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>

Since Honda Pilot was introduced to the public in 2002, as the first three-row, mainstream SUV to be developed on a car-like unit-body platform, it has been a favorite in America, as the 2 millionth Pilot was sold in North America in January, and its top sales year coming last year with 159,615 units sold in North America. Pilot also has garnered high brand loyalty, with approximately 63 percent of Pilot buyers returning to purchase another Honda vehicle.

 

Last re-engineered from the ground up for the 2016 model year, the family adventure vehicle gets a mid-generation freshening for 2019 with restyling, added tech capabilities and new features.

 

Borrowing inspiration from Honda’s Odyssey minivan, the 2019 Pilot restyles with an aggressive new grille featuring a bold interpretation of the Honda “flying wing” design, and sporty front fascia with standard LED low-beam headlights. The rear features new taillights, a new bumper, and chrome accents. Updates to the interior include a redesigned steering wheel, new trim around the vents and wider fold-down armrests for the driver and front passenger. Additionally, the clock-radio-style digital speedometer and analog tachometer have been replaced with a larger high-res central screen and enhanced infotainment system. The 2019 augmentations also include a number of refinements to the 9-speed automatic transmission available in Touring and Elite models, and the Honda Sensing suite of advanced safety features is now standard for all trims.

 

The eight-person family utility vehicle is built with unit-body construction with angular architecture and a muscular demeanor. The 2019 Pilot measures 196.5 inches in length; 78.6 inches in width; and a wind-attracting at 70.6 inches in height on a 111.0-inch wheelbase. Ground clearance is 7.3 inches, and curbweight ranges from 4036 lbs. to 4306 lbs. depending in trim and extras.

 

Inside, Pilot is filled with soft-touch materials throughout the cabin and tech runs supreme throughout and now benefits from a variety of enhancements and upgrades to its audio/connectivity and driver convenience. Pilot's new instrument cluster now uses a 7-inch Thin Film Transistor with a wide range of information content and driver-selectable customizable features.

 

Standard in Pilot EX trims and above, its 8-inch touchscreen uses gestures common to smartphones and tablets, such as swipe, tap and pinch, to control the vehicle's audio system, display settings and other advanced features, while also adding a volume knob. Pilot LX, EX, and EX-L models get a 218-watt audio system with six speakers plus a subwoofer; and Touring and Elite models get an updated 10-speaker 590-watt system with a subwoofer.

 

The Pilot cabin is accommodating, with headroom for the EX-L I tested of 39.5 inches up front (some trim models reach 40.1 inches), 39.9 inches in row two and 38.9 in row three. Legroom is 40.9 inches in the front row, 38.4 inches in the middle row and a child-accommodating 31.9 inches in row three. Shoulder room comes in at a comfy 62.0, 62.0 and 57.6.

 

The 2019 Pilot powers up with a 280hp, 262 lb-ft of torque 3.5-liter V6 engine. Depending on the trim model, it is mated either to a 6-speed automatic or 9-speed automatic transmission.  My EX-L trim was outfitted with a 6-speed and was EPA rated at 18 mpg/city, 26mpg/highway and 21mpg overall in AWD. My mixed-use tests showed an average of 21.1mpg.

 

My Pilot showed good road manners, a quiet cabin and a smooth, bump-resistant experience. The unit-body construction body and chassis are mated to a MacPherson Strut Front Suspension and a Multi-Link rear with front and rear stabilizer bars, resulting in a level and attentive experience. Electric Power-Assisted Rack-and-Pinion Steering is compliant and understeer is apparent only in the quickest of maneuvers.

 

Acceleration is better than expected for a 3-row family mover, and handling is a bit vague. But zero-to-60mph tests were accomplished in 6.6 seconds, with a quarter-mile dispatched in 15.2 seconds (hand-timed) in less-than-perfect road conditions.

 

Honda remains committed to safety, and for 2019, all Pilot models come standard with the Honda Sensing® suite of advanced safety and driver-assistive technologies. Honda Sensing® helps provide greater awareness of driving conditions around the vehicle, and in some cases helps drivers maintain lane position. Comprising the Honda Sensing® suite are Collision Mitigation Braking System™ with Forward Collision Warning; Road Departure Mitigation; Lane Keeping Assist System; and Adaptive Cruise Control.

