lb/mile
RECOMMENDED FUEL Unleaded premium Unleaded premium Unleaded premium Unleaded regular
COMPARISON
These might seem like little things, but
details matter in this segment. Example:
The fonts for the Continental’s digital
instrument cluster don’t match those
of the Sync 3 infotainment system. You
might not notice it on the test drive, but
six months in, you’ll grit your teeth. “No
car here is quite like the Lincoln,” senior
production editor Zach Gale noted. “It
delights and surprises in some ways but
disappoints in others.”
The Lexus’ cabin matches the Lincoln’s
for its distinctiveness but outstrips it in Genesis G90
elegance. The LS 500’s interior perhaps
isn’t quite as revolutionary as its LC
sister’s, but it’s a huge step forward for Genesis appears to have thought THE RESULTS
The sedan furthest from encapsulating all
the sedan, with beautiful wood, bright
metallic trim running across the cabin,
out every function of the G90’s we expect from a flagship luxury sedan is
the Lincoln Continental. There’s a lot to
and a cool backlit piece of artwork on the
passenger dash like in the new Rolls-
interior. If there’s one criticism, like about the Lincoln, from its interior
trim to its spacious cabin and tidy foot-
Royce Phantom. The LS’ doors are also
particularly noteworthy, with an artful
it’s that it takes no risks. print. But it lacks polish. “I really wanted
the Continental to knock it out of the
origami-inspired finish. “The Lexus Lexuses used to be. The leather seats park,” Evans said. “Instead, it’s a base hit.”
blows the others away in making the are “buttery smooth,” as Gale put it, and The BMW 740e takes home the bronze.
owner feel rich and successful,” Gale said. comfortable both up front and in the The 740e’s plug-in hybrid brings a lot
The Lexus gets most of the details right, rear passenger area. With much to prove, in terms of luxury. It provides smooth,
but there are still a few misses. Despite Genesis appears to have thought out silent acceleration and trades the hassle
the new LS sporting a longer wheel- every function of the G90’s interior—with of the gas station for the convenience of
base than the previous long-wheelbase high-quality materials and easy-to-find plugging in to charge at home. “Imagine
version, the LS 500 has the smallest controls for the 360-degree camera, radar going to a show across town and not using
passenger volume of the group. It feels it, cruise control, and infotainment system. a drop of gasoline, in a very quiet cabin—
too, especially in back, where the adjust- If there’s one criticism to make of the that’s the appeal of a plug-in,” Gale said.
able executive-spec rear seat effectively G90’s cabin, it’s that it takes no risks. But as much as we like the powertrain, we
doesn’t have any room to adjust—leaving It’s simple black leather with wood don’t like paying extra for options that are
adults sitting uncomfortably upright. trim. “Really rich-looking” wood trim, standard or more affordable elsewhere.
Folding the front passenger seat forward Evans noted as a caveat, but it’s sterile The Lexus LS 500 sits in second. The
helps some, but it’s a compromise no compared to the stimulating Lincoln and new LS is worlds better than the one it
other sedan here needs to make. Lexus. “Just imagine this interior with replaces. It’s a compelling, fun-to-drive
The LS 500’s electronics are also more interesting wood trim and a more sedan that makes you feel special. “I’m
baffling. The infotainment system exciting interior color” Gale said. pleased with the way it drives, and I like
remains the bane of the brand. Cluttered, Our BMW 740e also seems to have the design,” Cortina said. Yet three things
unintuitive, difficult to navigate, and been bitten by the boring bug—though sunk the LS: its tight rear seat, unfriendly
operated via a wonky touchpad on the in fairness you can tack another $5K to technology, and sticker price. These
center console, it is by far the worst our tester’s $99,845 as-tested price to errors left enough room for our winner to
user interface in the auto industry. We inject a bit of color into the cabin. But our sneak by—just as the German brands left a
are thisclose to declaring it downright price cap once again highlights BMW’s similar opportunity for Lexus in 1989.
dangerous to operate while the car is in insistence on offering expensive options This result surprised us. It’s easy to
motion. We recommend caution and a that come standard for most other auto- dismiss upstart luxury automakers as
clear, straight road when using it. makers. Inside the base-equipped 740e, luxury car imitators. But the G90 is no
There are other frustrating electronic you’re frequently reminded of the options knock-off Rolex—it’s a proper luxury flag-
choices made by the Lexus team that you’re missing, such as articulating front ship in its own right. Although we wish
detract from the luxury experience. seats, the “executive” rear-seat package, the G90 made more of a visual statement,
The Lexus’ oncoming traffic safety alert or even the appearance of more than one the cabin is comfortable, luxurious, and
system is overeager, distractingly turning USB plug. “I’m a little let down by this filled with the latest creature comforts
the LS’ head-up display into flashing interior, but I guess this is what you get and semi-autonomous technologies.
arrows and alerts at every stoplight. We’re for competitive money,” Evans said. The drive is smooth yet engaging. And
also mildly annoyed by the LS’ insistence Regardless of what the 740e’s cabin is its value story is undeniable. “It’s hard
on beeping audibly inside the cabin when missing, it’s serene and spacious, edging to ignore a car that competes so well yet
in reverse. “This is not a commercial out the G90 by a cubic foot for largest in still leaves enough money left over for
vehicle,” Evans said. “Shut up.” our test. It’s also filled with much of the a kitchen remodel or a Hyundai Sonata
After the sensory overload of the tech we’ve come to expect from flagship for your kid,” Gale said. After all, the rich
Lexus’ electronics, the G90 is a welcome sedans. The gesture-controlled audio don’t get richer by spending their money.
respite. Hop in the cabin, shut the functions are a waste of motion, but the The G90 is not only a convincing S-Class
door, and you’re in a peaceful sensory LED “red carpet” that illuminates when alternative but is also a proper executive
deprivation chamber. You know, like you unlock the 740e at night was cool. luxury sedan. Welcome to the club. Q
L U X U R Y. E X O T I C . S U P E R C A R S .
We’re #1 for a reason.
A MIDCYCLE CHANGE KEEPS THE THREE-
POINTED STAR IN THE CONVERSATION
Words Frank Markus
Mercedes-Benz put the G11/12-generation 7 Series, which failed keep the competition at bay? Possibly,
world’s luxury car peddlers to unseat the mighty Merc in a 2016 Head especially when you consider Mercedes
on notice four years ago. The 2 Head. Recently, Audi let us drive its counts each new engine as one part.
W222-generation S-Class spanking-new A8, dubbed MLB64, which The S-Class powertrain overhaul is
featured automated parking, Magic arrives in the fall. And as you can see in thorough—with a slew of improvements
Body Control air suspension with Road our related luxury comparison on the to its V-6 and V-8. Wait, a V-6 S-Class?
Surface Scan, six seat massage settings, preceding pages, Lexus and Genesis are You bet. We’ll see the U.S. return of a V-6
and automatic perfume dispensing. also staking legitimate claims to the title. to power the entry-level S for the first
But technology changes fast. BMW Question: Can the 6,500 part revisions time since the S400 Hybrid variant died
was first to parry with its new-for-2015 Mercedes made to this midcycle S-Class with the previous generation. (A hybrid

2018 Mercedes-Benz S-Class | FIRST DRIVE
is expected to rejoin this generation of

S-Class within a year or two.) It’s basically
the engine from the GLS450. The twin-
turbo V-6 produces 362 hp and 369 lb-ft.
Paired with a nine-speed automatic, it
motivates this limo just as easily as it does
the GLS450, which finished second in a
six-way jumbo SUV Big Test in 2015.
Stepping up to the S560 buys you a
detuned AMG 4.0-liter biturbo V-8 good
for 463 hp and 516 lb-ft. That’s 14 more
horses than the previous S500’s 4.7-liter
with equivalent torque. With the nine-
speed tranny and cylinder deactivation,
it also gets 17/27/21 mpg city/highway/
combined, a smidge better than the
engine it replaces.
The AMG S63’s new hot-vee 4.0-liter
biturbo V-8—also with cylinder deactiva-
tion—huffs up 603 hp and 664 lb-ft, a gain
of 26 hp with equivalent torque. It also
benefits from the added leverage of two
more transmission ratios (for nine here,
as well). This helps boost fuel economy
by 10 percent (to 17/26/20 mpg). The S63
also gets the Race Start function from
the E63, which permits you to preselect
a launch rpm to suit road conditions
then perform a brake-torque launch.
The 4Matic Plus system adds the ability
to vary front/rear torque in place of the
former fixed 33/67 front/rear split.
Only the boffo 621-hp, 738-lb-ft biturbo
V-12 and seven-speed transmission
from the AMG S65 carry over largely
unchanged.
But luxo-barge owners care as much
about their car’s supple ride as they do
its acceleration performance. Mercedes-
Benz set a standard in 2014 with its
Magic Body Control system, which used
forward-looking cameras to instruct the
dampers when to soften up for bumps.
Audi is trumping that feature with its
AI active suspension, which will use its
cameras to measure bumps and dips and
then direct electromechanical arms to
push a tire down into a hole and pull it
back out again (or vice versa for bumps).
TORCHED Subtle styling revisions include new bumpers and “triple-torch” headlamps. Exec-package We understand Mercedes will introduce
rear occupants get wireless charging, and front occupants still get a button for the seat massagers. rival technology on its next GLS-Class,
using electro-hydraulic rams to manipu-
late the corners under orders from the
cameras. You can count on that system
appearing on the redesigned S-Class that
arrives in a few years. In the meantime,
note that the V-12 AMG S65 also offers
curve compensation that pumps up the
outside suspension corners to maintain a
more level ride in hard cornering (which
the Audi AI suspension pretty much does,
too, on any A8 so equipped).

FIRST DRIVE
What does the S-Class feel like to drive?

Pretty sublime, truth be told. The base
V-6 and V-8 variants excel at being driven
in a serene and stately manner befitting
their class. Auto stop/start shutdowns
were more noticeable in the S450 than in
the S560. The V-8 shaves about a second
off the V-6’s 0–60 time and makes a
sweeter sound, but all engine noise is so
muffled that it barely registers.
The AMG variants are another story,
with the S63 staged as the miscreant of
S-Class upgrades for 2018 include Then there’s safety. Mercedes has the lineup—all crackling, snorting, and
broadening the speed range at which both enhanced Active Brake Assist with cross- popping exhaust in Sport+ mode. Nobody
the cruise and steering assist functions traffic alerts and adds Evasive Steering buys a luxo-barge like this for track days,
operate, Active Lane Change Assist (you Assist. Think of it like Brake Assist for but the S63 will oblige those who seek to
signal, it checks your blind spots then steering; when a collision is impending, if summon their inner Lewis Hamilton—
changes lanes), Active Speed Limit Assist the driver initiates evasive maneuvers, the even offering an app that connects to your
(which will vary your speed to match the car will steer clear of danger then coun- phone to give you lap times. Its Race Start
limit but cannot maintain a set increment tersteer back into the lane or out of a spin. function and variable-torque 4Matic drive
above the limit), and Route-Based Speed The blind-spot and lane keep functions make it the 0–60 champ at 3.4 seconds.
Adaptation (which slows for tighter turns also operate at a wider range of speeds. Meanwhile, the S65 wafts off the line a
or navigation-recommended exits). The S-Classes could benefit from bit less aggressively, coming into its own
Audi’s capacitive steering wheel, which when you need to roll onto the accelerator
knows when you’re touching it instead of and whoosh from 100 to 150 mph (or 150
inferring contact by steering input (three to 186, the limited top speed).
times S-Classes told me to put my hands Is it worth waiting a year for the A8 or
on the wheel when one or both were three for the new S-Class? Tech geeks
firmly gripping it). The speed limit assist who have been waiting for a truly predic-
is useful if you live in a strict jurisdiction, tive active suspension since before the
but if you want to corner at the speed Infiniti Q45a arrived will want to sit on
limit whenever possible, you must either their wallets. Those who want a luxe
set the Dynamic drive mode to Sport or sedan to breathe fire, step up to the AMG
set up your “Individual” setting with ESP counter now. Everyone else, pick the
and steering set to Sport but the suspen- one that makes your knees go wobbliest.
sion set to Comfort for a smoother ride. They’re all good choices. Q
2018 Mercedes-Benz S-Class

BASE PRICE $90,895-$230,495
VEHICLE LAYOUT Front-engine, RWD/AWD,
4-5-pass, 4-door sedan
ENGINES 3.0L/362-hp/369-lb-
turbocharged DOHC
24-valve V-6; 4.0L/463-
hp/516-lb- twin-turbo
DOHC 32-valve V-8;
4.0-L/603-hp/664-lb-
twin-turbo DOHC 32-valve
V-8; 6.0L 621-hp/738-lb-
twin-turbo SOHC
36-valve V-12
TRANSMISSIONS 7- or 9-speed automatic
CURB WEIGHT 4,550-5,300 lb (mfr)
WHEELBASE 124.6-132.5 in
LXWXH 206.9-215.0 x 74.8-75.8
x 58.8-59.0 in
0-60 MPH 3.4-5.0 sec (mfr est)
EPA CITY/HWY/COMB 13-19/21-28/16-22 mpg
FUEL ECON
ENERGY CONSUMPTION, 177-259/120-160
CITY/HWY kW-hrs/100 miles
CO2 EMISSIONS, COMB 0.87-1.24 lb/mile
NOT MAYBACH Various rear-seat upgrade packages for ON SALE IN U.S. Currently
any S-Class add massage, heating, cooling, a 40-degree
62 MOTORTREND.COM / MARCH 2018 recline, tray tables, and hot/cold cupholders.
THE WINNER TWO
YEARS RUNNING.
AND HAULING.
AND TOWING.
Last year, Super Duty.® This year, F-150. Ford F-Series
is proud to score back-to-back Golden Calipers.
FORD F-SERIES.
2017 & 2018 MOTOR TREND
TRUCK OF THE YEAR. ®
FIRST DRIVE | 2019 Volvo XC40
Words Frank Markus
WILD
CHILD Volvo’s three SUVs are all wears it inside out. Short overhangs push
similarly dressed and obvi- the wheels to the corners, and the beltline
ously related, but line them swoops up into a blind-spot-inducing
all up, and the new compact C-pillar. But can you see the family
XC40 stands out. Like maybe dad left the resemblance underneath? Sure.
elegant mom who birthed the XC60 and To assess the XC40’s chances of success,
XC90 and hooked up with the cute pixie we channeled our inner Gen Y selfie-
barista from the artisanal coffee shop. snapper and headed to Barcelona to
Not to forgive the wandering eye of sample Volvo’s most youth-focused car.
Volvo’s paterfamilias, but this styling As the first product from parent
departure was actually carefully calcu- company Geely’s new CMA small-car
lated—to convince upscale millennial platform, this is the first 40-series car
buyers that this newcomer isn’t just Volvo has offered on a global basis. It’s
a chip off the old sensible, safety-first also the brand’s first entry in the fast-
Volvo block. So how different does the growing premium compact crossover
new sibling look? Does it at least have its space. From an automaker known for
father’s eyes? building smart, savvy people haulers,
Well, the Thor’s Hammer LED head- expectations for the XC40 are pretty high.
lights—a styling cue of the other Volvo Know what else is pretty high? The
crossovers—have morphed into some- body. Volvo asserts the XC40 has best-in-
thing more akin to Loki’s Scepter here. class ground clearance and height. The
The XC40 borrows the XC90’s grille but equipment specification is also high for
THE SMALL SWEDE STEPS OUT
WITH A COOL NEW LOOK

