Since its launch in 1998, the Lexus RX has offered a combination of SUV versatility and luxury sedan-like comfort, earning it status as America’s best-selling luxury SUV. Refining itself with a dramatic mix of sharp creases and curves, the focal point of the front is the Lexus signature spindle grille, set off by an elegant chrome-plated surround and standard Bi-LED headlights.

Three years after the introduction of its fourth-generation, RX sees several changes for 2019. These upgrades include a two-tone instrument panel on the RX 350 Premium and RX 450h (hybrid) Premium with a Noble Brown interior; Lexus Enform Remote (smart watch and Amazon Alexa skill integration) is now offered; and Intuitive Parking Assist is no longer a stand-alone option.

For 2019, the available L-shaped premium LED headlights use three unique L-shaped elements per side. The spindle theme repeats at the rear, where L-shaped LED taillights envelop the tailgate and wrap into the rear fenders. Capping off the design is a floating-roof effect created by elegantly blacked-out C-pillars. Where the rubber meets the road, there’s a choice of three 20-inch wheel designs. Also, all RX paint colors feature a scratch-resistant self-restoring coat, using high-performance macromolecular polymer.

The elegantly sculpted 4387-lb. (for the AWD) RX 350 is constructed of unitized steel, and measures 192.5 inches long, 74.6 inches wide and 67.7 inches high on a 109.8-inch wheelbase.  Ground clearance is 8.2 inches and maximum towing capacity is 3500 lbs.

The RX 350 shows off its power with a 3.5-liter V-6 aluminum block engine, coupled with an 8-speed Automatic Electronically Controlled Transmission. The system is rated at 295 hp and 267 lbs.-ft. of torque, and the transmission, with “intelligence”, accelerates in car-like fashion. Behind the wheel and in the seats, RX350 seems faster than its stopwatch times. Accelerating from a stop is effortless, and passing at speed and conquering uphill grades are equally easy and predictable. At the track, my test RX350 finished off a zero-to-60mph run in 7.8 seconds during a 16.1-second quarter-mile. EPA rated at 19mpg/city, 26mpg/highway and 22mpg/overall for the AWD configuration, my test RX350 averaged 22.7mpg in mixed-use tests.

The RX 350’s electric power rack and pinion steering with electronic power assist was often vague, and understeer was apparent, but acceptable. Inside, for driver and passengers, the experience was as smooth as one would expect in a luxury vehicle. The all-wheel-drive set-up worked as expected and the MacPherson strut front suspension with coil springs and the rear double wishbone, smoothed out most road irregularities. 

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

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

The base 2019 Lexus RX 350 starts at $43,820 in front-wheel drive and $45,220 in all-wheel drive. The seven-passenger 350L is priced at $48,020 for FWD and $49,420 for AWD; the dynamic sport-tuned RX 350F Sport starts at $49,470 (FWD) and $50,870 (AWD). If you go up to the 450h (gas-electric Hybrid), pricing starts at $46,245 in AWD, the 450hL in AWD is $50,970 and the RX 450h F Sport bases at $51,605.

My all-wheel-drive test RX 350 AWD in Matador Red Mica with a Black NuLuxe Leather with Striated Black trim interior added the Premium Package, for $1110, with Espresso Walnut and leather interior trim, a rear armrest storage compartment, rain-sensing wipers, leather interior trim, electrochromic power folding outside mirrors, and the Lexus Memory System; and a power moonroof with roof rails was added for $1350. Heated front seats cost $440; and the $3225 Navigation/Mark Levinson® Package was added with a 15-speaker Mark Levinson Premium Surround Sound Audio System, Navigation System, 12.3-inch color multimedia display, in-dash DVD/CD player, Lexus Enform App Suite, remote touch and climate control smog sensor. The Cold Weather Package added a Windshield Wiper De-Icer, Fast-Response Interior Heater and Auto-Leveling Headlamps for $315. A Touch-Free power rear door added $200; mud guards were $155; door edge guards were $140; running boards were $639; and a panoramic blind-spot monitor with rear-cross-traffic and braking was added for $1385. With the delivery and processing fee of $1025, my test 2019 all-wheel-drive Lexus RX350 stickered at $53,654.


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

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

The 2019 Audi A6 is all-new for 2019, with changes in its architecture, engine and power; standard all-wheel-drive and the addition of innovative technologies, touch-sensitive controls, infotainment and digital solutions.

Audi’s executive luxury mid-size sedan, the A6, is the No.4-selling mid-size luxury vehicle in America, and has built on its reputation for showcasing liquid style, elegant lines, power, pampering and performance that epitomized its earlier versions.

Beginning as the successor to the Audi 100 in 1994, the A6 was ostensibly a cloned Audi 5000. Filling the mid-size portion of Audi’s executive line, complimenting the full-size A8, the A6 is now in its fifth generation, and is available as a wagon and a sedan, though the wagon is marketed as the Avant.

Manufactured in Neckarsulm, Baden Wuertemberg, Germany, the 2019 Audi A6 is rounded and sculpted at the same time, showing off muscular, yet elegant contours. New design cues include front-end focus starting with a new, wider grille, sharply drawn headlights moved closer to the face; character lines in the hood and an intricate lower fascia. Thin shoulders, tapered roofline, gently bowed sides and pronounced wheel arches bring you to the re-sculpted rear that is paid off with a short trunk lid that ends in a curved edge for optimized aerodynamics.

A6’s galvanized steel body utilizes an aluminum hood and front fenders to save weight, and comes in at a curb weight of 4266 lbs. With a multi-step anti-corrosion protection system employed within the construction, A6 delivers extra luxury touches from the frame up. Slightly larger in nearly all dimensions from the previous model, A6 measures 194.4 inches long, 74.3 inches wide and 57.4 inches high on a 115.1-inch wheelbase with 4.6 inches of ground clearance.

Powerwise, the A6 features a newly developed 3.0-liter TFSI® V6 engine, which delivers more power than its predecessor and weighs 30 pounds less. The 3.0-liter engine generates 335 horsepower and 369 lb-ft of torque, 44 lb-ft of peak torque more than the previous generation. The V6 engine features a twin-scroll turbocharger positioned directly inside the “V” replacing the supercharger from the previous generation. 

Graceful in looks and in performance and handling, my Audi A6 broke 5 seconds in the sprint at 4.9 for a zero-to-60 run, and completed a 13.5-second quarter-mile. EPA estimates are 22/city, 29/highway and 25mph as an average for the 3.0T and my test A6 averaged 21.6 mpg in mixed-use driving. 

A6 is a driver’s car with responsive Electromechanical speed sensitive power steering, optional dynamic all-wheel steering and exceptional balance. Its modular longitudinal platform aids stability and in extreme hairpins and softer twisties, and the previous generation’s understeer has been diminished significantly. 

A6 accelerates deftly with supercharged low-torque power and has good high-range ability as well. The five-link front suspension with an anti roll bar, twin-tube-gas-filled shock absorbers and trapezoidal-link rear with twin-tube-gas-filled shock absorbers is a bit loose, but confidently smoothes road irregularities. Braking is self-assured with the electronic stability program, anti-lock brakes and electronic rear brake pressure proportioning.

The cockpit is indulgent with exquisite fit and finish, a bevy of advanced communication technologies, ambient lighting, keyless start, ergonomic seats with power lumbar up front, leather seating surfaces (partial leather), three zone automatic air conditioning and metallic accents, including chrome bezels framing air vents.

The cabin is also pampering with seating for five – 38.0 inches of front headroom with sunroof, 38.1 inches in the second row; 41.3 inches of legroom in row one and 37.4 in row two; and shoulder room of 57.8 and 56.5. 

From a safety perspective, 2019 Audi A6 named 2019 Top Safety Pick+, the highest rating available from IIHS – when equipped with available LED Matrix Design headlights with high beam assist on Premium Plus and Prestige trim lines

A6 safety items include a front-end crumple zone carefully constructed to absorb energy from frontal impact and the engine and front axle divert energy to a fortified floor and tunnel structure. Also included are an adaptive restraint system, side and curtain airbags, Audi pre sense that initiates protective measures if it detects an imminent collision, adaptive cruise control with stop and go function, and systems that warn the presence of other vehicles and activate if a rear-end impact appears imminent.

The 2019 Audi A6 3.0T in Premium trim starts at $58,900, the Premium Plus trim bases at $62,700 and the Prestige trim starts at $67,100. Some exterior paints add $595 to the sticker, but m y test vehicle came in a standard Brilliant Black with Black leather seating surfaces at no extra charge. The Convenience Package added $1300 for Audi Side Assist with Pre Sense Rear, rear cross traffic assist and vehicle exit warning, Heated Auto-Dimming Power-Folding Exterior Mirrors Body color with memory, Audi Phone Box with Wireless Charging, signal booster and Audi Advanced Key. The Cold Weather Package added $600 for a Heated Steering Wheel and Heated Rear Seats. A CD/DVD player added $150 and Rear Side Airbags (which should have been standard and not an option – NEVER option your safety) added $350. Audi Guard All-Weather Floor Mats with an A6 Logo added $200 and Destination charges of $995 put the sticker-as-tested at $62,495.

Subaru’s version of the sports coupe, is the BRZ, launched in 2013 and co-developed with Toyota as part of its “86” series of grand tourer sports coupes. BRZ features a boxer engine, front-engine, rear-wheel-drive layout and 2+2 seating, but its platform is its own, and unshared with other models. The Boxer engine, a Subaru staple, is behind the nomenclature, as BRZ stands for “Boxer Rear-drive Zenith”.

Remaining in its first generation, the 2019 BRZ adds only a Series.Gray trim model, based on BRZ Limited, featuring black-finish alloy wheels and Performance Package with Brembo® brakes, SACHS® performance shock absorbers, and exclusive exterior and interior trim. Cosmetically, and for better road steadiness, a wheel opening arch fin was added to enhance aerodynamic stability on all models.

I have driven BRZs before and few changes is good strategy … while power may be bit lacking – at 205 hp an 156 lbs-ft of torque, BRZ is a fun drive that is a kick on the autocross, a beast in quick turns and a bit of a strategy animal on the highway in uphill grades and passing at speed. And BRZ’s around town manners and maneuverability are first-class.

BRZ utilizes a large proportion of high-tensile steel, with aluminum for the hood, to present a light and well-balanced chassis, weighing in with a curbweight of only 2798 lbs. for the manual edition of the Limited trim, and 2840 for an automatic. Its handling attributes can partially be traced to its low center of gravity at just 18.1 inches -- among the lowest of any production car in the world.

The sleek and raked coupe body includes a low roof height of just 50.6 inches, combined with a swept-back roofline, bulging front fenders, short overhangs and pronounced rear haunches for a lean, athletic stance that emulates that of a classic GT coupe. BRZ sits 166.7 inches long, and 69.9 inches wide on a 101.2-inch wheelbase and its exterior is enhanced by hawk eye high intensity discharge headlights, hexagonal lower grille and six-star ornament in Subaru signature styling.

The BRZ interior is simple, elegant, sports coupelike and loaded with tech, featuring an easy-to-see instrument panel, center-mounted tachometer with an analog speedometer to its left, fuel and temperature gauges positioned to the right, and a cornucopia of infotainment.

Cabin accommodations are also coupelike and decidedly cramped with 37.1 inches of front headroom and 35.0 inches for rear-seat passengers, a comfortable 41.9 inches of front legroom, but only a child-worthy 29.9 inches in row two, and 53.1 inches of front shoulder room, with a tight 45.3 inches in the backseats.

Under hood, Subaru’s 2.0-liter Boxer engine in manual configuration is EPA estimated at 21/29/24 while the automatic comes in higher at 24/33/27, and my week of mixed-use testing in the manual came in at an average of 25.0mpg.

While BRZ looks, handles and sounds like a throaty sports coupe, it doesn’t accelerate like one. Thanks to a low-body weight, the modest horsepower and torque outputs are fine for long-distance cruising and some autocross fun, but BRZ is NOT a speed-track performer. Acceleration seems tedious, though I was able to finish a zero-to-60mph sprint I accomplished in 6.6 seconds, en route to a 15.1-second quarter-mile. 

BRZ’s rack-and-pinion steering with electric power assist is communicative and predictive, and performs well in quick Esses, winding curves and tight parking situations. The 4-wheel independent front suspension with MacPherson-type struts, lower L-arms, coil springs, stabilizer bar, strut tower brace and anti-dive geometry, combined with a double-wishbone type rear with coil springs, stabilizer bar and anti-lift geometry smooth out road irregularities while offering good road feel to the driver.

