The Nissan Sentra was created with a name that evoked the image of a “Sentry”, to bring to mind a safe small vehicle. Beginning life for model-year 1982 as a compact, it has since evolved into a mid-size. The sixth best-selling sedan in America this year, Sentra is all-new for 2020, beginning its eighth generation as a vehicle that is wider, longer and heavier than last year, but lower for better aerodynamics and stability. The new-gen Sentra has also gained 17 percent more horsepower and picks up a small bit of fuel efficiency.

Sitting on a new platform, the 2020 Nissan Sentra exterior is sportier and more muscular looking; it gains better road stability and driving dynamics through the redesign, new suspension and steering system; it adds a comprehensive suite of intelligent connectivity technologies, including available NissanConnect® featuring Apple CarPlay® and Android Auto™; adds as standard Nissan Safety Shield® 360 and available driver assist technologies; and the interior is redesigned with more modern, luxurious and premium accouterments.

Outside, Sentra’s new sculpted demeanor is more aggressive and sporty than is expected from a lower-priced sedan. The powerful stance and premium look are highlighted by Nissan's signature V-motion grille, available thin LED headlamps and floating roof. A lower rear roofline and wider shoulders, with wheels flush to the body, enhances its boldness. The Sentra SR trim I tested, provides a more athletic appearance with a sport-style rear spoiler, black-painted side mirrors with integrated turn signals, lower body side sill extensions, 18-inch diamond-cut aluminum-alloy wheels, and chrome exhaust finisher.

Once Sentra was a sub-compact, but it is firmly entrenched as a midsize now, weighing in with a curb weight of 3084 lbs. for my test Sentra SR – more than 100 lbs. heavier than last time --  and measuring 182.7 inches in length (up 0.6 inches), 71.5 inches in width (2.2 inches wider than last year) and 56.9 inches in height (an aerodynamic lowering of 2 inches) on a 106.8-inch wheelbase (0.5 inches greater), with a pavement-scraping minimum ground clearance of 4.9 inches. 

The 2020 Sentra's all-new interior is more refined, more touch-oriented and more luxurious – above expectations in the compact sedan segment. Attention to detail and craftsmanship can be found throughout the interior, with satin chrome aluminum accents, the intuitive placement of controls, contrast seat stitching and a standard D-shaped steering wheel. Standard features include Nissan's Zero Gravity front seats, which help optimize posture positioning for enhanced comfort during long distance driving. Other interior features include remote keyless entry with push button start, RearView Monitor and Rear Door Alert.

With seating for five, Sentra offers a roomy 44.0 inches of front legroom (a gain of 1.5 inches) and a comfortable 37.4 inches of rear legroom. Headroom is cramped up front at 37.5 inches with sunroof (losing a half-inch over last year) and tight in the rear at 36.7 inches. Shoulder room exceeds niche expectations and gains 1.7 inches at 56.4 in row one and 54.5 for row two (up 0.6 inches).

Sentra's driving experience has also been upgraded. All 2020 Sentra models come equipped with the latest generation Xtronic transmission – no manual trans is offered. Sentra is now powered by a new, fuel-efficient 2.0-liter DOHC 4-cylinder engine delivering 149 horsepower and 146 lb-ft of torque – increases of 25 hp and 21 lb-ft over the previous model. Sentra's top-level driving dynamics are provided by a new independent rear suspension matched to a McPherson strut front suspension with twin-tube shock absorbers. Also new are a responsive dual-pinion rack electric power steering system and Nissan Intelligent Trace Control technology, both standard. With an EPA rating of 28mpg/city and 37mpg/highway, my week of mixed-use tests yielded an average of 32.3mpg.

Even with the power increase, Sentra still performs as one expects a compact to act. Passing at speed and accelerating uphill should be strategized, and at the track, Sentra improves a bit. The last last-gen Sentra I tested was slow, at a 9.6-second dash and 17.6-second quarter-mile. The new-Gen perked up to 9.2 and 17.2. Steering was predictable with lessened understeer.

Available in three trim levels, the base 2020 Sentra S starts at $19,090. The SV trim Sentra starts at $20,270, and added 16-inch Aluminum-alloy wheels, Nissan Intelligent Key® with Push Button Ignition, Premium Cloth seat trim, 7-inch Advanced Drive-Assist® Display, Apple CarPlay® integration and more. The premium The SR trim I tested comes with 18-inch Aluminum-alloy wheels, Dark chrome V-Motion grille, Chrome exhaust finisher and more, and starts at $21,430. My test SR, in Two-Tone Monarch Orange Metallic / Super Black exterior paint, for an extra $595, played off a Charcoal Sport Leatherette Interior as part of the $2170 SR Premium Package that was loaded with an Intelligent Around View® Monitor, Power sliding glass moonroof with tilt feature, auto-dimming inside rearview mirror, 6-way power adjustable driver's seat with 2-way power lumbar, sport leatherette-appointed seats with contrast orange stitching, heated front seats and more. A Clear rear bumper protector was installed for $75, and an impact sensor was added for $125 (alerts you to denting and attempted break-ins). With Destination and Handling charges of $925, my 2020 Nissan Sentra SR as tested stickered at $25,320.

> 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>

Traditionally, there are few vehicles with the rugged and versatile history of Jeep. From its U.S. Army beginnings in 1941 as a general purpose 4-wheel-drive light military vehicle, to its CJ Civilian Jeep production in 1945, to its evolution as a rugged, sports-utility vehicle with ever-progressing luxury, connectivity and capability, Jeep has earned a reputation as a tough, dependable and sporty conveyance for in-town and off-road function.

Building on that rich heritage, the all-new 2020 Jeep Gladiator combines Jeep’s iconic styling with the features of a pick-up truck to become a true sports-utility vehicle … a Jeep truck. Now, there WAS a full-size Jeep Gladiator truck from 1962-1988, known as the Jeep J-Series after 1971, but THIS Jeep Gladiator is a midsize pick-up truck that is brand new for the 2020 model year, and is Jeep’s first pick-up truck model since it discontinued Comanche in 1992.

