Launched for the 2004 model year as an alternative to the full-size pick-up establishment, Nissan’s Titan went through its first generation without a major redesign until 2016. This year, the all-new Titan Crew Cab adds a bold design, a new half-ton model and a new standard 390-horsepower 5.6-liter Endurance® V-8 gasoline engine coupled with a 7-speed automatic transmission.

With body-on-frame (fully boxed ladder-type) construction utilizing corrosion-resistant and high strength steel, the new Titan half-ton continues the design cues established by the original Titan full-size pickup, including bed and cab features that are now industry standard, and the rugged function and style of the Titan XD.

The Titan half-ton has the same aggressive style as the Titan XD, but is built on a completely separate chassis and is about a foot shorter in wheelbase (139.8 inches versus XD's 151.6 inches). At 228.1 inches in length, it is 14.7 inches shorter than the larger Titan XD (242.8 inches).The new Titan also measures 79.5 inches in width and 76.0 inches in height. Minimum ground clearance is 8.9 inches and step-in height is 22.9 inches up front and 23.8 in the rear and Titan has a curbweight of 5684 lbs. Titan and Titan XD share the same cabs, and both offer similar toughness, durability and innovative interior, bed and driving aid features.

The Titan half-ton's exterior design was created at Nissan Design America in La Jolla, Calif. The design's focus on improved aerodynamics (an approximate 10 percent reduction versus the previous-generation Titan) incorporates a front spoiler, roof and tailgate spoilers, front tow hook hole cover, underbody covers, rear tire wind deflectors and a seal between the cab and bed.

The Titan half-ton also incorporates an Active Grille Shutter, which helps reduce drag by closing the grille opening behind the radiator when a large amount of airflow is not needed, and its standard 5.5-foot bed is designed to work hard and play hard, with a wide range of available functionality features.

An improved interior layout offers enhanced storage versus the previous generation Titan – front storage has been increased 33 percent and rear storage 28 percent – and new second- row underseat storage includes a locking lid for added security, along with an integrated foldout flat floor.

Filled with high-tech, infotainment, climate and comfort items, the interior provides 41.0 inches of front headroom with 40.4 inches in row two; leg room is 31.8 inches in row one and 38.5 inches in the second row; knee room is 26.6 and 23.9 and shoulder room is 63.3 inches in the first seats and 63.6 in the second row.
The standard front and rear Zero Gravity seats help maximize posture positioning for enhanced comfort during long distance driving.

Titan power is provided by a smooth 5.6-liter Endurance® V-8 engine that shares its displacement with the previous-generation V-8, but gains 73 hp (390 hp) and 9 lbs.-ft. of torque (394 lbs.-ft.) from Gen-1. Titan is EPA rated at 15mpg in city driving, 21 mpg on the highway and 18mpg overall, and a week of tests in snowy conditions yielded an average of 17.3mpg.

During tests, the cabin was quiet, the seats were comfortable and the sightlines were good. Engine power built predictably and consistently and while the rack-and-pinion engine speed variable assist steering was a bit heavy, handling was par for the niche though a bit top-heavy. The double-wishbone front suspension with 34-mm stabilizer bar and twin-tube coil-over shock absorbers works with a multi-leaf solid-axle rear with an 18 mm-stabilizer bar and twin-tube shock absorbers to smooth out most road irregularities and while it floated a bit at high-speed, Titan’s road feel was dependable when needed. On the track, Titan gradually gained enough speed to finish off a zero-to-60mph sprint in 7.2 seconds and confidently completed a quarter-mile in 15.7 seconds.

With attention to safety, Titan is outfitted with an Anti-lock Braking System, Vehicle Dynamic Control, Traction Control System and Tire Pressure Monitoring System. Also onboard is the Nissan Advanced Air Bag System with single-stage driver and dual-stage passenger supplemental front air bags with seat belt sensors and occupant classification sensor. This includes roof-mounted curtain side impact supplemental air bags with rollover sensor and front seat-mounted side impact supplemental air bags.