Regarding safety, the Insurance Institute of Highway Safety (IIHS) awarded the 2019 Subaru BRZ “Top Safety Pick” honors  based on crashworthiness evaluations of front moderate overlap, side impact, roof crush and rear impact. Subaru’s Ring-Shaped Reinforcement Frame safety structure forms the foundation for crash protection and occupant safety and the compact Subaru Boxer engine helps enhance safety, because it allows more crush room in front and on the sides.

Additionally, Subaru’s Advanced Frontal Airbag System employs dual-stage-deployment driver and front passenger air bags. And front seat side pelvis/torso air bags and side curtain air bags offer additional head protection for front and rear occupants.

The 2019 Subaru BRZ starts at $25,795 in Premium trim, with voice-activated GPS navigation system and Bluetooth® hands-free connectivity. The Limited trim starts at $28,645 and gets you Alcantara® and leather-trimmed upholstery, heated front seats, Keyless access with push-button start, heated side mirrors, LED fog lights, dual-zone automatic climate control, Sport-design gauges with 4.2-inch multi-function display, and more.

My Limited BRZ with a manual transmission, much more fun than the automatic 6-speed for $1100 more, came with a Crystal Black Silica exterior matched to a Black Leather/ Alcantara® cabin. The only package offered, a cool aluminum-alloy wheel and Brenbo performance braking system would have added $1195, but were not on my build. Accessories including a 10-inch powered subwoofer, exterior cosmetics and interior illumination are available. My test ride only added an auto-dimming mirror with compass and Homelink® for $377. Destination and delivery charges of $885 put the final sticker-as-tested at $29,907.

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

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

 

 

 

Marketed by Mazda as “Always Elegant. Never Ordinary,” Mazda’s CX-9 has been an attractive, elegant  three-row crossover since it debuted in 2006. Sculpted, rounded and carved, the midsize SUV has always stood out from its many boxy competitors. With each successive model year, the Mazda CX-9, now in the fourth year of its second generation, has benefited from refinements, technology updates and performance improvements, and that tradition continues for 2019.

New Equipment for 2019 includes: a retuned suspension for a smoother ride; new Apple CarPlay™ and Android Auto™ infotainment technologies; SiriusXM® 3-Year Traffic and Travel Link Subscription with information for Traffic, Weather, Sports Scores, Fuel Prices and Parking; a new reconfigurable 7.0-inch TFT gauge display, new 360-degree View Monitor and surround-view parking camera system, ventilated front seats, frameless rearview mirror, power-folding door mirrors, updated Santos Rosewood interior trim, new Signature trim level badge, and new uplevel packages. 

CX-9 has earned accolades from media leaders as a “10 Best” winner in truck and SUV competition; A Top-Safety Vehicle; a Tops in Design Crossover; “North American Utility of the Year” finalist; “World Car of the Year and World Car Design of the Year” finalist; “10 Best Interiors” and “10 Best Engines” awards recipient. CX-9 also won Strategic Vision’s “Total Quality Impact” award, and for 2019, Mazda CX-9, continues to impress in safety, earning the Insurance Institute for Highway Safety’s highest recognition of “Top Safety Pick+” when equipped with Smart Brake Support and Adaptive Front-lighting System. 

CX-9 also proudly embodies Mazda’s “Soul of Motion” design concept through its proportion -- a long hood, swept greenhouse, large wheels and short overhangs that convey stability and a contained sense of potential energy. A true midsize three-row crossover, CX-9 measures 199.4 inches long, 77.2 inches wide and 67.6 inches high, with a 40.5-inch front overhang and 115.3-inch wheelbase. Ground clearance is 8.8 inches and curb-to-curb turning circle radius is 19.4 feet. My test CX-9 Signature was in AWD configuration and came in with a curbweight of 4308 pounds.

My Signature trim also added a Signature Badge, LED grill and overhead accent lighting, 20-inch aluminum-alloy wheels, automatic power folding side mirrors and power sliding-glass moonroof with sunshade.

CX-9’s powertrain is the same as last year, with a 2.5-liter inline-4 turbo engine that delivers 227hp on regular (87-octane) unleaded fuel and 250hp with Premium (93-octane) gas. Torque is 310 lbs.-ft., and the EPA estimate is 20mpg/city, 26mpg/highway in AWD configuration (FWD is rated at 22/28). A week of mixed-use driving averaged 23.7mpg.

CX-9 delivers on the highway, with a driver’s feel and a pampering and alert ride. Road feel is good at speed and macadam ruts are smoothed out by its MacPherson strut independent front suspension with stabilizer bar and an independent multi-link rear with stabilizer bar. The power-assisted rack-and-pinion steering with engine-speed-sensing variable assist was attentive and accurate both at high speed and during autocross maneuvers, though some acceptable understeer took place during hairpins and S-Curves. Acceleration was dependable and solid in all ranges. My test CX-9 showed strong speed increase when asked and both passing at speed and overcoming long uphill grades were predictable and uncompromising. In track tests, my CX-9 finished off a zero-to-60mph sprint in 7.6 seconds during a steady 16-flat quarter-mile run.

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

The interior is saturated with high-tech and comfort amenities, infotainment, safety and navigational (option) amenities, a 7-inch LCD multi-information display, Bose® Centerpoint® Surround Sound System with AudioPilot® and 12 speakers, and my test Signature added Auburn Nappa leather seating and trim, heated second-row seats, genuine Santos Rosewood inlays and leather-wrapped steering wheel with unique stitching.

Safety is attended to well and includes such items as advanced dual front airbags, front side-impact airbags, side air curtains (front, rear and third row) with roll-over protection, Blind Spot Monitoring System, Rear Cross Traffic Alert, tire pressure monitoring system and more.

Available in four trim levels, FWD and AWD, the 2019 Mazda CX-9 starts at 33,325 for a front-wheel drive in the Sport trim – AWD starts at $34,080. Touring trim starts at $35,330 in FWD and 37,130 for AWD; the Grand Touring trim starts at $40,840 (FWD) and $42,640 (AWD) and the top-of-the-model-line Signature starts at $45,365 available only in AWD.

My test ride, a CX-9 Signature in Jet Black Mica Mica (a standard color), with Black Cloth interior, added a Power Driver’s Seat and I-Activsense Package for $1290 (power lumbar, heated front seats and side mirrors, Lane Keep Assist, Lane Departure Warning, Rain-sensing wipers, Smart Brake Support, and more); Rear Parking Sensors for $500; Frameless Auto-Dimming Mirror with Homelink for $325; LED Fog Light for $450; Navigation System for $400; and Front and rear Splash Guards for $100. With Destination charges of $1045, my 2019 Mazda CX-9 Signature as tested, stickered at $38,190.

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

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

The No.1-selling car in Europe for the past 44 consecutive years is the Volkswagen Golf. Though not currently cracking America’s top 100 -- Golf struggles, as do many compact hatchbacks -- that doesn’t change the excitement generated by Golf’s abilities and price – basing in the low $20Ks

The seventh-generation Golf originally replaced the “Beetle” and was introduced to America in 1975 as the “Rabbit.” Volkswagen has never made an official explanation as to why the “Golf’ designation was not available to the United States until the 2010 model year, but from the beginning, the vehicle was one of the first small hatchbacks to break the bonds of the econobox perception, delivering an upscale hatch for economy prices.

Following a slight design tweak in 2018 – straightening out some rounded architecture, adding some detail and upscaling the interior – the 2019 Golf changes engines and adds transmission options and driver-assistance items. Available in two trims --S and SE --  Front Assist, Blind Spot Monitor, and Rear Traffic Alert are now standard on both trim levels, and a Driver-Assistance Package has been added as an option for the SE trim; all 2019 Golf models feature Volkswagen’s innovative MIB II touchscreen infotainment system; and the big news is a powertrain change.

For 2019, Golf believes less is more  … less power is more fuel-effective, as Golf replaces its 1.8-liter TSI® engine -- 170hp and 199 lbs.-ft. of torque – with a 1.4-liter turbo rated at 147hp and 184 lbs.-ft. for a fuel-economy increase of 4 mpg/city and 1 mpg/highway – 29/city and 37/highway. The new powertrain is the same system employed by the 2019 Jetta, and it is paired with either six-speed manual or an eight-speed automatic transmission.

Golf’s unitary construction, bolt-on front fenders and two solid mounted subframes form the exterior. Its front bumper and chrome-surround grille flanked on either side by carved LED daytime running lights provide the Golf a light signature, and at the rear, full standard LED taillights complete the display without distracting from the strong C-pillar and non-boxy lines. With a curb weight of 2873 lbs. for manual transmission (2945 lbs. for an automatic), the compact hatchback measures167.6 inches long, 58.2 inches high and 70.8 inches wide on wheelbase of 103.8 inches.

Golf power comes from a front-mounted engine and a front-wheel-drive set-up. Its new 1.4-liter four-cylinder turbocharged and direct-injection TSI engine was mated to a six-speed manual gearbox in my test ride, and the system is enhanced by an air-to-water heat exchanger built directly into the intake module in place of an intercooler. The exhaust manifold is integrated into the head, reducing the distance that exhaust gases must travel to reach the turbocharger, resulting in faster response and improved low-rpm performance, as well as increased torque throughout the rev range. Even with the power loss, acceleration was equal to the larger engine’s results, as I found the previous turbo hesitant with more turbo lag, and my zero-to-60mph test sprint was accomplished in 60 mph in 7.7 seconds during a 16.0-second quarter-mile. That actually beat my last test runs in earlier-model Golfs, by 0.3 seconds. The power loss was felt in passing at speed, as in those ranges, while there is less lag, there is also a slower power build-up, resulting in longer passing times – close, but a bit longer. And my week with the 1.4-T manual saw an average of 30.9mpg.

Inside, Golf seems a bit snug, but is actually roomy for the niche, and it is filled with electronics. Interior headroom comes in at only 38.4 inches in front and 38.1 inches in row two; legroom is comfortable in row one at 41.2 inches and a cramped 35.6 for the second seats; and shoulder room is 55.9 and 53.9.

The standard 3-spoke leather-wrapped steering wheel emphasizes the driver-centric nature of the Golf cabin, and backlighting for the controls provides an upscale ambience. Both Golf trims feature a raft of comfort and convenience features often found on more expensive vehicles, including up-niche cosmetics, Climatic® air conditioning, cruise control, rearview camera, partial leather-wrapped handbrake and shifter knob, and partial power front seats.

Safety items include a combination of both passive and active safety systems; front and rear disc brakes; hill-hold assist; six airbags; and a number of electronic safety systems, such as an Anti-lock Braking System, Electronic Stability Control and Volkswagen’s Automatic Post-Collision Braking System.  

The 2019 Golf 1.4T is available in two trims – the S and SE.—with the base S starting at $21,845. My test SE started at $24,145, and added an 8-inch touchscreen (upgrading the base 6.5-incher on the S), a panoramic sunroof and keyless access with push-button start to the base model. In Silk Blue Metallic exterior paint, my test ride was matched to a Titan Black V-Tex Leatherette interior and came with the 6-speed manual transmission – an automatic trans would have been an $1100 upgrade. The Driver Assistance Package added High Beam Control (Light Assist), Lane Keeping System (Lane Assist), Auto-dimming interior rearview mirror, Adaptive Cruise Control and 17-inch alloy wheels for $1295. With Destination Charges of $895, my 2019 Golf SE stickered at $26,335.

 

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

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

Launched for 2017 by Kia as a hybrid subcompact crossover, Niro is marketed as a hybrid SUV whose looks are un-hybriddy and more hatchback-like. After receiving a nod from the Guinness World Records folks for “for the lowest fuel consumption by a hybrid vehicle,” after a hypermiling Los Angeles to New York City trek with a fuel consumption record of 76.6 mpg, Niro became a darling for “green” car buyers who also wanted some sportiness along with their earth-consciousness. With the addition of an all-electric version – the Niro EV – to its line-up, the Niro family is greener than ever. Regarding the all-electric Niro EV, I didn’t test it, but it comes standard with DC fast-charging capabilities that Kia claims can refill 80 percent of the battery in just 75 minutes and can travel an estimated 239 miles on a full charge.

For 2019, Niro is a carryover with few updates, as Kia continues to rely on Niro’s sporty demeanor to complement its tops-in-class fuel economy and under- $30K pricing. New for this model year are an updated infotainment system; new software upgrades to its optional navigational system; a renaming of its “Graphite Edition” trim level to “S Touring”; and some minor color and trim mods.