 

The 2019 Honda Pilot is available in five trims, starting with the LX at $31.450 for 2WD; the EX starts at $34,330; the EX-L starts at $37,760; the Touring trim starts at $42,540 and the top-of-the-line Elite trim starts at $48,020. My Obsidian Blue Pearl test EX-L was loaded with standard items including a leather-trimmed interior, power tailgate, one-touch power moonroof, two-position memory for driver's seat, 4-way power passenger's seat, automatic-dimming rearview mirror, integrated 2nd-row sunshades, HomeLink® remote system and three USB charging ports. I always opt for 4WD and that added $1900 to the sticker. Body side molding added $225; crossbars with black roof rails added $750; low-profile hood air deflector added $100; black running boards added $450; my Gray leather interior added all-season floor mats for $208; and back-up sensors added $500. With destination and handling fees of $1045, my test 2019 Honda Pilot EX-L stickered at $42,438 (by comparison, that is only $8 above the similarly outfitted 2016 EX-L I tested for this column.

 

 

> 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>

 

 

Acura revamped and upleveled its luxury SUV lineup in 2001, when it replaced the SLX with a newly initialed mid-size crossover that was created to supply “Multi-Dimensional luXury," or MDX. In other Acura initialese, RDX hit the scene as Acura’s first luxury crossover SUV in 2006, and for 2019, RDX is all-new for its third generation. Now, RDX may mean Rapid Detonating Explosive in military terms, but RDX letters have no special meaning -- just a marketing grouping of letters. However, RDX is special, as the 2019 version is the first in a new generation of Acura models designed and engineered around Acura's innovative Precision Crafted Performance brand values. A top-seller in the premium compact SUV niche, RDX’s new generation model the first to be designed and engineered in America, with styling design conducted in the Acura Design Studio in Los Angeles, California, and development conducted by Acura’s engineering team headquartered in Raymond, Ohio, adjacent to the RDX's manufacturing home in East Liberty, Ohio where RDX is produced using domestic and globally sourced parts.



New for 2019  are such powertrain items as a VTEC Turbo® 2.0-liter, DOHC direct-injected inline-4 engine, 10-Speed Automatic Transmission with Sequential SportShift, Acura Super Handling All-Wheel Drive™ and 4-mode Integrated Dynamics System.



But the first things you see are exterior changes that include: improved aerodynamics with specially shaped front-end components, a more rigid, lightweight and acoustically sealed chassis, repositioned rear spoiler, and a rounded in-motion demeanor. Interior augmentations include Acura True Touchpad Interface™ with 10.2-inch HD display, Acura sports seats with available full-grain perforated Milano leather and up to 16-way power adjustment (12-way standard), Natural Language Voice Recognition, Frameless interior rearview mirror with integrated HomeLink™, available heated steering wheel and available Surround-View Camera System.



The 2019 RDX strikes a more aggressive and athletic pose with a long and wide stance, wheels pushed to the corners and sharply sculpted design details. Premium exterior details include all-LED lighting featuring the next generation of Acura's Jewel Eye™ LED headlights and an ultra-wide power tilt and slide panoramic moonroof, standard on all grades. Gaining length, width and height, RDX now measures 186.8 inches long (up 2.4 inches), 65.7 inches high (0.7 inches higher) and 74.8 inches wide (1.1 inches wider) on a 108.3-inch wheelbase (2.6 inches longer) and weighing in at about 3783 lbs. (47 lbs. lighter). Ground clearance is about the same at 8.2 inches.



The new RDX has changed its muscle delivery system for an interesting approach to more power and better acceleration. Available with either front-wheel drive or all-wheel drive configurations, RDX is now powered by a new direct-injected and turbocharged 2.0-liter 16-valve DOHC inline-4-cylinder engine with VTEC® valvetrain. Mated to a niche-first 10-speed automatic transmission, there is a peak output of 272 horsepower and 280 lb-ft of torque. That’s down seven ponies from the last-gen 3.5-liter naturally aspirated V-8 model, but that’s made up for by the increase of 28 lb-ft of torque. What you get is better off-the-line and passing acceleration, and higher efficiency. Reliable on uphill grades, passing at speed and low-end around-town performance, RDX surprised me at the track with a (hand-timed) 5.8-second zero-to-60 sprint and a 14.5-second quarter-mile.