The 2017 Nissan Titan Crew Cab comes in nine base trim levels, beginning with the S 2x2 at $34,780 and the 4x4 at $37,760, and topping out with the Platinum 4x4 at $55,400. Second on the list – SV -- started at $37,670 and added Advanced Drive-Assist® Display, SiriusXM® Satellite Radio, trailer sway control and chrome exterior trim to the S. I tested the next one up, the SL, starting at $46,380, after adding Remote Engine Start/Stop System, Leather-appointed seats, NissanConnect™ powered by SiriusXM® and a Rockford Fosgate® audio system. In Magnetic Black with an SL Black Leather interior, the Chrome Package was added for $1200 (chrome grille, exhaust finisher, 20-inch chrome wheels and kick plat finisher); and the $410 Towing Convenience Package was required; Splash Guards added $235; Running Board Lighting added $370; Door Sill Plates were $95; all-season floor mats added $135 and Destination and Handling added $1195, for a sticker-as-tested of $50,020.


> 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.

Kia Motors is going green in a big way, with a Hybrid that doesn’t look like a Hybrid, and housed in a Crossover package that doesn’t look or act quite like a Crossover. It is more like an “un-Hybrid, non-Crossover.” Kia’s all-new 2017 Niro Hybrid Utility Vehicle (HUV) is marketed by Kia as: “A no-compromise vehicle that combines driving enjoyment with eye-catching design, functional utility and hybrid efficiency.”

What Niro does well is provide impressive fuel economy – EPA rated at 51mpg in the city, 46/highway and 49/combined. To back that up (though my tests showed a bit less, as they generally do), in December 2016, Niro officially received a Guinness World Records title for the lowest fuel consumption by a hybrid vehicle, as it traveled from Los Angeles to New York City with a fuel consumption record of 76.6 mpg. Now, they hypermile and use techniques you won’t use (and I didn’t use), but my review tests still produced a notable average of 47.1 mpg in mixed-use driving.

Niro is marketed as a Crossover, but seems like more of a Hatchback. It is not offered in AWD and cargo space is not as cavernous as what we expect from CUVs. Not boxy or high – Niro is curvy, slim and only 60.8 inches tall -- it doesn’t look like a typical crossover. In fact, Kia bills the exterior design as "un-hybrid". Niro certainly doesn’t fit the perception of what a hybrid is supposed to look like as it offers a wide stance, long and curved roofline and short overhangs.

Designed at Kia’s design centers in Irvine, California, and Namyang, Korea, Niro’s architecture is atypical of a hybrid, appearing strong and confident with subtly sculpted surfaces offset by robust styling cues. Niro sports wide and low proportions, standing 171.5 inches long, 71.1 inches wide and 60.8 inches high with roof rails, on a 106.3-inch wheelbase. The overhang is 34.3 inches in front and 30.9 inches in the rear and Niro has a ground clearance of 6.3 inches. Curbweight for the upper trims is 3161 lbs.

Up front, Niro bears a familiar front fascia highlighted by Kia’s signature grille and flanked by aggressively shaped headlights that accentuate the Niro’s strong shoulders. Contours on the hood lend visual interest and, along with voluminous wheel arches, rocker cladding, roof rails, and rear skid plate, contribute to a sporty look. Although Niro employs a Crossover theme, it was designed with aerodynamics in mind, with its carefully shaped bodywork contributing to a relatively efficient coefficient of drag of .29.

Stepping inside the Niro reveals an inviting, modern and high-tech interior. Glossy white or black accents underline the HUV’s straightforward theme. The instrument panel is uncluttered and clean, with colorful and informative gauges at the forefront and perfectly positioned primary and secondary controls falling readily to hand. Interior roominess measures 49.1 inches of front headroom with 39.1 inches in the rear; legroom is 41.7 inches up front and 37.4 inches in row two, and shoulder room has been measured at 56.0 and 55.2. Seats with increased pad density in the cushions ensure a comfortable ride, helping to prevent fatigue on longer trips and the Niro boasts an elevated seating position much like the Kia Soul, providing drivers with a more commanding view of the road as well as easy ingress and egress.

The powertrain begins with an all-new, state-of-the-art Kappa 1.6-liter GDI four-cylinder engine, engineered specifically for hybrid applications. The aluminum block and head system delivers 104hp and 109 lbs,-ft. of torque. The electric motor is a Lithium-Ion Polymer battery-powered 240-volt AC Synchronous Permanent Magnet Motor that provides 43 hp and the combined system is rated at 139hp and 195 lbs.-ft of torque. The system has a driving range of 583 miles.