NORWEGIAN WOULD?
The interior manages digital keys to the smartphones of family
Scandinavian sleekness members and loved ones (or perhaps the
without wood. It
looks upscale despite occasional renter) for car sharing. And the
conventional starter XC40 won’t force you into an arranged
and mode-select marriage involving laborious purchase or
buttons. The by-wire
shifter requires two lease negotiations with a dealer. You can
taps forward or effectively “swipe right” on an app and
backward to engage R
or D, as in T8 Volvos.
hook up with one for as little as a year.
Now to the hardware. The XC40 T5
its competitive set, with the safety gear list models are powered by a 2.0-liter turbo
mostly the same as an XC90’s—including pockets, which benefit from ditching the rated for 248 hp at 5,500 rpm and 258
Pilot Assist (adaptive cruise control and bass speakers from the lower door trim lb-ft between 1,800 and 4,800 rpm. The
lane centering), City Safety, run-off-road and replacing them with a single big bass engines in the senior XC T5s make two
protection and mitigation, cross-traffic speaker mounted to the firewall just more horses and reach peak torque 300
alert with brake support, and a 360-degree under where the right wiper parks. rpm earlier. A T4 front-drive base model
camera to help drivers maneuver their car The interior bristles with other clever will trail the T5 to market this summer;
into tight parking spaces. storage solutions. There’s a retractable it’s outfitted with a smaller turbocharger
The only trim level available for test hook above the glove box described as producing 14.3 pounds of boost (down
driving was the range-topping T5 AWD a place to hang carryout food bags. A from the T5’s 20.0), so output peaks at 185
R-Design; we gravitated to a white one console trash bin with a lid comes out hp and roughly 195 lb-ft. (Full specs are
with the “molten lava” orange carpet for easy emptying, and Volvo introduces not yet available.) In other markets, the
and door insert trim (a $100 option on its first wireless phone-charging dock in XC40 will introduce Volvo’s I-3 engine
R-Design models only). The XC40’s the console. The rear cargo floor folds to making 150 hp and 207 lb-ft, and we could
Sensus vertical iPad-like infotainment form a divider, with three hinge points see hybrid and/or fully electric variants.
screen, A/C vent design, gauges, and fonts that serve as bag hooks (another pair of The XC40 uses its elder siblings’ eight-
all carry Volvo’s clean, modernist look. But bag hooks flank the cargo area for when speed automatic, ratios and all.
the lack of a wood-grain trim option and the floor is left flat). We also like the rigid The all-new CMA platform employs
the techie metal trim—not to mention that cargo cover that stows beneath the floor. struts in front and a fully isolated four-link
bright orange carpet—all reflect Volvo’s In another millennial-luring touch, the rear suspension. Base cars get twin-tube
desire to lure the youth. In one sad bit XC40 is designed so that you can assign shocks, and the optional sport suspension
of decontenting, the XC40 replaces the
console-mounted, diamond-milled rotary
twist start/stop knob with a black button
on the center stack.
A practical note: Nothing is getting lost
on this floor or in the gigantic door storage

FIRST DRIVE
Dynamic, Off-road, and Individual driving

modes that tailor the throttle and trans-
mission response, brake and steering feel,
all-wheel-drive torque bias, and damping
level (when so equipped).
Dynamic mode brightens up throttle
response and sharpens transmission
BLACKTOP R-Design models all get a black roof
CARE BY VOLVO — NETFLIX logic quite noticeably, but any variation in
and roof rails, grille, and mirrors and an embossed steering or brake feel were too subtle to
black R-Design logo on the C-pillar. Momentum FOR PREMIUM VEHICLES
trim levels can have a white top for $300. notice on this drive. At one point an aggres-
Today’s harried millennial has no sively driven older VW GTI gave chase,
(standard on R-Design) gets fancier appetite for the hassle of dickering to and we were impressed by the XC40’s flat
buy or lease a vehicle, cross-shopping
mono-tube shocks with stiffer damping cornering and high levels of grip afforded
insurance, contemplating maintenance
and spring rates. An optional Four-C by the R-Design’s standard sport suspen-
plans, etc. He or she just wants to
active-damping chassis will eventually be sion. Of course our Euro-spec cars were
pick the colors, twiddle a smartphone
available with continuously controlled shod in optional 20-inch Pirelli P Zero
screen, and drive off.
damping courtesy of Tenneco valves on That’s all it takes to stream a movie
summer rubber. America gets standard all-
Öhlins dampers. or TV series from Netflix or Amazon, season fitments, so we should expect more
In another departure from Volvo’s SPA and now as little as 10 minutes of phone tire squeal and fewer cornering g’s. None
larger-car platform, the electric power fiddling can also “download” a nice of the bumps we encountered with these
steering’s motor moves the steering rack Volvo XC40 (T5 AWD Momentum trim sport suspenders threatened to knock
via a second pinion instead of via parallel with five popular options) for $600/ passengers’ phones from their hands.
belt-drive and worm gears. The effort map month or a nicer Volvo XC40 (loaded Volvo estimates the XC40 will hit 60
looks like a V instead of a U, ramping up R-Design) for $700. mph in 6.2 seconds, and it does feel nearly
quickly just off center in each direction. During that time, Care by Volvo as quick as our last XC60 T6, which hit 60
Base cars get 18-inch wheels, and 19s and partner Liberty Mutual Insurance in 6.1 seconds. Trimming 600 pounds is
20s are optional—all shod in all-season assesses your risk profile and similar to adding a supercharger, as our
tires for the U.S. There’s a 21-inch acces- either accepts or declines you for XC40’s engine is towing just a fraction of
sory wheel that gets summer tires. its $500-deductible standard insur- a pound per horsepower more than its
So how does it feel, zipping around ance plan—there’s no discounting or middle sibling. Bury the throttle to pass a
the twisting Catalonian roads below surcharging based on your location or slow-moving local, and revs build quickly.
Montserrat? Compared with an XC60 T6 driving record. But we wish the engineers had differenti-
AWD sampled on these very same roads The contract is for two years at ated this engine’s sound signature. On the
15,000 miles per year, but after just 12
in May, the XC40 is considerably lighter, boil, it has the same angry-horseflies buzz
months the car can be swapped for
nimbler, and more compact. As with of the bigger XCs. Oh well. Crank up the
another one by signing a new 24-month
the 60- and 90-series Volvos, an XC40 jams on the Harman Kardons.
contract—just like you do with your
driver can select between Eco, Comfort, If our drive raised one caution, it’s on the
smartphone.
These mono-spec cars will be
fuel economy front. If the computer is to be
stocked and distributed by Volvo and believed, we managed just 22 mpg over 180
then delivered and serviced by local miles, half of which was highway cruising.
dealers. All the subscriber pays for Deliveries are expected in the second
is gas and local taxes and fees. (This quarter of 2018. Before then we’ll ask our
is an ownership model, not a rental millennial staffers to rank this wild Swede
model like GM’s Maven.) The first Care among its peers, the BMW X1, Audi Q3,
subscriptions will be offered in March Infiniti QX30, and Mercedes GLA-Class.
and marketed on convenience rather Their eagerness to assume the task might
than lower overall cost. FM be our first clue to the vehicle’s success. Q
2019 Volvo XC40

BASE PRICE $34,195-$38,695
VEHICLE LAYOUT Front-engine, FWD/AWD,
5-pass, 4-door SUV
ENGINE 2.0L/185-hp/195-lb- (est)
turbocharged DOHC 16-valve
I-4; 2.0L/248-hp/258-lb-
turbocharged DOHC
16-valve I-4
TRANSMISSION 8-speed automatic
CURB WEIGHT 3,450-3,550 lb (est)
WHEELBASE 106.4 in
LXWXH 174.2 x 73.3 x 65.0 in
0-60 MPH 6.2-7.0 sec (MT est)
EPA CITY/HWY/ Not yet rated
COMB FUEL ECON
ON SALE IN U.S. Spring 2018;
Summer 2018 (T4)
FLAGGED The first 5,000 XC40s will feature this little rubberized
Swedish flag adhered to the clamshell hood on the driver’s side and
echoing the cloth one that’s been affixed to Volvo seats for years.
There was a certain inevita-
bility to the Jaguar E-Pace.
With its midsize F-Pace,
Jaguar’s first ever SUV,
powering an 80-plus percent increase in
global sales for the storied British brand
over the past year and demand for the
compact Range Rover Evoque blasting
past 600,000 units worldwide since
2011, the decision to build a small Jaguar
SUV was a no-brainer. Especially as the
Evoque and the Land Rover Discovery
Sport had provided Jaguar with a plat-
form and a parts bin as a starting point.
The E-Pace shares its basic body
structure, powertrains, and sundry other
pieces of hardware with the Evoque and
the Discovery Sport. But JLR has worked
hard to keep the two brands distinct,
giving the E-Pace a unique character
that’s more than skin deep. Quicker and
sportier, the E-Pace is more fun to drive
than either of the Rovers. Which is as
it should be. Eager to see it? It has just
gone on sale in the U.S., priced between
$39,595 and $54,545.
Critics will note that this is only the
second Jaguar built on a front-drive
architecture with a transverse-mounted
engine under the hood . (The other? The Words Angus MacKenzie
unloved X-Type sedan, which was based
on the Ford Mondeo.) Nevertheless, the
E-Pace successfully morphs the studied
emotion of Ian Callum’s design language
onto a tall package with a short dash-to-
axle ratio. The trapezoidal grille, power
bulge on the hood, and slimline taillights
are key Jaguar family visual triggers. A
bold, crisply defined haunch over the
rear wheels and a greenhouse that riffs
on that of the F-Type sports car give the
E-Pace its own personality.
Inside, the PRNDL shifter and the
flying buttress that arcs down from
the dash to the center console give the
E-Pace cabin a pinch of F-Type spice.
And the TFT instrument panel and
InControl Touch infotainment interface
are straight from the JLR parts bin. But
careful attention to materials—in terms
of quality and execution—has made the
E-Pace cabin appear more discreetly
upscale than that of the F-Pace.
Impressive given the price leap to the
larger crossover. Significantly, there’s
no wood trim available, not even as an
option. The E-Pace is a modern Jaguar.
Dimensionally, the E-Pace is an inch
longer than the Range Rover Evoque and
FAMILY STYLE Ian Callum’s
half an inch taller, and it has a wheel- design team has successfully
base 0.9 inch longer. The difference grafted modern Jaguar design
in wheelbase is due to a different rear cues onto a tall vehicle with a
transverse front engine. The
suspension. Whereas the Evoque has E-Pace is emotionally a Jaguar
yet functionally a compact SUV.