Fuel efficiency was solid for the segment with an EPA rating of 21mpg/city, 27mpg/highway and 23mpg/combined. My 400 miles of mixed-use tests showed an average of 22.2mpg; and handling was also better-than-expected for the segment, with little understeer, a smooth ride and average body sway and top wobble during autocross maneuvers.



The new RDX offers a high level of convenience and new technology in a more spacious cabin. High-end appointments, including authentic brushed aluminum accents and available genuine Olive Ash wood trim, hand-wrapped and stitched leather trim, and softer, more durable full-grain Milano leather seating surfaces. Filled with tech, infotainment and comfort, the RDX cabin affords ample room for five, providing a 0.9-inch gain in front headroom, at 39.6 inches, and 0.2 in. more in row two at 38.3; legroom lost 0.4 inches in front, at 41.6, but gained 0.1 in the rear at 38.4; and shoulder room increased by an inch up front at 59.7 inches, with rear shoulder room down 0.6 at 56.6 inches.



The third-generation RDX offers the highest level of standard safety and driver-assistance features in the model's history – and in its class. The AcuraWatch™ suite of driver-assistance technologies is now standard on all RDX grades, along with a Multi-Angle Rearview Camera, while the Technology Package and higher grades add Blind Spot Information, front and rear parking sensors and Rear Cross Traffic Monitor.



The 2019 Acura RDX starts at $37,400 in Front-Wheel Drive. White Diamond Pearl was my no-charge exterior color, matched to an Ebony interior. The standard 19-inch Glitter Silver wheels beat spending $2000-$3000 for cosmetic wheel upgrades. Super Handling All-Wheel Drive™ was added for $2000; and  the Technology Package added $3200 for  Premium Perforated Milano Leather-Trimmed Sport Seats, GPS-Linked Climate Control, Rear Doors, Smart Key Entry, Premium Audio System with 12 Speakers, Acura Navigation System with 3D View, HD Radio™, Song By Voice®, Traffic Rerouting, AcuraLink®, Blind Spot Information System, Rear Cross Traffic Monitor, Front and Rear Parking Sensors, and oh yeah, I got a wheel upgrade anyway -- 19-in Pewter Gray Metallic Machine-Finished Wheels. All-Season Floor mats added $175, Silver Cross Bars added $299 and Destination charges of $995 put the sticker-as-tested at $44,629.


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.

Back in the day, major automakers would build and sell the majority of their vehicles in America, with a smattering of sales overseas. That is no longer true for all vehicles. Case in point: the Buick Envision, a midsize crossover that was built and FIRST sold in China in 2014, and didn’t come to the U.S. until 2016. Last year. Buick sold 40,000 Envisions in America, and 236,000 in China.

With more American sales in mind, and still only three years into its first American generation, Envision has undergone a big-time freshening for 2019. With new design, performance and tech features, the semi-luxury sports-ute features new sculpted front and rear fascias and new grille design; lighting upgrades across all trims; new LED taillamps; new 18- and 19-inch wheel designs; engine stop/start deactivation switch — a Buick-first in North America; single-rate brake booster for improved overall brake performance that requires less effort; flexibility to switch between Adaptive Cruise Control and conventional Cruise Control; enhanced visibility on Rear Vision Camera; improved hands-free microphone for better call quality and better voice recognition; a quicker-warming seat heating system; and a new exterior color: Satin Steel Gray Metallic.

From a power perspective, the 2019 Envision gains increased vehicle performance of 252 horsepower and 295 lb.-ft. of torque with the 2.0-liter turbo engine matched to a 9-speed automatic transmission for quicker acceleration. 

In connectivity, the freshening includes next-generation wireless charging with wattage capability for fast and efficient charging including iPhone8/iPhoneX compatibility; and for driver and passenger peace of mind, the cabin also gets an in-vehicle air ionizer that helps eliminate odors, reduce bacteria and provide better air quality.

With a luxury look, Envision comes at you with its sculpted exterior and new winged-tri-shield grille that align with the new face of Buick. Crisp horizontal lines on the front create a more premium look and feel, while redesigned taillamps, reflectors and side markers give the back end a wider and more athletic stance. New optional 19-inch wheels provide an expressive and distinct profile and there are LED wing signature lights on every model. Sizewise, Envision fills the gap between the small Encore and large Enclave and measures 183.7 inches long, 72.4 inches wide and 66.8 inches high on a 108.3-inch wheelbase, and has curbweight of 3755 for FWD and 4083 for the loaded AWD models.