Niro’s power is transmitted through a newly developed, second-generation six-speed dual-clutch transmission, which not only boosts efficiency but is also a key factor to a fun driving experience. The transmission delivers smooth, quick shifts for a natural and peppy feel, unlike other hybrids, though a zero-to-60mph “dash” took 10.9 seconds during an 18.4-second quarter-mile

Corners were taken effectively for the niche with little body roll and comparatively small top wobble. Road noise was surprisingly present in the cabin, but for the most part, Niro handled more like a sedan than a Crossover. Acceleration was decent enough for everyday driving, braking was confident, steering was supple and responsive and the independent front suspension with MacPherson struts, stabilizer and gas shocks, works well with the independent multi-link rear with twin tube shocks to smooth out most road irregularities.

The 2017 Kia Niro starts at $22,890 for the base NR trim, and moves up through the LX at $23,200; the EX at $25,700; the Touring at $29,650 and the Touring Launch at $31;950. My test Niro LX added the Sunroof Tech Package for $1450, with Autonomous Emergency Braking, Forward Collision Warning System, Lane Departure Warning System, Smart Cruise Control, Leather wrapped steering wheel and gear shift knob, LED Daytime Running Lights and front fog lights. Mud guards added $95; carpet floor mat was $130; and Destination Charges added $895 for a price-as-tested of $25,570, making it one of the more affordable hybrids in the segment.


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

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

In 2005, for the 2006 model year, Honda introduced the Ridgeline to give Honda automobile owners a chance to also own a truck under the badge. It was created, not as a traditional truck, but as a crossover sports-utility truck, or SUT, Production on that first generation ended in 2014, but Ridgeline is back for 2017 as an innovative midsize pickup truck. Ridgeline has been redesigned from the ground up to offer both recreational and work users a higher degree of utility and versatility in a modern, rugged and sophisticated midsize pickup.

Based on Honda's Global Light Truck platform -- with its highly rigid, aerodynamic and tightly sealed unitized body construction, Advanced Compatibility Engineering™ safety body structure, and fully independent front and rear suspension systems with Amplitude Reactive Dampers – the 2017 Honda Ridgeline has been named the 2017 North American Truck of the Year at this year’s North American International Auto Show in Detroit (chosen by more than 60 automotive journalists). Ridgeline has also earned a TOP SAFETY PICK+ rating from the Insurance Institute for Highway Safety, when equipped with available front crash prevention system and LED headlights. Ridgeline is the first and only pickup to earn that rating.

The all-new 2017 Ridgeline sports a sleek, sophisticated and rugged exterior design, incorporating new premium features including standard LED taillights, and available features such as LED projector headlights and LED daytime running lights. The Second-Generation truck gained 3.2 inches in wheelbase over Gen-1 and now sits at 125.2 inches. This year’s model is also 3.1 inches longer at 210 inches, 0.5 inches higher at 70.8 inches in AWD configuration, and 0.8 inches wider at 78.6 inches. The bed length is 3.9 inches longer at 64 inches, yet with the size gains, curbweight is down for AWD by 73 lbs. to 4431 lbs.

The redesign retains the features and capabilities from the first generation, but with more traditional truck styling, advanced safety features and modern electronic amenities.

Powering the 2017 Ridgeline is a new 3.5-liter direct injected i-VTEC® 24-valve SOHC V-6 engine with Variable Cylinder Management™ cylinder deactivation technology. The new engine is mated to an innovative smooth shifting 6-speed automatic that offers a 20 percent wider gear ratio spread than the previous-generation Ridgeline 5-speed automatic, for enhanced acceleration, pulling power and fuel efficiency. The Ridgeline's new engine is rated at 280 peak horsepower and 262 lb.-ft. peak torque. Peak engine output is up 30 horsepower and 15 lb.-ft. of torque over the previous Ridgeline, with increased torque over the engine's entire operating (rpm) range.

AWD fuel economy is EPA rated at 18/city, 25/highway and 21mpg/combined on regular unleaded fuel. A week of testing over snow, ice and occasionally dry roads and highways, as well as some soft-road activities, yielded an average of 20.3mpg.

