Dodge heralds its Ram 1500 half-ton as “America’s most awarded half-ton pickup.” All-new for 2019, Ram is hauling in awards from coast to coast. After a 1300-mile performance test, Truck Trend named the 2019 Ram “2019 Pickup of the Year.” Edmunds editors gave it their “2019 Best Family Truck Award”; Autotrader placed it on their “Best New Cars for 2019” list; and The Fast Lane Truck (TFLtruck) has awarded the all-new half-ton with a Gold Hitch award in the light-duty segment. The awards keep coming, and so do the sales, as Ram 1500 is the No.3 best-selling vehicle in America, and during some months this year, have come in at No.2.

Many of the tributes come from the modifications and re-engineering of the all-new 2019 edition. The fifth-generation Ram starts its new version with its design. Overall weight reductions total nearly 225 pounds net; its new frame features 98 percent high-strength steel to improve durability, weight and rigidity for improved handling; its maximum payload increased to 2,300 pounds, maximum trailer tow to 12,750 pounds and the new Ram 1500 is the segment’s most aerodynamic pickup with .357 coefficient of drag and features exclusive active aerodynamics: grille shutters, air dam and air suspension. From a looks perspective, the 2019 Ram shows off a new face with a chiseled Ram’s head logo and “RAM” grilles, straighter lines and clean ruggedness. Ram now also provides its most dramatic differentiation between models and trim levels.

Offered in 6 trims, with 12 color options, three engine choices, 2WD or 4WD configurations, three cab sizes and three bed sizes, I tested the 2019 Ram 1500 Rebel Crew Cab and it was rugged, sporty and bold, from its sculpted hood to black grille. Bigger all around this year, my 4WD Crew Cab with a 5.7-foot bed measured 232.9 inches long, 82.1 inches wide and 77.5 inches high on a 144.6-inch wheelbase. That represents a 3.9-inch gain in length, 2.7 inches in width and 1.8 inches in height. Ground clearance is 7.8 inches at the front axle, and the tailgate is 34.5 inches above the ground.

Inside is a more modern cabin and cab with more tech, twice the storage capacity, a modular design that allows for more personification and customization, and an available 12-inch fully configurable touchscreen. There is also an active noise cancellation system on 5.7-liter HEMI V-8 equipped models and acoustic glass reduce ambient sounds down to a low 67.1 db – the quietest Ram 1500 ever. The new HVAC system features nearly 25 percent more air flow at lower noise levels, and interior space remains about the same, with 40.9 inches of front Crew Cab headroom and 39.8 inches in row two; legroom is 40.9 inches up front and 45.2 inches in the rear, and shoulder room is 66 inches and 65.7. 

Powerwise, Ram for 2019 delivers significant gains in fuel efficiency with the eTorque mild hybrid system on second generation 3.6-liter Pentastar V-6 and legendary 5.7-liter HEMI® V-8 engines. Standard is a 3.6-liter Pentastar V-6 engine with variable-valve timing that offers 305 horsepower, 269 lb.-ft. of torque and fuel economy of 18mpg/city and 25 mpg/highway. And for those of us who believe Ram means HEMI, my Ram 1500 Rebel muscled up with the iconic 5.7-liter HEMI V-8 engine with fuel-saving cylinder shut-off and VVT. The system thunders out 395 hp and 410 lb.-ft. of torque for an EPA rating of 15mpg/city and 22 mpg/highway.

Off road, my test Ram 1500 Rebel was a conquering beast; on the highway, it was quick, powerful and attentive; and on the track, it was exciting and a half-second faster than my 2018 review Rebel. After a tire smoke, my Rebel polished off a zero-to-60mph run in 6.6 seconds during a 15.1-second quarter-mile. True, I burned lots of rubber and climbed some rocks, but my fuel economy suffered and I only averaged 14.4mpg – 1.5mpg less than last year.

The base 2019 Ram 1500 Tradesman starts at $31,795 in 4x2 configuration with a 6-ft.-4-in. box, and 395-hp engine, and moves through 6 trim levels to the $53,240-base Limited. My test 2019 Ram 1500 in Rebel trim is the fourth trim and starts at $44,490 in 4x4 with a Quad Cab, 6.4-foot box and 3.6-liter V6 eTorque engine. Gaining a Crew Cab and a 5.7-foot box added $3250. Upgrading in power to the 5.7-liter HEMI V-8 engine added $1395 and uptweaked the transmission to an 8-Speed automatic 8HP50 transmission as well. 

Flame Red and Black two-tone exterior paint is now standard, but we added Black tubular side steps for $695 and the Level 2 Equipment Group (Remote Start, 8.4-inch touchscreen, Apple CarPlay®, Auto-Dimming Exterior Mirror; Exterior Mirrors with Turn Signals and Courtesy Lamps; Heated Front Seats and Steering Wheel, A/C Auto Temperature Control with Dual Zone Control, Power adjustable pedals, ParkSense® Front and Rear Park-Assist with Stop, Uconnect®  and much more, for $3000. 4C NAV with 8.4-Inch display added $795; 9-amplified speakers with subwoofer added $595; a sunroof added $1495; Blind-Spot with Cross-Path detection added $595; and destination charges added $1695, for a sticker-as-tested of $58,005 before incentives, which could discount by as much as $3,000, so check with your local dealer.

You can see 102 years of Dodge/Ram trucks and nearly 2700 vehicles from all eras of the Chrysler brand, as classics, muscle cars and high-performance new models all converge at the Carlisle Chrysler Nationals, at the Carlisle (PA) Fairgrounds, July 12-14. Special displays include “50 Years of the Dodge Charger Daytona and 500,” “50 ½ years of the A12 Roadrunner and Super Bee,” “50 Years of Summer ‘69”, or you can take a free thrill-ride in a 700-hp Hellcat.” And on display will also be tons of half-tons and larger trucks.

> 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 Dodge Charger is the top-selling American sedan on the market. America’s only four-door muscle car has been a U.S. muscle car icon since 1965, when it was launched as an option package for the Dart GT, charging out 230 horsepower – some of today’s versions more than triple that output. With more muscle than the original, Charger remains of top-seller in the 11th year of its current run and sixth year in the current generation, with a full redesign, expected for 2020 or 2021.

For 2019, Charger revamps the Charger lineup and upgrades the muscle machine inside and out. New for 2019, Dodge is repositioning the Charger lineup into six distinct, attitude-infused models that offer a range of performance and powertrain options for every modern muscle-car customer. The lineup ranges from the 707-horsepower Dodge Charger SRT Hellcat – arguably the quickest, fastest and most powerful sedan in the world – to the efficient V-6 power of the new Charger GT RWD performance model and the all-wheel-drive capability of the new SXT AWD model. Charger GT and R/T models receive a full complement of race-bred chassis upgrades and features along with new performance looks, such as a performance hood with air induction, styled fascia, sculpted side sills, decklid spoiler and seats. Also new for 2019, Dodge Charger SRT Hellcat and Scat Pack trims feature standard performance upgrades, including Launch Assist and Line Lock; a new performance grille with dual air inlets; new Launch Control switch on Scat Pack; and Torque Reserve, After-Run Chiller on SRT Hellcat.

Charger is a full-size sedan assembled Brampton, Ontario, Canada, with a unitized steel body and aluminum hood. Playing well on its heritage, Charger draws on design cues from its historic 1969 model, Charger turns heads with its muscularity, while its wide body hugs the pavement from highway to track. My Charger R/T test ride was 200.8 inches long, 75.0 inches wide and 58.5 inches high on a 120.2-inch wheelbase with a curb weight of about 4270 lbs., and ground clearance of a scant 4.9 inches.

Charger’s rep has been earned with its looks and its muscle performance. The 2019 version puts the original 1965’s 230 horses back to the stable with powerful engine choices. The standard Pentastar 3.6-liter V-6 engine impresses with 292hp and 260 lbs-ft of torque for an EPA rating of 18/city and 27/hwy for AWD. The optional Super TrackPack upgrade bumps the power to 300hp and 264 lbs-ft. The 5.7-liter HEMI V-8 that powered my R/T trim Charger thunders out 370 horses and 395 lbs-ft. The HEMI system was rated at 16mpg/city and 25mpg/highway and my mixed-use and heavy-acceleration tests averaged 23.1mpg. The Street & Racing Technology (SRT) Scat Pack and Daytona 392 trims employ a 6.4-liter HEMI V-8 that muscles out 485 hp and 475 lbs-ft of torque for a rating of 15/city and 25/hwy and street-legal/track-worthy speed. The SRT Hellcat versions supercharge their 6.2-liter HEMI for a jet-thrusting 707hp and 650 lbs-ft of torque for racing and performance capabilities at an EPA rating of 13/city and 22/hwy.

I am a stick-and-clutch guy, and prefer manual transmissions in my muscle cars, but my 5.7 HEMI was coupled to an attentive TorqueFlite 8-Speed Automatic Transmission. The push-button start begins with a purring exhaust note, and when called upon, the system provides instant, tire-spinning power. Passing at speed is effortless, and track tests showed a 5.9-second zero-to-60mph dash during a 14.3-second quarter-mile.

Charger hugs the pavement in all maneuvers. Its independent SLA front suspension with high upper “A” arm, coil spring over gas-charged monotube shock absorbers and stabilizer bar works with the rear’s one piece lower-control arms on the AWD models for precise handling, and the rack and pinion steering with electric power assist is responsive and predictable.

The driver-oriented interior is skillfully conceived with premium, soft-touch materials, a full-color driver information display gauge cluster, and an instrument panel center stack with the newest Uconnect system. The interior offers comfort for drivers and passengers under 6-feet tall, at 38.6 inches of front headroom and 36.6 in the rear seats. Legroom is good for even taller inhabitants, at 41.8 inches in row one with 40.1 in row two, and wide-body shoulder room of 59.5 inches in front and 57.9 in the rear.

With six trims and multiple variations basing from $29,990 for the 300-hp Charger GT and $33,320 for the 292-hp SXT, to $67,245 for the 707hp SRT Hellcat. My370hp test 2019 Charger R/T was third on the trim list, base priced at $35,995.

In B5 Blue exterior paint (for an extra $69), with Black cloth seats, my test ride included such options as: the Harman Kardon® Audio Group for $1595, with 19 Harman Kardon® Green Edge® speakers, subwoofer and amp; The Driver Confidence Group for $1245, with Blind Spot power heated mirrors, Blind Spot and Cross-Path Detection, Auto-Dimming Mirror and more; The $995 Navigation and Travel Group with SiriusXM® Traffic Plus and Uconnect® 4CNAV with 8.4-Inch Display; and a Power sunroof added $1295. I would have liked some R/T-specific cosmetics and competition stripes, but that could have added more than $2000. Adding Destination charges of $1495 put the sticker-as-tested at $42,689, but regional incentives cut my price to $40,189, so check your local dealer for available discounts.

You can see 50 years of the Dodge Charger Daytona and 500 on display at the largest Mopar event in the world featuring over 2,700 vehicles from all eras of the Chrysler brand, at the Carlisle Chrysler Nationals, at the Carlisle (PA) Fairgrounds, July 12-14. Fifty years is the key this year as Carlisle will pay homage to: 50 ½ years of the A12 Roadrunner and Super Bee; and 50 Years of Summer ’69. And you can also take a free thrill ride in a 700-hp Hellcat. Classic cars, muscle cars, trucks, and high-performance new models are all showcased at this Mopar-lover's paradise. Cars, parts, tools, memorabilia, collectibles and more will be for sale in the Mopar Automotive Flea Market, as well as the latest and greatest products within the Manufacturers Midway.



<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> 

Jeep® Grand Cherokee was launched in 1992 as a ’93 model, and since it arguably began defining the premium SUV segment, has earned its spurs by being an annual favorite of award-giving groups. The accolades have led Jeep to bill Grand Cherokee as “the most-awarded SUV ever.” In keeping with that theme, Jeep Grand Cherokee was named AutoPacific’s Ideal Vehicle Award for the Mid-Size SUV segment for the eighth consecutive year, based on 58,000 responses from a national survey by the automotive research and consulting firm. And once again, Jeep Grand Cherokee 4x4 has earned a five-star overall safety rating from NHTSA -- the highest single rating in NHTSA’s vehicle-evaluation program.

Still in its fourth generation, which began for model-year 2011, Jeep Grand Cherokee remains ranked in the Top-20 in all vehicles sold in America, and is the seventh top-selling SUV/Crossover. To enhance that sales ranking, Jeep has made a number of mild uptweaks for 2019 across the Grand Cherokee line-up. All Grand Cherokee models now feature Blind-spot Monitoring with Rear Cross Path detection as standard equipment, and all models are equipped with standard Apple CarPlay, Android Auto and Uconnect’s 8.4-inch touchscreen radio with 9-speaker audio system, navigation system, higher resolution and pinch-and-zoom capability. 

Outside, Grand Cherokee Limited X debuts and features a unique front and rear fascia, performance hood, Granite Crystal exterior accents and new 20-inch Low Gloss Granite Crystal wheels; Grand Cherokee Overland gets a new 20-inch Heritage wheel and Summit models get a unique optional 20-inch wheel. Three new exterior paint colors have also been added: Slate Blue, Green Metallic and Sting Gray.