An eye-catching 4-door that sits lower than most SUVs at the expense of ground clearance – only 6.3 inches – the hatch-looking crossover was drawn up at Kia’s design centers in Irvine, California, and Namyang, South Korea. Niro’s angular, slim, sporty, bold and confident character is enhanced by subtly sculpted surfaces offset by robust styling cues. Niro sits wide and low for better road hugging, measuring 171.5 inches long, 71.1 inches wide and 60.4 inches high, on a 106.3-inch wheelbase. The overhang is 34.3 inches in front and 30.9 inches in the rear, and Niro is light, with a curbweight for my tested LX trim of 3199 lbs.  

The Niro cabin is trendy and intuitive, filled with high-demand and high-tech interior enhancements. Glossy white or black accents underline the hybrid-crossover’s straightforward theme, and the instrument panel is uncluttered and clean, with colorful and informative gauges in easy sight, and driver-friendly primary and secondary controls positioned intuitively. Roomy for a subcompact, Niro’s cabin affords 40.1 inches of front headroom with 39.1 inches in row two; legroom is 41.7 inches in row one and 37.4 inches in the rear, and shoulder room comes in at 56.0 and 55.2. Seats with increased pad density in the cushions ensure a comfortable ride, and Niro boasts an elevated seating position much like the Kia Soul, providing drivers with a more commanding view of the road as well as easy ingress and egress.

The two-layered powertrain is anchored by the Kappa 1.6-liter GDI four-cylinder engine, engineered specifically for hybrid applications. The two-tiered system includes an aluminum block and head engine that delivers 104hp and 109 lbs.-ft. of torque, and a 240-volt Lithium-ion polymer battery-powered electric motor that provides 43hp. The combined system, mated to a 6-speed dual clutch transmission, is rated at 139hp and 195 lbs.-ft of torque, for a driving range of 583 miles. Some Niro models are EPA rated as high as 52 mpg/city and 49mpg/highway, and my test Niro LX was rated at 51mpg in city driving and 46mpg/highway -- 49mpg combined. During a week of cruising in town and on the highway, I averaged less in town that the rated specs – 37mpg -- but did better on the interstates –53mpg – for an average of 46.1mpg.

On the road and at the track, Niro offers more than one would expect from a hybrid crossover. Steering response is quick, easy and accurate-for-the-niche, with only minor understeer. Tight turns and spirited cornering are accomplished handily with little body roll or top wobble. Road noise, especially when taking on bumps or tar strips was much higher than expected, but the sedan-like handling and reaction, in addition to the responsive acceleration, made for a solid driving and passenger experience. The independent front suspension with MacPherson struts, stabilizer and gas shocks worked in conjunction with the independent multi-link rear with twin tube shocks to further boost the experience by smoothing out most road irregularities.

From an acceleration perspective, Niro is predictable and rapid for the niche, and provides the perception of greater speed than it really delivers. My zero-to-6mph sprint was accomplished in 8.7 seconds during a 16.7-second quarter-mile, but the drive felt even more sportlike.

The 2019 Kia Niro starts at $23,490 for the base FE trim, and moves up through the LX at $23,900; the EX at $26,400; the S Touring at $28,800 and the Touring at $32,250. My test Niro LX in Deep Cerulean Blue exterior paint upgraded from the lower trim with Folding Rear Center Armrest with Cup Holders, Luggage Board with Under Floor Storage Tray, Rear Combination LED Lamps, Roof Rails, and Smart Key with Push-Button Start and Immobilizer for $1450 (The LX Advance Technology Package). Mud Guards were $95; Carpeted Floor mats were $135; and Auto-Dimming Mirror with Homelink and Compass were $350. With Destination charges of $1045, the sticker-as-tested was $26,880, for a hybrid SUV with sportiness.

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

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

 

The Ford Fusion was launched in 2005 for model-year 2006, and the dour-door mid-size continues in its second generation, which began in 2012 and included a hybrid version. Following a facelift update in 2017, Ford revised Fusion again for 2019 with new front and rear fascias, new Co-Pilot360™ suite of driver-assist safety technologies, an increase in the “electric-only” range in its Hybrid, tweaked cosmetics and expanded feature and trim availability.

Before we get to the 2019 model, Fusion should be here for a few more years. Ford initially planned to discontinue the Fusion along with its other sedans except Mustang, in North America in the next few years, as part of a plan to focus more on SUVs and trucks. However, as Fusion currently is the No. 21 best-selling vehicle in America (and No.7 top-selling sedan), the mid-size is expected to remain in production until 2021. However this year is the final year for the V-6–powered Fusion Sport.

Back to this year, the 2019 Fusion up-designs with new front and rear styling including a new grille featuring a five-bar design finished in chrome on S, SE and SEL models and new chrome mesh on Titanium. This sleeker Fusion also features a new trunk lid panel, fog lamps and LED taillamps, and two new wheel designs and fresh color palettes inside and out also debut for 2019 -- new colors include Agate Black, Velocity Blue and Rich Copper Metallic Tinted Clearcoat.

Big safety news is the debut of Ford Co-Pilot360™, which the Blue Oval calls, “the most advanced suite of standard driver-assist technologies.” The suite includes automatic emergency braking with pedestrian detection, blind spot information system, lane keeping system, rear backup camera and auto high-beam lighting that together, can help drivers operate with more confidence. And for green-minded customers, the 1.5-liter EcoBoost® engine is now standard on Fusion SE and higher trim levels, while the new Fusion Energi plug-in hybrid model is projected to have an EPA-estimated electric-only range of up to 25 miles – nearly 20 percent greater than the current model.
 
On the outside, in addition to its new front and rear lower fascias, the 2019 Fusion gets a new decklid panel, foglamps, LED rear tail laps, grille designs – chrome or mesh depending on trim – and wheel packages. At 191.8 inches long, 58.2 inches high on a 112.2-inch wheelbase, Fusion weighs in at 3472 lbs. 

Powering up with an international flavor, Ford Fusion’s four-cylinder engines come with a range of horsepower and fuel economy ratings. The 2.5-liter inline-4 is built in Mexico and produces 175hp and 170 lbs.-ft. of torque; the 1.5-liter EcoBoost inline-4 is built in Romania and is rated at 181hp and 185 lbs.-ft. of torque; and the 2.0-liter EcoBoost inline-4 is built in Spain and delivers 240hp and 270 lbs.-ft. of torque. Economically, the 2.5 gets 22mpg city/34mpg highway and 26 mpg combined for the automatic, while the automatic 1.5 is rated at 24/36/28. My test 2.0 automatic with a six-speed transmission was rated 22/city, 33/highway and 26 combined. My week of testing in mixed-use scenarios averaged 24.5mpg.  

I found acceleration to be decent for the niche with my test 2.0-turbo as my test Fusion completed a zero-to-60mph sprint in 7.2 seconds, en route to a 15.2-second quarter-mile. Highway passing and uphill trials were accomplished effortlessly and the cabin and engine were relatively quiet, thanks to a solidly performing paddle-shifted six-speed SelectShift Automatic™ transmission.

At mid- and low-speed, Fusion’s rack-and-pinion with electric power-assisted steering was aggressive in the corners with only slight understeer and yaw was negligible. Around town and at speed, steering is a bit vague, but the MacPherson strut independent front suspension stabilizer bar, working with an independent multilink rear with stabilizer bar smoothed out road irregularities and carried speed well, while the ABS brakes stopped confidently.

Interior dimensions are a bit tight up front with headroom of 39.2 inches and a confining 37.8 inches in row two. Front legroom is accommodating at 44.3 with 38.3 inches for rear passengers and shoulder room is 57.8 in row one and 56.9 in row two, and thick roof pillars inhibit sightlines.. 

The base 2019 Ford Fusion starts at $22,840, the hybrid model starts at $27,555, and the plug-in Fusion Energi starts at $34,595. My test Fusion came in five trims. The S was at the base price; the SE (my test ride) started at $24,120 with the 1.5-liter EcoBoost engine; SEL at $28,580; the luxury Titanium trim started at $34,340 and the V6 Sport at $40,015. The 2.0-liter EcoBoost engine added $2860 over the base and added the AWD configuration at no charge. My Oxford White (no-extra-charge) exterior paint was matched to an Ebony Black interior and added the Ford Co-Pilot Assist Package that included Adaptive cruise control with Stop-and-Go and voice-activated touchscreen navigation system with SiriusXM Traffic and Travel Link® for $655; carpeted cargo mats added $75 and with destination charges of $995, the sticker-as-tested was $29,350, but Available Incentives of up to $3250 may still be available in your area, so check with your dealer, as some Fusions as tested could be priced at $26,100.

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

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

A one-time econocar has evolved into a sporty, fun-to-drive compact that continues its legacy of good fuel economy and low pricing. The Honda Civic was born during the 1973 model year as an economical subcompact that addressed the U.S. oil and gas crisis. A top seller from the outset, Civic is the 6th top-selling vehicle of all-time worldwide, and currently the 9th best-selling vehicle (including trucks and SUVs) and No.2-top-selling car (classification) in the United States.

With multiple versions to appeal to many buying segments, Civic builds on its 10th generation which debuted in 2016, with a versatile lineup that includes a two-door coupe, a four-door sedan and a hatchback. Available in either of two four-cylinder engines and either a continuously variable automatic transmission or a six-speed manual, Civic has replaced boxiness with sporty architecture and builds on its sportiness with solid segment performance.

For 2019, the Civic line-up tweaks up with changes in styling, adding standard features, augmenting suspension and steering capabilities, and increasing the popular Sport trim across the coupe (hatchback) and sedan configurations. The new Sport front clip eliminates its chrome grille in favor of a stunning black insert. But chrome is not forsaken and is used to surround a new headlight and foglight design while relocating sensors used in the Honda Sensing Suite, which is now standard in all trims. Other changes include an upgraded audio system display, the addition of a volume knob on the updated optional infotainment touchscreen, larger cupholders, steering-wheel control modifications and improved sound insulation for a quieter cabin ride experience. From a performance perspective, the Sport trim now offers an optional non-turbo 2.0-liter engine in both the sedan or coupe.

I tested the Sport coupe, and was immediately impressed by the sportiness of this economical ride. Slotted between the LX and EX trims, the 2019 Civic Coupe Sport comes at you with that black grille that wraps into squint-eye headlights. Along the sides are upsized 18-inch wheels and angled body creases that create a perception of speed or motion waves; while in the rear, a black-painted decklid spoiler, Sport badging and a sport muffler capped by a wide, center-mounted chrome exhaust finisher complete the package.

Civic’s  lightweight Advanced Compatibility Engineering™ body structure and rear frame structures, aid in occupant protection while minimizing weight for better fuel efficiency, and the Civic Sport’s angular unibody construction fits within Compact parameters at 177.3 inches long, 54.9 inches high and 70.9 inches wide on a 106.3-inch wheelbase for a curb weight of 2838 lbs. 

Inside, the cabin is packed with high-quality, soft-to-the-touch materials and such convenience features as remote engine start, electronic parking brake, walk away door locking, dual-zone automatic climate control, heated front seats and rain-sensing wipers.

The cabin plays into its compact nature and measures a hunched 36.5 inches up front and only 34.5 inches in row two for the coupe. Legroom is comfortable at 42.3 inches in row one and 35.9 inches in the rear seats and shoulder room is 56.9 and 52.6.

The 2019 Honda Civic Sedan and Coupe LX and Sport trims are powered by a 2.0-liter 4-cylinder engine producing 158 horsepower and 138 lb.-ft. of torque. Connected to either a 6-speed manual transmission or CVT, EPA fuel economy ratings are 30mpg/city, 41mpg/highway and 34 mpg/combined.

CVT-equipped Civic EX, EX-L and Touring trims are powered by a 1.5-liter turbocharged 4-cylinder with peak output of 174 hp and 162 lb.-ft. of torque with top ratings of 32/42/35 for EX and EX-L trims. My week of testing with the 2.0-liter manual averaged 34.4 mpg.

The Civic Sport’s ride is compliant, road-hugging, highway confident, city proud and auto-cross worthy, with decent, but not explosive passing at speed. The attentive six-speed manual kicks in gently and during track tests, we didn’t perform as well with the 2.0-liter as we would have with the turbo -- maybe as much as 2 seconds slower -- but we did finish off a 9-second sprint to 60mph and a 17-second quarter-mile.

The steering is balanced and obedient, with minimal body roll and predictability in hard cornering. The sound insulation really cuts down cabin noise and the stiff suspension levels out most road irregularities.

The 2019 Honda Civic also features a long list of standard active and passive safety features including the Honda Sensing® suite of safety and driver-assistive technologies that includes Adaptive Cruise Control with Low-Speed Follow, Collision Mitigation Braking System™ incorporating Forward Collision Warning , Lane Keeping Assist System and Road Departure Mitigation incorporating Lane Departure Warning. Additionally, all Honda Civic models receive automatic high beams as part of their Honda Sensing® package.