Behind the wheel, steering was attentive and carlike on long straights and weaving corners, with very little body-lean. Acceleration from the six-speed automatic transmission was smooth and predictable, and track runs proved solid for a mid-size truck or SUT at 7 seconds flat for a zero-to-60mph sprint and 15.6 seconds for a quarter-mile.

The four-wheel independent suspension was supple over highway irregularities and worked well with an advanced traction management system to conquer snow and soft-road obstacles.

The new interior combines premium quality, convenience and user-friendly technology in a roomy, versatile package. With seating for five, sightlines are good and interior space is accommodating at 40.1 inches of front headroom and 38.8 in the rear; legroom affords 40.9 inches up front and 36.7 for rear seats and shoulder room comes in at 62.0 and 61.5 inches.

Ridgeline’s cabin features such available amenities as one-touch power moonroof with tilt feature; LED interior ambient lighting; Smart Entry and pushbutton start; heated front seats and steering wheel; reconfigurable rear seat; 8-inch touchscreen display audio system with Android operating system; Apple CarPlay® and Android Auto; new-generation "2.0/3.0" SiriusXM® Radio; Pandora® compatibility; SMS Text Message function and HondaLink™ connected-car system.

Key safety and driver-assistive features include Pedestrian Injury Mitigation Design, Vehicle Stability Assist™ with Traction Control, Motion-Adaptive Electric Power Steering, Brake Assist, advanced 4-channel ABS with Electronic Brake Distribution, Dual-Stage, Multiple-Threshold Front Airbags, driver and front passenger side airbags, side curtain airbags, Tire Pressure Monitoring System with Tire Fill Assist, Multi-Angle Rearview Camera, parking sensors, Honda LaneWatch™, Blind Spot Information, Rear Cross Traffic Monitor and much more.

With seven trims offered, the base 4-door Crew Cab 2017 Honda Ridgeline RT starts at $29,475 in 2WD automatic. The AWD automatic version (and I nearly always recommend to go AWD or 4WD) adds $1900. Cool bodyside molding added $225 and silver roof rail crossbars added $225. Door visors added $275; an expanded view mirror added $44; door edge guards added $105; fog lights added $400; running boards added $625 and splash guards added $116 for front and rear. Inside, all-season floor mats added $169 and automatic dimming mirror added $142. Three electronic additions were back-up sensors for $500, remote engine start for $99 and a CD player for $310. With destination and handling charges of $940, my 2017 Honda Ridgeline as tested was priced at $36,075.


> 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.

Automotive enthusiasts have a tendency to be excited by dynamic vehicles and often anoint them with the term “supercar.” This leads to what I perceive as an overuse or misuse of the term. Having said that, a new imagining of an old vehicle certainly deserves consideration of the supercar label for its design, innovation, driving excitement and its horsepower -- 573hp. That vehicle is the 3-engine, 2017 Acura NSX.

The original Acura NSX debuted in 1990 as a cutting-edge coupe combining exotic car styling and performance with a new dimension of quality, exceptional ergonomics and dynamic poise. It underwent a performance upgrade in 1997 and facelift in 2002 before being discontinued in 2005. NSX is back for 2017 as a lightweight, naturally aspirated coupe that can be perceived as a hybrid supercar, with a twin-turbo engine combined with a hybrid setup, and dual-clutch transmission. The new NSX rides on an aluminum-intensive space frame with a carbon fiber floor and a body designed to direct airflow over, under, and through the car including cooling duties.

Winter weather closed my test track, so I was unable to prove the estimated top speed of 191mph or the manufacturer’s estimate of a 3-second-flat zero-60mph sprint; and the NSX probably should be tested in spring or summer to fully enjoy the experience; but we never look gift horsepower in the trunk, so an exciting ride in winter was better than no ride at all.

Designed with elegance, NSX is constructed with a multi-material space frame of cast aluminum nodes and a mix of light aluminum and low-density SMC outer panels. The architecture features a wedge shape with prominent cooling ducts on the rear fenders, a conservative rear spoiler, and no active aero components (such as an active rear spoiler or active front grille shutters). Complex high-performance aluminum castings for crush zones is the world's first automotive application of the technique, as are the A-pillars made from 3DQ ultra-high-strength steel and a use of Carbon Fiber front floor panels.