From the base Laredo to the 707-hp Trackhawk, there are seven trim models available, and five different engines are offered — including a diesel. And while rear-wheel drive is standard, buyers looking to maximize the Grand Cherokee's off-road prowess can uplevel with all-wheel drive.

Assembled at Jeep’s Jefferson Avenue North Assembly Plant in Detroit, Mich., Jeep Grand Cherokee is off-road capable and still pampers well on the highway and around town. It comes at you in premium fashion, with a rounded, elegant exterior design complete with its signature seven-slot grille. Key exterior features include front and rear LED lighting, and bi-xenon high-intensity discharge headlamps that are outlined with signature LED running lamps. The front and rear feature unique lower fascias for every trim level and a large, aerodynamic rear spoiler.

I tested the Jeep Grand Cherokee Summit, which weighed in at about 5000 lbs. (curbweight with the 3.6-liter engine), and measured 189.8 inches in length, 84.8 inches in width at the mirrors (body width is 76.5 inches), and 69.3 inches in height at the roof rails, on a 114.7-inch wheelbase; with a load floor height of 32.4 inches, sill step-in height of 20.5 inches and a minimum ground clearance of 8.6 inches. 

Grand Cherokee offers five engine choices this year, including HEMIs, an Eco-Diesel and a 707-hp supercharged V-8. Standard on the Laredo, Limited, Overland and Summit trims is the economical 3.6-liter Pentastar V-6 engine that provides 295 hp and 260 lb.-ft. of torque for an EPA rating of 18mpg/city and 25mpg/highway in 4WD. My week of testing in the 3.6-powered Summit trim included some off-road fun, trackwork, town and highway driving, and averaged 20.3mpg. 

A 5.7-liter HEMI V-8 is an available option on 4x4s, with 360 hp and 390 lb.-ft. of torque is optional, and the 3.0-liter Ecodiesel V-6 is an option with 240 hp and 420 lb.-ft. The SRT model comes standard with a 6.4-liter V-8 that powers up with 475 hp and 470 lb.-ft.; and the Trackhawk gets a standard 6.2-liter supercharged V-8 that explodes out 707 horses and 645 lb.-ft.

All of Jeep Grand Cherokee’s engines are mated to the ZF automatic eight-speed automatic transmission that delivers quick acceleration and precise, smooth shifting. Steady acceleration accompanied engine noise that entered the cabin, but the power was ready, willing and able. On the track, my Summit’s 3.6 completed a zero-to-60mph sprint in 7.6 seconds during a 15.8-second quarter-mile.

The Grand Cherokee Summit cabin seats five and is well-crafted, technically enhanced and comfortable. Interior accommodations provide 39.9 inches of front headroom and 39.2 in row two; first row legroom is 40.3 inches with 38.6 in the second row with 4.3 inches of knee clearance, and shoulder room is 58.7 inches in front with 58 inches in row two.

Packed with tech, environment controls and infotainment, Grand Cherokee also includes more than 70 safety and security features as well as an array of advanced user-friendly technology

The 2019 Jeep Grand Cherokee is offered in 4x2 or 4x4 configurations and various engine choices, beginning with the base Laredo 4x2 at $31,945 and moving through the model ranks all the way up to the 707-hp Trackhawk 4x4 at $86,900. My test Jeep Grand Cherokee in Summit trim well up the line-up and starts at $52,290 in 2WD, and four-wheel-drive starts at $55,290. My 4WD Summit came with a standard 3.6-liter engine, 8-speed automatic transmission. The well-accessorized trim really didn’t need many additions, but added a remote CD player for $495. With Destination charges of $1495, my vehicle was discounted $1000 with a Chrysler Capital 2019 Bonus Cash 44CKB3 offer and stickered at $55,685.


> 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 fifth best-selling vehicle in America, the Chevrolet Equinox is second in Chevy sales, only to its Silverado line. In the second year of its third generation, the Equinox compact SUV has sold nearly 2 million vehicles since its launch in 2004 for model-year 2005.   

For 2019, Equinox plays on last year’s redesign by upgrading cosmetics and tech. This year’s tweaks include the Lights and Bright package available on 1LT trim, consisting of 19-inch bright-machined wheels with Sparkle Silver pockets, LED headlamps, LED taillamps, chrome grille surround and molded assist steps. Also new are LS Convenience and LT Appearance packages; 7-inch or 8-inch-diagonal color touchscreen radios; available 8-inch system with navigation; four USB data ports are standard and two additional USB ports, an SD card reader and auxiliary input jack are now available. From a tech and safety standpoint, the Standard Rear Vision Camera has been upgraded to HD view; the available Surround Vision has been upgraded to HD view; Front Pedestrian Braking is now available on the Premier trim and Adaptive Cruise Control is available on Premier. Cosmetically, Pacific Blue Metallic and Kinetic Blue Metallic are new exterior paint schemes.

The exterior paint plays off Equinox’s expressive styling with sculpted designs. As was the case last year, a mass-efficient body structure is at the center of the Equinox’s lean curb weight and helps make the most of its available turbo engine options. The rounded and clean Equinox architecture measures 183.1 inches long, 72.6 inches wide and 65.4 inches high on a 107.3 -inch wheelbase, with a 8.0-inch ground clearance. The 2.0-liter Turbo AWD crossover I tested in the Premier trim, had a curbweight of 3665 lbs.

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

The Equinox cabin is accommodating, and filled with entertainment and function. With seating for five, the interior provides 40 inches of front headroom and 38.5 inches in row two; legroom is 40.9 inches in the row one and 39.7 in the second seats, while shoulder room is 55.7 and 55.5.

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

Equinox power comes from a choice of three engine systems: 1.5-liter turbo, 1.6-liter diesel or 2.0-liter turbo engine. The 1.5-liter 4-cylinder is rated at 170hp and 203 lb-ft of torque; the 1.6-diesel is good for 137hp and 240lb-ft; and the 2.0-liter turbo I tested is rated at 252hp and 260 lb-ft. and was EPA-rated at 22mpg in city driving for both FWD and AWD, and 29/highway for FWD and 28mpg/highway for AWD. My week of driving averaged 24.7mpg in an all-wheel-drive vehicle.

The turbo synched effectively and zipped well on the track, with a zero-to-60mph sprint completed in 6.7 seconds, during a brisk 15.2-second quarter-mile (hand-timed). While the electric power rack-and-pinion steering showed some vagueness, and visibility was a bit obscured, the ride was soft, and tuned for passenger comfort rather than driver’s feel. The Equinox independent MacPherson strut front suspension with specifically tuned coil springs, direct-acting stabilizer bar and its independent four-link rear leveled out most pavement irregularities. 

The 2019 Chevrolet Equinox is offered in FWD, AWD, either of three engine selections and either 6-speed or 9-speed automatic transmission. Equinox pricing starts at $24,995 for the base L-trim model with the 1.5-liter turbo liter engine in front-wheel-drive; the LS 1.5 bases at $27,095; the LT 1.5 trim starts at $28,395 and the Premier starts at $32,395 with the 1.5 Turbo. My test Premier 2.0L Turbo started at $35,095. 

My Premier 2.0L Turbo came in standard Summit White exterior paint (Premium colors add from $395 to $995). Jet Black, perforated leather-appointed seat trim was also standard. My Equinox was in all-wheel-drive (which I nearly always recommend), adding $800, and was upgraded with the Infotainment II Package (Chevrolet Infotainment 3 Premium System, Navigation and 8-inch diagonal touch screen, as well as a Bose® premium 7-speaker system, for $1125. Also added, for $2145, was the Confidence and Convenience II Package: Low Speed Forward Automatic Braking, Forward Collision Alert, Lane Keep Assist with Lane Departure Warning, Following Distance Indicator, Safety Alert Seat, HD Surround Vision, Adaptive Cruise Control – Camera, Front Pedestrian Braking, IntelliBeam® headlamps, heated steering wheel, 8-way power front passenger seat with power lumbar, Ventilated driver and front passenger seats and Heated rear outboard seats. With Destination Freight charges of $1195, my test 2019 Chevrolet Equinox Premium stickered at $40,165, but cash allowances and regional incentives cut my particular ride by $2000, so check with your local dealer.

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

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

The Chevrolet Camaro joined the ranks of iconic American muscle cars in 1966, when it joined the “Pony Car” wars. The marketing spin was that the name Camaro “was a small, vicious animal that eats Mustangs.” And to combat its Pony rival, Chevrolet has made a few cosmetic changes for 2019. While remaining primarily the same technically and powerwise, Chevy has added new front fascias and grillework on several trims, moving the “Bowtie” logo to the upper grille opening, and a new rear fascia with sculpted LED taillamps. 

Also new for 2019 is a Chevrolet Infotainment system with 8-inch color touchscreen and available navigation. The system offers greater personalization and more intuitive user interface including voice recognition and apps. The 2019 Camaro also gets a full-display rear camera mirror with improved, high-definition view quality; Forward Collision Alert (on coupe models); revised ambient lighting with new blended color choices; improved wireless charging feature and Performance Data Recorder enhancements.

As I tested the ZL1 trim, my review level also received a Carbon fiber rear wing, specific air deflectors and dive planes on the front fascia that produce grip-generating downforce to help the car stick harder and drive faster in turns. As part of the package, ZL1 also gets Racing-derived, lightweight Multimatic DSSV® (Dynamic Suspension Spool Valve) dampers front and rear; adjustable front-end ride height; adjustable camber plates; adjustable (three-way) rear stabilizer bar; dual-zone automatic climate control; a Bose premium audio system; heated/ventilated front seats and heated steering wheel, and several trim-specific items.

Available in seven trims and about 20 configurations when considering engines and transmissions, I tested the ZL1 Camaro Coupe, ostensibly to get my hands on (accelerator foot on) its 650 horses. But before getting behind the wheel, this beauty looks the part of an American street muscle icon.  

From its black carbon fiber weave hood insert to its rear air wing, the CamaroZL1 is muscular, aggressive, sporty and head-turning. The huge black undergrille, and slender overgrille with “Bowtie” badge charge ahead with a low and wide road-hugging stance, augmented by bold cooling ducts, ground effects wings and sculpted character lines.

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

Some may crave Camaro for its looks, but the legend has most often been about its power. The base Camaro is outfitted with a 2.0-liter Turbo engine (275hp/295 lb-ft of torque). However, my test ZL1’s standard 6.2-liter LT4 direct-injected V-8 engine is responsive and super-powered, with 650 horses/650 lb-ft of torque. That brawn does not disappoint. It is responsive, immediate and thundering above the musclecars of the “Pony War” past. Jetlike, my ZL-1 rocketed a zero-to-60mpg dash in 3.3 seconds during a quarter-mile run of 11.3 seconds. 

Track-reactive and street secure, Camaro attacks at all levels. The ZF rack-mounted electric, power-assisted and variable ratio rack-and-pinion steering was alert and precise, and the MacPherson-type front struts with dual lower ball joints, twin-tube struts and direct-acting stabilizer bar worked in collaboration with an Independent five-link rear to supply a level, yet driver’s feel for the surface.

Inside, my ZL1 Coupe was packed with infotainment, keyless access with push-button start, cruise control, power trunk release, manual rake and telescopic steering wheel, Black interior with Red accent stitching and suede inserts, suede-wrapped flat-bottom steering wheel and shift knob, Red seat belts, and  tech, tech and more tech.

Interior space was leg-roomy and head-tight, with a hunch-inducing 36.6 inches of front headroom and legroom of 42.7 inches. Rear accommodations are a snug 33.5 inches of headroom with only 29.9 inches of child-worthy legroom. Shoulder room is accommodating at 55.5 inches in row one and 54.5 behind.

Available in seven trim levels in both Coupe and Convertible configurations, the 2019 Camaro base prices in Coupe form are: 1LS -- $25,995 manual with a smaller 2.0-liter turbo engine; 1LT -- $26,495 (the larger engine adds about $1495); 2LT -- $28,495; 3LT $31,995; 1SS (only with the 6.2-liter supercharged engine) -- $37,995; 2SS -- $42,995 and  ZL1 -- $62,995. Automatic transmission adds about $1495 and Convertibles add about $6500.

My ZL1 Coupe in clean and classy Summit White and Jet Black interior with red inserts, tweaked up with an overly expensive, but very cool $7500 ZL1® 1LE Track Performance Package upgrade that included: Black hood wrap; unique front splitter; front dive planes; exposed carbon fiber weave hood insert; exposed weave carbon fiber rear spoiler; low-gloss black outside rearview mirrors; dark tail lamps; 19-inch low-gloss Black-painted forged aluminum wheels with Goodyear® Eagle®F1 SuperCar 3R 305/30R19 front and 325/30R19 rear, summer-only tires; Red calipers with 1LE logo; performance suspension with DSSV™ dampers, adjustable camber plates, rear stabilizer bars (3 positions) and front spring seats. This option came with my test set-up, and looks great, but if I were ordering, I’d save the $7500. Chevrolet MyLink® with an 8-inch diagonal Color Touch Screen and Navigation added $495 and a really sweet carbon-fiber instrument panel added $500. With Destination and Freight charges of $995, and a Gas Guzzler Tax of $1700, my 2019 Camaro ZL1 Coupe/1LE was priced-as-tested at $73,190, but some cash allowance incentives could bring that down by $500.
 