The 2020 Jeep Gladiator certainly plays on Jeep’s iconic look and social distances itself from the competition with that look.  And it is designed for work ... real truck work … and play … traditional Jeep play.

Based on the Jeep Wrangler SUV, Gladiator is recognizable as a Jeep, from the seven-slot grille seen on Wrangler, but with widened the grille slots for additional air intake to assist with the increased towing capacity. The top of the keystone-shaped grille is gently swept back to enhance aerodynamics. A full-sized spare tire, normally mounted on the Wrangler's rear tailgate, is mounted underneath the cargo bed of the Gladiator. The truck has front and rear doors that can be fully removed, as well as a windshield that can be lowered (like the Wrangler JL, Jeep includes a tool kit with the tools necessary to remove the doors and lower the windshield). Gladiator models equipped with LEDs feature daytime running lights, which form a halo around the outside perimeter of the headlights. Forward turn signals are positioned on the front of the trapezoidal wheel flares.

From behind, traditional square tail lamps feature available LED lighting and give way to a wide tailgate opening for unobstructed loading of cargo into the bed. The tailgate is damped and capable of stopping in three positions, while cargo is easily secured with a power-locking tailgate. And the truck bed isn’t just for looks. It is fully functional and work worthy. The 5-foot high-strength steel bed utilizes four steel cross-members to reinforce the load floor while the aluminum tailgate is damped. Utility and versatility are maximized with strong integrated tie-downs and under-rail bed lighting.

Built at Toledo Supplier Park, Toledo, Ohio the mid-size pick-up measures 218.0 inches long, 74.1 inches high with the hard top, and 73.8 inches wide on a 137.3-inch wheelbase, for a ground clearance of 11.1 inches. The Rubicon with an automatic transmission weighs in at a robust 5072 lbs.

Inside, the Gladiator combines Jeep style, versatility, comfort and intuitive feature use. Precision craftsmanship and high-quality materials are found throughout the cabin. The heritage-inspired center stack features a clean, sculpted form that complements the horizontal dashboard design. Soft-touch surfaces enhance tech items such as intuitive placement of climate and volume control knobs, media charging and connectivity ports, and Engine Stop. A U-Connect 4C Navigation system with 7.0-inch touchscreen is standard as is a push-button starter, featuring a weather-proof surround.

The cabin is niche-roomy, and provides 40.8 inches of front and rear row headroom in the hardtop, 41.2 inches of front legroom with 38.3 inches in row two, and 55.7 inches of front and rear shoulder room.

Gladiator is powered by a 3.6-liter Pentastar V-6 engine that delivers 285 horsepower and 260 lb-ft of torque. Combined with either a six-speed manual transmission or an optional eight-speed automatic transmission, the setup focuses on low-end torque – good for off-roading and hauling heavy loads – the automatic has a trailer tow rating of 7000 lbs. The system is rated at 17mpg/city, 22mpg/highway and 19 mpg/combined for the automatic. A 3.0-liter EcoDiesel V-6 engine is also an option, rated at 260 horsepower and 442 lb-ft. of torque. My 3.6 accelerated smoothly and predictably and finished off a hand-timed zero-to-60mph sprint in 8.2 seconds during a 16.2-second quarter-mile. A week of mixed-use tests and some off-road trails ended with an average consumption of 18.6mpg. I found Gladiator off-road capable, highway adequate and in-town cool and fun to drive.

The 2020 Jeep Gladiator is available in five trims, from the base Sport at $33,545 to the top-of-the-line Rubicon at $43,875. My fully loaded Rubicon in Firecracker Red added an 8-speed automatic transmission for $2000. Cosmetically, body-color fender flares were added for $495; a body-color three-piece removable hard top for $1100; spray-in bedliner for $495; Black leather-trimmed bucket seats for $1495; an Alpine Premium Audio system added $1295; all-weather slush mats added $165; hardtop headliner added $555; a trailer tow package was $350; the Jeep Active Safety Group (Blind-Spot and Cross-Path Detection, ParkSense® Rear Park-Assist System, LED Tail Lamps) was $995; and Adaptive Cruise Control/Forward Collision Warning added $795. Now, that was $12,035 in options, and with $1495 in destination charges, my 2020 Jeep Gladiator Rubicon stickered at $57,405.

> 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>

Re-engineered in 2017 for its second generation, the 2020 GMC Acadia mid-size crossover gets a facelift, a turbo engine option and many tech and infotainment upgrades.

Aiming for a more refined appearance, improved cabin interfaces and augmented power, GMC has upgraded Acadia with design and technology enhancements including a bolder exterior design, new available 2.0-liter turbocharged engine, new nine-speed automatic transmission, an enhanced GMC infotainment system, a new available Head-up Display and Rear Camera Mirror, and the introduction of the first-ever Acadia AT4 with exclusive AT4 grille, wheels, badging and black chrome exterior accents.

The 2020 Acadia comes at you with a new grille, new front and rear fascias and GMC’s signature C-shaped lighting along with standard LED lighting complemented with interior refinements.

Additional design and style enhancements for the 2020 Acadia include: new 18- and 20-inch wheel designs depending on the trim; outside mirrors with integrated LED turn signals (power-folding feature standard on Denali and available on SLT trim); hands-free power liftgate with GMC logo projection standard on SLT, AT4 and Denali; redesigned center console with enhanced storage space and unique Denali interior color scheme with new, open-pore wood decor.

Continuing with its mid-size crossover dimensions of last year, Acadia measures 193.6 inches long, 66 inches high and 75.4 inches wide on a 112.5-inch wheelbase. Ground clearance is 7.2 inches and curbweight comes in at about 3923, though the upscale versions with the 3.6-liter engine exceed 4000 pounds.

Last year, Acadia offered two engine choices: a 2.5-liter Inline-4 engine -- 193hp and 188 lb-ft of torque and an EPA rating of 21/city and 26/highway – and a 3.6-liter V-6 engine -- 310 hp and 271 lb-ft of torque, for an EPA rating of 18/city and 25/highway. This year, Acadia goes with three options: a 2.0-liter turbo I-4 DOHC with direct injection and Active Fuel Management, good for 230 horses and 258 lb-ft; the 2.5-liter direct-injection I-4 that provides last year’s power numbers; and this year’s 3.6-liter V-6 DOHC VVT with Direct Injection is the same as last year’s at 310hp and 271 lb-ft.