Inside, the changes are thoughtful and driver oriented. Interior design and materials are enhanced and worthy of the entry-level luxury car niche. Premium lighting technology is featured on every 2019 Envision. HID headlamps with LED Buick signature lighting come standard, with the enhanced performance of bi-functional LED headlamps standard on the top two trims. The seats are comfortable, supportive and well-cushioned; the cabin is Buick-quiet on the highway, and the suspension makes for a smooth highway ride. Visibility is good up front, but sightlines in the rear are slightly obstructed by the roof shoulders. Roomy for the segment, the Envision cabin affords 40 inches of front headroom with 38.5 in row tow; legroom is 40.9 and 37.5; and shoulder room is measured at 57 inches up front and 55.8 in the rear

Envision offers two engine choices: The 2.5-liter 1-4 is rated at 197hp and 192 lb-ft of torque, and gets 29 highway and 22/city; and the 2.0-liter turbo is good for 252 hp and 295 lb-ft and is EPA-rated at 25mph/highway and 20mpg/city. I drove the turbo and averaged 20.3mpg on wintry roads.

Acceleration is predictable and responsive, and in track tests, I managed a zero-to-60mph sprint in 6.8 seconds during a 15.4-second quarter-mile. Handling was niche-expected, with slight top wobble during S-curves, and some sway and understeer during quick maneuvers.

Attending to safety, the Envision provides 10 standard air bags, including side-curtain and knee air bags; standard rear-vision camera with Rear Park Assist; tire fill alert and standard safety-belt pretensioners and load-limiters. The Premium trims also get standard Safety Alert Seat; Forward Collision Alert and Following Distance Indicator; Side Blind Zone Alert with Lane Change Alert; Lane Keep Assist with Lane Departure Warning and Rear Cross Traffic Alert. The Driver Confidence Package is available on Premium II and includes Adaptive Cruise Control, Surround Vision and Front Automatic Braking.

The 2019 Buick Envision starts at $33,190 for the 1SV trim; $34,695 for the Preferred model that adds a Hands-Free Power Liftgate, Rear Park Assist, Rear Vision Camera and Smartphone Connectivity; $36,995 for the Essence trim with Rear Cross Traffic Alert, Perforated Leather-Appointed Seating, Heated, Leather-Wrapped Steering Wheel and Heated Rear Outboard Seating; $41,895 for the Premium trim I tested, that added  the 2.0L Turbo engine, Forward Collision Alert, Lane Keep Assist w/Lane Departure Warning and Bose® Premium 7-Speaker System. The top trim is the Premium II for $44,795, with Automatic Parking Assist, Buick Infotainment with Navigation, Heated and Cooled Front Seats and Head-Up Display. My Premium trim Envision in AWD added Galaxy Silver Metallic paint for $495 and was mated to an Ebony, perforated leather interior; the Road Trip Package with all-weather floor mats and roof rack rails added $370; a Panoramic Power Moonroof added $1495; front and rear splash guards added $270; body-color molded assist steps added $790; and destination and freight was $1195. Local discounts were $2000 when I inquired, so check with your dealer, but my sticker came in at $42,945.
 

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

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

The original Toyota RAV4 arrived in the United States 22 years ago, casting the mold for a new industry segment, which evolved into the compact crossover SUV. The hip, sporty, small crossover was named for being a “Recreational Active Vehicle with 4-wheel drive” (RAV4), although not all RAV4s have four wheel drive.

Popular from the beginning and garnering 408,000 vehicle sales in the U.S. last year, RAV4’s detractors have said it was too small, too slow and not inspiring. Taking that to heart, the 2019 RAV4 has been re-imagined for its 5th generation and is being marketed as a perception shift. Keying on that in Toyota’s Super Bowl commercial, the ad focuses on 22-year-old (get the 22-year symbolism) Antoinette “Toni” Harris, a sophomore defensive back at East Los Angeles College. Harris is the first female football player to play a non-specialist position, and was the first woman to be offered a full scholarship as a non-specialist on defense. The key lines are: “They said she was too small … too slow …too weak. They said she would never get to the next level … never inspire a new generation. People have made a lot of assumptions …” Harris says: “I have never been a fan of assumptions.” And neither is Toyota, who says, “Let’s go places,” as they bring RAV4 to the next level.