Camaro fans can see 52 years of Camaro, and a thousand other Chevrolet and GM vehicles, at the Carlisle Chevrolet Nationals at Carlisle (PA) Fairgrounds, June 21-22. Home to a diverse group of General Motors vehicles, from vintage muscle to the modern 6th-Generation Camaro, this event was formerly known as the GM Nationals. While focusing on 108 years of the Chevy brand, the weekend isn’t limited to “Bow-Tie” branded cars and trucks and includes a “Smokey and the Bandit” Firebird TransAm fly-through-the-air jump. The Chevrolet Nationals also includes any and all makes and models produced by General Motors and will showcase 50th birthday celebrations of The Blazer and the GTO Judge, a 60th anniversary of the El Camino and special displays on Nova, Hurst and more. But for Camaro enthusiasts, be sure to check out the 2019 Camaro ZL1.


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

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

With winter gone and spring here, it is fun car time. For some, it is Supercar time, and while I try to avoid over-use of the term, one car that arguably seems to fit the Supercar niche is the Nissan GT-R. For me, a Supercar could be a daily driver, around town or on long cruises, and while fewer than 600 GT-Rs are sold in north America each year, the car that its fans call “Godzilla, “ is certainly a car to behold … powerful, sexy, track-handling, tech-advanced, a head-turner and a very fun drive.

Called “unique” by Nissan chief creative officer, Shirō Nakamura, who compares it to the giant robots of the sci-fi “Gundam” series, Nakamura says “The GT-R is not simply a copy of a European-designed Sports car; it reflects the Japanese culture.” To that end, GT-R has been co-designed by Nissan's American designers, European designers and Polyphony Digital – creators of the “Gran Turismo” motor racing video games.  Emerging from the Nissan Skyline badge that began in 1969, with an unveiling in 2007 as a high-performance sports car, the GT-R last had a facelift in 2011, and continues with cosmetic and engine tweaks for 2019 as it now niches into the luxury sports car market. 

There are no significant changes for this year, but I finally got around to test driving it and it was worth the wait. Nissan says its team is working on an all-new edition with a new platform and powertrain, which he said will likely feature electrification, and technology borrowed from Nissan’s LMP-1 GT-R hybrid race car. While that version is still several years away, the 2019 Nissan GT-R is super as it is.

Staring with its architecture, GT-R is aggressive, sexy, fluid and functional. The V-motion grille, one of Nissan's design signatures, features a matte chrome finish and mesh pattern. The hood, with its pronounced character lines flowing flawlessly from the grille, is reinforced to enhance stability and aerodynamics during high-speed driving. The curving profile of the front under spoiler is slightly extended and lowered to maximize airflow at its lower edge; the C-pillars' upper portions are shaped to deliver better airflow management by preventing the generation of a smaller vortex; and the rear of the GT-R is defined by its iconic round taillights and character line that separate the lower black section from the body panel.  The GT-R is also outfitted with 20-inch wheels and massive 15-inch brake rotors. GT-R’s unibody construction, steel, carbon fiber, die-cast aluminum body on a Premium-Midship platform measures 185.4 inches long, 64.6 inches wide and 53.9 inches high on a 109.4-inch wheelbase weighing nearly two tons, at 3933 lbs.

Getting to the super aspect of GT-R, its 3.8-liter 24-valve twin-turbocharged V-6 engine delivers 565 horsepower and 467 lb-ft of torque. That super power delivers rocketlike acceleration. The manufacturer claims a 2.7-second zero-to-60mph capability, and my test runs on less-than-perfect surfaces and without special tuning, delivered a blazing sprint in 3.1 seconds during an 11.2-second quarter-mile, and I think it can go quicker than that. And the special NISMO-tuned engine can gallop out 600 horses and faster launch times.

The Electronic Nissan Direct Injection System and engine are rated at 16mpg in the city, 22 mpg/highway and 18mpg/combined. My week of tire smoking, hard-cornering and some lane-changing cruises still averaged 17.9mpg.

On the pavement, GT-R’s vehicle speed-sensitive power rack-and-pinion, aluminum steering rack, four-point mounting, with stiff insulators was an auto-cross champ, and the independent double wishbone aluminum, integral tube-frame front suspension and independent multi-link aluminum rear suspension are track sticky with super driver’s feel.

Inside, the well-appointed and tech-savvy interior is adult comfortable up front and child-roomy in the rear, with 38.1 inches of front headroom and a neck-bending 33.5 in the rear seats; a roomy 44.6 inches of legroom ion row one and a child-worthy 26.4 inches on row two; and 54.3 inches of front shoulder room with 50.0 inches in back. Seamlessly wrapped in one continuous hide of the highest quality Nappa leather, the instrument panel adopts a “horizontal flow” while occupants sit in the leather-and-suede covered cushioned seats; and the 8.0-inch touch panel monitor features large icons on the display screen to allow the user to easily manage the audio system, navigation system, telephone controls and other infotainment functions.  

The 2019 Nissan GT-R is available in four trims. The PURE starts at $99,990; the Premium (my test ride), started at $110,540 and added Titanium exhaust with Exhaust Sound Control, Bose® audio system, Active Noise Cancellation and Active Sound Enhancement; the Track Edition started at $128,540 and added a NISMO-tuned suspension, carbon-fiber trunk lid, 20-inch NISMO black super-lightweight RAYS® forged-alloy wheels and a Black/Red interior treatment; and the track-worthy NISMO trim based at $175,540 and added a NISMO-tuned engine and about 35 more horses, aerodynamic body design, and more carbon fiber cosmetics, and NISMO Recaro® leather-appointed front seats with synthetic suede inserts.

My GT-R Premium added Super Silver Quadcoat exterior paint for $3000. The All-Weather Package was included for no charge, with Dunlop® SP Sport® 7010 all-season run-flat tires; Premium Sport floor mats with carbon fiber inserts added $1085; and Destination and handling added $1695, for a sticker-as-tested of $116,320.

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

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

Launched in 2001 as a “Baby Explorer” to address the growing demand for compact sports-utility vehicles, the Ford Escape quickly developed its own following, personality, look and feel.
 
Firmly entrenched as the No.2-selling vehicle in the Blue Oval line-up, and seven years into its third generation, Ford has an all-new, completely redesigned Escape on the launch pad for 2020 with four new propulsion choices, including a return to a hybrid system with a standard hybrid and a plug-in variant, as well as a sportier new architecture, sliding second-row seats, more legroom and new driver-assist technology. 

With that in mind, the 2019 Escape closes out Gen-3 with more features added as standard equipment, including SYNC® 3 and FordPass™ Connect, and 4G Wi-Fi, are now standard on Escape SE, while a unique seating material is standard on SEL. Intelligent Access with push-button start and remote start are standard on SE, as is one-touch up or down front and rear power windows. SE and SEL customers can choose from an assortment of updated packages, including a Roof Package and a Sport Appearance or Sport Appearance Plus Package. A Safe and Smart Plus Package is optional for SE, SEL and Titanium customers, and the engine block heater is now an available option in any region.

Perhaps the most visible change to the exterior design of the 2019 Ford Escape is the deletion of the LED taillamps. New colors for 2019 are Agate Black, Baltic Sea Green and Sedona Orange.

Inside, the 2019 Ford Escape removes its paddle shifters while the ActiveX seating material is now standard on SEL. The CD player has been eiminated and the voice-activated touchscreen navigation system is no longer available on SE and SEL trims.

Packed with standard amenities, all Escapes come with infotainment, power systems and tech. Among the standard installed items are an Easy Fuel® capless fuel filler, power sideview mirrors with integrated blind spot mirrors, MyKey®, power windows and door locks, steering wheel-mounted cruise control, tilt/telescoping steering column, six-speed SelectShift® automatic transmission and intermittent front and  two-speed rear wipers.

The 2019 Escape continues in its compact crossover footprint at 178.1 inches in length, 66.3 inches in height and 72.4 inches in width on a 105.9-inch wheelbase. Minimum running ground clearance is 7.9 inches and Escape has a curb weight of 3755 lbs. for its 2.0-liter powerplant and 4WD. When properly equipped, Escape can tow 3500 lbs.

Available in either FW or Intelligent 4WD, Escape’s engine choices include the naturally aspirated 2.5-liter iVCT inline-4 engine that delivers 168hp and 170 lbs-ft of torque with sequential multiport electronic fuel injection. For the economy minded, a direct-injection 1.5-liter EcoBoost® I-4 with Auto Start-Stop is available, rated at 179hp, with 177-lbs-ft of torque. My test Escape Titanium was powered by a turbocharged direct injection 2.0-liter Twin-Scroll EcoBoost® inline-4 with Auto Start-Stop that supplied 245hp and 275 lbs.-ft. of torque on premium fuel. All three engine choices are mated to a 6-speed SelectShift® automatic transmission. EPA ratings are 21mpg in city driving and 29mpg on the highway for the 2.5 in FWD configuration; the 1.5-liter EcoBoost® is estimated at 23/30 in FWD and 22/28 in AWD; and my test 2.0 liter EcoBoost® was rated at 20/27 in AWD. My weeklong test included some interstate trips, in-town maneuvers and one soft-road test, and I averaged 25.0 mpg.  

Escape is a small SUV with carlike steering, balance and acceleration and a mellow driving and passenger experience. While not luxury smooth or uplevel quiet in the cabin, but leveling and hushed the niche, Escape’s ride is family mild.

My 2.0-liter engine delivered in all ranges. I found acceleration quick after a beat, and I turned a zero-to-60mph sprint in 7.5 seconds, during a 15.7 quarter. 

Inside, the cabin is a step below luxury, but well-appointed with seating for five. It could be a bit roomier, as tall drivers may feel cramped. Headroom measures 39.9 inches in front and 39.0 in row two. Legroom can be stretched to a maximum of 43.1 inches in row one, while second-row passengers have 37.3 inches. Shoulder room is 55.9 in row one and 55.2 for row two.

Escape addresses safety well, starting with dual-stage front, driver’s knee, front-seat side, and Safety Canopy® System with side-curtain airbags and rollover sensor; battery save, head restraints and three-point safety belts on all five seating positions.

The 2019 Ford Escape is available on four trims. The S trim starts at $24,105 with the 2.5-liter I-4 engine; the SE starts at $26,500 with a 1.5-liter EcoBoost®; the SEL trim starts at $28,445 with the 1.5, reverse sensing and a power liftgate; and my Agate Black test Escape Titanium started at $32,620 in FWD with the 2.0-liter EcoBoost® engine, Intelligent Access with push-button start, Leather-Trimmed 10-Way Heated, Power Driver and Front Passenger Seats, Remote Start System, Voice-Activated Touchscreen Navigation System and a 10-Speaker Audio System from Sony®. 

The Intelligent 4WD System added $1500 and The Ford Safe and Smart™ Package added $1895 for Driver-activated front rain-sensing windshield wipers, Adaptive Cruise Control and Forward Collision Warning with Brake Support, Auto high-beam headlamps, BLIS® (Blind Spot Information System) with Cross-Traffic Alert, Lane-Keeping System, Rain-Sensing Wipers (Front Only) and Auto-dimming Rearview Mirror. Splash Guards added $210, and Destination charges of $1095, minus $1250 in incentives, put the sticker-as-tested at $36,070. 


> 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>

What can you add to a truck that has been America’s best-selling pick-up for 41 consecutive years, and the top-selling vehicle in the U.S. for the past 36 years? While remaining in its 15th generation, Ford has power upgraded the F-150 with a diesel engine option on Lariat, King Ranch, and Platinum trim models, and the top trim, the F-150 Limited gets a serious power upgrade with the high-output 3.5-liter EcoBoost engine previously only available on F-150 Raptor. Limited also gets a new high-flow dual-exhaust system and redesigned interior. Cosmetically, F-150’s Navy Pier interior color scheme changes to Camel Back two-tone, and the XLT Sport Appearance Package gets new five-inch angular step bars. Also, FordPass™ Connect is now standard for F-150 XLT, while the CD player has been deleted.

Other tweaks for 2019 include interior freshening on XLT Sport, XLT Special Edition, Lariat, King Ranch, Platinum and Limited trims that include color and material changes for seats, instrument panel and console trim. An all-new B&O PLAY™ Premium Audio System by HARMAN is available; and SYNC® Connect is optional on XLT and Lariat, and standard on King Ranch, Platinum and Limited. Adaptive cruise control with stop-and-go functionality and Pre-Collision Assist with Pedestrian Detection are available, and a Technology Package is now available with 2.7-liter EcoBoost. New exterior colors for the lineup include Agate Black, Abyss Gray, and Silver Spruce.

Manufactured at Ford’s Dearborn Truck Plant in Dearborn, Michigan, the 2019 Ford F-150 is constructed with a high strength steel frame, aluminum cabin and bed. The body on frame truck comes in three cab schemes: Regular Cab, SuperCab, or SuperCrew®.

With sculpted creases and angles that modify the truck’s boxiness, F-150’s exterior is enhanced by configurable daytime running lamps, power sideview mirrors on XL and above trims, a quick-release tailgate with lock, new grilles available, as well as new, bumpers, lighting, tailgate, appliqués and wheels. My 4x4 test Ford F-150 XLT with a SuperCrew® cab and a bed of 6.5 feet and measured 243.7 inches long, 77.3 inches high for the 4x4, and 79.9 inches wide on a 156.8-inch wheelbase. Ground clearance is 9.3 inches.