2018 Jaguar E-Pace | FIRST DRIVE
THE NO-BRAINER JAGUAR

SPACE, GRACE The multilink rear
axle gives the E-Pace almost an inch
longer wheelbase than the Range
Rover Evoque and delivers a quieter,
smoother ride on the road.
struts, the E-Pace rear axle has the same E-Pace’s hood, front fenders, roof panel, In E-Pace R-Dynamic form, available
integral link design as the F-Pace and the and tailgate are aluminum, delivering in S, SE, and HSE trim levels, the engine
Discovery Sport; the rear knuckles are the weight savings of almost 75 pounds over has been tweaked to deliver 296 hp and
same as the F-Pace’s, and the subframe comparable steel parts. The body sides 295 lb-ft from 1,500 to 4,500 rpm. Peak
and control arms are shared with the are also stamped from special thinner power in both arrives at a modest 5,500
Discovery Sport. The E-Pace therefore steel that saves almost 8 pounds. Even rpm. Jaguar claims the R-Dynamic’s extra
has a different rear floor than the Evoque so, a base E-Pace still weighs 155 pounds horsepower cuts the 0–60 acceleration
and offers more legroom for rear-seat more than the entry-level version of the time from 6.6 seconds to 5.9 seconds.
passengers and more room for luggage— larger F-Pace, which is built on JLR’s JLR’s 2.0-liter Ingenium engine isn’t
there are no strut towers intruding into aluminum-intensive D7a architecture. the smoothest in class. There’s almost
the load space. The E-Pace is the first Jaguar in a diesellike graininess at idle and under
Early in the E-Pace development history available only with four cylinders light throttle at low speed, especially
program, insiders acknowledged the under the hood. No V-6. American- when cold. But it delivers good perfor-
biggest problem with using the all-steel market buyers can choose between two mance and drivability on the road. The
Evoque platform—which traces its versions of JLR’s 2.0-liter turbocharged nine-speed has been recalibrated to
ancestry back to Ford’s ownership of Ingenium gas engine driving through a deliver smoother and faster shifts, espe-
Jaguar and Land Rover—was its weight. ZF nine-speed automatic. The regular cially in Dynamic mode, and R-Dynamic
Developing a new, lighter platform from E-Pace, which is available in standard, S, models benefit from having paddle
scratch simply wasn’t an option, so the and SE trim levels, gets a 246-hp variant; shifters on the steering wheel for drivers
engineering team applied what weight- it also develops 269 lb-ft of torque from who like DIY driving in the twisty bits.
saving countermeasures it could. The 1,200 to 4,500 rpm. Although the platform is front-drive-
based, all-wheel drive is standard across
the E-Pace range. There are, however,

2018 Jaguar E-Pace | FIRST DRIVE
two systems available. The regular E-Pace

lineup gets a conventional setup that
simply varies torque between the front
and rear axles, depending on load. The
R-Dynamic models come equipped with
Jaguar’s electronically controlled Active
Driveline, which is capable of rapidly
shifting nearly 100 percent of the torque
to either the front or rear axles and
between the rear wheels. In steady-state SPICE The pistol-grip shifter and flying buttress
cruising, the Active Driveline switches connecting the instrument panel and center
to front-drive only, decoupling the prop console link the E-Pace’s interior with F-Type
sports cars. A 12.3-inch TFT screen instrument
shaft to the rear axle to help save fuel. But display is standard on R-Dynamic HSE.
it can funnel needed power back to the
rear wheels in just three milliseconds.
Two electronically controlled wet plate percent stiffer than a Discovery Sport,
clutches on the rear axle also send precise says lead engineer Matt Eyes. That stiff-
measures of torque to each rear wheel to ness improves steering feel and response.
help control understeer and oversteer. What’s more impressive is that this
Subtle chassis and suspension tweaks fun-to-drive character happens with
have given the E-Pace a more alert and smoothness and silence, too. Our tester,
agile rear-drive feel than the Evoque. On a loaded R-Dynamic HSE riding on
the rear axle, positive camber has been 20-inch alloys and 245/45R20 Pirelli P
increased to help initial turn-in response, Zero summer tires, felt calmer, quieter,
particularly at low to medium speeds, and more relaxed on jittery British back
and brake-induced torque vectoring is roads than Evoques we’ve driven on 20s.
standard. Up front, there’s more negative Impact harshness is better suppressed,
camber to help get the nose of the car and there’s much less tire noise from the buyers moving up from mainstream U.S.
into corners, and the two rear mounting rear axle. and Asian brands. Its mission is one of
points of the front subframe have been In terms of off-road capability, the little conquest, and early indications show
bolted directly to the body to deliver a Jaguar doesn’t give much away to the that’s exactly what’s happening—more
more rigid platform. The E-Pace is 20 baby Range Rover. All E-Pace models can than 90 percent of customers who’ve
percent stiffer than an Evoque and 25 be switched between four drive modes— placed an order for an E-Pace in the U.S.
Normal, Dynamic, Eco, and Rain/Ice/ are newcomers to the brand. A lot of
Snow. The latter setting allows drivers to buyers are looking for a stylish, accom-
Developing a new, lighter activate the standard All Surface Progress
Control (ASPC), the low-speed, off-
plished, competitively priced premium
compact SUV, and they are likely going
platform from scratch road “cruise control” system developed to see that Jaguar has a definite place in
this segment. Q
simply wasn’t an option, by the all-terrain specialists at Land
Rover. ASPC is masterful at exploiting
so the engineering team every last vestige of available traction,
especially when working with the Active
2018 Jaguar E-Pace
applied what weight-saving Driveline system.

BASE PRICE
VEHICLE LAYOUT
$39,595-$54,545
Front-engine, AWD, 5-pass,
countermeasures it could. Worldwide sales of compact SUVs
last year totaled 9.8 million vehicles, ENGINE
4-door SUV
2.0L/246-296-hp/269-295-lb-
according to JLR, and are forecasted to turbocharged DOHC
grow substantially in the near future. As 16-valve I-4
it gives Jaguar the opportunity to play TRANSMISSION 9-speed auto
this white-hot segment for the very first CURB WEIGHT 4,050 lb (mfr)
time, the E-Pace is arguably one of the WHEELBASE 105.6 in
most important new Jaguars in history. LXWXH 173.0 x 78.1 x 64.9 in
0-60 MPH 5.9-6.6 sec (mfr est)
Although comparisons with the Range
EPA CITY/HWY/ Not yet rated
Rover Evoque are inevitable, the E-Pace’s COMB FUEL ECON
real targets are BMW’s X1, Audi’s Q3, ON SALE IN U.S. Currently
and Mercedes-Benz’s GLA, along with
COMPARISON | 2018 Chevrolet Camaro SS 1LE VS. 2018 Ford Mustang GT Performance Pack
It’s like déjà vu all over again, Ford’s launch of the bigly refreshed 2018 Let’s first break down the carryover
again. Yes, dear Motor Trend Mustang. For the purposes of this story, Camaro SS. The Chevy comes packing a
readers, it’s that special time we got our hands on the GT Performance stout 6.2-liter pushrod V-8 that pumps
of year when we trot out the Pack 1. Why not the recently announced out 455 horsepower and 455 lb-ft of
latest pony cars from Detroit and figure P-Pack 2? Because Ford isn’t releasing torque. 1LE is Camaro code for a track-
out which one is best. For now. Because it until May. Representing Chevrolet’s oriented option pack. All 1LE Camaros
yes, we’ll do it again. Soon, too. interests is the Camaro SS 1LE, come with a black hood, black mirrors,
We’ve been doing this particular head- unchanged since 2016. Both our tested blacked-out other bits, and a manual
to-head challenge for 50 years, and you cars came with a six-speed manual transmission. The SS 1LE gets Magnetic
have never told us to stop. The occasion transmission, though the new Mustang is Ride Control, GM’s trick eLSD rearend
for this particular comparison test is available with a 10-speed automatic. and five levels of Performance Traction
KINGS OF ALL MEDIA Check out the
video version of this Head 2 Head. Why?
Burnouts! Only at Motor Trend OnDemand.
A NEW MUSTANG GT
TAKES ON THE BENCHMARK CAMARO
THE NEVER
ENDING STORY
Words Jonny Lieberman Photographs Jade Nelson

COMPARISON
Management (aka PTM), Brembo brakes, GT supercar. As such, the bore is now
and sticky Goodyear Eagle F1 Supercar 93mm (up nearly a millimeter), and
3 tires. It also has a dual-mode exhaust total displacement is 5,038cc. Because
and coolers for oil, the differential, and the bore is larger, the valves can be (and
the transmission. Our car came with the are) larger. The cylinder heads are new,
optional Recaro seats and Performance as are the camshafts, the crankshaft,
Data Recorder, a nifty built-in camera/ and the rod bearings. This new engine
data-logger system to help you work on also revs 500 rpm higher to 7,500 rpm.
your lap times. All in, this red Chevy will The 2018 Coyote engine provides both
set you back $46,295, an $8,300 bump port and direct injection, and because
SAUSAGE MAKING Our video crew snaps a pic of
over the Camaro SS base price of $37,995. of the cooling effect of DI, the compres- a photographer while our sound guy listens in.
For the first time in history, a produc- sion ratio is now a relatively lofty 12:1. As
tion Mustang 5.0 displaces more than you’ve probably guessed by now, power pleasant innards. Sadly, like too many
5,000 cubic centimeters. The old is up, going from 435 to 460 horsepower Ford screens these days, there’s too much
Coyote V-8 displaced 4,951 cubes. Ford (5 hp more than Chevy). Torque also is information displayed and/or something
Performance changed out the cylinder up by 20 lb-ft to 420 lb-ft (though 35 always prompting you to hit “OK.”
liners and is using the same plasma less than Chevy). The six-speed manual Ticking the box for Performance Pack 1
transferred wire arc process as the sports new gears, optimized for the adds such features as a big wing, black
engine’s healthier output. aluminum wheels, Michelin PS4S tires,
FRESH MEATS It takes a great deal of rubber to The 2018 Mustang also gets updated Brembo brakes, a dual-mode exhaust,
make it through one of our comparison tests. and polarizing new sheetmetal. Ford’s a strut tower brace, a K-brace, stiffer
Just ask Michelin and Goodyear stockholders. decision to take the Mustang global front springs, a thicker rear anti-roll bar,
means that the car is subject to Europe’s a larger radiator, a Torsen limited-slip
restrictive pedestrian safety regulations, differential, “unique chassis tuning,” and
which often have an adverse effect on retuned electric steering assist, stability
design. That’s the why the headlights are control, and ABS. To even things up, our
so tiny while the hood is so bulbous. test car had optional magnetic dampers,
The coolest change to me is the big MagneRide in Ford-speak. (We asked
12.4-inch instrument panel. It’s bright for but didn’t get the available Recaro
and readable, has different displays sport seats.) Total price: $49,670, a $9,675
for different modes (the Track screen, jump over the GT’s base price. Does the
specifically the way Ford made the Mustang feel $3,375 more special than the
tachometer look, is particularly good), Camaro? Almost; the Ford’s interior does
and works well with the Mustang’s look and feel about $2K nicer.
When you’re arguing with the jerk who owns the car you don’t, 0–60 mph is hella important.

Before we get to the numbers, we smoked the Chevy. In a way, this is actu-
should talk about each car’s inherent ally good news for the 1LE. Here’s why:
pony car credentials. Meaning that yes, The Camaro can do about one, maybe two
when you’re sitting at the bar arguing decent burnouts, and then the Goodyears
with the jerk who owns the car you get hot to the point where they “grip
don’t, 0–60 mph is hella important. up,” to steal a term from Randy Pobst.
International bureau chief Angus It’s enough grip that 455 lb-ft of twisting
MacKenzie calls that stuff “pub ammo.” force has trouble breaking ’em loose. This
However, out on the street, numbers is slightly surprising.
really don’t matter all that much. I used to tell anyone who would listen
What does matter is what my MTOD to me that the best production burnout TRACK DAY Jethro guffaws as Jonny bloviates.
co-host Jethro Bovingdon refers to as machine on earth was either the 2015 No doubt some crucial aspect of the Head 2 Head
“cowboy science.” Roughly speaking, Jaguar F-Type R (it was rear-drive for one being filmed (or lunch) was being discussed.
that means noise, burnouts, and nonop- year only—future classic!) or any Hellcat.
timized drag racing. The Mustang’s V-8 Then I drove a Camaro ZL1 and melted racing, a term I made up. Basically
barks better. Both ponies have a two- six sets of rear tires. Not joking. it means leaving things such as GPS
mode exhaust and eight pistons churning In my fairly elaborate burnout experi- tracking gear and standardized measure-
away on a crankshaft, but the higher- ence, no other car comes close to the ments (like, say, distance) out of the
revving Ford makes much sweeter music. 650 lb-ft of torque and fury of the LT4 equation and just seeing which car goes
This is a notable improvement over the big dog Camaro. Why do I mention this? faster. To figure this out, Jethro and I
previous Mustang, which didn’t sound so The SS 1LE comes on the same tires as headed out to El Mirage, a dry lake bed
hot. The Camaro’s exhaust note isn’t bad, the ZL1. (The ZL1 1LE gets even stickier near Edwards Air Force Base. It was
but it’s not noteworthy (pun intended). R compound meats.) It turns out the instrumental in the birth of both hot-
The part that upsets me is that in some ZL1’s additional 195 lb-ft of supercharged rodding and drag racing.
more than tangential way, the Chevy’s torque are quite necessary. To the best of our cowboy science abili-
LT1 is related to the V-8 in the C7.R As for the Mustang GT, it represents ties, we marked off what probably was
Corvettes. I’ve heard them run at the 24 one more reason to buy Michelin stock. pretty close to a mile and went for it. The
Hours of Le Mans, and they are the best- The Ford is content to just sit and roast Mustang repeatedly beat the Camaro,
sounding machines at the race. Imagine ’em. I should mention that although both showing 159 mph on its speedo to the
if rolling thunder got angry. So, Chevy cars come with line lock (a feature that Chevy’s 151 mph. The Ford was about
tuners, a little more like that, please. disables the rear brakes to allow for easier four car lengths ahead each time, too. And
As for burnouts, the orange Ford liter- burnouts), I’m both impatient and not by “each time,” I mean we did this about
ally, figuratively, and in every other way too bright. I couldn’t get line lock to work, 30 times in a row. (Check out the video at
and after two attempts I stopped trying. MotorTrendOnDemand.com.)
That brings us to nonoptimized drag Why did the Ford win? For one thing,
the Mustang’s V-8 just loves to rev out.
The faster it spins, the more power it spits
out. For another, and we’ll explore this
more in a second, we have the distinct
feeling that the new Coyote is putting out
more than 460 ponies. For its part, the
Camaro sits on wider, slicker rear tires,
and on compacted dirt, that just doesn’t
have the same traction as the Mustang.
Then came time to leave cowboy
science behind and get to actual science,
as provided by our testing team. The
Ford outporks the Chevy, 3,863 pounds
versus 3,746. The two cars have identical
BLOW OUT It turns out that

sand sticks to hot wheels when
you’re traveling at 150 mph.
Jonny Lieberman takes action
with a cordless leaf blower. MARCH 2018 / MOTORTREND.COM 75
COMPARISON
54/46 weight distribution. The 1LE wins