Mated to the new nine-speed automatic Electronic Precision Shift that replaced the previous six-speed automatic, my 3.6-powered Denali was attentive, responsive and confident with reduced engine noise in the cabin. My week of mixed-use tests yielded an average of 22.2 mpg, Accelerating powerfully at speed and in passing, track tests showed an energetic zero-to-60 mph sprint in 6.6 seconds, en route to a consistent 15.2-second quarter-mile.

Responsive and accurate on turns and sweeps, Acadia’s electric variable-effort power steering with Active Return Assist was reliable and minimized body roll while delivering acceptable understeer during quick cornering. Providing good road feel, the MacPherson strut front suspension with direct-acting stabilizer bar and the five-link independent rear with coil springs and stabilizer bar were the same as last year, and with the Continuous Damping Control real-time damping on my Denali test ride, the system leveled city roads and highways, and was solid soft-road, though severe off-roading seemed to be a bit beyond its capabilities.

Refined inside, the Acadia cabin provides seating for five, six, or seven passengers depending on model and configuration. My three-row, six-passenger Denali was comfortable with 40.0 inches of front headroom without a sunroof (you lose about 1.2 inches with a sunroof), 39.6 in row two and 37.2 inches in row three. Legroom measures 41 inches in front, 39.7 in row two and a child-worthy 29.7 in row three, while shoulder room is 59.4, 58.7 and 54.3. Cargo volume was 41.7 cu.ft. behind row two if row three is eliminated.

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

Available in six trims, Acadia’s base SL trim starts at $30,195 in FWD and runs through six levels to get to the top-of-the-line Denali that I tested – starting at $46,695 in FWD. In the lesser trims, you pay about $1095 for the upgrade to the larger engine – Denali comes with the larger plant as standard. You also pay $2000 to upgrade from FWD to AWD and my Denali was in AWD. Ebony Twilight Metallic exterior paint added $495 and the outside was mated to a Jet Black perforated leather interior. The Technology Package that is recommended for the safety conscious was also included for $1495, consisting of advanced adaptive cruise control with full speed front automatic braking and a surround vision system. A Dual SkyScape 2-Panel Powered sunroof was added for $1400; Front and rear splash guards added $170 and roof rack cross rail added $265. Rear seat infotainment with DVD player would have added $1995, but my ride was without that option, though we did add Wireless charging for $375. With an additional $1195 for Destination charges, my final sticker-as-tested was at $52,895, but cash allowance incentives of $4250 brought the MSRP to $48,645, so check with your local dealer.

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

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

The top-selling non-truck in America, and No. 4-selling vehicle overall is Toyota’s RAV4 with nearly 450,000 units sold in 2019. RAV4 launched in the United States 23 years ago, creating a niche that became the compact crossover SUV segment. It has always been hip, trendy and sporty, and was named for being a “Recreational Active Vehicle with 4-wheel drive” (RAV4), although not all RAV4s have four-wheel drive.

Remaining true to its roots, the fifth-generation RAV4 was fully redesigned last year and receives minimum tweaks this year. The major upgrade for 2020 is the introduction of RAV4’s TRD Off-Road model. One negative for 23 years was that RAV4 was soft-road, but that all changes with the new TRD Off-Road version, and its tough Off-Road suspension kit with red coil springs, TRD’s unique 18-inch wheels, all-terrain tires and TRD badges inside and out.

Also new for 2020, all RAV4 models expand multimedia capability with Android Auto™ added to the Apple CarPlay® and Amazon Alexa compatibility. The LE and XLE grades, both gas and Hybrid, gain standard SiriusXM® with a three-month trial, which was already standard on the higher grades. There are also multimedia enhancements, an augmented weather package on the XLE trim and full leather inside the Adventure model. A Hybrid is available and a plug-in Hybrid is set to be added for 2021.

Toyota’s Global Architecture platform forms a solid foundation and good driving dynamics, comfort, and safety. RAV4’s chiseled good looks combine sportiness, style and athleticism and a demeanor that tackles urban, suburban and outdoor adventures with equal aplomb. RAV4 accomplishes this in compact dimensions of 180.9 inches long, 73.0 inches wide and 67.2 inches high, on a 105.9-inch wheelbase. Ground clearance is 8.4 inches to 8.6 depending on trim, and RAV4 weighs in at a range of 3380 to 3655 pounds depending on trim.

RAV4 retains its efficient 2.5-liter Dynamic Force 4-cylinder engine that delivers 203 hp and 184 lb-ft of torque, for a sufficiently steady, but not overpowering amount of muscle. The AWD versions are rated, depending on trim and extras, at 27mpg/city and up to 35mpg/hwy, with some estimated at 33mpg. 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 EPA-rated at 41/38 with a combined average of 40mpg. My naturally aspirated test ride averaged 29.2mpg in mixed-use driving in town, on the highway and some soft-road fun. The Independent MacPherson front struts with stabilizer bar and multi-link rear suspension with stabilizer bar levels most pavement irregularities and soft-roaded adequately.

Response from the Electric Power Steering (EPS); electric power-assisted rack-and-pinion set-up was attentive for the niche, with acceptable understeer, rear sway and minor top-wobble in tight turns.

RAV4 is not a speed deliverer, but at the track, my RAV4 shaved a tenth off last year’s  8-second-flat zero-to-60 run at 7.9 seconds, and finished a 16.1-second quarter-mile.

With seating for five, The RAV4 cabin is quiet and sporty, and my Limited trim was luxurious and filled with connectivity, tech, and featured a front-row moonroof, heated 8-way power-adjustable driver’s seat with memory, 2-way lumbar support, and 7-inch Multi-Information Display.

Front headroom is a bit tight, but expected for the niche, at 37.7 inches, with 39.5 in row two. Legroom is accommodating at 41.0 inches in row one, with 37.8 inches for second-seat passengers and there is a wide-body 57.8 inches of shoulder room in front and  56.4 inches in row two.