For muscle, the F-150 provides plenty of power through six engine choices: a 2.7-liter twin turbo EcoBoost V-6 that delivers 325 hp and 400 lbs-ft of torque; the 3.0-liter Power Stroke turbo that presents 250hp and 440 lbs-ft; the 3.3-liter Ti-VCT FFV engine that is good for 290 horses and 265 lbs-ft; the 3.5-liter V-6 turbo EcoBoost engine with twin independent variable camshaft timing that produces 375hp/470 lbs-ft; the High Output twin-turbo 3.5-liter EcoBoost V-6 engine that increases power numbers to 450 hp and 510 lbs-ft of torque, and the 5.0-liter Ti-VCT VB FFV engine that growls out 395 hp and 400 lbs-ft. That’s the engine I wanted, but my test drive was outfitted with the 3.5… next time.

My test XLT was powered by the 375-hp 3.5-liter turbo engine, which was both powerful and responsive. On the track, a zero-to-60mpg dash was completed in 6.8 seconds, during a 15.3-second quarter-mile (hand-timed). On the highway, Ford F-150 is a stable long-distance cruiser that can control heavy payloads while leveling uneven roads. F-150’s rack-and-pinion, electric power-assisted steering is assertive and predictable, and the coil-on-shock, long-spindle double-wishbone independent front suspension with a stamped-steel lower control arm, works in concert with a leaf spring/solid axle rear with heavy-duty pressurized shock absorbers to impart a solid truck ride. Four-wheel vented power anti-lock ABS disc brakes deliver alert stopping ability. 

Mixing in some cruises, in-town errands and some soft off-road pot-holing, I averaged 16.6mpg.

With six interior configurations, my test ride’s SuperCrew cabin was packed with amenities and was comfortable, with 40.8 inches of front headroom and 40.4 inches for those in the cab. Front legroom was a generous 43.9 inches with second-row passengers getting 43.6 inches. Shoulder room was a spacious 66.7 inches in row one and 65.9 in the rear seats.

The 2019 Ford F-150 comes with a truckload of standard safety items including first-row side-impact airbags, front/side/canopy airbags, electronic stability control, roll stability control, trailer sway control, an SOS post-crash alert system and a passive anti-theft system and antilock brakes. And the Insurance Institute for Highway Safety rates the 2019 Ford F-150 as the only truck to earn the top-tier good rating in every category, and the best performing truck among 11 pickups evaluated in passenger-side small overlap front crash testing

For 2019, Ford F-150 is offered in seven basic trims with modfications for engines, three bed lengths and three cab sizes. The base XL starts at $28,155; the XLT which I tested, started at $34,160 (gaining cosmetics and the Power Equipment Group) ; the upscale Lariat bases at $41,700; the lavish King Ranch® model starts at $52,390; the aggressively powerful and stylish Raptor starts at $52,855; the uptweaked Platinum trim starts at $54,920 and the top-tier Limited starts at $67,135.

My test XLT, which adds SYNC®, the Power Equipment Group and Chrome Front and Rear Bumper to the XL, based with a Regular Cab and 6.5-foot box; the 3.3-liter engine, 6-speed automatic transmission and 4x2 drive, but my test drive upscaled a bit. A SuperCrew Cab added $6565 and the 6.5-foot box; and as I am a 4x4 truck guy, that option was added for $4445; and the 3.5-liter EcoBoost engine added $600.

Agate Black paint was a standard color, and the interior was augmented with the 301A option which added an 8-way Power Driver's Seat, Leather-Wrapped Steering Wheel, Auto-Dimming Rearview Mirror and Power-Adjustable Pedals for an additional $2150 (then discounted by $1000).. 

Black platform running boards added $250; a spray-in bedliner added $595; box side steps added $325; a twin-panel power moonroof and power sliding privacy glass rear window with defroster added $1845; the remote start system added $195; reverse sensing system added $275 and required a $95 Class IV trailer hitch; the voice-activated navigation system was $795 and Destination charges were $1595. That put the sticker-as-tested at $52,890, but regional incentives of $750 knocked the price down to $52.140, so check with your local dealer.

You can see the 2019 Ford F-150 and more than 3200 Ford, Lincoln, Mercury and Euro Ford vehicles – some vehicles more than 100 years old, some brand new and thousands in between – by visiting the largest all-Ford-themed weekend in the world, this year’s Carlisle Ford Nationals at the Carlisle, PA Fairgrounds, May 31 through June 2.  From trucks to muscle cars, you can see them all. And there will be special 50-year-anniversary displays of the 1969s from Mustangs, to the 1969 Shelby GT350 and GT500 to the Mach 1 to the Cougar Eliminator to the Maverick. And there will even be a walk-around of the all-new 2019 Roush Stage 3 Mustang and Classic Mustang ride-alongs with Gateway Classic Mustang's professional drivers behind the wheel. And you can join in or watch the Ford Parade and Street Party in downtown Carlisle with some 400 vehicles on parade Saturday night, June 1.

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

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

When Robert S. McNamara was President of Ford, he tasked Lee Iacocca to create a sporty vehicle for the public, and the T-5 Project became the Mustang and Mustang II. In 1964, Mustang became the most successful Ford launch since the Model-A, and in the ensuing 55 years, Mustang would build 10 million vehicles (about 9.7 million sold) and, would endure as the greatest-selling Pony Car of all-time.

Mustang underwent its last complete redesign in 2015, and while it freshened for 2018 with a sleek new design, advanced tech and improved performance enhancements, Mustang largely stays the course for 2019, as Ford concentrated on bringing back a new commemorative “Bullitt” edition and the “California Special” Package, both homages to 1969. The Bullitt trim is a Mustang GT level with an exclusive 480-horsepower 5.0-liter V-8 engine, plus distinctive design, special cosmetics and movie-authentic dark green exterior; and the California Special is a GT cosmetics package for $2000. The 2019 Shelby GT350 (Mustang) has also been improved with new grille, rear spoiler and better aerodynamics. Two new Mustang paint schemes have been added -- Need for Green and Velocity Blue – and a new Premium 12-speaker sound system has been installed, with Bang and Olufsen replacing Shaker.  

In fastback and convertible designs, the unmistakable Mustang look comes at you with an aggressive grille and Pony insert, rounded, sleek lines and muscularity. The 2019 Mustang Fastback GT model I tested gained a standard quad-tip exhaust, heated steering wheel and rearview camera. Athletic and muscular, the Mustang GT is 188.5 inches long and 75.4 inches wide. Height is 54.3 inches for the Fastback and 54.9 for the Convertible, on 107.1-inch wheelbase. With the 5.0-liter engine, the Fastback with a manual transmission weighs 3934 lbs.

Pony-Power is in Mustang’s DNA, and the 2019 Ford Mustang offers a choice of three brawny engines. EcoBoost models have a turbocharged 2.3-liter 4-cylinder engine stampeding 310 horsepower and 350 lb-ft of torque. The 5.0-liter V-8 that powered my Mustang GT galloped out 460 hp and 420 lb-ft, and under the hood of the Shelby GT350 is a 5.2-liter V-8 that explodes 526 hp and 429 lb-ft. All Mustangs are rear-wheel drive and come with a 6-speed manual transmission. A 10-speed automatic transmission with paddle shifters is optional on all except the Shelby.

My test Mustang GT lived up to its heritage with tire-smoking acceleration and track-worthy handling. From a stop, I crushed a zero-to-60 sprint in 4.3 seconds en route to an exhilarating 12.6-second quarter-mile, in less-than-optimal track conditions. On the highway, my Mustang stuck to the surface with stability, cornered assertively despite some minor lag from the electric power-assisted steering with rack-and-pinion gear, and shifted as smoothly as my hand and foot moved through the manual gears. The Mustang GT is rated at 15mpg/city, 25mpg/highway and 18mpg/overall with the manual transmission, and I averaged 18.2mpg in mixed-use, pedal-mashing tests.

The cabin is intuitive, pampering and packed with tech and infotainment. Premium trim level features give the interior a luxury look and feel, with a hand-stitched wrap for the center console armrest, a look that is mirrored across the instrument panel and down the sides of the center stack. Centerpoint is a 12-inch all-digital cluster is an industry-first video game-like animation of a spinning alloy wheel kicking up a cloud of smoke when line lock is activated and engaged. 

Headroom remains tight for taller drivers and passengers, and cozy for average-size inhabitants at 37.6 inches (Fastback) in row one and 34.8 in row two. Legroom is spacious up front at 45.1 inches and a knees-in-the-chest 29.2 inches in row two. Shoulder room measures 56.3 in front and 52.2 in the rear.

The 2019 Ford Mustang is available in Fastback and Convertible configurations. The Fastback is available in four trims: EcoBoost® Fastback ($26,395), EcoBoost® Premium Fastback ($31,410), GT Fastback ($35,355) and GT Premium Fastback ($39,355) – this trim adds Leather-Trimmed Heated and Cooled Front Seats, SYNC®3, Heated Mirrors with Integrated Turn Signal Indicators, Selectable Drive Modes with Toggle Switches and a 9-Speaker Stereo to the GT.

The Bullitt trim starts at $46,595; the Convertible has three trims: EcoBoost® Convertible ($31,895); EcoBoost® Premium Convertible ($36,910) and GT Premium Convertible ($44,855); and The Shelby GT 350 version starts at $59,140.

My test GT Premium Fastback with the 5.0-liter engine, manual transmission and dual-exhaust tips had a dynamic Orange Fury exterior for an extra $495. I prefer a stick (manual 6-speed for the Pony), and saved $1595 by not opting for the 10-Speed SelectShift® Automatic Transmission. 

The 401A Premium Plus Package added $2200 for a 12-inch LCD Digital Instrument Cluster with MyColor®, Premier Trim with Color Accent Group, Heated Steering Wheel and Voice-Activated Touchscreen Navigation System. The Ford Safe and Smart Package added $1000 for Adaptive Cruise Control, Auto High Beam, Lane Keeping System, Pre-Collision Assist with Pedestrian Detection, Automatic Emergency Braking, Forward Collision Warning with Brake Support and Rain-Sensing Windshield Wipers. Destination charges of $1095 put the sticker-as-tested at $44,145 (and some incentives may be available, so check with your local dealer, as my test ride would have cost $42,645 after a retail customer cash incentive.)

To check out the new Mustang GT and a showcase of more than 3200 Ford, Lincoln, Mercury and Euro Ford vehicles spanning more than a century, visit the largest all-Ford event in the world, this year’s Carlisle Ford Nationals at the Carlisle, PA Fairgrounds, May 31 through June 2.  And if you like Mustangs, there is a 50-year anniversary exhibition of the 1969 Boss 429 Mustang as well as Boss 302 and 351 displays. There will also be homages to the 1969 Shelby GT350 and GT500 Mustangs and the Mustang Mach 1. And there will even be a walk-around of the all-new 2019 Roush Stage 3 Mustang and Classic Mustang ride-alongs with Gateway Classic Mustang's professional drivers behind the wheel. Also, to capture the community, you can join or watch the Ford Parade and Street Party with some 400 vehicles on parade Saturday night, June 1, in Downtown Carlisle.


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

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

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

Assembled in Georgetown, Kentucky, as it has been for more than two decades, and conceived by Toyota’s U.S.-based design, engineering, and manufacturing entities at Calty Design Research Inc. in Ann Arbor, Michigan and Toyota Motor North America Research and Development in Saline, Michigan; Avalon received an all-encompassing makeover for 2019. Toyota’s flagship is built on Toyota's New Global Architecture (TNGA) platform, constructed to improve handling, lower the vehicle’s center of gravity and decrease the levels of noise, vibration and harshness in the cabin.
 
Offered with either of two power systems -- a fuel-efficient 3.5-liter V-6 or Toyota Hybrid System (THS II) powertrain, the 2019 Toyota Avalon also presents such Toyota-firsts as standard Apple CarPlay and available Dynamic Auxiliary Turn Signals, available authentic Yamaha wood and aluminum cabin accents, and Engine Sound Enhancement. In addition, Toyota has installed standard passive and active safety benefits through Toyota Safety Sense P, and promises athletic handling from its available Adaptive Variable Suspension. Sadly, All-Wheel-Drive is not available.

Coming right at you, Avalon is, well, aggressive. Avalon exhibits a HUGE grille. Did I day huge? Yes, and you DO notice Avalon when you see it. Muscular, with a stretched cabin and almost fastback rear window, Avalon was re-designed longer, lower, and wider than before, for better aerodynamics and a lower (0.27) coefficient of drag. Bold character lines, a distinct, carved lower rocker panel behind the front wheels, a tapered C-pillar, tangential vents at the front, a rear spoiler, and the substantial underbody panel coverage from front nose to tail, make Avalon a sleek, luxurious attention-getter.

The new front-wheel drive mid-size now sits on a 113.0-inch wheelbase (2 inches longer) that serves as the platform for a length of 195.9 inches (a gain of 0.6), a width of 72.8 inches (wider by 0.6 inches) and a height of 56.5 inches (lower by a full inch). Avalon’s ground clearance is 5.3 inches (losing 0.2 inches) and curb weight is up about 50 lbs. at 3638 lbs. in Limited trim.