The 2019 Honda Civic Coupe starts at $20,750 in LX trim, and runs through four trims, topping out at the Touring based at $26,950. My Sport (second trim up) test ride based at $21,550 with the 6-speed manual and 2.0-liter engine.

In cool Tonic Yellow exterior paint (at no extra charge) matched to a Black cloth interior, my test ride added Body Side Molding for $217, Door Edge Guards for $59, all-season floor mats for $155, Automatic-dimming mirror with HomeLink® for $418, and destination and handling charges of $930, for a sticker-as-tested of $23,378.

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

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

 

Currently the 7th top-selling vehicle in America – the 3rd best-selling crossover – the 2019 Rogue is also Nissan’s top-selling vehicle. Rogue debuted in 2007 for the 2008 model year as Nissan’s entry-level compact sports-ute, and began its second generation in 2013, earning a solid rep among buyers as it climbed the ranks of top-sellers.

Sporty and versatile, the 2019 Rogue follows extensive enhancements last year by adding tech and cosmetics in each trim level. Expanded technology includes standard Lane Departure Warning, Intelligent Lane Intervention, Automatic Emergency Braking, with Pedestrian Detection and High Beam Assist, across all grade levels; Rear Automatic Braking and a Rear Sonar System have been added as standard on SV and SL grades; an Innovative Rear Door Alert was added to all grade levels -- reminds the driver to check the back seat before exiting the vehicle; the SV trim gets a new Premium Package with 18-inch aluminum-alloy wheels, ProPILOT Assist and available electronic parking brake; and the S trim gets a new Special Edition Package -- 17-inch aluminum-alloy wheels, heated exterior mirrors with integrated LED turn signals, leather-wrapped steering wheel and shift knob, heated driver's and front passenger seat, and chrome exterior and interior door handles and roof rails.

Offered in three well-equipped grade levels, S, SV and SL -- Rogue eliminated its third row of seating a few years back, but it fits the demand for an upscale compact crossover  with dimensions of 184.5 inches in length; 72.4 inches in width and 66.6 inches in height on a 106.5-inch wheelbase. Minimum ground clearance is 8.4 inches (AWD), and curbweight for the AWD in SL trim is 3614 lbs. Assembled in Smyrna, Tennessee, Rogue’s unibody construction utilizes corrosion-resistant and high-strength steel, with a premium look and feel from its signature “V-Motion” grille and headlights to its LED boomerang signature taillights.

Rogue’s refined interior presents a premium look and feel, and is enhanced with a D-shaped steering wheel and leather-booted sport-mode shifter, available heated steering wheel, memory for driver's seats and mirror, and remote engine start. 

Interior sightlines are impeded by thick rear roof pillars, but Rogue’s cabin is roomy for a smaller SUV with 41.6 inches of front headroom and 38.5 inches in row two. Interior legroom is comfortable in front at 43.0 inches and relatively comfy in row two at 37.9 inches. Shoulder room is 56.6 in front and 55.9 and in the rear.

Rogue continues to offer one standard power source, a transverse 2.5-liter inline-4-cylinder DOHC engine that provides 170 horsepower and 175 lb.-ft. of torque. Coupled with an Xtronic CVT® (Continuously Variable Transmission) with standard Sport Mode and Eco switches, Rogue is EPA rated at 25mpg/city, 32mpg/highway and 28mpg/overall, and a week of mixed-use testing averaged of 26.6mpg. From a stop and also at speed, acceleration is uninspired but predictable, and uphill grades and passing at speed require some strategy. Steering seems stiff, and the electric power-assisted power assisted rack-and-pinion steering exhibited understeer during quick maneuvers. Track times were finished off in a 9.3-second zero-to-60mpg sprint and a perceptibly slow 17.4-second quarter-mile. 

The driving experience is smooth for the niche, with firm on-pavement engagement from independent strut front suspension, coil springs and an independent multi-link rear, though Rogue does not appear to be suited for severe off-road challenges.

Earning top marks for safety, Rogue Safety Shield technologies include radar-based Blind Spot Warning and Rear Cross Traffic Alert. Additionally, Rogue is constructed with zone body construction with front and rear crumple zones; energy-absorbing steering column; hood-buckling creases and safety stops; body side reinforcements; shift interlock system; vehicle security system; vehicle dynamic control and traction control system. And you get the Nissan Advanced Air Bag System with dual-stage supplemental front air bags with seat belt and occupant-classification sensors, driver and front-passenger seat-mounted side-impact supplemental air bags, and roof-mounted curtain supplemental air bags with rollover sensor for outboard occupant head protection for all rows.

The 2019 Nissan Rogue starts at $25,020 for the base S trim in FWD and $26,370 for AWD. The SV trim adds 17-inch aluminum-alloy wheels, Nissan Intelligent Key® with push button ignition, blind spot warning, rear cross traffic alert, dual zone automatic temperature control and a 6-way power driver's seat to the base S, and starts at $26,440 in FWD and $27,990 in AWD. The top trim Rogue SL I tested starts at $31,490 in FWD and $32,840 in AWD and gains Nissan Door to Door Navigation with Premium Traffic, Intelligent Cruise Control, Automatic Emergency Braking with Pedestrian Detection and Leather-appointed seats. Hybrid models start at $27,700 and run to $32,990 before options.

My test 2019 Rogue SL added the SL Premium Package for $1820, which included a power panoramic moonroof and LED headlights. The SL Platinum Reserve Interior Package, for $250, added leather-appointed seats with quilted leather inserts and Piano Black door finisher; roof rail crossbars added $365; four splash guards added $170; and a chrome rear bumper protector was $165. A cool and high-tech 360-degree exterior impact sensor added only $125 and a moonroof wind deflector also added $125. With destination and handling charges of $1045, my 2019 Rogue SL-as-tested came in at $36,905.

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

The GMC Acadia was launched in 2006 for the 2007 model year, and was re-engineered for 2017 as a second-Gen mid-size crossover that is smaller, lighter, and more technically and cosmetically advanced than the original, with hipper styling cues. Offering greater maneuverability than the first-generation model, this second-Gen sports-ute is a sibling to the Chevrolet Traverse and shares the same platform and mechanical components with its midsize sister, but most everything else, from grillework, to interior styling to equipment, differs, as Acadia is more trendy, round and intuitive inside, while Traverse seems to be more pedestrian.

New for 2019 are the Acadia Black Edition that is available on SLT model and includes 20-inch machined aluminum wheels with black accents, black grille insert , black surround, black headlamp and taillamp details, and black mirror caps, roof rails and additional exterior accents. Also new are a 17-inch wheel design and P255/65R17 all-terrain tires available on All Terrain, as well as new exterior colors: Dark Sky Metallic, Pepperdust Metallic, Red Quartz Metallic and Smokey Quartz Metallic. 

Vehicle highlights include: Traction Select that allows driver to adjust vehicle performance for various road conditions; active upper and lower grille shutters; power programmable liftgate; three rows of seating, including second-row captain’s chairs or split-folding bench; tri-zone automatic climate control; standard GMC Infotainment system with 7-inch-diagonal color touchscreen, and an available 8-inch system with navigation. Other Acadia amenities include Apple CarPlay and Android Auto phone projection capability; Teen Driver is standard on all models; Keyless Open and Start is standard on all models and an available Tow Vision Trailering System, which uses the rear-vision camera to help line up the hitch with a trailer.

I tested the upscale Denali, built at GM’s Spring Hill, Tennessee assembly facility with 65 percent U.S./Canadian parts. With body-frame integral construction, the structure incorporates press-hardened, high-strength steels, which allows thinner components in some areas offering comparable or better crash performance than conventional materials as well as providing reduced curb weight. 

A refined mid-size crossover, Acadia measures 193.6 inches long; 66 inches high and a widebody 75.4 inches wide on a 112.5-inch wheelbase. Ground clearance is 7.2 inches and curbweight comes in at about 3956, though the upscale versions with the 3.6-liter engine should exceed 4000 pounds.

Acadia offers two engine choices: a 2.5-liter Inline-4 engine that provides 193hp and 188 lbs.-ft. of torque and an EPA rating of 21/city and 26/highway; or a 3.6-liter V-6 engine mated to a Hydra-Matic 6T70 six-speed automatic transmission. The system delivers 310 hp and 271 lbs.-ft. of torque, for an EPA rating of 18/city and 25/highway. Mated to a 6T70 six-speed automatic transmission, my 3.6-powered Denali was attentive, responsive and confident, and averaged 21.1 mpg with long stretches of highway cruising making up the largest part of my tests.

Providing a sporty and comfortable driving experience, Acadia’s electric variable-effort power steering with Active Return Assist was predictable, and minimized body roll and understeer in corners, while the MacPherson strut front suspension with direct-acting stabilizer bar worked well with the five-link independent rear with coil springs and stabilizer bar to level highway and city road irregularities. Softroad excursions were fun, but I am not sure Acadia is a true off-roader.

Generous and well-appointed inside, the Acadia cabin provides seating for five, six, or seven passengers depending on model and configuration. My six-passenger Denali offered a roomy 40.3 inches of front headroom without a sunroof (you lose about 1.2 inches with a sunroof), and 39.6 in row two. The third row allows 37.2 inches. Legroom was 41 inches in front and 39.7 in the second row and a child-worthy 31.1 in row three, while shoulder room came in at 59.4, 58.7 and 54.3 Cargo volume was 41.7 cu.ft. behind row two if row three is eliminated.

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

Acadia’s base SL trim starts at $30,195 and runs through six levels to get to the top-of-the-line Denali that I tested – starting at $46,695. In the lesser trims, you pay about $1095 for the upgrade to the larger engine – Denali comes with the larger plant as standard. You also pay from $2000 to $5000 to upgrade from FWD to AWD depending on trim level, the higher the level the less the increase, so with Denali, we were only hiked by $2000 for AWD. Red Quartz Tincoat exterior paint added $495 and the outside was mated to a Jet Black perorated leather interior. The Technology Package that is a “must” for the safety conscious was also included for $1495, consisting of advanced adaptive cruise control with full speed front automatic braking and a surround vision system. The Interior Protection Package for $300 added all-weather floor mats and cargo mats throughout. Rear seat infotainment with DVD player would have added $1995, but my ride was without that option, though we did add Wireless charging for $375. With an additional $1195 for Destination charges, my final sticker-as-tested was at $51,460, but cash allowance incentives of $4250 brought the MSRP to $47,210, so check with your local dealer.

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

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

Fifty years ago, Dodge entered the American “Muscle Car” Wars with the 1970 Challenger, debuting in fall 1969 with a Chrysler “E-body” short-deck, long-hood platform it shared with the Plymouth Barracuda. In those days, 425 horses muscled up Challenger from a 426 c.i. HEMI; and some trims only got you 145hp from a 225 6-cylinder option. Challenger ceased production in 1974 and returned as a retro-luxury-muscle car in 2008. Following a re-design in 2015 that built on the 1970s architecture, Challenger has added a few cosmetic, trim and wheel options each year, and introduced a 707-hp Hellcat in 2017. New for 2019, if 707 hp wasn’t enough, Challenger sets the bar even higher with a new 797-hp SRT Hellcat Redeye model, and other Hellcat models get a 10-hp increase to 717 horses.

Also for 2019, Challenger’s SXT and GT models are available in both RWD and AWD; the GT trim gains a performance hood and front splitter; R/T Scat Pack models come with a new standard power-bulge aluminum hood; Hellcat models now come with a new dual snorkel hood; in R/T models, the rear seats can be deleted at the cost of $1 and have a net weight savings of 55 lb; some cosmetic, wheel, tires and performance items have been added as options and the SRT 392 and limited-edition SRT Demon have been eliminated.

Assembled in Brampton, Ontario, Canada, Challenger comes at you with a 1971-style split grille, projector headlamps with halo light-emitting diode surrounds and LED tail lamps. In the rear are a body-colored rear spoiler and dual-chromed exhaust tips integrated into the lower rear fascia. My test Challenger R/T measured an aerodynamic 197.9 inches in length, 75.7 inches in width and 57.5 inches in height on a 116.2-inch wheelbase, providing running ground clearance of 5.2 inches. My R/T trim weighed in with a curbweight of 4177 lbs. – some Challenger models hit 4500 lbs. 