Sitting on a wheelbase of 103.5 inches, with a length of 178 inches, height of 47.8 inches, width of 87.3 inches and a curbweight of only 3803 lbs., the NSX provides stability and speed by managing air flow through the front motor room and rear engine room as well as around the body, while still maintaining the increased stability of properly distributed downforce. Stability at speed is what the NSX delivers with exceptional balance and confidence to enhance the driving experience.

And there’s exceptional power. Maximum total system power is 573hp with maximum total system torque of 476 lb.-ft. The next-generation Sport Hybrid SH-AWD power unit consists of an all-new longitudinally mid-mounted twin-turbocharged 3.5-liter DOHC V-6 that puts out 500 hp and 406 lb.-ft of torque, and a permanent-magnet, water-cooled electric motor/generator direct drive motor. This system delivers 47hp and 109 lb.-ft. and is mated to a 9-speed dual-clutch transmission

On the road, stability is track-worthy and acceleration is immediate with the electric motors engaging before the twin turbos kick in. In tight quick turns you have to be on your toes because there is a lot of understeer, but the system softens torque steer and I wouldn’t be surprised if the 3-second factory hype on a zero-to-60 sprint is close to reality. My road-hugging pedal mashing averaged 20.7mpg in town and on the interstates.

The NSX cockpit is cozy, elegant, intuitive and filled with electronics. With seating capacity for two, NSX provides 38.3 inches of headroom, 42.8 inches of legroom, 57.6 inches of shoulder room and 54.5 inches of hip room.

Intuitive instrumentation, Alcantara® leather, well-padded sports seats, steering wheel and center console, exemplary ergonomics and a center console/control set-up designed to minimize distractions from the most important function – driving – combines with state-of-the-art connectivity and infotainment and more than a dozen active and passive safety features to provide a super interior experience.

In Curva Red – there’s not much better than a red sportscar -- the 2017 Acura NSX starts at $156,000. The Ebony interior was enhanced by Semi-Aniline Full Leather Alcantara® power seats for an additional $2500. Pricey exclusive wheel designs were available but the standard Y-spoke wheels were classy as they were. Brake packages for $10,000 or more were available, but the standard iron rotors with Black calipers served my test ride well. The Exterior Sports Package with a Black front spoiler, Black side sills, Black rear diffuser and chrome exhaust finisher was pretty cool, and we did without the $9000 Carbon Fiber rendition of the package. The same can be said for the body color rear decklid that was kept rather than to upgrade to Carbon Fiber for an additional $3000, as well as the spiffy NSX engine cover that could have been upgrade to Carbon Fiber for $3000. The standard interior package included a leather-wrapped steering wheel, Metallic Silver steering wheel spokes, Alcantara® meter visor and Black rubber pedals and footrest. An available Carbon Fiber upgrade was not included and would have cost $2900. One upgrade that was made on my test ride was an ELS Studio® Audio +Tech + SiriusXM Package for $3300 that upgraded a standard premium audio system to an ELS Studio® Premium Audio System with AcuraLink® The Next Generation, navigation, proximity sensors and XM Radio. A Black Aluminum roof antenna was also added as was Illuminated door sill trim inside (and this time Carbon Fiber was included) for $1500. Destination handling is $1800, which put the price as tested at $165,100.

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

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

What weighs in at about one ton, has been redesigned with new front-end styling and a freshened rear bumper, sports an economical 74-hp engine and is fun to drive? The answer is the tweaked 2017 Mitsubishi Mirage.

Mirage took the year off and has returned with a fresh new look thanks to a revamped front fascia with chrome upper/lower grille; new hood design; LED tail lamps; rear spoiler; color-keyed front and rear bumpers; folding side-view mirrors; door handles and tailgate handle; new 14-inch alloy wheel design; 15-inch alloy wheels; HID automatic on/off headlights; beveled fog lamps and nine exterior color choices: Wine Red, Sunrise Orange, Sapphire Blue, Infra Red, Pearl White, Mystic Black, Starlight Silver and Mercury Gray.