the 0–60 sprint, doing so in 4.1 seconds
versus the Mustang GT’s 4.4 seconds. By
the end of the quarter mile, the Camaro
is still in the lead but not by much: 12.5
seconds at 115.2 mph for the Chevy
versus the Mustang’s 12.6 seconds at 115.1 THUNDER AND LIGHTNING Does anything beat the fact that you can buy 450-plus horsepower
mph. Road test editor Chris Walton, our V-8s for less than $50K? We think not. Also, that new Ford engine? She’s a screamer.
straight-line guru, told me that were we
to lengthen the race, the Ford would win figure-eight track, the Mustang managed foot wrong, never misbehaves, and most
because at that point the Chevy’s torque a 24.0-second lap. That’s a fantastic time, certainly never understeers. But the grip
and traction advantage is gone, and high- especially because the 2016 Mustang is so high that even though the chassis is
reving DOHC horsepower takes over. GT needed 24.4 seconds, and the BMW keen to, the car never oversteers—even
We feel Ford is sandbagging the actual M4 takes 24.1 seconds. So that’s good with everything turned off.
output. Why? My best guess is to protect company. But by comparison, the Nissan The Ford? Ever since the Mustang went
the 526-hp GT350, which is still on sale. GT-R NISMO, Porsche 991 GT3, and with an independent rear end, the GTs
But who knows? On to braking, and here Porsche 991.2 Turbo S all dance the haven’t been set up properly. The lighter
the Chevy wastes the Ford. The 1LE’s six- figure eight in a significantly quicker 22.9 EcoBoost cars are better, and the Shelby
piston binders haul it to a dead stop from seconds. I mention this because so does GT350R handles about as well as anything
60 mph in 93 feet. That’s world class. The the Camaro. I’m still having a hard time on the road. But the normal V-8s? Not
GT, which also has six-piston calipers, processing that number. The workaday great. I had high hopes the combination
needs 104 feet. Keep in mind that both Chevy runs even with the world’s elite of the 2018 refresh, the new Performance
cars are on similar performance rubber, performance cars in a true handling test. Pack goodies, and MagneRide would fix
and both have Brembos. Yes, the Ford For the record, the quickest time things. Nope. The car rolls over on itself
weighs more but not that much more. we’ve ever seen around the figure eight and seems to not only understeer but
The Camaro’s brakes are just better. is 22.2 seconds, put down by both the also to try and oversteer at the same time.
As is the 1LE’s handling. Around our Porsche 918 Spyder and the Lamborghini Like the front and back aren’t actually
Huracán Performante. The Camaro 1LE
is within spitting distance. When I asked
our handling guru Kim Reynolds what he
thought about the two cars after lapping
them, he looked first to the Camaro then
disparagingly glanced at the Mustang and
said, “There’s about 4,000 years of evolu-
tion separating the two.”
Ouch. But that’s the feeling both Jethro
and I got out on the road. The SS 1LE is
an ideal back road warrior. Everything it
does is sweet, from turn-in to midcorner
to post-apex—the Chevy never puts a
We headed to El Mirage, a dry lake bed instrumental in the birth of both hot-rodding and drag racing.
FIFTY YEARS’ WAR There are certain parts of life,

much like life itself, that you never want to end.
76 MOTORTREND.COM / MARCH 2018 May pony cars keep on fighting forever and ever.
connected. Jethro kept pointing out that
although the Ford felt bad going into a
corner, once you were in a turn it was OK. 2018 Chevrolet 2018 Ford
“There’s a good car somewhere under Camaro SS 1LE (1SS) POWERTRAIN/CHASSIS Mustang GT (Premium)
there,” he said. I concur. Front-engine, RWD DRIVETRAIN LAYOUT Front-engine, RWD
Then came the track. We took the two 90-deg V-8, alum block/heads ENGINE TYPE 90-deg V-8, alum block/heads
American icons out to Streets of Willow. OHV, 2 valves/cyl VALVETRAIN DOHC, 4 valves/cyl
Here’s the good news for Ford fans. The 376.0 cu in/6,162cc DISPLACEMENT 307.4 cu in/5,038cc
fastback GT laid down a 1:23.97 lap. That’s 11.5:1 COMPRESSION RATIO 12.0:1
0.24 second off the aforementioned M4 455 hp @ 6,000 rpm* POWER (SAE NET) 460 hp @ 7,000 rpm
(1:23.73), just quicker than a Lexus RC 455 lb- @ 4,400 rpm* TORQUE (SAE NET) 420 lb- @ 4,600 rpm
F (1:24.08), and nearly three tenths of a 6,500 rpm REDLINE 7,400 rpm
second better than a 2015 Mustang GT 8.2 lb/hp WEIGHT TO POWER 8.4 lb/hp
6-speed manual TRANSMISSION 6-speed manual
Performance Pack (1:24.29). The bad
3.73:1/1.87:1 AXLE/FINAL-DRIVE RATIO 3.73:1/2.32:1
news? The Camaro SS 1LE laid down a
Struts, coil springs, adj shocks, Struts, coil springs, adj shocks, anti-roll
1:20.67 lap, 3.3 seconds quicker. In other anti-roll bar; multilink, coil springs, SUSPENSION, FRONT; REAR bar; multilink, coil springs, adj shocks,
words, these two cars wouldn’t be allowed adj shocks, anti-roll bar anti-roll bar
to race together. Different class doesn’t 11.1-15.1:1 STEERING RATIO 16.0:1
cover it. The list of cars the Camaro went 2.8 TURNS LOCK-TO-LOCK 2.5
faster than should embarrass some OEMs: 14.6-in vented disc; 15.0-in vented disc;
13.3-in vented disc, ABS BRAKES, F; R 13.0-in vented disc, ABS
Porsche Cayman GT4, 2014 Audi R8 V10
Plus, Ferrari 458 Italia. I mean, come on! 10.0 x 20-in; 11.0 x 20-in WHEELS, F; R 9.0 x 19-in; 9.5 x 19-in,
forged aluminum cast aluminum
The Camaro is in another league,
285/30R20 95Y; 305/30R20 99Y 255/40R19 100Y; 275/40R19 105Y
with legitimate supercars. A 2015 GT-R Goodyear Eagle F1 Supercar 3 TIRES, F; R Michelin Pilot Sport 4 S
NISMO held the Streets record, 1:19.07—
DIMENSIONS
meaning the gulf between the quickest 110.7 in WHEELBASE 107.1 in
car ever lapped at the track and the 63.0/62.9 in TRACK, F/R 62.4/65.1 in
Chevy (1.6 seconds) was less than half 188.3 x 74.7 x 53.1 in LENGTH X WIDTH X HEIGHT 188.5 x 75.4 x 54.3 in
the gulf between our two competitors 38.1 TURNING CIRCLE 40.0
(3.3 seconds). But then we got bored at 3,746 lb CURB WEIGHT 3,863 lb
lunch and Randy ran a lap in a Huracán 54/46% WEIGHT DIST, F/R 54/46%
4 SEATING CAPACITY 4
Performante. Result: new champ, at
38.5/33.5 in HEADROOM, F/R 37.6/34.8 in
1:18.73—making the Camaro the sixth- 43.9/29.9 in LEGROOM, F/R 45.1/29.0 in
fastest car around Streets. Yet the Chevy 55.0/50.4 in SHOULDER ROOM, F/R 56.3/52.2 in
still is less than 2 seconds off the pace of a 9.1 cu CARGO VOLUME 13.5 cu
hypercar costing six times as much. Dang. TEST DATA
The winner of this round? The Camaro ACCELERATION TO MPH
1LE. Chevy has done the near impos- 1.8 sec 0-30 1.9 sec
sible, transcended the genre and turned 2.5 0-40 2.6
3.2 0-50 3.5
a once provincial pony car into an honest
4.1 0-60 4.4
to goodness world-class sports car. This
5.1 0-70 5.4
$46,000 miracle punches so far above its 6.5 0-80 6.7
weight that I’m in danger of saying things 7.9 0-90 8.1
that could be taken out of context. Such 9.4 0-100 9.7
as, if I were an engineer at BMW or even 13.1 0-100-0 13.6
Porsche, I’d clear off my drawing boards. 1.8 PASSING, 45-65 MPH 1.9
Where does that leave the Mustang? If 12.5 sec @ 115.2 mph QUARTER MILE 12.6 sec @ 115.1 mph
you don’t care about measurable perfor- 93 BRAKING, 60-0 MPH 104
1.12 g (avg) LATERAL ACCELERATION 1.00 g (avg)
mance and are instead into the “cowboy
22.9 sec @ 0.91 g (avg) MT FIGURE EIGHT 24.0 sec @ 0.83 g (avg)
science” side of things, you have your 80.67 sec 1.6-MI ROAD COURSE LAP 83.97 sec
winner. However, in the ways that matter 1,400 rpm TOP-GEAR REVS @ 60 MPH 1,700 rpm
to car guys, the 2018 Mustang got its butt CONSUMER INFO
handed to it. For less money, Chevy out- $37,995 BASE PRICE $39,995
engineered Ford. And this is what that $46,295 PRICE AS TESTED $49,670
galls me. Not only should Ford have done Yes/Yes STABILITY/TRACTION CONTROL Yes/Yes
a better job, but I also know they can do 8: Dual front, front side, 8: Dual front, front side,
f/r curtain, front knee AIRBAGS f/r curtain, front knee
a better job. The Shelby GT350R—a car
3 yrs/36,000 miles BASIC WARRANTY 3 yrs/36,000 miles
that’s every inch as awesome and breath-
5 yrs/60,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles
taking as a Porsche GT3—proves Ford
5 yrs/60,000 miles ROADSIDE ASSISTANCE 5 yrs/60,000 miles
has the knowledge to build a better car. It 19.0 gal FUEL CAPACITY 16.0 gal
remains to be seen how much the forth- 16/25/19 mpg EPA CITY/HWY/COMB ECON 15/25/18 mpg
coming Performance Pack 2 closes the 211/135 kW-hrs/100 miles ENERGY CONS, CITY/HWY 225/135 kW-hrs/100 miles
handling gap with that GT350R and this 1.02 lb/mile CO2 EMISSIONS, COMB 1.06 lb/mile
Camaro SS 1LE. You can expect another
Unleaded premium RECOMMENDED FUEL Unleaded premium
pony car face-off for the answer. Q
*SAE certified MARCH 2018 / MOTORTREND.COM 77
FIRST DRIVE | 2018 Mitsubishi Eclipse Cross
Words Michael Cantu
REINVENTION A thick, smoky haze blanketed

Santa Monica. The beach and
coastline were not visible.
Mitsubishi hasn’t had a new product in
years, and it is betting big on this compact
crossover. It’s a cruel fact of a cutthroat
The Eclipse Cross fills the space in
between the company’s best-selling
smaller Outlander Sport and the larger
The Santa Ana winds were industry: The automaker’s lineup is not and more expensive Outlander. It has
howling—slanting palm trees and fueling very competitive, and executives hope to the same wheelbase and width as the
wildfires just a few miles north. change that with the Eclipse Cross. They Outlander Sport and has a mere 1.5 inches
Those apocalyptic surroundings wouldn’t let a fire get in the way. Masks more overall length—which raises the
only made the media drive of the new were handed out as product experts gave question whether there’s enough room in
Mitsubishi Eclipse Cross all the more presentations. Photographers scrambled the lineup for two similar-sized vehicles
interesting. to stay ahead of the ash. with such a large price gap.
SPLIT OPINIONS
Mitsubishi created a
well-styled Eclipse
Cross, but it gets
hindered by the
weirdness of the split
rear window.
smoke-choked air, and famous pier. They our impressions of these preproduction
set us up right next to the hills of Malibu, models. Expect the Eclipse Cross to be
which provides some of the best twisting, tweaked before going on sale in March.
climbing roads in America. Scenic canyon An all-new engine powers the Eclipse
carving made up most of the drive. After Cross—a 1.5-liter direct-injection turbo-
driving the not-fun Outlander Sport, I four that produces 152 hp and 184 lb-ft of
wasn’t sure what to expect. However, torque. A CVT with eight simulated gears
I couldn’t forget the brand’s sports car backs the engine and routes power to the
heritage. It takes guts to borrow the name front wheels (only in the base trim) or
of one of the iconic coupes of the 1990s to Mitsubishi’s S-AWC all-wheel-drive
and slap it on a crossover. system. The powertrain provides plenty
After cruising north on Pacific Coast of power with decent throttle response
Highway, we turned onto Topanga for daily driving, but it feels a bit shy on
Canyon and the fun began. From the first torque. It’s a definite improvement over
turn-in, I knew this was no Outlander the 2.4-liter I-4 found in the Outlanders.
Sport. That’s a relief. As the twisty canyon The AWD system did a fine job
road continued, I found some initial body providing grip coming out of corners, but
MITSUBISHI roll, though plenty of grip followed— like most AWD crossovers, understeer
RESURRECTS AN nothing extraordinary but one of the
better-handling utes in the segment. In
quickly ruins the party (or saves your
butt). Not watching the road because of
OLD NAME FOR A certain cornering situations, the Cross the beautiful scenery, I found out that
NEW CROSSOVER felt momentarily unsettled, but product
planners took careful notes regarding
the Cross does well under quick trail-
braking. I have no complaints about the
The Eclipse Cross is designed to be the

sportier-looking, fun-to-drive alterna-
tive to the Outlanders. Designers hit
the styling mark with the sloping roof,
high beltline, raked rear window, and a
thick body line. Mitsubishi’s signature
Dynamic Shield grille, tubular-LED
taillights, and large fenders lend to the
sporty styling. It’s an attractive design
from the front and profile. The rear end,
however, is another story. The split rear
window will get mixed opinions, but it
stands out in a sea of similar crossovers.
But does the sporty design carry over
into driving character? Mitsubishi didn’t
invite us to Santa Monica for the beach,
FIRST DRIVE
The Eclipse Cross introduces a new

service called Mitsubishi Connect, which
consists of automatic collision notifica-
tion, emergency services, and alarm noti-
fication, among other things. The Remote
services package can remotely start the
crossover, adjust the climate settings,
lock the doors, honk the horn, turn on
the lights, find your car in a parking lot,
and offer parental controls. It’s standard
brakes—the power, feel, and travel is is much better. The new-to-Mitsubishi on the SE and SEL trims and free for two
acceptable for a crossover. touchpad did a better job of navigating the years—it’s $99 a year after that.
The Eclipse Cross comes equipped with infotainment system than expected. The Eclipse Cross’ biggest problem
Mitsubishi’s best-ever budget-minded The Eclipse Cross lineup consists of could be pricing. A $24,290 starting price
interior. It’s not the best in class, but it’s four trims. The base ES trim starts at is not that low, especially for a brand that
much better than those in the Outlander $24,290 and comes standard with front- is not known for superior build quality.
and Outlander Sport. Most noticeably, wheel drive. But the S-AWC system—with It’s also a three grand jump from an
Mitsubishi designers created a much Auto, Snow, and Gravel modes—is avail- Outlander Sport. That price tag also puts
quieter interior. The steering wheel and able for $600; it’s standard on other trims. it above all subcompact rivals. Perhaps a
some of the switchgear are shared with Standard features for the ES trim include worse equation: The Eclipse Cross has a
the Outlanders, but overall, the quality 16-inch wheels, foglights, LED running price ladder just shy of the larger Honda
lights, LED rear combination taillights, CR-V, Toyota RAV4, and Mazda CX-5, and
Bluetooth, automatic climate control, it is almost identical in starting price to
a 7.0-inch touchscreen, and a USB port. the Kia Sportage and Ford Escape.
That’s pretty good out of the gate. If Mitsubishi is betting on its bold
The LE trim adds black 18-inch wheels, looks, all-wheel drive, and new features
SiriusXM radio, Apple CarPlay and and technology to steal buyers away from
Android Auto, and dual USB ports. It takes other brands, they might be in for a tough
moving up to the SE trim to get standard ride. Our upcoming First Test review
blind-spot warning, rear cross-traffic will give us a better idea of its real-world
alert, and features such as heated front prowess. Regardless, the Eclipse Cross is
seats and keyless entry. LED headlights, a currently the automaker’s best product
head-up display, and a multiview camera and shows that Mitsubishi has evolved
system are standard on the SEL trim. and can again be competitive. Q
2018 Mitsubishi Eclipse Cross