Avalon’s two new powertrains: a 301-horsepower, 267-lb.-ft. 3.5-liter V6 (2GR-FKS), and, a 215-net-horsepower 2.5-liter Dynamic Force four-cylinder Toyota Hybrid System II with 650-volt electric motor (A25A-FXS) and Continuously-Variable Transmission, give buyers a choice between athleticism, and fuel-efficiency

While the new Hybrid (XLE HV) is EPA-rated at 44mpg, my test Limited V-6 engine was rated at 22/31/25. My tests averaged about the same as I did last year in a less-powerful engine, at 26.9mpg in mixed-use driving.

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

On the track, Avalon was more than a half-second quicker than last year, accelerating firmly to a zero-to-60mph sprint of 6.1 seconds during a quarter-mile run of 14.7. 

The Avalon cabin is a thing of beauty and comfort. Authentic materials, such as Yamaha-sourced wood-trim and authentic aluminum pieces, accent arm rests, center console, and instrument panels welcome driver and passengers; and soft-touch materials are noticeable throughout – around the flowing, low-profile center console; on the slim, tiered instrument panel leading into the doors; and in the rear compartment, where doors and console continue the detail and craftsmanship. 

With seating for five, Avalon did not address its slightly confined cabin. Front headroom is still only 38.5 inches without a mooroof and 37.4 with one, and 37.5 inches in row two (with moonroof). Legroom is accommodating at 42.1 inches up front and a comfortable 40.3 inches in the rear seats, and shoulder room is generous at 58.3 and 57.1. 

The 2019 Avalon is available in gas and hybrid models starting with XLE gasoline trim for $35,500 and XLE HV Hybrid for $36,500. My test vehicle was the gasoline-powered Limited Trim – third of four models available – starting at $41,800. The Limited trim has the 301-hp engine, 18-inch Super Chrome Alloy wheels; LED headlights with Smoked Chrome Bezels; Genuine wood interior trim; Premium perforated leather-trimmed heated and ventilated front seats; smart key and remote keyless entry; integrated backup camera with dynamic gridlines; Dual Zone Automatic Climate Control with air filter and rear-seat vents; a power tilt/slide moonroof; heated tilt/telescopic steering wheel with memory function and hands-free audio controls; Hill Start Assist Control; a 9-inch touchscreen; 14-speaker JBL audio system with navigation; Qi-compatible wireless smartphone charging, and more.

The Advanced Safety Package added $1545,and included a Bird’s Eye View Camera with Perimeter Scan, Intelligent Clearance Sonar, Rear Cross-Traffic Braking and 50-State Emissions compliance, and also coated my vehicle in Ruby Red exterior paint, matched to a gray leather interior. With the delivery processing and handling fee of $930 the sticker-as-tested for my 2019 Toyota Avalon Limited came to $44,325.

> 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 Honda CR-V debuted in 1995 as a small crossover that took its alphabetical name from the manufacturer’s marketing campaign labeling it a “Comfortable Runabout Vehicle,” or CR-V. The small SUV dual-purposed as an urban daily driver and an off-road or soft-road vehicle, that was part van, part passenger car, part activity roader. Since then, CR-V has evolved into an elegant and sporty crossover imbued with state-of-the-art tech and entertainment, while upgrading with increased power and better fuel economy.

With a freshening on tap for 2020, only minimal changes were made for this year. A new exterior paint has been added – White Pearl – and Honda pretty much stays the course otherwise. 

But staying the course has made it a media favorite and an award-winner, as automotive experts have heaped praise on CR-V. For example, the 2019 CR-V earned the Insurance Institute for Highway Safety’s (IIHS) highest pedestrian detection and crash prevention rating of “Superior” based on new testing of CR-V’s available Honda Sensing® suite of safety and driver-assistive technologies, which includes the award-winning Collision Mitigation Braking System™ (CMBS™). Additionally, the experts at Edmunds named the 2019 CR-V as “Best SUV” in their inaugural “2019 Editors' Choice Awards”. Also, for the third straight year, CR-V has won U.S. News & World Report’s “Best Cars for the Money” Award. And the 2019 Honda CR-V beat out all other tested compact SUVs in Motor Trend's car comparison test “The New Normal”. Furthermore, CR-V was named an overall winner in AutoWeb's Buyer's Choice Awards, taking home “Best Utility Vehicle of the Year” honors.

Fully redesigned in 2017, CR-V rolls on with its assertive design cues, refined demeanor and energetic character in a sporty package, with a footprint that measures 180.6 inches in length, 66.5 inches in height and 73.0 inches in width on a 104.7-inch wheelbase. Ground clearance is 7.8 inches for the 2WD and 8.2 for the AWD. Curbweight comes in at 3473 lbs. for the EX trim I tested.

The 2019 CR-V in EX and higher trims are powered by CR-V's turbocharged 1.5-liter DOHC, Direct-Injected in-line 4-cylinder engine with Single-Scroll MHI (Mitsubishi Heavy Industry)TD03 Turbo and Internal Wastegate. The CR-V LX trim is powered by a 2.4-liter DOHC direct-injected i-VTEC engine with Variable Timing Control. Both engines are coupled with an efficient and smooth continuously variable transmission with Honda G-Shift control logic. The 2.4-liter 4-cylinder engine produces 184 hp and 180 lbs.-ft. of torque, and the 1.5-liter turbo is rated at 190hp and 179 lbs.-ft. of torque. In AWD, the 1.5 is EPA rated at 25mpg/city, 31mpg/highway and 27mpg/combined mpg. My test week in a turbo AWD EX trim was mixed-use with in-town, highway and soft-road miles, for an average of  28.8 mpg, well within the EPA rating range of 27/city, 33/highway and 29/combined.

Acceleration was predictable and sufficient in all ranges on the highway; and on the track, my CR-V was deliberate, but steady, with a zero-to-60mph sprint finished off in 7.7 seconds, during a 16.1-second quarter-mile (hand-timed). Handling was niche-solid and the riding experience was family-oriented – smooth and stable, with less road feel than in a driver’s vehicle. The MacPherson strut front suspension and multi-link rear, both with stabilizer bars, smoothed out rough surfaces. Steering was road responsive, but not auto-cross efficient, with some perceptible understeer.

Inside, the 2019 CR-V continues unchanged, as the cabin remains sophisticated, quiet, comfortable and intuitively laid out. High-tech instruments, infotainment and premium features permeate the compartment. Interior accommodations come in a bit low at 38.0 inches of front headroom and 39.1 in row two; legroom is 41.3 inches in front and 40.4 inches for the second row; and shoulder room measures 57.9 and 55.6 inches. 

Honda incorporates premium active safety, passive safety and driver-assistive features in the CR-V, including Honda Sensing™ technology, offered as standard equipment on EX and higher trims. Utilizing Honda's innovative Advanced Compatibility Engineering™ body structure, the 2019 CR-V has been rewarded with the highest available collision safety ratings, including a 5-star Overall Vehicle Score from the NHTSA and a TOP SAFETY PICK+ rating from the IIHS, including a SUPERIOR rating for frontal crash prevention when equipped with Honda Sensing™.

CR-V is offered in four trim packages in both AWD and 2WD. The Base LX starts at $24,350 (an increase of $200 over last year) and the EX trim I tested starts at $27,250 (up $300) for the 2WD -- and you gain the Turbo engine, Honda Sensing™, Smart Entry and a 7-inch display audio touchscreen. EX-L starts at $29,750 (a gain of $300) adding leather inside, a power liftgate, power seats and auto-rearview mirror. The top-of-the-line Touring trim starts at $32,750 (an increase of $355) in 2WD and picks up a hand-free access power tailgate, full LED headlights, rain-sensing wipers and satellite-linked navigation. My EX in AWD (for $1400 more – same increase as last year) based at $28,650. With an Obsidian Blue Pearl exterior and a Gray Cloth interior, my CR-V EX added Body side molding for $225, Door Edge Guards for $99, Door Visors for $184, and back-up sensors for $528. With destination and handling charges of $1045, my sticker-as-tested was $30,731.

> 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>

Mitsubishi’s top-selling vehicle is its small crossover, the Outlander. Initially known as the Mitsubishi Airtrek, when it was launched in Japan in 2001, the Outlander represents Mitsubishi’s take on the small crossover that offers all-season attention, and gentle off-road capabilities while promising lower-level emissions, good fuel economy and compact size.

To attract those buyers yearning for more sportiness in their utes, even if they don’t take them off-road, Mitsubishi added the Outlander Sport in 2011, as a smaller, sportier and more affordable Outlander offering. Carrying the Outlander badge, the trendy Sport earned its own following as Mitsubishi’s entry-level crossover, positioned below the Eclipse Cross and three-row Outlander crossovers.

Available in 11 trims (nine with a 2.0-liter engine and two with a 2.4-liter plant), Outlander Sport remains in its first generation and adds only a few changes from 2018.  What’s new? Well, Sport’s top SEL trim level get an up-market name – GT; and it comes with some great Active Safety additions. GT (along with the SE trim) gets standard Blind-Spot Warning, Rear Cross Traffic Alert and Lane Change Assist safety system; and the new GT trim gets as standard: Forward Collision Mitigation, Lane Departure Warning and Automatic High Beam Headlights.

Awaiting next year’s exterior massaging, the 2019 Outlander Sport is sculpted, athletic and small, to fit nicely in the “Under-$30K Compact Crossover” niche. The architecture is rounded and aggressively forward-leaning, utilizing an aerodynamic, low-drag body design with a clean, sloping demeanor, a short hood, raked windshield, angular corners and the “Dynamic Shield” grille bisected horizontally by a thick black centerpiece. Side action lines are sculpted in, and the rear employs a front-focused stance. 

The Outlander Sport GT 2.4 -- my test drive -- is light at 3285 lbs. in AWD, and measures 171.9 inches long, 71.3 inches wide and 64.8 inches high on a 105.1-inch wheelbase. Ground clearance is 8.5 inches.

With two powertrain choices, Outlander Sport brawn comes from either a 2.0-liter MIVEC DOHC in-line 4 engine that provides 148 hp and 145 lbs.-ft. of torque, with an estimated 24 mpg city/30 mpg highway for 2WD models and 23 city/29 highway for AWD; or the 2.4-liter MIVEC inline-4-cylinder engine, which is rated at 168hp and 167 lbs.-ft. and is estimated 23/29 2WD and 23/28 AWD. Both engines are set up with a 5-speed manual or Sportronic® continuously-variable transmission. 
 
My test Outlander Sport GT 2.4 was outfitted with the 2.4-liter engine that is less noisy than the smaller engine. But don’t let the name “Sport” influence your reason. Even with the 2.4, acceleration is lethargic, though predictable.  Steady on uphill grades,  passing requires some advance planning, and while comfortable and accountable on the highway, track tests were less-than-stellar, with a wearying 7.9-second zero-to-60mph sprint and a perceptibly slow 16.4-second quarter-mile. A week of mixed-use tests showed an average of 26.4mpg.

In the driver’s seat, Outlander Sport drives and feels more like a compact sedan than a small crossover. While the electric power steering seemed inattentive at times, in-town driving was fun and garnered some head-turns from onlookers. Maneuverability is athletic, and parking, tight-space exercises and obstacle-avoidance are no problem for the Outlander Sport GT. More at home in urban situations than off-road or soft-road, Sport GT is a feel-good drive rather than a rugged-ute, and you get good road feel and macadam imperfection-leveling with the MacPherson front struts with stabilizer bar and multi-link rear with stabilizer bar. 

The Outlander Sport GT cabin is loaded with infotainment, connectability, leather and lots of plastic. Apple CarPlay, automatic climate control, rearview camera, heated front seats, Smartphone and multi-information displays, and a 7-inch touch panel display audio system fit nicely in the cabin. With seating for five, the interior provides 39.4 inches of front headroom with 37.9 inches for row two. Legroom is comfortable up front at 41.6 inches up front, and tighter, but adequate in the rear at 36.3 inches. Shoulder room is 56.2 inches in row one and 55.5 inches for the rear seats.

Outlanders come in various forms and start at various prices. The 2019 Outlander PHEV electric crossover starts at $35,795; the regular Outlander bases at $24,695, and the smaller, sportier Outlander Sport starts at $20,945. Available in nine trims with the 2.0 engine and two more with the 2.4, Sport tops out at $25,045-base for the 2.0 SE AWC. $20,395 for the 2WD ES 2.0 trim. The 2.4 engine model begins with the 2.4 SE at $25,045  and tops at $26,545 for the 2.4 Sport GT (my review ride) in all-wheel-drive automatic and gaining combination soft-touch seating surfaces, auto-dimming mirror with Homelink®, and All-Wheel Control. In Alloy Silver Metallic exterior paint and a black fabric interior, my Sport GT added Remote Engine Start for $545; LED fog lights for $350; and a cool Large Rear Spoiler for $310. The Popular Equipment Value Package added $200 for wheel locks, front and rear mudguards and an aluminum and leather shift knob; Park Assist Sensors added $465; and a Cargo Mat Package ($150), Carpeted Floor Mats ($135) and Tonneau Cover came with the selection. Destination and Handling Fees added $1095, for a sticker-as-tested of $29,985.

<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>

Discontinued twice since its initial launch in 1999, Honda’s Insight returns after a five-year hiatus, with a 2019 model that evolves from a five-door hatchback into its current incarnation as a traditional compact sedan. The new third-generation Insight ups its game with a third-Gen two-motor hybrid powertrain, featuring a 1.5-liter Atkinson-cycle engine that runs on gasoline that works in tandem with a an electric motor and a lithium-ion battery pack.