From a safety perspective, RAV4 is on point with the Toyota Safety Sense™ 2.0 Pre-Collision System with Pedestrian Detection, which includes, as expected, pedestrian detection, along with Lane Departure Alert with Steering Assist, Full-Speed Range 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 2020 RAV4 Hybrid starts at $27,850 plus a delivery fee of $1120, and gas-only models start with the 2020 RAV4 LE basing at $25,950, the XLE at $27,245, the XLE Premium at $29,950, the sporty Adventure at $33,055, the Limited at $34,480, loaded with standard tech, safety and cosmetics, and the new TRD Off-Road at $35,280. My test RAV4 Limited in Silver Sky Metallic exterior paint mated to a Black Softex interior, added Dynamic Torque Vectoring AWD for $1400; the Limited Grade Advanced Technology Package added Smart Key system, hands-free power liftgate with jam protection, Bird’s Eye View camera with Perimeter Scan, overhead 360-degree view and curb view, wireless Smartphone charging and more, for $1025; Bodyside moldings for $209; mudguards added $129; a running board added $549; roof rack cross bars added $315; and delivery, processing and handling added $1120 for a sticker-as-tested of $39,326.

> 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>

 

Chrysler discontinued its Town and Country minivan and replaced it with Pacifica for the 2016 model year and more than 400,000 have been sold in America since its launch, among the tops in sales during that timeframe. Classified as a multipurpose vehicle, built in Windsor, Ontario, Canada, this year’s version is available in eight trims and a hybrid model, and has discontinued the low-end “L” and “LX” models that are now sold under the Voyager nameplate. 

Pacifica will fully refresh in 2021 … but this year the line-up adds a long list of available cosmetics, mechanical upgrades and optional exterior add-ons, and a Red S Edition package as a new option for Limited models … Red S doesn’t mean Red exterior, it means fully loaded with a black and red interior, and it is the trim I tested.

While I tested the fuel-only version, Chrysler also offers the Pacifica Hybrid, America’s first and only hybrid minivan. It is the fourth best-selling plug-in hybrid vehicle (PHEV) from the 30 PHEVs available in the market, and the top seller among the 20 vehicles that offer PHEV as an option. Pacifica Hybrid achieves more than 80 miles per gallon equivalent (MPGe) in electric-only mode, has an all-electric range of more than 30 miles and a total range of more than 500 miles. 

Back to the gas-only version, Pacifica rides with more than 100 available safety and security features, the Uconnect® Theater rear-seat entertainment system, exclusive Stow ‘n Go seating and storage, available 4G Wi-Fi and an array of comfort and convenience technologies, making it tailored to fit a family lifestyle.

My Red S edition was inspired by the popular blacked-out look of the S Appearance Package on other Pacifica trims. The trim features a striking, class-exclusive interior with Rodèo Red Nappa leather seats with Light Diesel Grey stitching and piping, Silver Metal Brush hydro bezels on instrument panel and door trim, Red S liftgate badge and Black Noise Chrysler wing badges with Velvet Red insert and Gloss Black exterior finishes, 20-inch wheels (18-inch on Pacifica Hybrid) with a Black Noise finish, Advanced SafetyTec, 20-speaker Harman Kardon premium audio, KeySense, and more.

Honored for the fourth consecutive year by The Car Connection as the “Best Minivan to Buy,” and earning a Consumer Guide “Best Buy” badge, the 2020 Chrysler Pacifica employs steel unibody construction, with hinged front doors; aluminum-skinned sliding left- and right-side doors and a magnesium-structured/aluminum-skinned rear liftgate with gas props.

Pacifica’s 121.6-inch wheelbase platforms a 37.8-inch front overhang and 44.3-inch rear overhang as part of its 203.8-inch length, 79.6-inch width and 69.9-inch height. Its curbweight is 4330 lbs in a 55/45 front/rear weight distribution.

Inside, Pacifica is comfortable, quiet for the niche and my Red S trim was luxurious and packed with an infotainment system with Apple CarPlay and Android Auto, a power liftgate, power sliding doors, 3-zone automatic climate control, second-row underfloor storage, an 8-way power driver seat, and keyless access and start.

Roomy as advertised Pacifica offers front headroom of 40.1 inches; row two provides 39.6 inches and third row seats afford 38.7 inches. Legroom is accommodating at 41.1 up front, 39.0 in row two with minimum knee clearance of 4.8, and 36.5 in row three with 3.5 inches of knee clearance. Shoulder room is a spacious 63.8, 63.0 and 61.2 and behind the third row of seats, Pacifica has 32.3 cubic feet of space. Fold the third row flat, and you get 87.5 cubic feet.

Pacifica power comes from a 3.6-liter Pentastar V-6 engine that puts out 287 hp and 262 lb-ft of torque and is mated to a nine-speed FWD, electronically controlled automatic overdrive transmission with torque converter clutch. EPA rated at 19/28/22, I got 31mpg on the highway and averaged 23.3mpg for a week.

On the track and from a stop, Pacifica isn’t quick, but it is predictable and steady. I achieved a 7.3-second zero-to-60mph run and a 15.8-second quarter-mile.

Smooth-riding, Pacifica’s independent MacPherson strut front suspension with coil over gas-charged shock absorbers, stabilizer bar with hydroformed steel perimeter cradle, works well with an Independent twist-blade rear suspension with coil springs, twin-tube shock absorbers with integrated rebound springs to react well and family-soft for passengers, and the electric rack and pinion steering provide niche-good road feel and dynamics.

The 2020 Chrysler Pacifica is available in eight trims, from the $33,745 Touring through the $48,690 Red S Edition. The Pacifica Hybrid Touring starts at $39,995 and cash discounts and a potential federal tax credit of up to $7500 may be available. My test ride was the top-of-the-line 2020 Pacifica Red S, in Ceramic Gray Exterior Paint with Red Nappa Leather bucket seats, an S logo and Uconnect® 4 Nav with a 8.4-inch display. Splashguards added $150 and eight-passenger seating with a dual-pane Panoramic Sunroof added $495. An interior entertainment package could have added another $1995, but my test ride was delivered without those upgrades. Destination charges added $1495, and three cash discounts totaling $3500 put my MSRP at $46,835, so check with your local dealer for available discounts.