BASE PRICE $24,290
VEHICLE LAYOUT Front-engine, FWD/AWD,
5-pass, 4-door SUV
ENGINE 1.5L/152-hp/184-lb-
turbocharged DOHC
16-valve I-4
TRANSMISSION Cont variable auto
CURB WEIGHT 3,300-3,500 lb (mfr)
WHEELBASE 105.1 in
LXWXH 173.4 x 71.1 x 66.3-66.5 in
BIG STEP FORWARD The dashboard is mostly soft- 0-60 MPH 9.2-10.8 sec (MT est)
touch, and the shifter is smooth with a leather
boot, not the clunky plastic one of the Outlanders. EPA CITY/HWY/ Not yet rated
COMB FUEL ECON
80 MOTORTREND.COM / MARCH 2018 ON SALE IN U.S. Currently
FIRST LOOK | Volkswagen I.D. Buzz concept
Words Christian Seabaugh
Building Buzz Reinvention ain’t easy. Just Ever pragmatic, VW knows it needs
VW’S ELECTRIC
MICROBUS AMPS
UP HYPE FOR I.D.
Microbus, slated to go into production
ask Blockbuster how well a global halo of sorts for its new I.D. in 2022, two years after the I.D. and
that DVD rental to streaming lineup, which includes the not-for-U.S. I.D. Crozz, will build buzz and amp up
video transition went. Volkswagen I.D. hatchback and the global customers. Yes, this writes itself.
Volkswagen, long the poster child of VW I.D. Crozz crossover. Both are accept- The I.D. Buzz is a lot like Venice, where
efficient diesel transportation, is going able if a bit bland, but neither is meaning- you’re just as likely to find hippies in drum
through a similar (though probably far fully in gotta-have-it territory. circles and people living in their vans as
more successful) transformation after its Which is why I found myself in L.A.’s you are the nouveau riche and tech bros
diesel emissions scandal, pivoting from bro-hemian Venice Beach, behind the in multistory modernist modules.
diesel engines to a new family of electric wheel of the VW I.D. Buzz concept. Its styling is a callback to VW’s free-
vehicles, called I.D. Volkswagen hopes the reborn electric love heyday. VW Group’s new modular
MEB platform is the host for all three
I.D. vehicles—which allows VW to nail
the Microbus proportions and design of
the I.D. Buzz, in that it artfully blends
old styling cues with new. The cabin,
which seats up to eight, is as versatile as
the original’s, with seats that convert the
cabin into a lounge or even a bedroom.
Underneath the I.D. Buzz’s retro sheet-
metal is a modern platform with a floor-
mounted battery, front and rear electric
FOURTH TIME’S THE CHARM The I.D. Buzz concept is the
latest in a long line of bus-inspired concepts: Microbus
Concept (2001), Bulli Concept (2011), and BUDD-e (2016).
The difference is that VW says it will build this one.
motors, and electrical architecture that

should eventually allow the produc-
tion version to drive autonomously. The
concept runs and drives, but it’s far from
what the production version will be like.
This one is more of a proof of concept,
powered by an e-Golf powertain that
would give it 200 miles of range, but
it’s limited to 20 mph. But production
versions will be able to go farther. VW
says there will be three powertrains with
three battery sizes—a rear-drive 201-hp
motor paired with a 60-kW-hr battery,
a 302-hp dual-motor all-wheel-drive
version with an 83-kW-hr battery, and
another dual-motor all-wheel-drive
version with 368 hp and a 100-kW-hr
battery. Volkswagen says the production
version should be able to travel between
250 and 310 miles on a charge.
That VW is confident enough to turn
me loose on a half-mile stretch of Venice’s
bustling Abbot Kinney Boulevard says a
lot (though in retrospect, I did have an wider than expected, an issue amplified
LAPD escort and two VW minders). by the oddly shaped steering wheel.
Press the “D” on the I.D. Buzz’s rect- With five years to convert the I.D.
angular steering wheel to engage the Buzz from concept to reality, VW has
concept’s single forward speed, and tap plenty of time to make it fun to drive—
on the accelerator (marked with the play something the original Microbus was in
symbol; the brake gets the pause symbol), a prehistoric, underpowered way. Even
and the I.D. Buzz motors off smoothly. if the I.D. Buzz drives like the original
There’s not a ton of regeneration once off when it and its cargo van variant go on
the throttle, but the brakes bite well. The sale in 2022, it won’t matter—the crowds
I.D. Buzz feels agile considering its hand- mobbing the concept in Venice show
made tires, though its turning circle is VW’s mission is already accomplished. Q
I.D. Buzz
I.D. Crozz
I.D.
HALO The I.D. Buzz is slated to go on sale two

years after the I.D. Crozz and I.D. If we’re
armchair quarterbacking this, we’d put the Buzz MARCH 2018 / MOTORTREND.COM 83
on sale first, then the Crozz, followed by the I.D.
ALPINE
FIRST RIDE | 2019 Mercedes-Benz G-Class
Words Collin Woodard
WE TAKE AN OFF-ROAD RIDE IN MERCEDES’ REDESIGNED G-WAGEN

When Mercedes set out to Just remember, Mercedes originally capable off-roader—perhaps even more
redesign its G-Class sport- envisaged this vehicle for use by farmers so than its predecessor. That mountain
utility for the first time since and Bundeswehr officers who had terrible goat aptitude is as much a part of the
its 1979 introduction, one of terrain to traverse. That it became a G-wagen’s identity as its squared-off
its biggest goals was to improve the brick- favorite of the Cartier and Cristal set was styling. Without it, there would be no
shaped SUV’s on-road behavior. And boy a happy accident. reason for the G-Class to exist.
did the G-wagen need it. The primitive But no matter how modern and To prove that the redesigned G-wagen
recirculating ball steering is notoriously civilized the Geländewagen needed to is still one of the most capable off-roaders
loose and requires constant correction to become to satisfy the mall-crawler crowd, you can buy, Mercedes invited us to
maintain a straight line. And let’s not even Mercedes wanted to ensure the new Schöckl, the Austrian mountain it uses to
talk about the body roll. version satisfied its original purpose as a test and develop the G-Class. The trails
there are rocky and treacherous, far
STAR
DESCENT CONTROL There’s no low-speed

crawl mode, but low-range gearing keeps
things steady in tricky terrain.
Wrangler or Toyota Land Cruiser keep up jounce and 5.59 inches of rebound.
in a race down the mountain? Possibly. Other changes include switching from
But everyone in the G-Class would be far three-link to five-link location of the
more comfortable. The body control is rear axle, adding a new transfer case that
seriously impressive. defaults to a 40/60 front/rear torque
How did Mercedes’ engineers do it? split, moving the front differential higher
beyond the abilities of the modern-era The frame is 34 percent stiffer, and body off the ground, and placing the fuel
car-based crossover. rigidity has been improved nearly 50 tank ahead of the rear axle. Mercedes
Crawling up and down these trails in percent. And although the body is only also swapped in a new nine-speed
prototype vehicles, Mercedes’ profes- 0.67 inch wider than before, Mercedes transmission.
sional drivers showed off not only found room to widen the track by a Don’t worry. The important stuff is
the G-Class’ new features but also whopping 4.4 inches. The fording depth, all still there. The G-Class still sits on a
how shockingly capable it is off-road. meanwhile, has been raised 3.9 inches, ladder frame, gets side-pipe exhaust, and
Although the new version has swapped bringing it up to 27.6 inches. retains its three locking differentials.
out its live front axle for an independent Approach, departure, and breakover There’s also still a low-range mode that
front suspension, it’s apparent that there angles were all improved by 1 degree, and you can only select when the transmis-
isn’t much the new G-wagen can’t handle. the tilt angle has been improved to 35 sion is in neutral. When you need to
Perhaps more important, it tackled degrees. Suspension travel has increased, switch back to high range, you can do that
every obstacle in such a calm, controlled with the front axle offering 3.35 inches of on the move up to about 43 mph.
fashion it almost felt like it wasn’t trying. jounce and 3.94 inches of rebound. The Mercedes says it has no plans to offer a
Even when blasting down the trail at rear axle, meanwhile, gets 3.23 inches of low-speed crawl control like we’ve seen
truly insane speeds (love the grab-handle from several other automakers, but I can’t
location, BTW), the new G-wagen was imagine anyone actually missing it. The
remarkably composed. Could a Jeep
FIRST RIDE
Rear-seat passengers are treated to consider-

ably better accommodation that’s much easier
to access, thanks to a wheelbase stretched by
1.6 inches. Foot clearance from the seat support
structure to the B-pillar is greatly improved, and
legroom increases by a claimed 5.9 inches.
Shoulder and elbow width also grow by 1.1 and
2.3 inches in back, three-position seat heating
INSIDE THE is provided, air vents are now offered on the
G-WAGEN’S CABIN B-pillars, and the backrest offers nine recline
The interior of the original G-Class has been positions from vertical. An elevated rear-seat hip
nipped and tucked more frequently and point and narrow-back front seats promise great
thoroughly than almost any other part of the outward visibility, and rear cargo capacity is said
vehicle, yet this second-generation version’s to be roughly unchanged.
interior is unmistakably all-new and vastly Naturally, Mercedes will offer abundant
improved. opportunity for individualization. At the G’s inte-
The 2019 Mercedes-Benz G-Class’ high, rior launch event, 10 two- and three-tone interior
wide instrument binnacle brow links this upholstery color schemes were presented
dash design with those of most Mercedes alongside seven trim choices—carbon fiber,
sedans—especially on AMG Line models that metal, piano black, and four types of wood—at
upgrade the mechanical speedometer and
tach to virtual gauges on a second thin-film
driver made sure to demonstrate not only
how easy the throttle was to modulate
but also how much you can rely on engine
transistor screen.
The multifunction steering wheel with Even when blasting down
braking to slow a descent.
paddle shift switches is shared with the
revised S-Class. But the new G shares its the trail at truly insane
One surprisingly useful feature,
though, is the front-facing camera. It
electrical architecture—including the bank
of silver organ-key switches that control the speeds, the new G-wagen
shows a clear, crisp picture of what’s
ahead and, unlike the Chevrolet Colorado
heating and A/C, the analog clock below
them, and the buttons that direct the infotain- was remarkably composed.
ZR2, has guidelines that show how wide ment system to the navigation, radio, media,
the vehicle is and where you’re headed. telephone, or car screens—with the E-Class.
There’s also a 360-degree view to help Does that mean the Geländewagen’s look
you keep an eye on what’s next to you. has gone all futuristic? Hardly. All the other
Expect both to make tackling a difficult design cues hark back to G-wagen’s strictly
trail much simpler. utilitarian roots. The round air vents are meant
Mercedes also added a new off-road to echo the (still) round headlights. The
driving mode called G-Mode. Once the stereo tweeters on the upper corners of the
low range has been engaged or one of the dash are designed to look like the iconic turn-
differentials has been locked, G-Mode signal indicator lights that still mount to the
front fender tops. Opt for Burmester sound,
engages—automatically optimizing the
and the total speaker count hits 16.
adjustable dampers, steering, throttle,
Two more G-Class icons remain. The three
and shift times for off-road conditions.
differential lock switches are prominently
However, because we didn’t do any
centered between the middle air vents, and
on-road driving, we can’t say for sure a robust grab handle gives passengers
how big a difference it makes. something to hang onto when the terrain
Put it all together, and it’s clear that introduces extreme pitch and roll angles. The
even though the live front axle is gone, low-range selector switch is on the center
the new G-Class hasn’t lost a beat. It’s console near the user-interface rotary push
still a G-wagen, it’s still an absolute beast knob. Speaking of the console, switching to a
off-road, and with improved specs, it standard Mercedes-Benz column shifter and
should easily outperform the outgoing an electronic parking brake freed up sufficient
model. Now we just need to see how it center console space for cupholders and a INDEPENDENCE DAY Live front and rear
axles were trademarks of the G-wagen,
drives on a paved road. Q 390-cubic-inch storage bin (adding to the 317 but you’ll find an independent front
cubes available in the glove box). suspension on the redesigned version.
MEIN GOTT HANDLE Preserving design
icons from the original G-wagen was a
prime objective in this redesign. The two
most obvious are the big-enough-for-
two-fists passenger assist handle and
the three centrally located switches for
locking the differentials.
least a few of which could perfectly coordinate The doors had to get thicker to accom- The design team knew better than to set
with any of the 11 standard and 13 Designo modate the stronger reinforcement needed to ambitious targets for improving aero on this
exterior paint colors. pass FMVSS 214 side-impact pole testing. Two brick, but the mandate was to be no worse
elements customers deemed absolutely crucial than the original. No Cd numbers were shared,
OTHER COOL FACTS ABOUT THE NEW to the G-wagen were the sound that the doors but we were told the more critical CdA (drag
G-CLASS’ INTERIOR The windshield and make when they close and the rifle-bolt sound area) remains the same despite the frontal
side glass are curved, but it’s barely enough the power locks make when they actuate. area growing, so the coefficient is at least
to notice. Probably enough so that they don’t These both seemed authentic on the demo slightly better. Frank Markus
reflect like mirrors, though. vehicle presented.