As Honda is on a program geared toward electrified vehicles that it believes will account for two-thirds of its global sales, Insight is designed to look mainstream rather than eco-electric. Moving toward that aim, the 2019 Honda Insight has been recognized as a “green” leader, as the American Council for an Energy-Efficient Economy named Insight to its “Greenest Vehicles of 2019” list. Additionally, Insight made the 2019 Consumer Guide® Automotive Best Buy Award list in the Compact Car niche, and was an IIHS (Insurance Institute for Highway Safety) Top Safety Pick and NHTSA (National Highway Traffic Safety Administration) top-score achiever.

Available in three trims, the front-drive compact hybrid bases with the well-appointed LX (automatic climate control, keyless entry and start, cloth upholstery, a 5.0-inch screen, Bluetooth, a six-speaker audio system, 16-inch alloy wheels, LED headlights, and a rearview camera); upgrades to the EX (my test ride) with an eight-speaker audio system, a center armrest for the rear seats, an 8.0-inch touchscreen, Apple CarPlay and Android Auto compatibility, and two 2.5-amp USB ports; and goes all-out with the Touring trim and its rain-sensing windshield wipers, a power moonroof, perforated leather-trimmed seating, heated front seats with 8-way power adjustment for the driver and 4-way power for the passenger, dual-zone climate control, a 10-speaker audio system, embedded Honda Satellite-Linked Navigation System™, Honda HD Digital Traffic, 17-inch alloy wheels and LED fog lights.

The 2019 Insight's body structure shares much of its engineering with the 10th-generation Civic, including the latest generation of Honda's proprietary Advanced Compatibility Engineering (ACE) body structure, extensive use of high-tensile steel, and leading technologies such as its crash stroke front frame design, which enables a shortened front overhang, and tailor-tempered “soft zones” in the body sides and rear frame for enhanced collision protection. Unlike Civic, the Insight utilizes an aluminum hood (skin and inner frame) for reduced weight and a new, reengineered rear that optimizes air-flow metrics.

The sleek lines, coupe-like profile, and wide stance of the new Insight communicate a sophisticated yet elegant design. Its “flying wing” grille, standard low-profile LED headlights and taillights, tasteful use of chrome, and dynamic character lines emphasize its premium compact sedan character. Longer, wider, lower and more stable than earlier incarnations, the 2019 Insight measures 183.6 inches long, 55.5 inches high and 71.6 inches wide, with a 200-lb, gain in curbweight at about 3000 lbs.

The driver-focused cockpit blends a graceful and wide layout with smoothly integrated technology features and high-quality materials. Premium details includes genuine double stitching on the passenger-side instrument panel, trendy and functional instrumentation, an intricately contoured sport steering wheel, a color TFT digital driver's meter and an overall premium feeling of the cabin. 

Inside my test Insight EX was a surprisingly roomy interior that provides more room than ever, at 39.3 inches of front headroom with 36.9 inches in row two; 42.3 inches of front legroom and 37.4 in the second set of seats and 56.9 inches of shoulder room in row one with 55.0 inches in the rear seats. Interior sightlines are excellent and controls are well laid out and intuitive. 

On the power front, the 2019 Honda Insight relies on the efficient 1.5-liter Atkinson-cycle gasoline engine and powerful electric drive motor combine for a system output of 151 horsepower and 197 lb-ft of electric motor torque. Under most conditions, Insight operates as a series hybrid -- the gasoline engine connects to a generator motor to produce electricity that either powers the electric propulsion motor, recharges the 60-cell lithium ion battery pack, or both. The Inline-4 delivers 107hp and 99 lb-ft of torque and while the Hybrid Derive Electric Motor is rated at 129hp and 197 lb-ft, the total system horsepower has a rating of 151 horses and an EPA rating of 55/49/52 mpg. My week of tests achieved an average of 46.0mpg.

While it is a fun drive, the electric motor responds quickly and the engine takes over when asked, with seamless aplomb. On the track, I managed a hand-timed zero-to-60mph sprint in 8.2 seconds on less-than stellar road surfaces, and completed a quarter-mile in 16.4 seconds. Handling was niche-good and brake vectoring helps carve tight corners efficiently.

The Base 2019 Insight LX starts at $22,930. My test LX trim test ride started at $24,160 – gaining connectivity and remote start, and added Safety from the Honda Sensing® system. The top-trim Touring starts at $28,190. My Lunar Silver Insight EX had a black cloth interior, and added Body Side molding for $225; Door Edge Guards for $99; Door Visors for $213; LED Fog Lights for $549; Auto-dimming Mirror with HomeLink® for $415; and Parking Sensors for $515. Destination and handling added $920, for a sticker-as-tested of $26,681.

> 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>

Fully redesigned for 2019, the Volvo S60 uptweaks its styling, adds a hybrid and more powerful engine choices, includes a long list of standard and available safety equipment, and connects with Sensus – Volvo’s connectivity and infotainment system that uses an intuitive touch screen interface that combines car functions, navigation, connected services and in-car entertainment applications such as Spotify, Pandora, Baidu or TuneIn. 

Now in its third generation, S60 is a mid-size luxury sedan that Volvo introduced in 2000 for the 2001 model year. Built at Volvo’s first American manufacturing plant, a facility outside Charleston, South Carolina, the company’s president and chief executive, Håkan Samuelsson, promoted the sedan saying, “The new S60 is one of the most exciting Volvo cars we’ve ever made. It is a true driver’s car that gives us a strong position in the US and China sedan markets.”

Borrowing design cues, power setups and amenities from its larger S90 sibling, S60 is built on Volvo’s Scalable Product Architecture modular platform that also underpins the S90. I tested the base S60 trim called Momentum, and I found that the 4-door mid-size focuses on the signature face of Volvo’s design language that includes elegant Euro lines, classic Volvo styling cues, sculpted hood creases, iconic “Thor’s Hammer” LED headlight design, a dignified honeycomb hexagonal grille, lower and bolder stance than before, long front end, curved and lower-looking roofline, angular shoulders and artistic tailllamp graphics. Aesthetically, S60 uses its grille and lower skid plate, sculpted hood creases, contoured lower shoulders and curved inset rear to create a sensually pleasing demeanor.

The elegant exterior combines lavishness with aggressiveness at 56.3 inches high (4.3 inches lower than the previous generation), 72.8 inches wide and 187.4 inches long (a gain of 5 inches) on a four-inch longer wheelbase (113.1 inches). Ground clearance is only 5.8 inches and curbweight for my test Momentum trim was 3913 lbs. 

Inside, the quiet cabin plays off the clean, minimal Scandinavian influence that also fills Volvo’s 90 Series. Volvo’s orthopedic-designed seats really are comfortable and supporting, and they are heated, power-adjustable and Nappa leather-trimmed. An 8.0-inch instrument cluster display, 9.0-inch multimedia touch screen, Smartphone integration, Apple CarPlay and Android Auto connectivity add to the versatility of the interior.

The S60 cabin is pampering and accommodating, though over-6-footers may feel a bit confined with 37.9 inches of front headroom with a sunroof, and 37.5 inches in the rear. Legroom is 42.3 inches up front and only 35.2 inches in row two, and shoulder room is a comfortable 56.1 and 54.5.

In keeping with Volvo's reputation for safety, the new S60 comes with a complete suite of advanced safety features. You can also add Volvo's Pilot Assist semi-automated drive system for an extra layer of protection. And Volvo’s City Safety technology, standard on all Volvo models, combines automatic braking functionality and collision avoidance systems to cover a range of potential accident scenarios and help keep you safe. City Safety is the only system on the market that detects pedestrians, cyclists and large animals such as moose and deer.

The S60 offers four gasoline powertrains and is the first Volvo car to be sold without a diesel. Options include a T5 4-cylinder turbocharged 2.0-liter engine (250 hp/258 lb-ft) and theT6 AWD in-line 4 2.0-liter, supercharged and turbocharged engine (316 hp/295 lb-ft) that powered my test ride. There are also a T8 Twin Engine AWD in-line 4 2.0 supercharged and turbocharged engine (313 hp/295 lb-ft) and the T8 Polestar 2.0 supercharged and turbocharged plant (328 hp and 317 lb-ft). With quick and supple acceleration, my T6 powered up for a 5.9-second zero-to-60mph dash during a 14.4-second quarter-mile run. My week of mixed-use driving averaged 29.1 mpg, and I found the ride, quiet, controlled, but a bit rough over road imperfections. Handling responsively, the S60 steers predictably and handles curves in auto-cross fashion.

The 2019 Volvo S60 starts at $35,800 for the Momentum trim with the 250-hp T5 engine and 18-inch Momentum Alloy wheels. The R-Design trim starts at $42,545 and the Inscription level is $42,900. I tested the Momentum and upgraded to the T6 AWD and 316hp, to start the build at $40,300. Fusion Red Metallic exterior paint added $645 and was mated to a Charcoal (Black) Leatherette interior. A rear diffuser with split end pipes added $595. Inside, the cabin added the Premium Package ($2050) for automatically dimmed exterior mirrors, Blind Spot Information System and Cross Traffic Alert with auto brake, compass in rear view mirror, HomeLink™, keyless entry with illuminated door handles and hands-free trunklid, retractable side view mirrors, and
front and rear Park Assist. The Multimedia Package added a 12.3-inch digital instrument cluster, a Harmon Kardon Premium Sound system and Sensus Navigation Pro, for $2500. The Advanced Package added Active Bending Lights (as you steer, the headlights turn to illuminate the curve ahead), Graphical Head-up Display, Headlight High Pressure Cleaning, LED Front Fog Lights with Cornering Function, Pilot Assist - Driver Assistance System with Adaptive Cruise Control and Visual Park Assist + 360° Camera, for $2500, and the heated rear seats and heated steering package added $750. Rear mudflaps added $85 destination fees added $995, for a sticker-as-tested of $50,420.
 
<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 Infiniti Q60 is a 2-door sport luxury 4-seater coupe, not to be confused with the cross-over QX60. The Q60 is the successor to the Infiniti G Coupe and convertible, and began as a rebadged “G” for the 2013 model year. Unlike other alpha-numeric nomenclature in which the number is directly related to engine size (e.g. the old G37 stood for a 3.7-liter engine), the “Q” stands for sedan-class and the “60” is for the proposed relative ranking in the “Q” universe, where the entry-level Q is the Q50, the sporty convertible is called the Q60, the luxury Q is the Q70 and the cross-over is the QX with its own number placements.

For 2019, the third year of its second generation, Infiniti has eliminated its old 2.0-liter turbo engine and has replaced it with a 3.0-liter twin-turbo setup, available in two power ranges. This year’s Q60 is offered in three grade levels – PURE, LUXE and RED SPORT 400 – the RED SPORT 400 gets its name from the traditional power production – a 400hp engine, as opposed to 300 horses for the other trims. And a few cosmetic packages have been renamed, while several previous options are now standard on the various trims, including standard automatic emergency braking on the uplevel offerings.

Building on Infiniti's luxury-sports sedan design, performance and technology, the Q60 delivers an in-motion appearance with its aggressive stance, low and wide proportions and muscular lines. Its low center of gravity enhances driving dynamics, and is augmented by trapezoidal, honey-comb grille and crescent-shaped C-pillars that arc forward. Signature LED headlights, employ light guide technology to spread light evenly on the road ahead, and are designed to emulate the shape of the human eyelid, providing an alluring face to the car. The deep grille is inset from the high-strength steel corrosion-resistant body and aluminum hood. The 2019 Q60 measures 184.4 inches long, 54.5 inches high and 72.8 inches long on a 112.2-inch wheelbase. 

The well-appointed interior is cramped up top and in the rear, and the backseats are difficult to access, but the cockpit is tailored to meet a driver’s needs. The layout includes natural contour ergonomic-design front seats for enhanced comfort, premium leatherette seating surfaces, available semi-aniline leather-appointed seating, 8-way power-adjustable driver's seat with manual lumbar support (power available), 8-way power-adjustable front passenger seat, available power torso bolsters (driver's side), Infiniti Intelligent Key with Push Button Ignition, touch unlock door function, available heated front seats and heated steering wheel, Fine Vision electroluminescent instrumentation, premium 13-speaker Bose® sound system, Infiniti InTuition™ – a customizable digital environment for storing and providing various driver settings and driving characteristics to Intelligent Key, and much more. But as mentioned, interior dimensions are a bit tight north and south and in the rear, with 37.9 inches of front headroom and 34.5 inches in row two; legroom is comfortable at 43.1 inches in row one, but a child-worthy 32.4 in the rear; and shoulder room measures 54.6 and 52.0.  

Available in rear-wheel-drive or all-wheel-drive, Q60 delivers power with its standard 3.0-liter longitudinal V-6 twin-turbo that provides 300-hp. 295-lb-ft of torque. The uptweaked Q60 Red Sport 400 model gets its numerics from a 400-hp, 350 lb-ft 3.0-liter V-6. The engines are teamed exclusively to a 7-speed automatic transmission, and the vehicle delivers when called upon. While inclement weather forced test track closures, my test LUXE trim should complete a zero-to-60mph dash in about 6 seconds, with a quarter-mile accomplished on about 14.5. Fuelwise, I averaged 22.8mpg during mixed-use tests.