> 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 Lexus RX came to life as a compact luxury SUV in 1998, and four generations of the soft-roader have seen it grow to mid-size status, gaining followers for its versatility and luxury sedan-like comfort, raising it to a No.1-sales ranking in the luxury SUV niche.

The current (fourth) generation started for the 2016 model year, and Lexus RX has undergone a re freshening for 2020 starting with new exterior styling and technology applications including Android Auto integration in addition to in-car connected technology applications from Apple CarPlay® and Amazon. Additionally the 2020 RX employs enhanced driving dynamics, improved steering response for smoother ride, has revised front and rear styling, enhanced handling and increased available safety features.

The 2020 Lexus RX350 comes in FWD, AWD, five-passenger or seven-passenger configuration and also in a Sport trim, and the 450h version is a gas-electric Hybrid available in 4WD in five- or seven-passenger styles. I tested the RX350 and it was loaded to overflowing with tech, convenience connectivity and safety items.

Reinvigorated and refined for 2020, Lexus RX 350 comes at you with its signature grille, and an elaborate look based on an L-motif. Each individual block has a different shape and angle to create a varying form that balances a strong yet elegant image. The hand-drawn angles of the grille surround are also echoed at each corner of the bumper to smooth the visual flow. The luxury crossover receives several changes designed to enhance the driving dynamics across the lineup. Both the front and rear stabilizer bars are now hollow to reduce weight, yet their thicker diameters and reinforced bushings help reduce body roll and improve steering response. The shock absorbers have been re-tuned to work with the stiffer roll bars, while upgraded dampers feature a new friction control device that helps to control high frequency vibrations for a smoother ride.

The elegantly sculpted 4387-lb. (for the AWD) RX350 is constructed of unitized steel and aluminum, and measures 192.5 inches long, 74.6 inches wide and 67.7 inches high on a 109.8-inch wheelbase.  Ground clearance is 8.2 inches and maximum towing capacity is 3500 lbs.

The RX350’s power set-up remains as it was last year -- a Sequential Multiport Fuel Injection 3.5-liter V-6 aluminum block engine, coupled with an 8-speed Automatic Electronically Controlled Transmission. The system is rated at 295 hp and 267 lbs.-ft. of torque, and the transmission, with “intelligence”, accelerates in car-like fashion. Behind the wheel and in the seats, RX350 smoothly glides uphill and in passing maneuvers. Responding well from a stop, my test RX350 completed a zero-to-60mph run in 7.9 seconds during a 16.2-second quarter-mile. EPA rated at 19mpg/city, 26mpg/highway and 22mpg/overall for the AWD configuration, my test RX350 averaged 22.3mpg in mixed-use tests.

The refined 2020 Lexus RX suspension design and newly added active corner braking helps prevent understeering by braking the inner wheel and providing more stability to the vehicle handling. Additional rigidity was achieved through additional spot welds and adhesive. The RX 350’s electric power rack and pinion steering with electronic power assist was often vague, but acceptable. Inside, for driver and passengers, the experience was as smooth as one would expect in a luxury vehicle. The all-wheel-drive set-up worked as expected and the MacPherson strut front suspension with coil springs and the rear double wishbone, smoothed out most road irregularities.

The cabin is generously packed with intuitive, luxurious and high-tech conveniences. With seating for 5, interior dimensions are comfortable at 39.4 inches up front and 39.1 in the rear; legroom is 44.1 inches in row one and 38.0 inches in row two; and shoulder room is 57.8 and 57.6.

Abundant safety items include Lexus Enform Safety Connect, Lexus Safety System+ 2.0, a Backup Camera and 10-Airbag System.

The base 2020 Lexus RX 350 starts at $44,150 in front-wheel drive and $45,550 in all-wheel drive. The seven-passenger 350L is priced at $47,300 for FWD and $48,700 for AWD; the dynamic sport-tuned RX 350F Sport starts at $47,950 (FWD) and $49,350 (AWD). If you go up to the 450h (gas-electric Hybrid) in AWD, pricing starts at $46,800, with $50,600 for the 450h Sport and $50,510 for the 450hL.

My all-wheel-drive test RX 350 AWD in Atomic Silver with a Parchment NuLuxe® and Striated Black trim interior. A power moonroof with roof rails was added for $1350. The $3365 Navigation/Mark Levinson® Package was added with a 15-speaker Mark Levinson Premium Surround Sound Audio System, Navigation System, 12.3-inch color multimedia display, in-dash DVD/CD player, Lexus Enform App Suite, remote touch and climate control smog sensor; the Premium Package was added for $800, with Matte Walnut interior wood trim, power-folding, auto-dimming outside mirrors and the Lexus Memory System. A color Heads up display cost $600; heated and ventilated front seats were $640; a heated leather–trimmed steering wheel was $150; a power rear door kick sensor was $150; a panoramic blind-spot monitor with rear-cross-traffic and braking was added for $1865. Mud guards were $155; door edge guards were $140; and running boards were $640. With the delivery and processing fee of $1025, my test 2020 all-wheel-drive Lexus RX350 stickered at $56,430.

> 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 Mercedes-Benz GLE class of mid-size SUVs is considered by some to be an entry-level M-B or an entry-luxury SUV. But there’s nothing entry level about it, from its attributes to its price. All-new for 2020, the GLE-Class is in its second generation as a GLE, but it is starting its 4th-Gen as a vehicle, when including its life in the M-Class, that was its predecessor in the Mercedes-Benz Line-up. The GLE-Class designation has been used since 2015, when the M-Class was face-lifted and renamed.