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UPDATE
AUDI
A4
Words Motor Trend Editors
Swapping the hydrogen-powered Toyota

Mirai for the Kia Niro has made life easier.
ARRIVAL 2017 Kia Niro Kelly Pleskot
The Niro has few direct competitors. Perhaps
“Kia has thought up an its closest rival is the Ford C-Max, though it’s also
interesting alternative to bound to be cross-shopped against the Hyundai
the Toyota Prius. We’re Ioniq and the Toyota Prius. The Niro is the first Kia
ready to see how it holds to sit on the new green car platform shared with
up as an eco-wagon.” the Ioniq.
You can buy a 2017 Kia Niro for $23,785. That
price is on par with the starting price of the
ubiquitous Prius. But we splurged for the top-level
EPA CITY/HWY/COMB FUEL ECON Niro: the Touring. Unlike lesser Niros, the Touring
46/40/43 MPG BASE PRICE $30,545 features leather-trimmed upholstery, ventilated
PRICE AS TESTED $32,575 seats, a power tilt and slide sunroof, a heated
steering wheel, front and rear park assist, a 10-way
Life after chaperoning our long-term Toyota Mirai power driver’s seat with memory, and an eight-
has been easier but a little less interesting. Sure, speaker Harman Kardon audio system. On top of a wireless phone charger. After adding on $130
I don’t miss the somewhat disappointing range these standard features, we also tacked on the carpeted floormats, our Niro rang out to $32,575.
or driving across city lines to fill the hydrogen Advanced Technology package for $1,900. It’s not Kia sweetened the pot for the 2018 model
tank, but I enjoyed the car’s instant response, its a bad investment considering you get automatic year. The new Niro Touring no longer offers
otherworldly styling, and the new discoveries that emergency braking, forward collision warning, lane the Advanced Technology package, instead
come with testing technology not normally found departure warning, adaptive cruise control, and incorporating its features as standard equipment.
in passenger cars. Now I find myself in one of the These top models start at $32,840, a little bit more
most pragmatic, down-to-earth vehicles on the expensive than the top-trim Prius. At the time of this
market: the Kia Niro. writing, both 2017 and 2018 model Niros are listed
In past reviews, we’ve called Kia’s new hybrid as available on Kia’s consumer site.
wagon “vanilla,” “practical,” “nondescript,” and All Niros come with a 1.6-liter I-4, an electric
“utilitarian.” But we’ve also praised its excellent fuel motor, and a 1.56-kW-hr lithium-ion battery pack.
economy, long driving range, spacious interior, and This system produces 139 hp and 195 lb-ft of
value pricing. Over the next 12 months, we’ll get a torque, which, as we’ve noted in the past, isn’t quite
chance to better explore these areas and one of the enough juice to feel confident getting up to speed
biggest concerns with any new car: quality. quickly on the highway. The question is: Will fuel
economy and range make up for this shortcoming?
UPDATE UPDATE UPDATE
BMW BMW CHEVROLET FORD F-250 HONDA HONDA HYUNDAI JAGUAR
530i M2 BOLT EV SUPER DUTY CR-V HR-V TUCSON F-PACE
JEEP KIA MAZDA MAZDA MERCEDES-BENZ MINI NISSAN SUBARU

RENEGADE NIRO CX-5 CX-9 GLC300 CLUBMAN TITAN XD LEGACY
ARRIVAL UPDATE
RIDE ALONG FOR UPDATES ON OUR LONG -TERM FLEET

SPECS 2017 Kia Niro EcoHybrid Touring
60.8”
PAUL LAGUETTE
71.1” 1 7 1.5 ” 2017 Honda CR-V AWD Touring Brian Vance

MT figure eight “On warm days, Service life / 4 mo/8,754 mi
CO2 emissions 0.45 lb/mile lb/mile 27.3 sec @ 0.62 g (avg) Avg CO2 / 0.69 lb/mi
push and hold the Energy cons / 120 kW-hrs/100 mi
unlock button on
9.6 sec 17.2 sec @ 79.0 mph 123 ft the key fob to lower
Unresolved problems / None
Maintenance cost / $67.80
0-60 mph Quarter mile Braking distance, 60-0 mph
all the windows to (oil change, inspection, tire rotation)
jettison the hot air Normal-wear cost / $0
Vehicle Layout Front-engine, FWD, 5-pass, 4-door hatchback
Base price / $34,595 As tested / $34,595
Engine 1.6L/104-hp/109-lb-ft I-4 plus 43-hp/125-lb-ft front inside the car.”
electric motor; 139-hp/195-lb-ft combined
Transmission 6-speed twin-clutch auto AVG MPG FUEL ECON 28.0 MPG
Lateral Acceleration 0.86 g (avg) This and all 2017 CR-Vs at or above
Curb Weight (F/R Dist) 3,237 lb (60/40%) the EX trim levels come equipped with
Energy Cons, City/Hwy 73/84 kW-hrs/100 miles the Honda Sensing suite. It equips the
car with a series of cameras and sensors
Counteracting some of its extra niceties, Touring that actively help the driver pay more
models take a hit in fuel economy compared to attention to the road and traffic. Attempting
other trim levels. Our Kia Niro delivers EPA-esti- to prevent accidental lane departures or
mated 46/40/43 city/highway fuel economy, but fender benders, Honda Sensing is also
base FE models, which are lighter and feature paying attention when the driver neglects
less content, actually top out at 52/49/50 mpg. to do so. And although Honda’s technology
We’ll have to conduct our own Real MPG tests to isn’t quite as robust as Tesla’s Autopilot 2.0,
The center console armrest is thinly
determine how efficiently our top-trim Niro really it does have a similar Tesla-like feature that padded, and I’ve begun to feel the hard
performs on the road. In addition to fuel economy, allows it to execute low-speed following in plastic on my forearm.
we will learn much more about how much the Niro bumper-to-bumper traffic during rush hour.
can carry and how that affects performance. Suffice to say the first few times using Honda does not officially endorse using
Our first impressions? Yes, the Niro takes a while the system left me skeptical, but I’ve come low-speed follow in heavy traffic, the
to get up to highway speeds from a start, but Sport to rely on low-speed follow to ease the situation I’ve described entails speeds of
mode sharpens its reflexes. As you’d expect from a pain of my evening commute on the Santa less than 15 mph on real-world roads, sun
subcompact, ride quality suffers when encoun- Monica Freeway (I-10) between the 405 up or down, and it works.
tering bumps in the road, and it’s noisier than interchange and downtown Los Angeles. Low-speed follow works better on
expected on the highway. On the plus side, we’ve That particular stretch of asphalt is clogged freeways than boulevards, partially
noticed it has an exceptionally high range readout more often than not, and it is a perfect place because the lower speeds of thick-traf-
after filling up. More on that in future updates. to activate the system and allow the CR-V’s ficked boulevards allow drivers to force-
computing power to relieve my commuter fully change lanes in front of you, which
stress. It’s worth mentioning the CR-V does causes nail-biting situations for the driver
not have full autonomous abilities, and yes, and/or a hard, jolting jab of the brake by
a driver from another lane cutting in front of the CR-V.
you when there really isn’t any space to do Also of note is that Honda offers this
so can confuse it, but generally it is a great same technology in its affordable Honda
way to maintain low blood pressure in thick, Civic LX sedan when equipped with CVT
frustrating traffic. Learning to activate the transmissions, so for under $22K, you
system and understanding its limitations can significantly ease the pain of big-city
comes naturally for the driver. And although commuting via Honda Sensing.

UPDATE | Long - term test
Most of us are unimpressed by the “gesture

control” system for audio controls. The only one
that works consistently is twirling a circle for audio
volume, but it also cranks up the sound if you or
your passenger speak with your hands. Poking
your fingers toward the screen to change channels
works maybe once in 10 times. Never mind.
Not that everything about iDrive is awful. The
scroll-and-push controller-wheel interface for
navigating the myriad infotainment menus is
2017 BMW 530i Mark Rechtin quite intuitive once quickly self-taught; the built-in
shortcuts help, too. The ability to spell things on
“A few electrical Service life / 8 mo/14,691 mi the touchpad is useful and much less distracting
Avg CO2 / 0.80 lb/mi in some cases than using the controller. And the
gremlins have me Energy cons / 140 kW-hrs/100 mi iDrive screen is crisp and sharp.
wondering if the Unresolved problems / None One system that works very well, says testing
Bimmer is haunted.” Maintenance cost / $0 (oil change, inspection) director Kim Reynolds, is the smart cruise control
Normal-wear cost / $0 and lane keeping assist. Kim’s daily 35-mile slog is
Base price / $52,195
a perfect test. “It hardly needs inputs to the steering
As tested / $72,135
wheel and doesn't ping-pong in the lanes. Smart
cruise is excellent in slow-and-go.”
REAL MPG FUEL ECON 24.4 MPG However, BMW still is plagued by a coarse auto
In German, BMW’s Connected Drive slogan stop/start system. Upon restarting, it shakes the car
is, “Vernetzt um frei zu sein,” which essentially my phone and get it to work. This is criminal when like the engine has misplaced its balance shafts.
translates to “Networked, to be free.” But given the everyone from Chevy to VW has an almost instant To save fuel, the system shuts down the engine if
glitchy software in our long-term 530i infotainment recognition and pairing of smartphones with you’re slowing to a stop, but if you ease up on the
system, it meant something else entirely when I CarPlay or Android Auto. brakes for a smooth limousine stop, it confuses the
was muttering it under my breath. Meanwhile, associate editor Scott Evans had computer and the engine fires back up.
Anyone with multiple smartphones in their family a different, perhaps more obnoxious result: As Perhaps our BMW is haunted. When exiting the
might be faced with the same problem I found soon as he got in the BMW, iDrive automatically car, sometimes the audio shuts off along with the
as the BMW rotated through our staff. Any time opened Pandora on his phone even if he had left ignition, but sometimes it plays until the doors are
someone else linked his or her phone to the car, the the car with the stereo set to satellite radio. Hence, locked, and sometimes it plays for several minutes
iDrive system wouldn’t recognize my iPhone even a warning: If you listen to raunchy rap or naughty until it perhaps realizes no one is around. We also
though it was still listed as a paired phone. The comedy stations on Pandora, you might want to frequently received a “fasten seat belt” warning for
same thing happened when I upgraded to iOS 11. change over to Chillwave or Sinatra before you take the unoccupied passenger seat. That got fixed in a
It often would take upward of an hour to reconnect children or clients for a drive. software reflash during our 10,000-mile service.
2017 Mazda CX-5 AWD (Grand Touring) Robin Trajano It’s rare that an automotive journalist pines for
an Eco mode, but the CX-5 could use one.
“A full tank of gas gives Service life / 4 mo/9,995 mi turn or are on a freeway on-ramp at spirited speeds.
Avg CO2 / 0.74 lb/mi
me more than 300 miles Energy cons / 130 kW-hrs/100 mi
That’s fun, but it can get annoying when the engine
of range, and I usually hovers near redline long after you’ve started
Unresolved problems / None
cruising. I always end up manually shifting up to
have to fill up two or three Maintenance cost / $99.89 (oil change,
“reset” the transmission into Normal mode. That
times per week. I really inspection, tire rotation)
playful willingness to keep revs up eats through
Normal-wear cost / $0
wish it had a bigger tank.” Base price / $31,635 As tested / $33,960 gas. I hate to say it, but an Eco mode could help
here. Or I could be a little gentler on the throttle.
REAL MPG FUEL ECON 23.6 MPG Another gripe I have is Mazda’s overzealous
As the honeymoon phase starts to taper off, I’m blind-spot monitoring system. When you use your
starting to see a few shortcomings of my CX-5. I turn signal, it will alert you if there is a car that is two
mentioned in the arrival that our Real MPG testing over 28 mpg on the freeway, but I haven’t seen less or three car lengths behind you—so far that the car
resulted in an 18.4/29.9/22.3 mpg city/highway/ than 20 mpg in the city. will be in your side and rearview mirror, no longer
combined rating, which is below the claimed EPA The less than ideal mileage can be attributed in your blind spot. It’s useful for people who never
fuel economy ratings (23/29/26). We retested it to the sportier drivetrain calibration. The throttle is look over their shoulders when switching lanes but
and came back with slightly better numbers— responsive, and I can easily coax a downshift or redundant for those who do. I get paranoid when
19.7/31.2/23.6 mpg, respectively. That’s pretty two with my right foot. This makes it feel peppy in I hear the warning beep and double-check even
close to the EPA claim for highway and combined the city even without Sport mode. It even monitors though I know there isn’t a car in my blind spot.
mileage but still low for city driving. I struggle to get cornering g’s and will hold lower gears if you take a After four months, I’m impressed with the CX-5.