Challenger power is unparalleled, available with five engine choices and either manual or automatic transmissions. The muscle champion is a supercharged 6.2-liter HEMI Hellcat High Output V-8 that thunders out 797hp and 707 lb-ft of torque -- EPA-rated at 13mpg in the city and 22mpg on the highway. The 6.2-liter supercharged HEMI Hellcat V-8 muscles-up with 717 hp and 656 lb-ft torque, EPA rated at 13mpg/city and 21mpg/highway. The 392 c.i. (6.4 -liter) HEMI V-8 charges out 485hp and 475 lb-ft of torque, EPA rated at 15/city and 25/highway. The 5.7-liter HEMI V-8 and its 372 horses and 400 lb.-ft. of torque that powered my test Challenger R/T,  is EPA-rated at 16/city and 25/highway; and a 3.6-liter Pentastar V-6 is also offered, delivering 305 hp / 268 lbs.-ft., rated at 19/city, 30/highway (RWD). 

My Challenger R/T test ride was muscle car quick, both on the highway and on the track. I blazed down the dragstrip in a 5.9-second (hand-timed) zero-to-60-mph dash, and a 14.3-second quarter-mile. For comparison, the top-power, Challenger SRT Hellcat Redeye with its 797-hp power plant has been factory tested in a 3-second 0-60mph sprint and a quarter-mile elapsed time of 10.8 seconds.

But my Challenger R/T and its 372-hp 5.7-liter HEMI engine mated to a Tremec 6-speed manual transmission will generate more sales, so I tested it that way and was more than satisfied with its performance. While there is slight hesitation when pedal stomping at speed to pass or overtake a hill on the interstate, it is undeniably powerful and attacks the highway confidently while being smooth and a head-turner around town. 

Gentle for passengers, Challenger’s independent SLA double-wishbone front and five-link independent rear suspension smooth out most irregularities and while there is some float at high speed reminiscent of 1970s road feel, and the steering shows some rear sway in quick turns at speed, the available SRT-tuned suspensions in Sport Mode gives a track-worthy feel.

Inside the 2019 Dodge Challenger is a performance-focused cockpit, featuring refined materials, execution and technology, also inspired by the interior of the 1971 Challenger. The cabin seats five and accommodates with 39.3 inches of front headroom and 37.1 inches in row two; leg room of 42.0 inches in front and 33.1 inches in the rear, and shoulder room of 58.5 and 53.9. 

Challengers run the gamut from a $28,095 base for the SXT trim, to $77,945 for the 797-hpSRT Hellcat Redeye Widebody. While little is more exhilarating to a car guy than a street-legal 797-hp iconic muscle car, I tested the third-trim up in the line, the R/T, as that is the model more purchasers will buy. In RWD configuration the base was $34,545.

In ToRed exterior paint, my test ride eschewed many decal cosmetics that would have been really cool at little or no cost, and it came outfitted with cloth seats, though I would have liked leather available in packages that would have added $5000 or more, so we went cloth and lean. A sunroof would have added $1295, but that was also left off so we went for entertainment and added an Alpine Audio Group with subwoofer for $995 and a UConnect 4C navi system with 8.4-inch display screen for $1095. The Driver Convenience Group added Blind Spot and Rear Cross Path Detection, High Intensity Discharge Headlamps, power multi-function mirrors with manual fold-away Rhombi Illuminated Air Catcher headlamp for $1295. 

My ride had the fun-to-drive 6-speed manual transmission (an automatic 8-speed trans would have added $1595), so we saved money there, and Destination charges of $1495 put my 2019 Challenger R/T at $39,045.

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

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

If you are used to seeing the Buick Regal as an upscale, quiet sedan … get ready for an expanded experience. As variants on the 6th-generation Regal, Buick has trebled down with a four-door Sportback, the GS sedan and the TourX wagon.

What began in 1973 as a classy sedan with a Buick-silent interior, the Regal ended its initial production run in 2004 and was relaunched to North America in 2011 (production and sales have been ongoing in China since 1999). Following a sporty mid-generation tweaking in 2014, Buick went all-new with Regal in 2018, with a sleek, sporty design increased horsepower, an upgraded cabin and advanced infotainment … and went on a quest to appeal to all tastes with a separate five-door sportback (hatch) design and the vehicle I tested – the TourX station wagon/crossover, which Buick touts as “a crossover with the drive dynamics of a car and the versatility of an SUV; a contemporary design and attainable luxury credentials … combined with passion and youthful energy.”

While the GS sedan offers a 310-hp 3.6-liter direct injection V- 6 engine, and the Sportback gives buyers an option of the 3.6 or a 250-hp 2.0-liter turbo-four, the TourX only goes with I-4 turbo. But the TourX doesn’t skimp on much else. Available in three trim levels — TourX, Preferred and Essence — the TourX line is designed to introduce a new generation and a new segment of buyers to the Buick brand, while showcasing more of a lifestyle vehicle than the rep of the traditional Buick. The base Regal TourX is not outfitted with all the frills of the two upgraded trims -- power seats, leather upholstery, automatic climate control, a leather-wrapped wheel, driver aids and upgraded infotainment features, etc., but it presents plenty as standard including an all-wheel-drive system, a flat-folding rear seat to increase cargo space to 74 cu.ft., keyless push-button start/entry, air conditioning/dehumidifier, hands-free power liftgate, eight-speed automatic transmission, Hill Start Assist, 10 air bags, universal home remote, heated side mirrors, and a 7- or 8-inch touchscreen infotainment system with Apple CarPlay and Android Auto, onboard Wi-Fi hotspot. And for 2019, the Base TourX offers an optional air ionizer for climate control system. 

TourX employs unibody construction and Euro-sculpting, with a raked windshield, forward leaning dynamics and purposeful side creases. Coming at you is Buick’s winged heptagonal grille, flanked by LED daytime running lights and headlights that enhance the low, wide appearance of the front end. The luxury wagon weighs in at 3708 lbs (curb weight) and measures 196.3 inches long, 73.3 inches wide and 5.4 inches high on a 11.4-inch wheelbase, to provide confidence, stability and generous interior cargo room, though it doesn’t translate exactly into occupant room.

The Regal TourX seats five and is tighter inside than one would expect, with 38.8 inches of front headroom and 39.6 inches in row two; legroom is 42.1 inches up front and 36.9 inches in the rear seats, and shoulder room is 56.9 and 55.4. Its long, low appearance suggests roominess, and the intuitive layout and controls make it a luxurious passenger’s environment with a driver-centric approach that features sophisticated fit and finish, premium materials and host of modern technologies. The cabin demeanor is upscale, clean and uncluttered, though the Buick legacy of quietness is slightly intruded upon by noticeable wind noise.

TourX power is predictable and solid for the niche, delivered by a direct fuel injection 2.0-liter turbocharged I-4 mated to an 8-speed automatic transmission. The 250hp and 295 lb-ft of torque lags a beat until the turbo kicks in, but I still managed a 6.8-second zero-to-60mph sprint during a 15.2-second quarter-mile.

Fuel economy is EPA rated at 21 mpg/city and 29 mpg/highway and my week of tests yielded an average of 24.9 mpg. 

TourX’s low center of gravity and rack-mounted electric power steering make for precise cornering, and the Macpherson strut front suspension and a 5-link rear level pavement irregularities  with the expectation of a luxury vehicle.

TourX safety measures include standard frontal airbags, knee airbags, seat-mounted side-impact airbags and head-curtain airbag; StabiliTrak, electronic stability control system with traction control and daytime Running Lamps; and available active safety features including Lane Change Alert with Side Blind Zone Alert, Rear Cross Traffic Alert and Rear Park Assist.

There is a Buick Regal for nearly every taste. The 2019 Buick Regal Sportback starts at $24,990, and runs through five trims, topping at nearly $40,000. The Regal GS Sedan bases at $39,070 and the Buick Regal TourX is available in three trims, starting at $29,070 for the TourX; basing at $32,670 for the Preferred trim that adds Eight-Way Power Driver Seat With Two-Way Power Lumbar, Leather-Wrapped Steering Wheel
and other items; and upscaling to $35,070 for the Essence trim with Heated, Leather-Appointed Driver and Front-Passenger Seats, Heated, Leather Wrapped Steering Wheel and Hands-Free Power Liftgate with LED Logo Projection.

My base TourX in standard Summit White, with Shale cloth seats came with the Buick® Infotainment System with 7-inch diagonal color touch-screen. Floor mats added $100; Roof luggage carriers added $519; and destination and freight charges added $925 for a price-as-tested of $30,614.

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

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

Kia has earned a new rep as a manufacturer of 19 different trendy, sporty, quality 5-door hatchbacks, multipurpose vehicles, hybrids, sedans and minivans, and has even evolved into producing entry luxury vehicles. Last year, Kia introduced the compact executive 5-door fastback it calls Stinger.  An athletic, bold, adventurous performance car with luxurious accommodations and surprising power, the 2019 Stinger builds on its inaugural year with available convenience technologies such as wireless phone charging, rear outboard heated seats, Surround View Monitor as well as expanded availability of front ventilated seats.  

Offered in a half-dozen trims, Stinger’s upscale rear-wheel drive GT versions receive a limited-slip differential, while the more economical 2.0 trims add a sunroof, navigation with 8-inch touchscreen Harman/Kardon® 720-watt audio with ClariFi™ technology and 15 speakers, as well as LED headlamps with the new available Sun and Sound package. Blind Spot Collision Warning and Rear Cross Traffic Collision Warning are now standard across all trims, as are 18-inch machined finish wheels as standard equipment, while a host of additional Advanced Driver Assistance Systems are now standard on the Premium, GT1 and GT2 trims. 

Far exceeding past expectations of the Kia badge, the current generations of Kia offerings show trendy and bold sculpturing and Euro design cues. Stinger pays off that design advancement with an angled and refined front clip, sporty silhouette and svelte shoulders. Muscular, forward-posed and confident, Stinger flows its prominent fastback into a rounded roofline, short front end and understated for an aura of upscale athleticism.

Stinger’s sculpted steel unibody construction shows exterior dimensions of 190.2 inches in length, 55.1inches in height and 73.6 inches in width on a 14.4-inch wheelbase, that accommodates its curbweights from 2649 lbs. to 4182 lbs. depending on trim, engine size and drive configuration.

Inside, an ergonomically friendly control layout sits within a cozy cockpit style cabin. Sitting behind the wheel, you get a coupelike feel with an upscale demeanor. The cabin seems dedicated to enhance the driver experience while pampering passengers with luxury. Typically a high-cost option on most competitors, all Stingers come standard with a leather-appointed interior. Available ultra-soft Nappa leather covers the deeply contoured seats and the driver’s seat has available air-cell bladders in the seatback and width-adjusting bolsters for optimal support and comfort. Connectivity and infotainment. are attended to with precision, and the height-adjustable color Head-Up Display enables the driver to see driving information projected on the windshield glass. This includes speed, turn-by-turn navigation, audio and cruise control settings, and Blind Spot Detection information. 

More cozy and coupelike than roomy, Stinger provides 38.3 inches of front headroom with 37.0 inches in the second row; 42.6 inches of legroom in row one with 36.4 inches in row two, and shoulder room of 56.4 and 54.8.

From a power perspective Stinger offers the same two engines it muscled up with in 2018. The 2.0-liter Twin Scroll turbo-4-cylinder set-up is rated at 255 hp and 260 lbs-ft of torque, for an EPA-rated 21 mpg/city and 29 mpg/highway for AWD. And its 3.3-liter Twin-Turbo V-6 gets you 365 hp and 376 lbs-ft. for 17mpg in the city and 25 mpg on the highway. Both engines are paired exclusively to an eight-speed automatic transmission, and my test Stinger GT2 and its 3.3-liter averaged 22.7mpg with some highway cruises mixed in with in-town maneuvers and autocross fun.

Exhibiting turbo-beat acceleration and track-worthy handling, Stinger performed well on the track to the tune of a 4.6-second zero-to-60mph dash and a 13.1-second quarter-mile that seemed quicker behind the wheel. On the autocross, country roads, and weaving in and out of highway traffic, Stinger carves turns well with its responsive Rack and Pinion / Electric motor steering, and body roll is controlled. The MacPherson front suspension and Multi-link (5-link) rear with gas shocks work in concert to level irregularities while providing good road feel. 

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

With 12 configurations available – AWD, FWD, 2.0-liter engine, 3.3-liter and six trims –The Kia Stinger is base- priced from $32,990 for the FWD 2.0L I-4 turbo to $52,400 for the GT2 AWD 3.3L V6 twin turbo. 