Handling is quick-turn worthy and the power-assisted, vehicle-speed-sensitive rack-and-pinion steering is predictable, while the independent double-wishbone front suspension with a stabilizer bar, works well with a multi-link independent rear with a stabilizer bar for good road-feel without a harsh ride.

From a safety perspective, Q60 is outfitted with six airbags, LATCH connectors for child safety seats, brake assist, anti-lock brakes with electronic brake-force distribution, advanced vehicle dynamic control and traction control, tire-pressure monitoring and an emergency inside trunk release. Optional safety features include backup-collision intervention, blind spot monitoring, predictive forward-collision warning, forward emergency braking with pedestrian detection, blind spot intervention, lane-departure warning and lane-departure intervention with active lane control and front-seat pre-crash seat belts.

The 2019 Infiniti Q60 is available in three trims in RWD and AWD configurations, with the AWD adding $2000 to the base. The 3.0t PURE starts at $40,750. The 3.0t LUXE that I tested, started at $44,900 and the 400hp RED SPORT starts at $54,900. My test LUXE added AWD for that $2000 increase, and upgraded with the Essential Package ($3200) for Navigation with voice guidance, voice recognition, Lane Guidance and 3D building graphics, heated front seats and steering wheel, power tilt and telescoping steering column, dual-occupant memory system for driver's seat, steering column, and outside mirrors, driver's seat power lumbar and side bolsters, auto-dimming outside mirrors with reverse tilt-down feature and remote engine start system. A carbon fiber rear decklid spoiler added $870; carbon fiber look rear bumper protector added $50; remote engine start added $328; trunk protector added $120; Infiniti WiFi added $495; and destination and handling fees added $995 for a sticker-as-tested $52,958.


> 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 1941 Willys Jeep was a military workhorse that has been called nostalgically, “the truck that won WWII.” Based on that concept, the Jeep Wrangler was born in 1986 as an evolution of the Jeep CJ-7. Wrangler was improved in 1996, updated again in 2006 and completely redesigned last year. 

Created to take its drivers and passengers on everyday adventures, the 2019 model adds to last year’s revamp with a new advanced safety group package that includes adaptive cruise control and forward collision warning. The 2019 Wrangler also adds a new exterior color – Bikini, which is similar to Turquoise. Five trims are available this year, and for those looking for adventure, Wrangler is available in multiple off-road configurations with different axle ratios, differentials, and transfer cases among the trim levels. Looking ahead, it is believed that a plug-in hybrid powertrain and a diesel engine might be available in 2020, and a Wrangler pick-up is on the horizon.

Built in Toledo Supplier Park, Toledo, Ohio, the multipurpose vehicle is laid out with a longitudinal front engine, four-wheel drive set-up on a ladder-type frame with an open steel and aluminum body. That body is Jeep-look all the way, from its seven-slot keystone-shaped grille in the manner of legendary Jeep® CJ models, to its trapezoid wheel flares, removable doors, exposed hinges with the Torx tool-bit size stamped into it, a fold-down windshield and innovative removable tops that allow the Wrangler to retain the brand’s iconic appearance and function.

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

Jeep Wrangler’s interior is intuitive and driver-friendly with nostalgic styling that offers more comfort than one would expect in a rugged off-road-worthy vehicle. Precision craftsmanship and high-quality materials are found throughout the cabin, and the heritage-inspired center stack features a clean, sculpted form that complements the horizontal dashboard design and sports a finish dictated by the model choice. The cabin is packed with infotainment and ergonomic controls as well as more than 75 available safety features.

Roomy inside for front row driver and passenger, and somewhat tighter for second row travelers, headroom was 42.6 inches up front with the soft top and 41.7 inches in the rear; legroom was 41.2 inches in row one and 38.3 in row two; and shoulder room was 55.7 inches in both rows.

In terms of power, Wrangler offers two engine choices: the 3.6-liter V-6 manual which is standard on all models, is rated at 285hp and 260 lbs.-ft of torque and 17mpg/city and 23mpg/highway; and the 2.0-liter I-4 turbo is an option for all models, with 8-speed automatic rated at 270hp and 295 lbs-ft. of torque and is EPA rated at 22/24 mpg. I tested the Wrangler Rubicon with the 3.6 automatic setup mated to an eight-speed overdrive transmission, and I averaged 23.3mpg on some long-distance, around-town and soft-road driving.

On road or off-road, Rubicon performs. The solid axle front suspension with link coil, leading arms, track bar, coil springs, stabilizer bar and electronic sway-bar disconnect system with high-pressure gas-charged monotube shock absorbers with MTV technology and hydraulic rebound stop, works well with a solid axle rear, link coil, trailing arms, track bar, coil springs and stabilizer bar with high-pressure gas-charged shocks, for a comfortable ride on the highway while attacking potholes, road ruts and off-road obstacles. Low-end torque prevails over hill climbs, mud, snow and trails, and acceleration is solid for highway passing and off-the line fun. The electro-hydraulic power steering is tight and attentive, and while not an auto-cross star, it is fine for in-town maneuvers and fun for tree and brush skirting.

Wrangler power is predictable and sufficient to pass at speed, conquer uphill grades and get off the line quickly. My track tests were fun exhibitions, culminating in an 8.7-second zero-to-60mph dash and a 16.7-second quarter-mile.

There are five available 2019 Jeep Wrangler models, starting with the $31,545 Unlimited Sport 4x4 and moving through the MOAB at $51,300. The Rubicon trim I tested in Firecracker Red, is fourth up on the scale and starts at $41,545. My ride came with the standard 3.6-liter V6 engine … if you upgrade to the 2.0-liter I-4 Turbo, it will cost you an extra $1000. However, we did step up from the 6-speed manual transmission to the 8-speed automatic, for $2000. The Jeep Active Safety group added $995 for Blind-Spot and Cross-Path Detection, Parke Sense® Rear Park Assist and LED Tail Lamps; the Cold Weather Group option adds $995 for heated front seats, heated steering wheel and remote start; the 8.4-Inch Radio and Premium Audio Group added $1595 for an 8.4-inch touchscreen display, Alpine® Premium 9-speaker Audio System, GPS navigation, HD Radio® and auto-dimming rear view mirror; and Adaptive Cruise Control/Forward Collision Warning added $795. With Destination Charges of $1495, my 2019 Jeep Wrangler Rubicon as tested stickered at $49,420.

> 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>

Spring is officially here, so let’s drive into springtime with something speeding away from winter. How about springtime in Italy, with the 2019 Alfa Romeo 4C Spider convertible, assembled in Modena, Italy? The two-seater lives up to Alfa’s heritage, which began in Milan, Italy in 1910 … and it was the 4C that returned Alfa to the U.S. market in 2014, after a 20-year hiatus.

Building on Alfa’s storied racing heritage, and its history of creating exciting, solid-handling, exotic, athletic vehicles, the 2019 Alfa Romeo 4C Spider offers driving enthusiasts a mid-engine design and represents the essential sportiness embedded in the brand’s DNA. Handcrafted in Modena, Italy, the Alfa Romeo 4C Spider offers seductive Italian styling and a state-of-the-art Formula 1-inspired carbon fiber monocoque and aluminum chassis that enables an impressive .95 hp to 10 lbs. power-to-weight ratio. 

For 2019, Alfa has deleted the Spider hardtop coupe from the lineup, leaving only the convertible (with cloth targa top), and why not? Driving on a warm spring day, with the top down gets rid of the winter blahs in a heartbeat. New for this year, the 4C Spider complies with American federal regs with a rear backup camera, and Alfa has added standard rear parking sensors and cruise control. Additionally new stand-alone options include a race-tuned suspension; leather- and microfiber-wrapped steering wheel; and carbon fiber or Italian flag door-mirror caps.

The mid-engine rear-wheel-drive convertible is sport-sized with an overall length of 157 inches, width of 73.5 inches and height of 46.7 inches, on a 93.7-inch wheelbase, with a ground clearance 4.4 and a light curb weight of 2487 lbs. And its looks … well, it is Alfa, with hints of Lotus and Ferrari -- exotic, Euro-curved, angular and sculpted, with aggressive body creases. This is a sportscar, and when you drive it on the road, around town, or at the track, the gazes, nods and thumbs up from spectators are what feel-good cars are all about. Well, that and the performance.

The 4C Spider is powered by an all-aluminum direct injection 1750 (1,742 cc) inline-4 turbo engine that delivers 237hp and 258 lb-ft of torque. The all-aluminum plant is direct-injected with dual intercoolers and variable-valve timing, and is EPA rated at 24mpg in the city and 34mpg on the highway, for an average of 28mpg. My short week of mixed-use fun driving, with lots of tire-smoking and quick turns, yielded an average of 24.4mpg, but you should do better than that with more conservative driving … but why would you want to limit your fun? The one item that limited MY fun was that there are no manual transmissions available. Lack of customer demand prompted Alfa Romeo to only outfit the 4C Spider with a very precise and solid ALFA TCT (twin-clutch transmission). The setup is reliable and synched well, but not as much fun as a manual gearbox in a convertible sportscar.

The manufacturer says the 4C Spider will complete a zero to 60mph sprint in 4.1 seconds. I managed a 4.2 on a dusty track, with a hand-timed 12.8 quarter completed, but both times seemed much faster behind the wheel of this saucy convertible. On the interstate and even around town, with the top down, the engine growls, the wind whips, the 4C Spider deftly handles quick maneuvers and seems at one with its surroundings.

Athletic on the road and at the track … my 4C Spider responded and handled like an autocross star, and its response and handling live up to the Alfa track legacy, but the suspension is also track-oriented … with good road feel for the driver but invasive and susceptible to uneven spring roads around town. It is a rough ride for those not understanding road feel, and the tight steering is not exactly power steering, and if you are not in a sportscar frame of mind, it makes for a chore in tight maneuvering.

The cockpit is minimalistic – traditional sportscarlike. Short on infotainment, but cozy and meant for drivers, there is seating for two. Headroom is 38.0 inches with the top in place and endless when the convertible top is down; legroom is 42.7 inches and shoulder room is 49.8. Rear sightlines are tough, and the throaty engine and road noise are obvious with the top down and also harsh with the top in place. All are acceptable in a sportscar frame of mind, and less so in a touring mode.

From a safety perspective, the 2019 Alfa 4C Spider hits on all cylinders. The convertible is outfitted with advanced multistage front airbags, driver’s knee air bag, door-mounted side thorax air bags, energy-absorbing steering column, interior head-impact protection, passenger knee bolsters, 4-wheel anti-lock brake disc system, all-speed traction control system, electronic stability control, electronic launch control system, and more.

The 2019 Alfa Romeo 4C Spider starts at $66,900 plus a $1595 Destination charge. My test ride was bathed in a very energetic Giallo (Yellow) Protopo exterior paint, matched to a black and yellow interior for an additional $1500. My ride had upgraded 10-spoke silver wheels for $1800 and came with 205/40R18 and 235/35R19 3-season tires. Yellow brake calipers were an unnecessary cosmetic, but, OK, we got them for $450. An Alpine Premium Audio system, with subwoofer added $950, but the cabin is road and engine noisy (a good noise though), so I would suggest that you stay with the basic sound system and save the cash. The sticker-as-tested came to $73,195.

> 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>

Only six years into its fourth generation, and two years removed from a solid style refreshening, the 5-passenger Subaru Forester compact SUV has entered a new generation with more power, a larger imprint and the addition of Subaru’s DriverFocus™ Distraction Mitigation System. In fact, Subaru of America, Inc. has centered its new ad campaign on it, with spots that gives viewers an intimate look into the lives of three different Forester owners by highlighting how the vehicle’s safety features, including the new Subaru DriverFocus™ Distraction Mitigation System, versatility and reliability, make the 2019 Forester the safest, longest lasting and most adventurous Forester ever, according to the manufacturer.

The 2019 Forester is built on the Subaru Global Platform to deliver higher levels of agility, crash protection, ride comfort and quietness. Available in standard, Premium, Limited, Touring and new Sport trim levels, all Foresters are powered by an enhanced direct-injection, 182 hp 2.5- liter four-cylinder BOXER engine featuring Auto Stop/Start and paired with a standard Lineartronic CVT. Also standard on all trim levels is Subaru’s Symmetrical All-Wheel Drive.

Also for 2019, all Foresters come standard with the award-winning EyeSight Driver Assist Technology. The top-of-line Touring debuts the segment-exclusive DriverFocus safety technology which offers another layer of safety and convenience for the driver. The system uses facial recognition software to identify signs of driver fatigue or driver distraction and provides an audio and visual warning to alert the driver. DriverFocus also works with EyeSight to reduce the chance of an accident. And for added convenience, DriverFocus recognizes up to five drivers and remembers their seat and exterior mirror positions as well as multifunction display and climate control settings.

The 2019 Forester debuts a more rugged style that showcases Subaru’s new design language while retaining a strong family resemblance to the rest of the brand’s portfolio. 
Inspired by the needs of outdoor enthusiasts, the 2019 Forester Sport, the trim model I tested, joins the line with unique appearance elements and specially enhanced standard equipment. A Sport grille with black gloss finish frame, black-finish 18-in. wheels and rear roof spoiler give Forester Sport a rugged look, while orange accents on the black underguards and roof rail mounts add a modern, youthful touch. The interior is a unique dark gray material with orange stitching and accents throughout that is exclusive to the Sport model. With unitized body construction, ring-shaped frame reinforcement frame safety structure, all Forester models feature lower body side cladding, which helps protect against mud, rocks and other road debris.