For 2020, the GLE, with set-ups as a 350 or 450, depending on engine size, has been fully redesigned, and in 350, can be purchased in rear-wheel drive or all-wheel-drive. The 450 4MATICS are all-wheel drive. This new generation of the Mercedes-Benz GLE has been tweaked with high-tech innovations including an intelligent suspension that makes the SUV more comfortable on the road while improving handling, an intuitive connectivity system with crystal-clear graphics, and an extensive list of advanced safety features

Available with a string of options that escalate the vehicle price quickly, the basic Mercedes-Benz GLE 350 4MATIC I tested was luxuriously loaded like no entry level vehicle. Key standard features include such exterior enhancements as a power liftgate, hands-free access, SmartKey with Keyless-Start, Remote Start via “Mercedes me” Mobile App, Keyless-Go and LED headlamps and taillamps. Standard interior accouterments include power front seats with driver-seat memory, heated front seats, dual-zone automatic climate control, power tilt/sliding sunroof, double sun visors, steering-wheel Touch Control buttons, power tilt/telescoping steering column, power-folding side mirrors, retractable luggage cover, touchpad controller, 12.3-inch touchscreen multimedia display, 12.3-inch digital instrument cluster display, MB Navigation, Voice Control with Natural Language Understanding, hands-free Bluetooth interface, Apple CarPlay, Android Auto, rearview camera and such safety items as nine air bags and Active Parking Assist.

The GLE350 takes on a new look in 2020 with a 3.2-inch longer wheelbase with shorter overhangs at the front and rear. Aerodynamically designed, GLE shows off a bold stance, front hood character lines, distinctive grille, sculpted sides and rear, and curves all around. On a wheelbase of 117.9 inches, the GLE 350 is 194.3 inches long, 76.7 inches wide and 70.7 inches high, with a curbweight of 4696 lbs.

The GLE 350 cabin is an environment of pampering, intuitiveness, tech and comfort. The panoramic sunroof has been made 50-percent larger, sightlines are good, and during all of my tests, the driver-passenger’s home was quiet. Tech abounds and fit and finish are certainly above entry-luxury status. Leather seats are padded well, and in an “Alexa” or “Siri” environment, if you say, “Hey, Mercedes,” the system will respond to you and ask how she can help.

Inside, you get small SUV accommodations of 40.5 inches of front row headroom with 39.6 inches in row two; legroom is 40.3 inches up front and 40.9 in the second row; and shoulder room goes a widebody 59.3 in the first row and 58.3 for the rear seats.

The GLE 350 offerings employ a 2.0-liter inline-4 turbo that puts out 255hp and 273 lb-ft of torque, and the powerful 450 4MATIC uses a 3.0-liter inline-6 turbo with EQ Boost to provide 362hp and 369 lb-ft. The EQ Boost can add up to 21hp to the 450 4MATIC. The smaller engine in 4MATIC is EPA rated at 19 / 26 / 22, and my week of testing came in at an average of 20.6mpg.

On the road and at the track, the 2.0-liter performed well, with enough power to pass at speed. I would have like to have tried the 3.0-liter turbo, but my 2-liter accelerated with energy. Mercedes claims a 7.1-second zero-to-60mph sprint, but my test vehicle beat that with a 6.9-second dash, en route to a 15.4-second quarter-mile.

Performing in quick turns and gentle glides, GLE 350’s speed-dependent, electro-mechanical rack-and-pinion steering is vague at times, but is predictable enough for the niche. The all-new E-Active Body Control intelligent electric suspension has a double wishbone front suspension with coil springs, single tube gas-pressure and tubular torsion bar that works well with the independent, multi-link rear suspension with coil springs, double-tube gas-pressure and tubular torsion bar to level out most road irregularities and provide a smooth, but not luxury ride, and the GLE stays stable and flat while cornering. M-B’s Active Body Control virtually eliminates body roll, stabilizing the chassis in a way that exceeds conventional suspension systems.

Mercedes-Benz pays attention to safety with a long list of safety features including stop-and-go assist, steering assist, blind spot warnings, active braking assist and lane change assist, as well as a full complement of airbags, braking and lane-keeping technology.

The 2020 Mercedes-Benz GLE 350 starts at $54,250; the 350 4MATIC bases at $56,750 and the GLE450 4MATIC starts at $61,750. My test 350 4MATIC upgraded with Brilliant Blue Metallic exterior paint for $720; a Panorama roof added $1000; a roof spoiler was $600; a rear load sill guard was $150. Inside, a heated steering wheel added $250; 4-zone climate control was $760; MBUX Augmented Video for Navigation added $300 and front passenger seat memory added $350. That put the sticker at $60,730.

> 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>

 

When 100 years of automotive production mixes with a passionate group of would be buyers, the results translate to a super successful auction for Carlisle Auctions.  Presenting its first event of the 2020 season, Carlisle Auctions called Lakeland, Florida and Winter AutoFest home for two days, moving 400+ consignments in front of a packed hanger on the spacious SUN n’ FUN Expo Campus.

Frequently, an auction is highlighted by a car or cars with a great supporting cast helping draw bidders.  For this auction, there were more than a few that helped draw an impressive bidder turnout for the Winter AutoFest auction.  Those cars, a 2005 Ford GT, a 1978 Corvette, 80s’ era trucks, some daily drivers and a bunch more current and future classics teamed with more than 40 Corvettes to draw nearly $4 million in total sales.

The best-ever Winter AutoFest auction saw a 2005 Ford GT come in as the top seller.  This gem garnered $256,800, while a ’67 Corvette, ’73 Pantera DeTomaso, ’57 Chevy Belair and ’33 Ford Woody Wagon rounded out the top five.  The Corvette sold for $175,000, the Pantera went for $105,000, the Bel Air sold for $77,575 and the Woody moved for $68,250.  In total, the top five tallied $682,625.  All dollars mentioned include applicable fees. 

In addition to the aforementioned heavy hitters, there were 19 Corvettes that went home with new owners.  This made the all-Corvette hour an all-around hit with bidders and consignors alike, while also complimenting the Corvette Fun Field that sat just yards away as part of Winter AutoFest.  Between the 40+ auction Corvettes and the more than 250 on display, Corvette lovers had something to talk about all day, every day.