My test GT2 (top of the line) came with Low Beam Assist – Dynamic, Smart Power Trunk, Surround View Monitor, Shift-by-Wire Gear Selector, Head Up Display, Nappa Leather Seat Trim, 16-Way Power-Adjustable Driver's Seat with 4-Way Power Air-Cell, Lumbar Adjustment, 2-Way Side Bolster, Cushion Thigh Extension, 12-Way Power-Adjustable Driver's Seat with 4-Way Power Lumbar Support, 12-Way Power-Adjustable, Passenger's Seat with 4-Way Power Lumbar Support and Heated Rear Outboard Seats. My ride was in AWD, $2200 more than the FWD version. A cargo net in the trunk added $50, a cargo mat added $125, mud guards were $115, puddle lights under the vehicle added $285 and remote start was $495. With destination charges of $995, my test 2019 Kia Stinger G2 stickered at $54,340.

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

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

Beginning with its 2015 fifth-generation re-design, the Subaru Outback hasn’t been thought of as “rugged” as much as it has been presented as a sport-utility wagon, residing somewhere between a wagon and an SUV, with handling akin to a mid-size sedan. That mix of capabilities merges to make Outback a true crossover.

The Outback ends its fifth generation in 2019, as the Sixth-Gen model is due out for 2020 with a full redesign (though a similar body style, with new taillights similar to the ones on the Forester and upcoming Legacy), an updated, modern interior and several powertrain options that provide more torque and power.
 
Going out in style, the 2019 Outback adds EyeSight Driver Assist Technology as standard on all Outback models. The system includes Adaptive Cruise Control, Pre-Collision Braking and Throttle Management, Vehicle Lane Departure Warning, and Lane Keep Assist. 

The 2019 Outback also features interior enhancements for 2019. The 2.5i base model gains an overhead console shower light and dual front center console USB ports. A high-grade instrument panel combination meter with 5.0-inch LCD is now standard for all models. Outback 2.5i Premium, 2.5i Limited and 3.6R Limited models have a standard auto-dimming rear-view compass mirror with Homelink® featuring a thin-frame design. The most capable Outback ever, 2019 sees 73.3 cu. ft. max. cargo room.

Equipped with standard Symmetrical All-Wheel Drive, Active Torque Vectoring, 8.7-in. ground clearance, X-Mode, Hill Descent Control, Hill Holder and roof rails, Outback conquers soft-road outdoors-oriented activities while exhibiting everyday versatility.

Built at Subaru of Indiana Automotive (SIA) in Lafayette, Indiana, Outback’s sleek, clean and aggressive front-end look includes a raked windshield, sculpted lines, and a front fascia that combines the hexagonal grille and bumper into one smooth piece. An aluminum hood reduces weight over the front wheels, which helps enhance steering response. In the Outback 3.6R Limited I tested, the standard HID low-beam headlights give the car a distinctive nighttime signature. 

Outback measures 189.9 inches in length, 66.1 inches in height and 72.4 inches in width on a 108.1-inch wheelbase. Ground clearance is 8.7 inches and the 3.6R weighs in with a curbweight of 3624 pounds.

Comfortable inside with seating for five, interior sightlines are unimpeded, and roominess abounds with 40.8 inches of front headroom (38.3 with a moonroof) and 38.9 inches for those in row two; 42.9 inches of first-row legroom and 38.1 inches for second-seaters, and shoulder room of 58.1 and 57.3. Cargo volume is 73.3 cu.ft. with seats folded . 

Soft-touch materials, thick cushioning for armrests and the center console, and sporty instrument panel give Outback a premium cabin feel. The panel is highlighted by two binocular-style gauge pods with a center LCD information display -- 3.5-inches on cars without the EyeSight® driver-assist system and 5-inches on EyeSight® vehicles. An ECO gauge indicates and promotes fuel-efficient driving habits using color bars. The Premium and Limited trim levels feature gauges with elegant blue ring illumination.

The Outback line-up offers two engine choices. The 2.5i model utilizes a 2.5-liter 4-cylinder engine that provides 175 hp and 174 lbs.-ft. of torque for an EPA rating 25/city, 32/highway and 28/combined mpg. And my 3.6R was powered by a 3.6-liter DOHC 6-cylinder, horizontally opposed BOXER engine with sequential multi-port fuel injection with multi-spray injectors and electronic throttle control system. Mated to a Lineartronic CVT (continuously variable transmission), which features paddle-shift control switches, the system is rated at 256 hp and 247 lbs.-ft. of torque for an EPA rating of 20/27/22 mpg. My week of mixed-use testing yielded an average of 22.9mpg.

Acceleration is smooth for the niche, and passing at speed is predictable. From a stop, my test Outback 3.6R polished off a zero-to-60mph dash in a steady 7.3 seconds and completed the quarter-mile in a solid 15.7 seconds.

Not really an off-roader, Outback is soft-off-road capable and generally drove like a sportwagon with better ground clearance. The relatively low roof height for an SUV and stiff body made for good on-road worthiness and yaw and wobble were respectable.

Outback has been a crash safety and passive safety leader for years and that level is reached again for 2019. Outback is equipped with the EyeSight® crash prevention system now receive Lane Keep Assist, which the driver can activate with a steering wheel mounted switch. In addition to EyeSight®, which includes Adaptive Cruise Control, Automatic Pre-Collision Braking and Lane Departure and Sway Warning, Subaru’s safety engineering uses the brand’s proven Ring-shaped Reinforcement Frame body structure, which has been shown to excel in all crash tests by Insurance Institute for Highway Safety.

The base 2019 Outback 2.5i is priced at $26,345 and runs through four trims, topping at the 2.5i Touring at $36,795. The more powerful 3.6R has two trims: the Limited ($34,995) and Touring ($38,995). My test Outback 3.6R Limited started at $33,395. The 3.6R gets the larger engine and the Lineartronic transmission. In Crystal White Pearl paint with a Slate Black Leather interior, my test ride added the Starlink/Multimedia Navigation package with 8.0-inch screen and more for $2150; Splash Guards added $175 and Destination and Delivery charges added $995, for a sticker-as-tested of $38,295.  

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

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

Cadillac’s legacy of building luxury cars goes to 1902, and by the time General Motors purchased the automaker in 1909, it was already heralded as “Standard of the World.” Over more than a century, Cadillac has been arguably America’s premier luxury car maker. So, what happens when you take that luxury and couple it with Corvette-like power in the form of a 6.2-liter Supercharged V8 that thunders out 640 hp and 630 lb-ft of torque? The answer is: the 2019 CTS-V, a luxury sedan with an uncompromising driving experience.

Built for performance while pampering with elegant lines, a luxurious interior and state-of-the-art tech and safety, the CTS was named for the vehicle it replaced in the 2002 line-up – Catera -- with the all-initial CTS standing for: Catera Touring Sedan. The “V” in CTS-V is speculated to stand for victory, velocity, or Vette-derivative, but no definitive word on that has come from Cadillac. It could all be moot, however, as next year, CTS will begin its next generation (its fourth) renamed CT5.

New for the third-gen 2019 CTS-V are packaging and cosmetic tweaks such as the debut of the CTS-V Pedestal Edition, a limited-edition model painted Bronze Sand Metallic. This model is distinguished by black exterior trim and wheels, a performance data recorder, and Recaro seats covered in black semi-aniline leather with micro-suede inserts in a Light Wheat color. Additionally, two new colors (Velocity Red and Wave Metallic) are introduced to the CTS-V palette, while Phantom Gray Metallic and Vector Blue Metallic are discontinued. And the Champion Edition carbon fiber and luxury packages have been discontinued. 

The CTS-V represents a modified CTS that comes in only one trim, but promotes supercharged power at the center of its being, along with an 8-speed automatic transmission with magnesium paddle shifters Brembo® performance brakes; Magnetic Ride Control; 19-inch forged premium painted alloy wheels paired with 19-inch Michelin® Pilot®Super Sport summer-only, low-profile tires, and premium infotainment system interface.

The single-trim CTS-V offers numerous packages to uptweak its customization possibilities, and comes loaded with a carbon fiber hood, Launch Control enabling full-throttle acceleration from a stop for maximum performance, driver-focused interface, and driver-selectable driving modes for touring, sport, snow and track.

Constructed with a unitized welded steel body, nearly every exterior panel on the CTS-V is specific to its badge, from the fascias and fenders, to the hood, rear spoiler and rocker moldings – and each was designed to support the car’s capability, contributing to lift reduction, enhanced cooling and improved aero management. The lavishly sculpted CTS-V stands bold and artistic at every angle from its wide fenders, big tires and vented hood to its angled rear, raked rear window and prominent spoiler. Weight-saving construction puts CTS-V at 4141 lbs., while measuring 197.6 inches long, 57.2 inches high and 72.2 inches wide on a 114.6-inch wheelbase.

As for the Corvette-like power, CTS-V’s 6.2-liter supercharged V-8 engine provides a throaty exhaust note, and the direct-injection fuel delivery system that discloses those 640 horses is EPA rated at 14mpg/city and 21mpg/highway. I drove my test CTS-V without sparing the horses, and managed to hit an average of 15.0mpg. A manual is not offered, but the paddle-shift eight-speed, electronically controlled, automatic overdrive transmission with a torque converter clutch doesn’t miss a beat. I experience minimal supercharger lag, and on the track, we blew away a zero-60mph dash in 3.9 seconds, and conquered a quarter-mile in 12-flat (hand-timed). In Sport mode the suspension tightened up as the gauges changed to black-on-white, but in Track mode, there was less on-rail tightness, and much more extreme driving fun. 

The performance-focused cabin, imbued with leather, microfiber and carbon-fiber accouterments, was filled with high tech, infotainment, a 12.3-inch instrument panel, and plush comfort. With seating capacity for five, interior accommodations are roomy up front and tight in row two with 40.4 inches of front headroom and 37.5 inches in row two. Legroom is 45.7 inches up front and 35.4 inches behind, and shoulder room is 56.9 and 53.3.

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

The 2019 Cadillac CTS-V Sedan starts at $87,990. Crystal White Tricoat premium exterior paint is pictured, and would have added $600, but my test ride was in Velocity Red (a standard color), mated to a Jet Black interior with Jet Black accents. The Luxury Package added $2500 for a rear camera mirror, tri-zone climate control, heated rear outboard seating positions, power rear-window sunshade, manual rear side window sunshades and more.

The $600 Advanced Security Package added a shielded theft-deterrent alarm system with dedicated power source; inclination sensor that activates an alarm during unauthorized jacking and/or towing; steering column lock that prevents steering without the appropriate fob or key; locking wheel lugs to help prevent wheel theft and laminated glass rear door windows to help absorb impact without shattering. A Black Chrome V-Series grille added $495; destination charges added $995 and the Gas Guzzler tax added $1300, for a sticker-as-tested of $92,885, but a cash allowance of $3500 may be available in your area, so check with your dealer.

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

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

About Corvette … OK, the C8 (Eighth-generation) Corvette Stingray is due out in 2020, and it is arguably as exciting a vehicle as America has seen … maybe ever. From its mid-engine 495 horsepower and 470 lb.-ft. of torque setup to its vanguard sculpting, driver-centric cockpit, luxury and power … 2020 will be an exciting year for Corvette. And the rumor is, it is nearly sold out in presale.

But it is 2019, and if you are looking for a new Corvette now, the 2019 Corvette ZR1 is a supercar with futuristic sculpting, and is the fastest, most powerful production Corvette ever, at 755 hp, and it may even make next year’s C8 owners drool with envy.

I don’t often use the term “supercar”, as the expression is often over-used, misapplied or part of over-hype. But the 2019 Corvette ZR1 certainly enters the discussion for proper use. Supercars are generally thought of as high-end exotic automobiles that are fast, luxurious and handle like race cars, with extraordinarily stylish looks and price tags that are extraordinarily high. One car that certainly fits the definition in all areas but price, is built in Bowling Green, Kentucky -- the 2019 Corvette ZR1 – and is among the final C7 Corvettes to be built.

With a sticker less than one-third that of many supercars, the ZR1 has the horses, is built with exotic lines from exotic materials, and handles like a car destined for the track, but with street-luxury car smoothness for driver and passenger. 

ZR1 wields its Corvette-power record with a new hand-assembled 6.2L LT5 supercharged small-block V8 engine. A Corvette-touted top track speed of 212 mph makes the 2019 ZR1 the fastest production Corvette ever. Now, I didn’t bring my test vehicle to 212mph in my tests, and I didn’t finish off a zero-to-60mph run in the 2.85 seconds Corvette says it will run, but in a test car that wasn’t race-tuned, and on a surface that wasn’t optimal, I did blaze through a zero-to-60 sprint in 3.3 seconds for an 11.4-second quarter-mile, and I achieved a top track speed of 135mpg when I had to slow – there was MUCH more left in her.