To that end, the 2019 Toyota RAV4 gets a major update with a new look, a new chassis and upgraded standard connectivity and safety technology. Larger and sitting higher with greater ground clearance, the all-new RAV4 loses a bit of the old sportiness in favor of a rounded and bold SUV look, with a prominent grille, flat nose, brawny shoulders and sculpted character lines. Inside, the interior design of the 2019 RAV4 has a more premium look and feel compared to the 2018 version. Like the exterior, the look of the interior can change quite a bit based on your trim of choice. For example, the Adventure grade has a more rugged interior with orange trim, while the Limited model has a more premium, upscale interior.

Available in naturally aspirated and hybrid models, the new design is based on Toyota’s new Global Architecture platform for a solid foundation and improved driving dynamics, comfort, and safety. The all-new RAV4 keeps its compact dimensions with a 105.9-inch wheelbase (a gain of 1.2 inches over last-Gen), and a length of 180.9 inches (down 0.2 inches). Height gains 1.3 inches at 67.2 for my test model, while width is 0.4 inches wider at 73.0 Ground clearance has gained a soft-road worthy 2.3 inches to 8.4 inches, and RAV4 has lost about 100 pounds to a range of 3380 to 3490 pounds depending on trim.

Musclewise, non-hybrid RAV4 grades are powered by an efficient 2.5-liter Dynamic Force 4-cylinder engine that delivers 203 hp and 184 lb-ft of torque, a gain of 27 horses and 12 lb-ft over last year. The AWD version is rated at 25mpg/city and 33mpg/hwy. The RAV4 Hybrid is also powered by a 2.5, assisted with an electric motor on the rear axle. The combined system output is 219 hp, and 400 lb-ft, and backed by an electronically controlled continuously variable transmission, is rated at 41/37 with a combined average of 39mpg. My naturally aspirated test ride achieved an average of 29.7mpg in mixed-use town, highway and softroad driving in wintry conditions. RAV4 has always been favored as a pavement ride, but it can handle soft-road diligently and light off-road well.

In track tests on non-groomed pavement, not the best for timing trials, my RAV4 managed an 8-second-flat zero-to-60 run and a 16.2-second quarter-mile. The compact was attentive, steered well for the niche, exhibited only slight sway and top-wobble during quick-turning, and while noisy (engine noise) inside, offered a supple ride.

The RAV4 cabin is sporty and accommodating and filled with infotainment including a 6-speaker Entune™ Audio system with 6.1-inch touchscreen. Front headroom is a bit tight, but expected for the niche, at 39.5 inches (0.3 inches less than last year), with 39.5 also in row two (a gain of 0.6). Legroom is accommodating at 41.0 inches in row one (though a loss of 1.6 inches) with 37.8 inches (up 0.6) for second-seat passengers and there is a wide-body 57.8 inches of shoulder room in front (up 0.5) with an inch more room in this year’s row two, at 56.4 inches.

From a safety perspective, RAV4 is on point with the Toyota Safety Sense™ 2.0 Pre-Collision System with Pedestrian Detection, which includes pedestrian detection, Lane Departure Alert, Dynamic Radar Cruise Control, Road Sign Assist, Lane Tracing Assist and Steering Assist. RAV4 also has Star Safety System™ with Traction Control, Electronic Brake-force Distribution, Enhanced Vehicle Stability Control, Brake Assist, Anti-lock Braking System and Smart Stop Technology. Eight standard airbags consist of dual stage advanced driver and front passenger airbags; front seat-mounted side airbags; first and second row side curtain airbags; driver’s knee airbag and a front passenger seat cushion airbag.

The base RAV4 Hybrid starts at $27,385 plus a delivery fee of $930, and the RAV4 LE bases at $25,500, with the XLE at $27,300, the XLE Premium at $29,500, the sporty Adventure at $32,900 and the Limited at $33,500, loaded with standard tech, safety and cosmetics. My test RAV4 Limited added Dynamic Torque Vectoring AWD for $1400; Ruby Flare Pearl (Deep Red) paint for $395 (mated to a Black Softex interior at no extra charge); Entune™ 3.0 premium audio with Dynamic Navigation added $580; all-weather floor and cargo liners added $169; mudguards added $129; a running board added $549; roof rack cross bars added $315; and delivery, processing and handling added $1095 for a sticker-as-tested of $38,232.

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.