2017 Jaguar F-Pace 35t R-Sport Ed Loh “Every reviewer gripes about the ride; however,
there’s a very simple fix that we owners have
“So far the ride of the Service life / 4 mo/7,470 mi discovered,” he wrote. “Take the tire pressure down
Jaguar F-Pace has been Avg CO2 / 0.80 lb/mi from the Jaguar-recommended setting, and make
Energy cons / 140 kW-hrs/100 mi sure in the car options that you set the vehicle for
pretty good, though it Unresolved problems / None light load, as appropriate. Makes a massive differ-
does vary depending on Maintenance cost / $0 ence on any sized tires, including the 22s.”
road quality. I’m curious Normal-wear cost / $0 I ran these suggestions by Jaguar USA. “The
what lower tire pressures Base price / $57,295
owner is correct on both technical fronts,” they
As tested / $64,343
might do.” replied. “There’s a ‘normal’ and a ‘light load’ setting,
and they do make a big difference. By default the
REAL MPG FUEL ECON 19.3 MPG car is set to normal, which should be 43/44 psi [for
Shortly after we published our F-Pace arrival story the 22-inch wheels]. The light setting is 34 psi.”
online, a friendly email arrived from proud owner covers, checking all fluid levels, installing the front Up to three occupants is a considered a light
Gregory Craig of Denver, Colorado, with several license plate, and testing all systems from cruise load. Add enough people and cargo to total 1,100
suggestions he culled from “the collective expe- control to HVAC. pounds, and you’ll max out the gross vehicle
rience of hundreds of owners” and “many more Craig recommended we check that the Jaguar’s weight rating, which is the limit for normal load.
lurkers and pre-buy folks” on fpaceforum.com. InControl TouchPro infotainment system was For our 20-inch wheels, the recommended tire
One suggestion was to make sure the dealer running the latest version of the software. This pressure settings varied. Online, the normal loads
executes a thorough pre-delivery inspection. This turns out to be difficult to confirm 100 percent, but are listed at 41/44 psi for the front/rear tires, but
was not useful for us because we had already after examining various clues on the forum, it looks the sticker in the vehicle’s doorjamb listed 43 psi
received our Jaguar, but it was definitely sound as though we need to have our system updated all around. Not that it really matters; we rarely have
advice for those looking to buy not only an F-Pace (though we have yet to experience any glitches). more than a surfboard in the back seats, so we took
but also any new car. A PDI involves checking off The most useful recommendation addressed the pressures down to 34 psi and will experiment
dozens of service points, including but not limited the ride, which we’ve called “Conestoga-like” with them for the remainder of the loan. Thanks for
to such things as removing any protective films or depending on the wheel size and driving surface. the help, Gregory.
2017 Audi A4 2.0T Quattro Zach Gale Audi’s virtual cockpit is a cool feature even if you’re
not using available Google Earth imagery.
“The Audi A4’s engine Service life / 2 mo/3,127 mi speeds, such as commuting in a stop-sign-filled
Avg CO2 / 0.85 lb/mi
sounds just fine, but you Energy cons / 147 kW-hrs/100 mi
residential neighborhood, the transmission doesn’t
won’t be mistaking it for Unresolved problems / None
quite give linear responses. More sensitive drivers
anything other than the might feel a bit of resistance as you first press down
Maintenance cost / $0
on the accelerator. It’s not a big deal, and some will
turbo-four that it is.” Normal-wear cost / $0
find that small trade-off is worth it for the transmis-
Base price / $40,350 As tested / $52,325
sion’s quick responses when you’re driving faster.
As with most cars in this class, the 2017 A4 is
REAL MPG FUEL ECON 22.2 MPG equipped with an engine stop/start system that
The Audi A4 2.0T is a sleeper—you wouldn’t feels smooth enough. If you’re into quick starts
expect the understated luxury sport sedan to be followed by impressive acceleration—the car real- from traffic lights turning green, however, you’ll
one of the quickest cars in its class, yet it boasts a izes you’re more interested in GO than MPG. want to turn the system off (but that’s no different
0–60 time in the low 5-second range. No matter At the track, road test editor Chris Walton found than most versions of this tech). In a segment filled
the launch method, our all-wheel-drive Audi feels the best launch method was to switch to Dynamic with more challengers than you’d probably expect,
quick, but to fully explore the car’s performance, we mode, turn off stability control, and press down on the A4 2.0T’s quickness is a good advantage to
sent it to the track for Motor Trend testing. both pedals: “It revs to 2,750 rpm then gently leaves have. The twin-clutch transmission could be even
Our well-equipped A4 tester reached 60 mph the line. Upshifts are extremely smooth.” smoother at lower speeds, but moving to a different
in 5.2 seconds. In the real world, drivers who prefer Quick shifts are made possible by the car’s transmission might reduce some of the responsive-
to stomp and go will find a bit of an initial delay seven-speed twin-clutch transmission. At low ness that draws us to the car in the first place.

LONG-TERM TEST | Verdict
Instant torque makes the Toyota

Mirai feel quick off the line despite
2016 Toyota Mirai Kelly Pleskot it making just over 150 horsepower.
Service life / 6 mo / 10,497 mi

miles on the odometer, and we added another
“After six months with Base price / $58,335 Options / None
10,497 miles over about six months. As we learned
the Toyota Mirai, I’m Price as tested / $58,335
Avg fuel econ/CO2 / 59.0 mpg-e / 0.00 lb/mi from Toyota, the average Mirai customer drives
not ready to find a Problem areas / None about 10,000–12,000 miles a year and has one
place in my heart for a Maintenance and normal-wear cost cost / other vehicle at their disposal. Only 15 percent of
hydrogen-powered car. $18.31/$0 3-year residual value* / $37,000 customers buy rather than lease the Mirai.
But others will.” Recalls / None In some ways, the conventional answer to
the fuel cell versus EV dilemma is true. Pumping
Total days / 179 Total H2 / 171.249 kg hydrogen is much like pumping gas, save for the
Total H2 cost / $2,703 (26 cents per mile)
People ask me all the time why someone might Average fuel economy / 61.3 miles per kg (mpk)/ extra-cold temperature of the hydrogen dispenser
opt for the 2016 Toyota Mirai, a hydrogen fuel cell 62.5 mpg-e nozzle. We spent an average of 4 minutes and 6
electric vehicle, over a traditional battery EV. The EPA official mpk / 65.9 seconds refueling the Mirai on occasions when
conventional answer is that fuel cells require little Average (mean) new range estimate after there was a quarter of a tank remaining, or 4
change in an owner’s routine if they are accus- refueling / 272 miles Low 254 High 295 minutes 35 seconds when we had dropped down
tomed to driving a gasoline car; refueling takes a Average (mean) total driving range (actual miles to just one-eighth of a tank.
few minutes at a station with a pump, and in theory driven plus indicated range remaining) / But the Mirai’s driving range proved somewhat
you should achieve a similar driving range with the 279 miles Low 239 High 314 disappointing. Although the EPA estimates the
Average time to refuel at /
added benefit of emitting nothing but water from Mirai can travel 312 miles on a tank, we averaged a
1/2 tank 2 min, 53 sec 3/8 tank 3 min, 13 sec
the tailpipe. But my response would differ. Despite 1/4 tank 4 min, 6 sec 1/8 tank 4 min, 35 sec total potential driving distance of 279 miles, based
the factors that should normalize hydrogen FCEVs, I on the sum of the miles driven before a fill-up and
found that driving a Mirai feels far more foreign than AVERAGE MPG FUEL ECON the indicated range remaining on the readout. We
any other type of vehicle. 62.5 MPG-E refueled the H2 tank more than 50 times, but the
Our Mirai rolled into the MT garage with 7,947 *IntelliChoice data; assumes car cracked 300 miles of total driving distance
42,000 miles at the end of 3 years in just six instances. After refueling, the average
new range estimate came out to 272 miles on
the display. In a similar vein, we achieved a fuel
economy rating of 61.3 miles per kilogram during
our time with the Mirai, though the EPA estimates a
65.9-mpk rating.
Unlike gas stations, which are available at
every corner, hydrogen stations are still few and
far between. The nearest one to my residence is
12 miles away, and there are just 30 open retail
stations across California as of this writing, though
a couple of them opened after or slightly before
the end of our time with the Mirai. In addition to
the limited infrastructure, the experience of filling
up varies slightly from station to station. They
usually don’t prove problematic, but one pump
requires watching a lengthy tutorial, and on a
couple of occasions, stations encountered hiccups
dispensing hydrogen fuel. In contrast, plugging
in an EV is as easy as plugging in your cell phone
nowadays, especially if you charge at home.
The Mirai is available in one fully loaded trim
The Mirai has a unique interior layout with touch-based climate

controls, but the overall look resembles the cabin of the Prius.
2016 Toyota Mirai
POWERTRAIN/CHASSIS
DRIVETRAIN LAYOUT Front-engine, FWD
MOTOR TYPE Permanent-magnet AC
synchronous electric
BATTERY TYPE 1.5-kW-hr nickel-metal
hydride
POWER (SAE NET) 151 hp @ 3,230 rpm
TORQUE (SAE NET) 247 lb- @ 0 rpm
WEIGHT TO POWER 27.0 lb/hp
TRANSMISSION 1-speed automatic
AXLE/FINAL-DRIVE RATIO 8.78:1/8.78:1
SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll
bar; torsion beam, coil
springs
STEERING RATIO 14.8:1
TURNS LOCK-TO-LOCK 2.8
BRAKES, F; R 11.6-in vented disc; 11.4-in
California that service the vehicle, and there are disc, ABS
special Mirai technicians, but we never had to wait WHEELS 7.0 x 17-in cast aluminum
long to get our Mirai in for a checkup. We didn’t TIRES 215/55R17 93V (M+S)
level with active cruise control, pre-collision have to make a formal appointment for either of our Michelin Primacy MXV4
braking, LED headlamps, a 7.0-inch touchscreen, two visits while adhering to the 5,000-mile service DIMENSIONS
and heated seats with SofTex synthetic leather intervals. Once the tires were rotated and a few WHEELBASE 109.4 in
upholstery. Our model goes for $58,335, but if you inspections were performed, we were in and out of TRACK, F/R 60.5 / 61.8 in
lop off a $5,000 California rebate, the price drops the dealership in an hour or two. LENGTH X WIDTH X HEIGHT 192.5 x 71.5 x 60.5 in
to $53,335. (As of June 30, funding for the California What will I miss most about the Mirai? I enjoyed TURNING CIRCLE 37.4
tax credit has been exhausted, with priority now its instant power delivery, which helps maneuver CURB WEIGHT 4,072 lb
going to lower- and moderate-income applicants; quickly through traffic, and its comfortable ride. WEIGHT DIST, F/R 58/42%
a federal income tax credit with a maximum $8,000 Plus the car’s low beltline means expansive SEATING CAPACITY 4
value expired at the end of 2016 and has not been windows provide excellent visibility. Customers HEADROOM, F/R 38.5/36.8 in
retroactively extended.) also get a uniquely designed, high-quality interior LEGROOM, F/R 42.5/30.1 in
Toyota provides free fuel for three years, worth with a competent and responsive infotainment SHOULDER ROOM, F/R 54.3/53.5 in
up to $15,000. That extra moola comes in handy system, unique touch-sensitive climate controls, CARGO VOLUME 12.8 cu
because hydrogen often costs $15 or more per and comfortable SofTex seats. TEST DATA
kg, quite expensive when you consider the Mirai’s But for as many good things as I can remember, ACCELERATION TO MPH
usable fill capacity is 4.72 kg. Compare that to a there are bad ones too. First off: The Mirai has only 0-30 2.9 sec
single charge for an EV, which will definitely cost four seats. Vague handling, a heavy feel when 0-40 4.3
you less than a tank of gas. But sweetening the pot cornering, and mushy brakes diminish the driving 0-50 6.2
a little more, owners get free rental car service for 21 fun. The Mirai’s value proposition is put in question 0-60 8.6
days, and Toyota also offers free maintenance for when you realize you’re getting a vehicle with an 0-70 11.8
three years or 35,000 miles. uninspired driving experience at the same price 0-80 16.1
Accordingly, we spent $0 maintaining our Mirai, you’d pay for a premium car even after all the perks. PASSING, 45-65 MPH 5.0
with one small exception. After noticing our cabin The Mirai also feels older (because it is older) than QUARTER MILE 16.7 sec @ 81.2 mph
air filter was dirty, we dropped $18.31 to fix the the Honda Clarity. Although the Mirai trumps the BRAKING, 60-0 MPH 129
problem. (The filter is not covered by the compli- Clarity in ride quality, the Clarity benefits from better LATERAL ACCELERATION 0.78 g (avg)
mentary maintenance program). The Mirai is the handling and a newer cabin. The few hydrogen MT FIGURE EIGHT 28.3 sec @ 0.58 g (avg)
first hydrogen vehicle we’ve had in our long-term cars on the market have noticeable drawbacks TOP-GEAR REVS @ 60 MPH 6,975 rpm
fleet, so it’s impossible to compare its maintenance when it comes to driving enjoyment, and electric CONSUMER INFO
cost to its direct competitors. But we can compare vehicles such as the Volkswagen e-Golf, Chevrolet BASE PRICE $58,335
it to our long-term 2015 Kia Soul EV+, which cost Bolt, and Tesla Model S more closely fit the bill in PRICE AS TESTED $58,335
$71.42 to maintain over 10,099 miles, and our terms of performance. STABILITY/TRACTION Yes/Yes
long-term 2013 Tesla Model S P85+, which cost $0 So how would I respond if someone asked what CONTROL
to maintain but required $1,760 for new tires after it would take for me to get into a FCEV over a BEV? AIRBAGS 8: Dual front, front side,
f/r curtain, driver knee,
38,054 miles. I’d have to live within a few miles of a hydrogen passenger thigh
Getting the Mirai serviced was a surprisingly station, have another vehicle or not travel outside BASIC WARRANTY 3 yrs/36,000 miles
simple affair. True, you’ll only find four Toyota deal- of California very often, and be willing to make POWERTRAIN WARRANTY 5 yrs/60,000 miles
erships in Southern California and four in Northern sacrifices in drive or ride quality. FUEL CELL SYSTEM 8 yrs/100,000 miles
WARRANTY
ROADSIDE ASSISTANCE 3 yrs/unlimited miles
FUEL CAPACITY 5.0 kg H2
EPA CITY/HWY/COMB ECON 67/67/67 mpg-e
ENERGY CONS, CITY/HWY 51/51 kW-hrs/100 miles
CO2 EMISSIONS, COMB 0.00 lb/mile (at vehicle)