More than just a speed car, the 2019 ZR1 advances Corvette’s performance legacy and also provides the most advanced technology in its production history. Offered in 1ZR and 3ZR trims in coupe and convertible body styles, ZR1’s aggressive appearance is driven by function, with a unique front fascia designed to channel air for propulsion-system and drivetrain cooling, including four new radiators bringing the heat-exchanger total to 13. A special carbon-fiber “halo” hood is open in the middle to clear the LT5 engine’s supercharger/intercooler assembly. Additional features, including aero packages with stanchion-mounted wings, help push the ZR1 harder onto the track for more confident handling and faster lap times

Techwise, the Chevrolet Infotainment system comes with an 8-inch-diagonal color touchscreen and includes Apple CarPlay and Android Auto compatibility with built-in Wi-Fi® Hotspot. The cockpit gets a standard leather-wrapped flat-bottom steering wheel, keyless open and start, standard head-up display, nine-speaker audio system, dual-zone automatic climate control, and such standard safety features as four air bags (including side-impact air bags), Rear Vision Camera, four-wheel disc brakes with four-channel ABS, Active Handling with electronic stability control, safety belt pretensioners and tire pressure monitoring with run-flat tires.

Looking sci-fi-future sharp and aerodynamically refined, the ZR1 measures a carved 179.8 inches long, a wide-body road-hugging 77.4 inches wide, and a stable 48.7 inches high (for the convertible) on a 106.7-inch wheelbase. And weighing only 3618 lbs for the Convertible, it proudly thunders out Corvette from every angle.

Inside, my ZR1 Convertible cockpit was cozy and secure. With the top down, wind-in-your hair excitement embodies Corvette, and with the top closed, the driver and passenger are surrounded by leather, electronics and comfortable seating, with headroom a comfy 38 inches, legroom a vast 43 inches and shoulder and hip room an indulgent 55 and 54 inches.

The 2019 ZR1 exceeds even supercar expectations and improves upon Corvette’s supercharging heritage as its dual-fuel-injection, LT5 6.2L V-8 engine rockets out 755 hp and 715 lb-ft of torque. Fuel figures are what you might expect from a 755hp racecar – 13/city and 19/highway for the manual. My tire-smoking tests and exhilarating highway cruises achieved an average of 13.9mpg

Racetrack low and stable, my ZR1 hugged the pavement during quick-maneuvers, and its short/long arm (SLA) double wishbone suspension with cast aluminum upper and lower control arms, transverse-mounted composite springs and Magnetic Selective Ride Control was at one with the surface; and the 15-inch Brembo Carbon-Ceramic brakes stuck and stopped like no other vehicle I have tested this year.

The 2019 Corvette lineup starts at $56,995 for the Stingray Coupe, $66,995 for the Grand Sport Coupe and $81,995 for the Z01 Coupe. The 2019 Corvette ZR1 starts at $121,995 for the Coupe and $126,485 for the Convertible. I prefer this baby in Black (at no extra cost), but my test ride in sharp Sebring Orange Tintcoat exterior paint added $995 and mated well with the Jet Black perforated Mulan leather seats. The Satin Black hood stinger stripe added $500. Performance packages could add $3000, but my test vehicle was fine as it was. Destination and freight charges added $1095 and the Gas Guzzler tax added $2100 for a price as tested of $130,090.

You can see the car-enthusiast show debut of the 2020 C8 Corvette, the 2019 Corvette ZR1 and more than 5,000 Corvettes that cross the 66-year history of America’s sports car, at the world’s largest Corvette event – 2019 Corvettes at Carlisle, August 22-25 at the Carlisle (PA) Fairgrounds. The event represents all generations of “America’s Classic Sports Car,” and includes burnouts, autocross competition, a huge swap meet and a parade through downtown Carlisle. And there are fun events lined up for the entire family.


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

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

Jaguar earned its rep for creating sleek, catlike, powerful race-worthy sportscars. For nearly a century (founded as Swallow Sidecar Company in 1922), Jaguar has produced luxury street vehicles and track-winning racers. With its new 2019 I-PACE Jaguar moved into a new arena … the electric car niche, as I-PACE is the company’s first all-electric vehicle, and an EV SUV/crossover to boot.  Oh, and it is also fun to drive.

With all-wheel-drive, two electric motors and Jag’s iconic sleekness outside and luxury inside I-PACE still shows off Jaguar muscle with 394 horsepower and 512 lb-ft of torque while attaining an EPA-rated driving range of 234 miles – the X trim can get up to 295 miles. The combination of style, performance and environmental friendliness has made I-PACE an award star, winning 55 awards globally since its launch. 

The first Jaguar to use the highly intuitive Touch Pro Duo infotainment system and artificial intelligence to identify driver preferences to tailor the driving experience, I-PACE uses technology to identify and automate some of the routine tasks that can distract or inconvenience the driver. Also onboard I-PACE are:

• New EV Navigation that factors in route topography, driving style and more to optimize range
• Pre-conditioning of I-PACE’s battery and cabin temperature while plugged in to maximize range 
• Settings for home charging times to match best electricity pricing  
• I-PACE continuous tech improvement with wireless over-the-air updates ensuring customers always have the latest software 
• Rapid public charging from 0-80 percent in less than 40-minutes, with 15-minutes charge giving a 60-mile range
• Zero tailpipe emissions
• Customer peace of mind from eight-year battery warranty and 21,000-mile / two-year servicing

And above all, I-PACE embodies the Jaguar legacy of luxury and performance.

Borrowing its outward demeanor from Jaguar’s innovative C-X75 concept car, which was featured in the James Bond flick “Spectre”, I-PACE is not the know-slung McLarensque coupe that appeared in the film, but as a Crossover, it displays a short, low bonnet (hood), low aero-dynamic roof, roof scoop and hatch-raked rear screen. This is NOT a boxy SUV, even with a squared-off rear, the front is enhanced by a prominent rectangular grille, hood vent and slim eyelike headlights … making it more sedan-like than Crossover-looking.

Weighing in at a robust 4784 lbs (curbweight), the sporty I-PACE fits its midsize crossover niche with dimensions of 184.3 inches long, 61.3 inches high and 74.6 inches wide on a 117.7-inch wheelbase. 

Inside, the luxurious and well-appointed cabin is advanced and trendy, accentuated by high-quality materials, three information displays and touch-capacitive controls. The floating-bridge design for the center console is bold, cockpit-like and not traditional SUV bland. With seating for 5, front headroom is a bit tight at 39.9 inches; legroom is 40.9 and shoulder room is 57.6. In row two, you get a tighter 38.1 inches of headroom, only 35 inches of legroom and 54.6 inches of shoulder room.

As is typical with an electric vehicle, the cabin is quiet, though you do get some tire and road noise on the highway, and the touchscreen takes a beat to respond. Sightlines are good up front and on the sides, but the small rear window and rear shoulders create a blind zone.

I-PACE introduces the Touch Pro Duo infotainment system to Jaguar. Utilizing an innovative combination of touchscreens, capacitive sensors and tactile physical controls, Touch Pro Duo is intuitive to use. A new EV navigation system assesses the topography of the route to destination and insights from previous journeys, including driving style, to calculate personalized range and charging status with exceptional accuracy for maximum driver confidence. And to ensure owners always have access to the latest infotainment, telematics and battery energy control software, I-PACE is the first Jaguar to provide software over-the-air -- providing seamless updates. 

I-PACE power come from its state-of-the-art 2-electric-motor powertrain and its vanguard 90kWh Lithium-ion battery using 432 pouch cells, to deliver an expected range of .234 miles on a full charge – though I would plan for less than that. Owners will be able to achieve a 0-80 per cent battery charge in less than 40 minutes using DC rapid charging (100kW). Home charging with an AC wall box (7kW) will achieve the same state of charge in just over 10 hours – ideal for overnight charging. The high torque density and high-energy efficiency characteristics of the motors deliver sports car performance, launching the I-PACE from a standing start to 60mph in just 4.6 seconds (hand-timed) in tests. My fun-to-test quarter-mile was accomplished in an un-crossover-like 13.2 seconds (hand-timed), accelerating easily and handling like a sedan.

The 2019 Jaguar E-PACE starts at $69,500 for the Base model and tops at the First Edition trim at $85,900. My I-PACE in SE trim based at $75,850. Firenze Red exterior paint added $575 and came with 20-inch 6-spoke wheels, Ebony grained leather sport seats with Ebony/Ebony interior, 10-way electric memory front seats, soft grain leather sport steering wheel and 11-speaker/12-amp channel Meridian sound system. A high-res Head-up information display added $970; a 360-degree surround camera and adaptive cruise control added $1300; four-zone climate control added $800; and delivery and destination charges added $1025 for a sticker-as-tested of $80,520.

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

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

Redesigned and all-new from the ground-up, the Next Generation Sierra is differentiating itself from its sibling, the Chevrolet Silverado, after years of badge engineering and shared body panels with new styling, performance enhancements, a GMC-exclusive, industry-first MultiPro Tailgate, segment-first Multi-Color Head-Up Display, six engine set-ups, three cab sizes, and six trim levels that are all GMC.

New for 2019 is a reconfigured footprint that is larger in almost every dimension, including a longer wheelbase and longer crew cab body that offers about 3 inches more rear legroom than the previous model, yet the new model is lighter than the previous version, thanks to a mixed materials approach — including aluminum for the doors, hood and tailgate, with steel for the fenders, roof and standard cargo box. Also onboard is a GMC-exclusive, industry-first CarbonPro carbon fiber cargo box, developed to increase durability, efficiency and functionality, while offering best-in-class dent, scratch and corrosion resistance. The innovations don’t stop there as Sierra gets a segment-first Rear Camera Mirror that can function as a traditional mirror or as a camera screen, helping to eliminate obstructions such as rear seat passengers and head restraints while providing a wider, less obstructed rear field of view. And the 2019 Sierra offers a ProGrade Trailering System with Trailering App for a connected and comprehensive suite of trailering technologies, enhanced front and rear suspensions and an improved brake system featuring electro-hydraulic power assist, larger-diameter Duralife brake rotors and larger brake pads.

Of the six trims, I tested the top-of-the line Sierra Denali, the luxury flagship of the next-generation Sierra lineup, distinguished by iconic design cues, more upscale appointments, purposeful technologies and capability in a professional grade truck. Along with its bold design and premium features, the new Sierra Denali ups the ante in the segment with the most powerful V-8 engine in its class, and exclusive ride, handling and performance technologies designed for comfort, control and capability.

Denali stands tall, with a strong, purposeful stance, bold bodywork, chiseled shoulders and a tall, powerful hood, which is capped with a grille that’s bigger and bolder than any prior Sierra. New “light blade” signature lighting elements within Sierra Denali’s headlamps help accentuate the pickup truck’s exterior design, providing a distinctive appearance.

The Sierra1500 trims fill out their muscular demeanor with three cabs styles: regular, double cab and crew cab and run in length from 210.8 inches with a regular cab and 6-foot-6-inch box, to 231.7 inches with either a double cab and 6-6 box or the crew cab and a 5-foot-8 box. This represents a gain of from 2 inches to 6 inches depending on configuration. The Denali I tested, with Crew Cab and short box, sat on a 147.4-inch wheelbase (regular cab models are on a 16.5-inch wheelbase). Width goes 81.2 inches and height is 75.5 inches. Curbweight for the 4WD Crew Cab is a confident 5015 lbs. (regular cabs go as low as 4531), and the max trailering rate is 12,100 lbs.

In a you-want-it-we’ve-got-it-for-you approach to power, GMC trims comes with six different engine choices: 4.3-liter V-6 or 5.3-liter V-8 mated to a 6-speed automatic; 2.7-liter turbo or 5.3-liter V-8 coupled with an 8-speed automatic; and a 6.2-liter V-8 or a 3.0-liter turbo-diesel matched with a 10-speed automatic. Fuel economy runs from 15 to 20mpg in city driving and from 19 to 23 mpg on the highway. Powerwise, the 4.3 gets you 285hp and 305 lb-ft; the 5.3 rates at 355hp/383 lb-ft; the 2.7 turbo runs 310hp/348lb-ft; and the 6.2 delivers 420hp/460 lb-ft.