Longer and wider for enhanced road stability, but still within compact crossover SUV parameters, the 2019 Forester’s 105.1-inch wheelbase has gained 1.2 inches, to support its 0.6-inch longer 182.1-inch length, its 0.8-inch wider 71.5-inch width and 67.5-inch height (up 1.1 inches,) with ground clearance of 8.7 inches (same as before). Forester Sport weighs in at about 3531 lbs.

Inside, the Forester cabin is roomy with good sightlines. The Base Forester provides 41.2 inches of front headroom with 39.6 inches in the rear seats (actually losing 0.2 inches in both areas), and my test Sport trim was even cozier at 40.2 and 37.7 inches. Legroom is 43.3 inches in row one and 39.4 inches in row two (gaining 1.4 in the rear), with shoulder room gaining better than an inch at 58.2.and 57.2.

The quiet interior has been designed for both greater passenger comfort and increased durability in everyday and recreational usage. New front seats are constructed to enhance comfort on long drives, and a new Electronic Parking Brake frees up console space by eliminating the traditional parking brake handle.

All Forester models now feature standard automatic climate control; and Keyless Access with Push Button Start is standard on Sport, with climate controls that can be set when Remote Engine Start is activated. 

All 2019 Foresters power up with a 2.5-liter engine that delivers 182hp and 176 lb-ft of torque (a gain of 12 and 2 over last year). Fuel economy is rated at 26mpg/city, 32mpg/highway and 28mpg combined, and I averaged 29.9mpg in mixed-use driving. More responsive, but not as quick as last year’s turbo (which has been discontinued), my test Sport finished off a zero-to-60mph sprint in 8.6 seconds during a 16.5-seccond quarter-mile. Highway passing at speed was predictable and efficient, and handling was somewhere between carlike and trucklike.

The 2019 Subaru Forester is available in five trim options. The Base Forester starts at $24,295; the 2.5i Premium starts at $26,295; the Sport begins at $28,795, the Limited starts at $30,795 and the Touring starts at $34,295 – the trim upgrades are largely concentrated in cosmetics and a few accessories. 

My Crystal White Pearl Sport was matched to a Gray Sport Cloth interior and came with a  moonroof. We added the $2045 Blind-Spot Detection/Rear Cross Traffic Alert Package with Reverse Automatic Braking, STARLINK 8.0-inch Multimedia Plus, Harmon Kardon Audio and a power rear gate. All-weather floor liners added $132; rear seatback protector added $93; the auto-dimming mirror with compass and Homelink added $365; side window deflectors added $99.95; splash guards added $172; and destination and delivery charges added $975, for a sticker-as-tested of $32,676.

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

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

Chevrolet has been producing iconic American trucks since 1918, and launched the Silverado as a trim level for Chevrolet C/K pick-ups and Suburbans from 1975 through 1999, when it became its own line. Silverado continues its tough and capable truck legacy as it kicks off its all-new 4th Generation with the 2019 Chevrolet Silverado.

Last redesigned for the 2014 model year, the 2019 Silverado is longer, wider, higher and lighter than Gen-3. Redesigned from the ground up, with an expanded range of eight models and six engine/transmission choices, Silverado’s wheelbase is up to 3.9 inches longer and it has an overall length that is 1.6 inches longer, enabling more cargo volume and more interior room for all cab lengths. And the 2019 Silverado is up to 450 pounds lighter than the previous model, thanks to advanced manufacturing and the use of mixed materials, including a fully boxed steel frame that is 88 pounds lighter than its predecessor, while offering 10 percent greater torsional rigidity.

Also re-engineered is the all-new Durabed with best-in-class cargo volume, with the short-box offering 63 cubic feet of volume with its bed floor width widened by nearly seven inches, while employing a higher-strength steel floor with yield strength increased for optimal strength and mass. You also get an all-new, segment-exclusive power tailgate and bed-mounted 120-volt power outlet; higher payloads and trailering ratings; more and stronger tie-downs – 12, with a doubled strength of 500 pounds of force before bending; and enhanced front and rear suspensions. Chevrolet has also improved the brake system, expanded its roster of safety systems and has added the next-generation Chevrolet Infotainment systems and connectivity to the setup.

My test Silverado 1500 LTZ with a Crew Cab fits full-size parameters. With a short 5-foot-8-inch box, the all-new Silverado measures 231.7 inches in length (the 6-foot-6-inch box adds 9.5 inches and the 8-foot box is not available with the Crew Cab). Silverado now measures a widebody 81.2 inches wide (up 1.2 inches) and a towering 75.4 inches high (for the 4x4), a gain of 1.6 inches, and some trims are as much as 78.4 inches high. All of this, on a 147.4-inch wheelbase. Ground clearance is 8.9 inches and step-in height measures 22.2 inches, while the Silverado LTZ’s base curb weight comes in at 5008 lbs. (a loss of nearly 300 lbs. for this trim) with the 5.3-liter engine and 4x4 configuration. 

Inside, Silverado’s well-appointed, comfortable, safety-focused and tech-filled interior is roomy, quiet and functional, with a sturdy cab structure. Its Crew Cab provides 43.0 inches of front headroom (up 0.2 inches), with 40.1 in the rear (0.4 inches lower). Legroom is considerable, but shrunk 0.8 inches up front, to at 44.5 inches and 40.1 in the cab (0.8 inches tighter), while shoulder room measures 66.0 and 65.2 inches (you lose 0.5 in the cab). 

Silverado powers up with five engine choices: a 2.7-liter turbo is rated at 310hp and 348 lbs-ft of torque; a 4.3-liter V-6 rated at 285 hp and 305 lbs-ft of torque, a 5.3-liter V-8 delivers 355 hp and 383 lbs-ft of torque, the muscular 6.2-liter V-8 with a 10-speed transmission thunders out 420 hp and 460 lbs-ft of torque, and there’s also a 3.0-liter turbo-diesel offered.

My Silverado LTZ with the 5.3 was muscular and attentive, easily passing speed, capably hauling heavy loads and effortlessly accelerating from a stop Proof at the track was a 6.6-second zero-to-60mph during a 15.0-second quarter-mile.

Fuel consumption was EPA rated at 16mpg/city and 22mpg/hwy with an AWD set-up and I averaged 19.8 in mixed-use driving on snow-encrusted roads.

My test Silverado LTZ was steady on uneven roads and softroad obstacles with its independent coil-over-shock front suspension with twin-tube shocks coupled with a solid axle rear with multileaf springs and splayed twin-tube shocks. The electric power-assisted rack-and-pinion steering was predictable and compliant, 

The 2019 Silverado 1500 is offered in Regular Cab with standard box and long box; Double Cab Standard Box and Crew Cab in short box and standard box, and is configured in 2WD and 4WD. Base prices run from $29,895 with regular Cab and Long Bed to $33,795 for Double Cab standard bed, and $36,495 for Crew Cab and Standard Bed. My test 2019 Silverado 1500 2WD with a 4.3-liter EcoTec V6 came with a Crew Cab and short box, and included the 5.3-liter V-8 engine and six-speed automatic transmission, for $36,195. AWD made the ante $39,495 and an upgrade to the 5.3-liter engine moves it up to $40,890. 

Eight trim packages are offered that can add from $1,000 to $18,000. My LTZ trim package – seventh on the list – came with 4WD, chrome grille, 18-inch Bright Silver painted aluminum wheels, Advance trailering features, perforated leather seating, and tons of standard trim items and moved the sticker to $50,295. We added the LTZ Premium package, discounted to $5350, for power sliding rear window with rear defogger, front buckets, power sunroof front center console, polished 20-inch wheels and 275/60R20 all-season, blackwall tires and more. The Technology Package added $1875 for a rear camera mirror, 8-inch diagonal digital driver information center, HD Surround Vision and head-Up display. And we added 6-inch black rectangular assist steps for $725. Destination and Freight charges of $1575 put the sticker at $59,245, but there was a $1000 Package discount and other incentives that put the buy price at $57,245, so check with your local dealer about incentives.

> 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 the 2012 model year as a coupelike, economic, subcompact hatchback to attract college-age drivers, the Hyundai Veloster has been redesigned for its second generation, and in the words of Mike O’Brien, Hyundai Motor America’s vice president of Product, Corporate and Digital Planning “Our new 2019 Veloster represents an even more compelling offering for young and young-at-heart automotive enthusiasts with more expressive design, involving dynamics and cutting-edge infotainment features.”

The fresh design was a collaborative effort of Hyundai designers from Seoul, South Korea and the U.S. design center in Irvine, California. The new Veloster features a new roofline, a new platform, a slightly larger exterior, increased power, enhanced safety, generous cutting-edge infotainment and connectivity features, and it retains its unique two-plus-one door asymmetrical bodystyle configuration (one large door on the driver’s side and two smaller doors in the passenger side).

Available in six trims -- Veloster 2.0, 2.0 Premium. Turbo, Turbo R-Spec, Turbo Ultimate and N -- each of the trim level is identifiable by different upholstery and pops of color on its seats and dashboard. Outside, the Veloster merges the design appeal of a sport coupe with the versatility afforded by the additional passenger side rear door. 

From the front, available LED headlights and LED Daytime Running Lights flank Hyundai’s signature cascade grille shape with a strong, three-dimensional design. The rear spoiler with LED Center High Mount Stop Lamp, rear diffuser and functional air curtains add both a visual design cue and an active aerodynamic function. 

Much of the redesign is derived from enhanced proportions and volume; the new shape suggests dynamic performance in a more muscular costume, with higher-volume fenders and wheel arches. The roofline has been lowered for a unique profile and a distinctive coupe-inspired essence. The fender line is also more coupe-like, and the rear now has a more aggressive integrated diffuser design. 

The all-new Veloster bow measures 166.9 inches in length, 70.9 inches in width and 55.1 inches in height on a 104.3-inch wheelbase. Curbweight for the 2.0 is 2734 in AWD, while the turbos run above 2900 lbs. The 2019 Veloster is 0.8 inches longer and 0.4 inches wider than Gen-One, and it stands out with its own personality in the world of crossovers.

The asymmetrical design carries through to the interior, with a driver-focused interior layout and each trim level has unique colors, materials, and accents, further differentiating each model with varying hues and textures.

Inside, if you opt for a sunroof, Veloster gives you only 36.9 inches in front headroom and 35.9 inches in the rear seats. No sunroof gains you 1.2 inches in front and nothing in the rear. Legroom is 42.6 inches on tow one and 34.1 in row two; and shoulder room is a roomy 56.0 up front and 54.3 in the rear.

While rear sightlines are less than optimal, and rear seats are best left for children due to the tight accommodations, the cabin is packed with enhanced safety features, and such accouterments as a 6-way adjustable driver seat with seat height adjustment, power lumbar adjust for driver’s seat, heated front seats, 8-inch color touchscreen audio, Infinity® Premium Audio System with external amp and 8 speakers including a subwoofer, Bluetooth® hands-free phone system with voice recognition, Apple CarPlay™ and Android Auto™, rearview camera with dynamic guidelines, speed-sensitive automatic volume control, air conditioning, automatic temperature control with auto defogging, cabin air filter, 4.2inch color TFT instrument cluster, proximity key entry with push button start and much more.

Performancewise, Veloster is tons of fun. The base 2.0-liter 4-cylinder engine uses the Atkinson-cycle for superior efficiency and lower emissions and delivers a peak output of 147 horsepower, maximum torque of 132 lb.-ft. and is EPA rated at 26mpg/city, 33mpg/highway and  28mpg/average. My Turbo was powered by a 1.6-liter turbocharged, direct-injected four-cylinder engine that produced 201 hp and 195 lb.-ft. of torque (overboost can pop it to 202 lb-ft.) and is EPA rated at 28/34/30; and the Hyundai N  gets a 2.0-liter turbocharged engine with up to 275 hp and 260 lb.-ft. of torque. My 1.6 got me an average of 29.9mpg in mixed use tests and was a beast at the track. 

The MacPherson strut front suspension with coil springs, gas filled hydraulic twin-tube shock absorber and stabilizer bar combined with a Multi-link rear suspension with Hydraulic twin-tube gas-filled shock absorber gave me great road feel while smoothing out highways and in-town irregularities; and the Motor Driven Power Steering Rack and pinion steering was attentive, predictable and auto-cross worthy.

Acceleration was rocketlike, albeit, with a turbo beat to engage, and I managed a hand-timed 6.8-second zero-to-60 sprint and a 15.3-second quarter-mile. And the get-up, maneuvering and highway in-and-outs of traffic were a joy.

Base priced at $18,500 for the Base 2.0 and $26,900 for the top-speed and top-scale Veloster N, my test Veloster Turbo started at $25,400.with a wide sunroof, perforated leather-wrapped steering wheel, heated front seats,18-inch alloy wheels, and Blind-spot Collision Warning. In Sonic Silver, my Veloster came loaded with standard trim items and only optioned up with $125 carpeted floor mats and a $70 rear-bumper appliqué to minimize rear scratches below the liftgate. Adding a $920 freight charge, my 2019 Hyundai Veloster Turbo stickered at $26,515, but $1750 incentive discounts may be available in your area, so check with your local dealer.


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

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