“We’ve been coming to Lakeland and hosting an auction here since 2015,” noted Director of Auction Operations Tony Cline.  “By far, this was our best-ever Lakeland auction.  From the quality and variety of consignments to the energetic bidder turnout, we are very pleased with how this auction turned out,” continued Cline.  “Not only are we looking forward to returning to Lakeland in 2021, but we’re excited to return to Sarasota, Florida on November 13-14 for our Sunset-Carlisle collector car auctionz.”

Complete results for the 2020 Winter AutoFest auction are available online now as are select “still for sale” consignments that did not sell in Lakeland.  Further, www.CarlisleAuctions.com also hosts details about the four remaining auctions on the Carlisle Auctions schedule.  The next auction is scheduled for April 23-24 in Carlisle, Pennsylvania as part of Spring Carlisle.  Call 717-960-6400 or visit Carlisle Auctions on the web today to learn more.

In 2005, Kia’s Irvine, California-based design team designed a 5-seat hatchback aimed at hip urban youths. They came up with a vehicle that was considered an economy runabout sport wagon, when it was launched, four years later. Since entering the “hip hatchback” marketplace in 2009, the Kia Soul has resonated with consumers and has earned a solid following in the compact multi-purpose vehicle segment, and along the way it has grown in size, power, sophistication and functionality, while retaining its hipness.

The third-generation 2020 Kia Soul is fully redesigned, with a revamped exterior, a more powerful powertrain and an upgraded cabin. While retaining some of Soul’s heritage boxiness and confident stance, the exterior is punctuated with innovative line sculpture, precise details and technical lighting elements to appeal to its main youthful and trend-setting audience. New exterior design highlights include high-tech front headlight configuration with connecting trim piece; slim-design daytime running lights and turn signal indicators; a larger front grille with unique two-tone treatment; three-dimensional wraparound boomerang-shaped taillights; C-pillars designed to resemble airplane wings and distinctive C-pillar garnish that features a new “Soul” graphic.

Cabin improvements include available sound mood lighting that emits soft light from the center door panels, and an exclusive 3D pattern surface on the upper door panels, with the ability to synchronize to the beat of the music playing through the Soul’s audio system. Sound mood lighting features a rainbow of customizable colors.

And Soul power has been upgraded for 2020 to include a 201-hp 1.6-liter twin-scroll turbocharged I-4 GDI engine.

My test 2020 Soul in GT-Line Turbo trim came loaded with such exterior enhancements as 18-inch alloy wheels, 235/45 R18 tires, Chrome-tipped center exhaust, GT-Line exterior appearance, high gloss black outside power-adjustable mirrors, LED front fog lights and headlights, LED rear tail lights and center high mounted stop light, mirror-mounted LED turn-signal indicators, and a power sunroof with manual sunshade. Also packed inside, the Soul GT-Line cabin included a Harman Kardon® Audio System with center speaker, subwoofer and external amplifier; Head-Up Display; heated D-shaped leather steering wheel; LED interior lighting; Satin Chrome interior door handles; power windows with driver one-touch auto-Up/Down; smart cruise control and speaker lights with multiple ambience themes. Standard safety upgrades in the GT-Line trim included Forward Collision Avoidance-Assist with Pedestrian Detection and High Line Tire-Pressure Monitoring System.

The redesign has grown Soul to a 102.4-inch wheelbase, a gain of 1.2 inches. Its length is now 165.2 inches long, up 2.2 inches, whiles its width and height remain the same as the previous generation, at 70.9 inches wide and 63.0 inches high. Ground clearance is up 0.8 inches at 6.7 inches, and curbweight is now over 3000 lbs., a significant gain of more than 200 pounds since I last drove a Soul -- model year 2014.

Inside, while I found Soul’s cabin noisy at high speed from wind and tire clatter, the compartment is still hip, intuitive and high-tech, though the all-new Soul has lost some headroom, at 39.4 inches up front – a loss of 0.2 inches – with the same second row headroom – 39.5 inches – as last year. Legroom gains 0.2 inches in row one, at 41.1 inches, while row two loses 0.3 inches of legroom to 38.8 inches. Shoulder room remains unchanged at 55.5 inches in front and 54.7 inches in the rear. Cargo capacity gains 5 cubic feet, to 23.8 cu.ft.

Powerwise, Soul offers two engine choices– one naturally-aspirated and one turbo. The 2.0-liter Nu four-cylinder engine mated to either a 6-speed manual transmission or Intelligent Variable Transmission delivers 147 hp and 132 lb-ft of torque … a gain of 9 horses over the last Soul I-4 I drove in 2013. But the more fun drive comes with the 1.6-liter twin-scroll turbocharged I-4 GDI engine with a 7-speed dual-clutch transmission, This system puts out 201 hp and 195 lb-ft of torque. Economically, the 2.0 automatic is rated at 27mpg/city, 33mpg/highway and 30mpg/combined; and the 1.6 turbo is rated at 27/city, 32/highway and 29/overall. My week-long test garnered a 28.8mpg average.

Fun to drive, Soul’s turbo engages and is gentle on cruises, and while the independent front suspension with MacPherson strut and Retainer-type sandwich valves working with a coupled torsion beam axle rear doesn’t provide a luxury ride, it does maneuver deftly and predictably. Fun at the track as well, Soul exhibited good passing speed and finished off a zero-to-60mph run in 6.5 seconds during at 14.9-second (hand-timed) quarter-mile.

Kia Soul is packaged and priced for many tastes and economic ranges, starting with the Base LX trim at $17,490. Its other trims start at $20,290 for the S; $20,290 for the GT-Line; $21,490 for the X-Line; $22,690 for the EX-Line and $27,490 for my test GT-Line Turbo that was dressed in Inferno Red exterior paint matched to a Black Leatherette and cloth interior. The standard Soul GT-Line Turbo trim is loaded, so we only added a special Turbo bumper appliqué for $75; sport pedals for $100; GT-Line mud guards for $115; and carpet floor mats for $135. After adding $1120 for destination charges, my 2020 Kia Soul GT-Line Turbo stickered at $29,035.