My 6.2-liter Denali was an upgrade over the standard 5.3 and was rated at 15mpg/city and 20mpg/highway -- I averaged 17.7 mpg in my heavy-footed tests. But the 6.2 really came alive when asked. While handling was big-truck loose, and steering was a bit vague, power was king. The 6.2 gave me a 6.2-second zero-to-sprint during a 14.6 second quarter-mile. Acceleration at speed took a beat, then exploded with power. At slow speed and around town, acceleration was a bit hesitant. Firm suspension feel was exhibited through an independent front with coil-over-shock with twin-tube shock absorbers working well with a solid axle rear with semi-elliptic, variable-rate, two-stage multileaf springs and splayed twin-tube shock absorbers. 

Inside, Denali is luxuriously appointed and is augmented with advanced connectivity, 
an 8-inch-diagonal GMC Premium Infotainment System with a high-resolution color touchscreen, and a seven-speaker Bose® Premium Sound System with Richbass® Woofer in the center console personalization features. Sierra Denali’s crafted cabin is spacious with 43 inches of front headroom in the crew cab version and 40.1 in the rear. Legroom is a comfortable 44.5 inches up front and 43.4 in the cab, and shoulder room is 66 and 65.2. 

The base regular cab, standard box 2019 GMC Sierra 1500 starts at $29,000 for 2WD and moves through multiple trims, cabs, beds and engines, topping out with the Denali basing at $54,700 and apexing at $66,590 for the Denali Yukon. My test Denali was the Yukon, so that I could try out the 6.2-liter engine. The 2WD setup was upgraded to 4WD for an additional $3000. Onyx Black exterior paint actually discounted the price by $1095 from the Summit White price, and Denali in Black looked powerful and luxurious. Jet Black perforated leather appointed seats were at no charge; The Denali Ultimate Package of power sunroof, power retractable assist steps, 4-wheel antilock disc brakes, 22-inch bright aluminum wheels with Midnight Silver premium paint, 22-inch all-season tires, inclination sensor, Enhanced Security Package with self-powered horn, interior movement sensor and vehicle inclination sensor, and Adaptive Cruise Control with Advanced with Forward Automatic Braking added another $7055 to the price. Roof rack cross rails added $265; premium all-weather floormats added $235; and destination and freight added $1295, for a stick-as-tested of $79,550, but package discounts and cash allowances trimmed the MSRP-as-tested to $76,050.
  
You can see GMC trucks through the decades, and more than 2,000 trucks of all eras, at the Carlisle Truck Nationals, August 2-4 at the Carlisle (PA) Fairgrounds. This event and has been one of the world’s largest truck shows since 1991. This celebration of trucks features Pick-ups, Heavy-duty trucks, Big Rigs, Mini Trucks, Antiques, Custom Vans, 4x4s, Jeeps, SUVs, Vintage Fire Trucks, Monster trucks and more.


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

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

The Toyota Tacoma is a truck whose grasp has far exceeded its original reach. Launched in America in America in 1995, Tacoma was marketed as a compact pick-up until its second generation began in 2005, when it became classified as a mid-size. Following a full third-generation redesign for 2016, the 2019 Tacoma remains the best-selling mid-size pickup as it has for 12 years running. Those consistent sales have also made Tacoma the 4th top-selling truck in America and No. 13 best-selling vehicle in the U.S., and sales are up nearly 8 percent so far this year.

Along the way, Tacoma has gained a rep for ruggedness in look and in function, and Toyota has offered its mid-size truck for a wide array of tastes -- available in 32 models based on two cab types, the extended Access Cab and four-door Double Cab, each available in 4×2 or 4×4 configurations. Tacoma is available in six model grades, each with its own purpose and unique appearance, including the work-ready SR; the high-style, high-value SR5; the athletic TRD Sport; the adventurous TRD Off-Road; the top-of-the-line Limited; and the ultimate off-road TRD Pro.

Uptweaking the rugged factor for 2019 Tacoma revises the TRD Pro trim with more off-road ready equipment, and offers an available TRD Pro high-mounted "snorkel" air intake and makes the JBL Audio and moonroof standard. Also new for 2019, Toyota Safety Sense is now standard on all grades and includes a precollision system with pedestrian detection, lane departure warning, sway control, auto high beams and adaptive cruise control; two additional USB ports are now in the center console, and Toyota offers a wide variety of optional packages to personalize the 2019 Tacoma.

Designed in Newport Beach, California, and Ann Arbor, Michigan, Tacoma employs extensive use of high-strength steel in the frame and hot-stamped ultra-high strength steel in the body for a strong foundation for hard work, hard play, and durability. While Tacoma does not offer a regular cab, it does come in Access Cab (an extended cab with rear-hinged rear doors) and Double Cab (crew cab with conventional rear doors) configurations. Tacoma Access Cab and Double Cab models are built on a 127.4-inch wheelbase with a 60.5-inch bed, or a 73.7-inch long bed on a 140.6-inch wheelbase. My test Tacoma was the base 4x4 with an Access Cab, and it measured 212.3 inches long, 74.4 inches wide and 70.6 inches high with 9.4 inches of ground clearance. My test truck weighed in at 4325 lbs. and had a tow rating of 3500 lbs. (an optional tow package is rated at 6,500 lbs.).

From a power perspective, Tacoma is available with two engine options. The more economical engine is the 2.7-liter inline 4-cylinder, DOHC 16-valve cast iron block system with aluminum alloy head and VVT-i. With the 2WD 6-speed manual, it is EPA rated at 19mg/city and 23mpg/highway, and the 4WD manual is estimated at 19/22 (the 6-speed automatic gets an 19/23 estimate). The inline-4 provides 159 hp and 180 lbs-ft of torque. The 5-speed manual transmission was discontinued in 2018, and you can choose from between a 6-speed manual transmission or a 6-speed automatic trans.

My test Tacoma 4x4 automatic was powered by the larger and more powerful aluminum block 3.5-liter Direct and Port Injection, Atkinson Cycle V-6 engine with Variable Valve Timing-Intelligent Wider Intake and Variable Valve Timing-Intelligent Exhaust. EPA rated at 18/23 for 4WD automatic, I averaged 21.1mpg around town, on the interstate and even some soft-road treks. The electronic fuel-injected system provides 278 hp and 265 lbs-ft of torque. In tests, the Tacoma was able to haul some heavy loads, and with an empty bed, was quick and responsive to the tune a sprint from zero to 60mph in 7.9 seconds (hand-timed) during a 16.2-second quarter-mile.

Tacoma’s suspension is tight and creates a good pavement feel, while being generous for soft-road activities, while its rack-and-pinion power steering is attentive at slow speeds, but a but vague in quick high-speed maneuvers.

With seating capacity for four (2/front and 2/cab), Tacoma provides 39.7 inches of headroom in row one and 34.9 in the Access Cab (the Double Cab affords 38.3 inches) and 42.9 inches of first row legroom, with a childlike cramped 24.6 inches in the Access Cab (32.6 in the Double Cab). Shoulder room measures 58.3 inches in front with 56.5 for the rear passengers (58.9 in the Double). 

Toyota offers six basic trims in 32 configurations, including 2x4 or 4x4 setups, multiple bed sizes, cab designs and engines with each trim. Tacoma trims for 2019 include SR, SR5, TRD Sport, TRD Off-Road, Limited and TRD Pro. The base Tacoma SR with the Access Cab starts at $25,850 and the line-up runs through the TRD Pro at $42,960. My test Tacoma in SR5 trim (second on the list) started at $30,770 with Access Cab and 6-foot bed, 3.5-liter engine, 6-speed automatic transmission and 2WD. A step up to 4WD (I always prefer 4WD), raised the ante by $3340.

My test Tacoma in Silver Sky (Gray) Metallic paint with Cement Gray (Dark Gray) fabric seats added Chrome, 5-inch oval tube steps (running board) for $535; and delivery and processing added $1095, for a price-as-tested of $35,740.

You can see Toyota Tacomas and more than 2,000 trucks that span decades, in a celebration of trucks featuring Big Rigs, Mini Trucks, Half-tons, Antiques, Custom Vans, 4x4s, Jeeps, SUVs, Vintage Fire Trucks, Monster trucks and more, at the Carlisle Truck Nationals, August 2-4 at the Carlisle (PA) Fairgrounds. This event and has been the epicenter for all things truck since 1991.

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

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

The most popular roadster/two-seat convertible sports car in the world, with more than a million vehicles sold since its launch, Mazda’s MX-5 Miata enters the fifth year of its fourth generation, by adding more power and a higher redline, courtesy of a thoroughly reworked engine. The 2019 MX-5 also adds a standard telescoping steering wheel, standard rear view camera, expanded safety features including traffic sign recognition, Smart City Brake Support, Lane-Departure Warning and Blind Spot Monitoring with Rear Cross-Traffic Alert; new cosmetics and some minor interior enhancements.

I tested the RF (Retractable Fastback) convertible version that lives up to Mazda’s marketing mantra of Jinba Ittai – “horse and rider as one” – and plays into the MX-5 mission to “innovate in order to preserve.” The RF is not just a convertible, not just a hardtop, it is an innovative fastback that slips its retractable roof away in about 13 seconds and keeps its fastback profile. Then in another 13 seconds, the roof and true fastback can resume function. Upon opening, the roof section immediately above the passengers folds and stows below the buttresses, which lift temporarily out of the way. The glass rear window between the buttresses rolls down to give a more open-air feel and the entire power-folding roof mechanism occupies the same space as the standard manual-folding soft-top, so there’s no loss of trunk space.

Utilizing Mazda’s full range of SKYACTIV Technology and “KODO-Soul of Motion” design, Miata was designed with emotion and cues borrowed from the Lotus Elan. Development engineers created MX-5 to appeal, “to the senses and the sensations through which people enjoy cars.” This was achieved through a sculpted, elegant, refined, sleek and powerful personality on the outside, and upscale amenities inside.

For 2019, MX-5 remains 154.1 inches long, 68.3 inches wide and 48.6 inches high (my RF trim was 49 inches high), on a 90.9-inch wheelbase. And it continues to be light at 2432 pounds (for my test model, and some trims go as low as 2338 pounds). Minimum ground clearance for my RF trim was 5.32 inches – some trims are under 5 inches.

The cockpit adds a tilt and telescoping steering wheel that offers drivers the opportunity for a comfortable and precise fit. Interior design and enhancements are elegant, cozy, intuitive and tech-filled. Visibility is excellent even with the top up, but the cabin is a bit noisy even with the top in place. The infotainment screen is easy to read, and controls are easy to reach. If you want trunk space and a glove box, MX-5 won’t provide them, but if you want a fun ride, you are in the right left seat. Spacewise, headroom remains the same as last year, at 37.4 inches (36.8 for the RF), as does legroom at 43.1 inches. Shoulder continues to be 52.2 inches.

MX-5 power comes from a SKYACTIV 2.0.-liter DOHC 16-valve in-line 4 VVT multi-port electronic fuel injection engine, either manual or coupled to a 6-speed manual transmission. The system hums out 181-hp, an increase of 26 horses over previous engine setup, and 151 lb-ft of torque, up 3 lb-ft, which helped propel the lightweight Miata (with manual shift) complete a zero-to-60mph dash in 5.8 seconds during my track tests –a half-second faster than my tests two years ago. My quarter-mile was finished in 14.5 seconds, also about a half-second quicker than with the lower-hp engine.

The system is EPA rated at 26mpg in city driving and 35mpg on the highway (automatic), and my week of top-down, summer-weather tests, enabling off-the-line power whenever possible, finished with an average of 30.3mpg.

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

The 2019 Mazda MX-5 comes in three trims – Sport, Club and Grand Touring -- and a different classification that really is another trim subset – the RF. The Sport bases at $25,730 with a manual transmission and 181-hp 2.0-liter engine, and $27,080 for a 6-speed automatic. The Club starts at $29,590 for the stick and $30,190 for the automatic, and adds a rear spoiler, cosmetics and tech; and the Grand Touring trim bumps up to $30,780 for the manual and $31,855 for an automatic trans, and adds dark finish wheels, rain-sensing windshield wipers, auto-dimming driver's side mirror, automatic climate control, leather-trimmed seats, Mazda Navigation System and more. But I went with the RF, which comes in two trims, starting with the Club in manual at $32,345 (automatic at $32,945) and the Grand Touring at $33,335/manual ($34,410/automatic) with the same upgrades that Touring has over Club in the straight MX-5..

For me, a roadster’s destiny is to be a stick shift, so my test MX-5 Miata RF Grand Touring was set up with a manual transmission, saving more than $1000. The Snow White Mica Pearl exterior paint cost $200, but the look was clean and sexy, and was mated to a Black leather interior with Red stitching. Already packed with standard items, no other cosmetic or weather packages were in my build. With a destination fee of $920, my test MX-5 Miata RF stickered at $34,455.

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

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