RECOMMENDED FUEL Compressed hydrogen
I enjoyed the Toyota Mirai’s instant power delivery and comfortable ride. MARCH 2018 / MOTORTREND.COM 95
LONG-TERM TEST | Verdict
This mug is a common sight in California, where

2016 Honda Civic Touring Erick Ayapana the Honda Civic is the state’s best-selling car.
Service life / 15 mo / 30,828 mi

“The 10th-generation Honda Base price / $27,375
gers or climbing steep inclines. The transmission
Options / Wireless charger unit ($250), rubber
Civic has set a high bar in floormats ($142), trunk tray ($114), wireless was responsive and always on point—one of the
its segment with a knockout charger attachment ($55) best CVTs we’ve experienced in recent memory.
combination of refinement, Price as tested / $27,896 And trips to the Malibu Canyon roads revealed
tech, and value.” Avg fuel econ/CO2 / 32.2 mpg/0.60 lb/mi that Honda didn’t skimp on chassis development,
Problem areas / None either. With a suspension system that combines
Maintenance cost / $483.20 (4-oil change, standard MacPherson struts up front and a
inspection, tire rotation) multilink setup out back, the Civic eagerly stayed
Normal-wear cost / $0 planted through corners and was simply satisfying
3-year residual value* / $18,700
It’s been 15 months since we welcomed our long- to navigate through twisty roads. Its variable ratio
Recalls / None
term 2016 Honda Civic Touring to the #MTGarage steering system worked as advertised, especially
and asked, “Has the Honda magic returned?” REAL MPG CITY/HWY/COMB FUEL ECON with low-speed agility, which I especially appreci-
That’s a tough question to answer because magic 30.1/40.0/33.8 MPG ated while maneuvering in tricky parking spots.
isn’t quantifiable, but it came to mind every time *IntelliChoice data; assumes 42,000 miles Some notable incidents pulled our Civic out
I hopped into our Rallye Red test car. Regardless at the end of 3 years of the MT Garage rotation. A hit-and-run incident
if it’s returned, the Civic is an outstanding sales while it was parked on the street caused substantial
success for Honda, especially here in California minute it arrived—it spent many hours slogging damage to the driver’s side rear fender and door,
where it’s been the best-selling car for two years. through L.A. traffic, withstood numerous heat requiring almost two weeks’ worth of body repair.
With an achievement like that, we were eager for a waves (with A/C on blast), and endured editors Then there was the worrying ordeal due to a faulty
long-term evaluation. who know nothing else but to go hard on the gas Transmission Control Module that completely
One big draw is likely the Civic’s new 1.5-liter pedal. That said, our Civic’s observed average bricked our test car, requiring a tow truck for a
turbo-four that’s paired to a continuously variable fuel economy was a solid 32.2 mpg. And a look at rescue trip to the dealer. This occurred while our
transmission. For starters it’s relatively good at the fuel log reveals five occasions where our Civic Civic was still relatively new, but other than that, it
sipping gas, which is something many Californians exceeded 40 mpg between fill-ups. was trouble free for the remainder of its stay.
care about now that they pay an average of $3.23 The powertrain had a peppy side to it, too. Despite the down time, we managed to rack up
for a gallon of fuel, the highest in the nation (as Acceleration was smooth and brisk, and the engine 30,828 miles on the odometer. Our Civic looked
of this writing). Our test car was hard at work the never felt out of breath lugging around five passen- just as fresh as it did when we first took delivery,
One big draw is the Honda Civic’s new 1.5-liter turbo-four paired to a continuously variable transmission.

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2016 Honda Civic Touring
POWERTRAIN/CHASSIS
DRIVETRAIN LAYOUT Front-engine, FWD
ENGINE TYPE Turbocharged I-4, alum
block/head
VALVETRAIN DOHC, 4 valves/cyl
DISPLACEMENT 91.3 cu in/1,497cc
COMPRESSION RATIO 10.6:1
POWER (SAE NET) 174 hp @ 6,000 rpm
TORQUE (SAE NET) 162 lb- @ 1,700 rpm
REDLINE 6,500 rpm
WEIGHT TO POWER 16.8 lb/hp
TRANSMISSION Cont variable auto
AXLE/FINAL-DRIVE RATIO 4.81:1/1.95:1
SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll
bar; multilink, coil springs,
anti-roll bar
STEERING RATIO 10.9:1
TURNS LOCK-TO-LOCK 2.3
BRAKES, F; R 11.1-in vented disc; 10.2-in
vented disc, ABS
WHEELS 7.0 x 17-in cast aluminum
TIRES 215/50R17 (M+S)
Firestone FT140
DIMENSIONS
WHEELBASE 106.3 in
TRACK, F/R 60.9/61.5 in including the leather seats and other interior touch
LENGTH X WIDTH X HEIGHT 182.3 x 70.8 x 55.7 in points that are prone to wear and tear. No squeaks
TURNING CIRCLE 35.7 or rattles to report, either. Four routine maintenance
CURB WEIGHT 2,919 lb visits cost us $483.20, though that total could’ve
WEIGHT DIST, F/R 61/39% been about $100 less if it weren’t for one dealer that
SEATING CAPACITY 5 was twice as expensive as the others. For compar-
HEADROOM, F/R 37.5/36.8 in ison, our previous long-term 2014 Mazda3 S GT
LEGROOM, F/R 42.3/37.4 in set us back $162.55 for two service visits in 22,000
SHOULDER ROOM, F/R 56.9/55.0 in miles and our 2013 Volkswagen Jetta GLI cost us
CARGO VOLUME 14.7 cu nothing, thanks to complimentary maintenance for
TEST DATA 3 years/36,000 miles.
ACCELERATION TO MPH Notes and comments from staffers were mostly
0-30 2.6 sec positive. The infotainment system, however,
0-40 3.8 was one common source of frustration, with its
0-50 5.2 jumbled interface and clumsy capacitive-touch
0-60 6.8 volume slider. Honda can do better, and it has—the
0-70 8.8 new 2018 Accord, for example, gets a next-gen
0-80 11.3 infotainment system that’s more responsive, a “worthy adversary” to the fancy German sedan
0-90 14.3 sharper, and has a good old-fashioned volume and “an amazing value.” It’s hard to argue with
0-100 17.9 knob. We’re hoping all that eventually trickles that assessment when you consider the Civic
PASSING, 45-65 MPH 3.2 down to the Civic lineup sooner than later. Other Touring’s premium features and a price tag just
QUARTER MILE 15.3 sec @ 93.0 mph than that, we were impressed with the overall build under $28,000. A similarly equipped front-drive
BRAKING, 60-0 MPH 120 quality, ergonomics, best-in-class legroom, and A3 commands almost $10,000 more.
LATERAL ACCELERATION 0.84 g (avg) plenty of features showcasing Honda’s thoughtful So back to that magic. Senior features
MT FIGURE EIGHT 27.4 sec @ 0.64 g (avg) engineering and attention to detail—the center editor Jonny Lieberman explained it pretty well
TOP-GEAR REVS @ 60 MPH 1,600 rpm storage console, for example, is not only spacious following a Big Test compact sedan comparison
CONSUMER INFO but also features multiple tiers of sliding trays and that the Civic handily won. “Honda magic is
BASE PRICE $27,375 cupholders, a USB port, and an armrest that’s tricky to define, but to me it means that in a given
PRICE AS TESTED $27,896 perfectly lined up with the one on the door. Then competitive set [like this one], the Honda product
STABILITY/TRACTION Yes/Yes there’s the long list of tech including remote start, stands out,” Lieberman said. “It drives better, it
CONTROL adaptive cruise control, and a driver assist system feels better, it’s engineered better, and it’s got
AIRBAGS 6: Dual front, front side, that automatically provides mild steering inputs to special sauce—the X factor.” And after spending
f/r curtain
keep you in your lane. a year with the 10th-gen Civic, we’re even more
BASIC WARRANTY 3 yrs/36,000 miles
One intern, who had lots of seat time in our Civic convinced that Honda’s magic wand is stronger
POWERTRAIN WARRANTY 5 yrs/60,000 miles
and a friend’s Audi A3, declared that the Honda was than ever. Q
ROADSIDE ASSISTANCE 3 yrs/36,000 miles
FUEL CAPACITY 12.4 gal
EPA CITY/HWY/COMB ECON 31/42/35 mpg
ENERGY CONS, CITY/HWY 109/80 kW-hrs/100 miles
CO2 EMISSIONS, COMB 0.55 lb/mile
REAL MPG, CITY/HWY/COMB 30.1/40.0/33.8 mpg
RECOMMENDED FUEL Unleaded regular
The Honda Civic’s variable ratio steering

system worked as advertised, especially
with low-speed agility.
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The Big Picture

LIVING THE DREAM RACING ... IT’S LIFE
The brake lights ahead flash bright proper production Lamborghini, created by up to a GT3,” Lamborghini Motorsport boss
red through my steeply raked Lamborghini engineers and designers and Giorgio Sanna says.
windshield. I count an extra beat built alongside the Huracán and Aventador Case in point: The new aero package that
then grenade the brake pedal, road cars at Sant’Agata Bolognese. Write includes most of the EVO upgrades over the
the bellowing 620-hp V-10 inches behind me a $295,000 check, and the friendly folks at 2015 Huracán Super Trofeo has been specifi-
erupting into a quick-fire, shock-and-awe sonic Lamborghini will send you one prey much cally designed to improve chassis balance
barrage—boom! boom! boom!—as I fan the le ready to race. What’s more, they’ll give you and stability, especially through fast fourth-,
paddle, working the six-speed sequential-shi somewhere to race it. fih-, and sixth-gear corners that would give
transmission back through the gears. Super Trofeo is a Pro-Am race series gentleman drivers wide eyes and sweaty
The Lamborghini Huracán Performante devised and promoted by Lamborghini palms in the edgier GT3 Huracán. An 8
in front of me is squirming all over the road specifically for these Huracán race cars and percent reduction in drag boosts straight-line
as Lamborghini Squadra Corse test driver aimed at customers the company politely calls speed, however, and helped the EVO lap the
Christian Engelhart dances it to the abso- gentleman drivers—those with the money storied Monza grand prix circuit 1.5 seconds
lute limit of adhesion on corner entry. The to consider racing Lamborghinis on some quicker than the old car in testing.
Lamborghini Huracán Super Trofeo EVO I’m of the world’s most iconic tracks a hobby. Super Trofeo racing is close and
driving stops hard enough to punch the air Super Trofeo championships are held in North spectacular (check it out on Motor Trend
from my lungs, dives for the apex the instant America, Europe, the Middle East, and Asia, OnDemand) and for Lamborghini, it’s
I turn the wheel, and then carves through the culminating in a world final at the legendary good business—the company has built
corner, slick tires gripping like limpets as the Imola circuit in Italy, just down the road from 150 Huracán Super Trofeos since 2015
big V-10 at my back bellows once more. Lamborghini HQ. and already sold nearly 50 of the new EVO
In that moment I feel like a racing god—like Despite its race-face swagger, the Super models. But it’s also a survival strategy: As
I’ve swapped jobs with Lewis Hamilton or Max Trofeo EVO is heavily based on the Huracán mass automobility heads inexorably toward
Verstappen, and no one’s laughing. And that’s road car, sharing about 70 percent of its parts, autonomous vehicles, brands that are
exactly how Lamborghini’s newest factory including engine and suspension. It’s not as defined by high performance and driving
race car has been designed to make me feel. fast, nor is it as tricky to drive on the limit as the passion can no longer rely on simply selling
Welcome to the future of the supercar. Pro-spec Huracán GT3 race car. Although it has fast and sexy road cars.
With its trick aerodynamics, racing more power, the Super Trofeo EVO generates “Racing … It’s life,” Steve McQueen said
transmission, slick tires, carbon brakes, and less downforce and is electronically limited to in the 1971 film Le Mans. “Anything that
FIA-approved rollcage nestling in a stripped- 174 mph. “We allow drivers to enjoy the power happens before or aer—it’s just waiting.”
down interior, the Lamborghini Huracán and torque, but the Super Trofeo is meant to The Lamborghini Huracán Super Trofeo
Super Trofeo EVO is a proper race car. It’s also be a scholarship car, to prepare them to move EVO, one of a growing group of factory-
built race cars for gentleman drivers that
includes Porsche’s 911 GT3 Cup, Ferrari’s 488
“In that moment I feel like a racing god—like I’ve swapped jobs Challenge, and the Mercedes-AMG GT4,
gives supercar owners the opportunity to not
with Lewis Hamilton or Max Verstappen, and no one’s laughing.” only drive the dream but to also live it. Q

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What are some of the products offered by WeatherTech?

What are some of the products offered by WeatherTech?

How does Lamborghini promote racing among customers?

How does Lamborghini promote racing among customers?

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Motor Trend Original Programming Consumer Marketing,

Back Issues TO ORDER BACK ISSUES,

Copyright 2018 by TEN: The Enthusiast Network Magazines, LLC

The Lohdown What’s On Demand This Month?

OUT OF THE LANDFILL,

ONTO THE WATER

THE BEST OF L.A.

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Why you will love V1

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I read that, against the Jeep Compass and

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WATCH HEAD 2 HEAD

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To call the LF-1 merely a departure for the traditionally

SPINDLE GRILLE Calty designers strived to

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D-pillars over the roof, sheetmetal wings

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systems being developed by Toyota’s

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Dive in Without Taking a Plunge

T he market’s swimming with overpriced dive watches.

DOOR BUSTER Chrome bumpers are retained

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MARCH 2018 / MOTORTREND.COM 45