The exterior improvements join style with substance as its augmented aerodynamics increase fuel efficiency, while its sleek form helps reduce weight to just over 2000 pounds. This combination keeps gas mileage high while reducing the coefficient of drag (Cd) to 0.27.

The subcompact measures 149.4 inches long, 65.6 inches wide and 59.4 inches high on a 96.5-inch wheelbase, with minimum ground clearance of 6.3 inches and curb weight of only 2090 lbs. for my test Mirage in GT trim.

The GT separates itself from other Mirage trims with a 6.5-inch display audio with Smartphone link, Apple CarPlay™ and Android Auto™; rear view camera system; bi-xenon HID headlights with light tube; 15-inch two-tone alloy wheels; front seat heater; FAST-key passive entry system and push-button start; semi-hi-contrast meter cluster with chrome accent and Bluetooth® hands-free phone system with steering wheel-mounted controls.

All Mirages are outfitted with a 1.2-liter MIVEC DOHC, 12-valve Inline 3-cylinder engine with an aluminum head and aluminum block. The fuel-efficient Inline-3 engine produces 78 hp and 74 lbs,-ft. of torque. However, even for a 2090-lb. vehicle, the economical system was a slow accelerator and under-performer. You need to strategize your passing and uphill travel, and the engine shows you it is trying with a noisy whine that enters the cabin. Track tests showed an 11.9 second sprint from zero-to-60mph and a quarter-mile journey of 18.7 seconds, slow by every means, but both seemed faster in this subcompact. And weaving in and out of traffic on the highway or cruising around town, Mirage is a very fun drive.

The rack-and-pinion, Electric Power Assist steering is a bit vague, and road inadequacies are often felt through the MacPherson strut front and torsion beam rear suspension, which reminded me of compacts back in the day, when you expected such things in return for superior gas mileage. Well, Mirage DOES deliver expertly in fuel economy. With an EPA rating of 37mpg in the city, a whopping 43 on the highway and 39 combined, Mirage is a winner at the pumps. While I didn’t average 40, my week of mixed-use tests did come in at a very pump-friendly 39.7mpg.

In the cockpit, Mirage has updated the interior with improved front and rear seat materials, steering wheel with decorative bezel, new panel design for air conditioning and illuminated semi high-contrast combination gauge cluster –speedo and tach.

The cabin offers seating for five with 39.1 inches of front headroom and 37.3 inches in row two, 41.7 inches of front legroom, but only 34.0 in the second seats and shoulder room of 51.7 and 51.0. The tight accommodations are augmented by 6-way adjustable driver’s seat and 4-way front passenger seat, automatic air conditioner and climate control with a micron air filter and rear heater floor ducts.

The 2017 Mitsubishi Mirage has supplemented its attention to safety with an advanced seven air bag SRS system including driver's side knee air bag, dual-stage front air bags with occupant seat position sensors, front seat mounted side-impact air bags and front and rear curtain side air bags. Mirage also employs an anti-lock braking system with Electronic Brake-force Distribution; Active Stability Control with Traction Control Logic; Hill Start Assist; Tire Pressure Monitoring System; Engine immobilizer anti-theft security alarm system and Mitsubishi Motors' patented Reinforced Impact Safety Evolution safety cell body construction

The 2017 Mitsubishi Mirage is available in three trim levels, with the first two in either 5-speed manual or automatic transmission configurations – the top-level GT is automatic only. The base manual ES starts at $12,995 and the automatic starts at $14,195. The SE bases at $14,795 (manual) and $15,995 (automatic) and my sporty test Mirage GT starts at $16,495. The Wine Red exterior was mated to a black fabric interior, but I thought the also-available Sunrise Orange was a much more hip color for the Mirage. A cargo net and cargo mat added $95; Floor and Center Console illumination in blue added $225; front and rear parking assist sensors added $450; front and rear mudguards and scuff plates added $180; a cool Rockford Fosgate® Premium Audio Package with a 300-watt ecoPunch™ amp with subwoofers added $575, and remote engine start added $495. With destination and handling fees of $635, my Mirage GT test ride stickered for $18,775, but some dealers offer incentives of $1000 or more, so check one out at a dealership … it’s a ton of fun.

> 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.