> 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>

 

Toyota’s mid-size SUV, Highlander, has been redesigned from the ground up for 2020, as a fourth-generation sports-ute that brings new, bold styling, augmented safety and comfort, and a continued focus on durability and reliability, while adding a hybrid version to its gas-model line-up. 

Highlander debuted in late 2000 as an innovative mid-size crossover that steered away from the prevailing truck-based SUVs of the time, with a more customer-friendly unibody structure and four-wheel independent suspension. Gaining in size over three generations, and adding a third row, Highlander has sold more vehicles than any other mid-size SUV since 2016, and was the second top-seller in the segment last year.

Among the changes for 2020 are a bigger overall structure and larger dimensions, a bold, sculptured new exterior design and a new vehicle platform called Toyota New Global Architecture, that has been created to enhance driving refinement, comfort and safety. Other new innovations include standard Android Auto, Apple CarPlay®, SiriusXM®, Waze and Amazon Alexa Compatibility and Toyota Safety Sense 2.0. The cabin is available with 7- or 8-passenger seating; there is increased cargo room behind the third row, an increased number of optional safety systems, and a choice of a gas-powered V-6 or a new-generation hybrid powertrain.

The 2020 Highlander begins with a powerful stance, chiseled lines and sophisticated detailing with a modern personality. Setting off the new design, the L, LE and XLE grades feature a black front grille with silver trim, while the Limited and Platinum grades are distinguished by a black grille with chrome trim and chrome-plated lower rear fascia, premium projector headlamps and Highlander’s first-ever 20-inch alloy wheels. The new Highlander gains in stature, and now measures 194.9 inches long (a gain of 2.4 inches), 76.0 inches wide (up 0.2 inches) and the same 68.1 inches high on a 2.4-inches longer 112.2-inch wheelbase, to provide 8.0 inches of ground clearance. Highlander weighs as much as 4515 lbs, but my test XLE trim came in at just over 4200 lbs.

The cabin is plush and premium-feeling. Details include softer padded surfaces and a more tailored look with stitching that continues from the door trim to the instrument panel. The 2020 Highlander cabin offers improved functionality throughout, from a center console that offers available Qi wireless charging to plenty of storage spaces and USB charging ports. Sound-damping and soundproofing materials have been optimized throughout the vehicle, for a very quiet ride for the niche. And my test XLE trim added heated front seats, a wireless smartphone-charging pad, and a power sunroof, among other interior amenities.

Somehow, the increased exterior dimensions yielded lost interior space for driver and passengers. The well-crafted and quiet cabin seats seven or eight, depending on configuration and now provides a tight 38.4 inches of front headroom (a loss of 1.1 inches), 39.4 in row two (down 0.2 inches) and 36.1 inches in row three (a gain of 0.2); leg room is 40.4 inches up front (a loss of 3.8 inches), a gain of 2.6 in row two to 41.0 inches, and the same child-worthy 27.7 inches in row three; with shoulder room of 59.0 58.7 and 55.0 (down slightly from last-gen). The lost space seems to translate to increased cargo space behind row three, to 16 cubic-feet, a gain of 2.2 cubic-feet over last year.

Available in 4-cylinder and V-6 powertrain configurations, the 2.7-liter 4-cylinder engine  is coupled with a 6-speed Electronically Controlled automatic transmission with FWD, and with intelligence (ECT-i), sequential shift mode and snow mode. The system is good for 186hp and 175 lbs.-ft. of torque for an EPA estimate of 20mpg/city, 24mpg/highway and 22/combined.

The 3.5-liter V-6 engine that powered my test vehicle, delivers 295hp and 263 lbs.-ft- of torque, mated with a Direct Shift – 8AT, 8-speed Electronically Controlled automatic transmission with intelligence in either FWD or AWD, for an EPA fuel rating of 21mpg/city, 29mpg/highway and 24mpg/combined for AWD. My week of tests yielded an average of 24.7mpg in mixed-use tests. 

Acceleration and performance were sneaky-fast, or faster than expected, with good response from a stop and in passing. Track tests showed a 7.2-second hand-timed zero-to-60mph sprint and a 15.5-second quarter-mile.

Available in LE, XLE, Limited and Platinum trims, as well as Hybrid trims, the gas-version Highlander starts at $34,600 for the base L and tops out with the Limited Platinum starting at $46,850. The Hybrids add about $3000 per trim. My test XLE based at a $39,600 starting price that included the 3.5-liter engine, 8-speed automatic transmission, FWD, Toyota Safety Sense™ 2.0 package, Qi-Compatible Wireless Charging, Moonroof, Heated Front Seats, Seating for eight, LED headlights and Daytime Running Lights, and Android Auto and Apple CarPlay compatible. In Blueprint exterior paint matched to a Black Softex interior, we upgraded to AWD for an additional $1600; and we added Premium Audio (six speaker and 8.1-inch touch-screen) with Dynamic Navigation for $1040. All-weather floor liners were $218; Body side moldings were $209; Door edge guards added $125; Chrome high Performance LED Fog Lights added $139; Rear bumper protector added $135; and delivery, processing and handling fees added $1120 for a sticker-as-tested of $44,186.

> 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 legendary Vought F4U Corsair fighter planes flown by the US Navy and US Marines during WWII and the Korean War, were considered by many to be among the most formidable fighter-bombers in the Pacific, and were flown by Major Gregory “Pappy” Boyington’s "Black Sheep" Squadron. With most Corsairs out of service by 1964, Corsairs flew their final combat missions in 1969 during the “Football War” between Honduras and El Salvador, in service for both air forces.

Fast forward 50 years and change the venue from air to land, and in Lincoln’s new naming strategy, the Corsair Premium Compact Crossover joins the Lincoln Nautilus (previously the MKX), Lincoln Aviator and Lincoln Navigator with sea- or air-oriented monikers -- though a Lincoln press release says Corsair’s name was … “inspired by the Latin word ‘cursus’, meaning journey. Lincoln also markets Corsair as … “the most expressive representation of ‘Quiet Flight’, inviting a more youthful clientele to the brand.” Lincoln’s “Quiet Flight” design treatment features the manufacturer’s new signature grille, full-width taillights and an “S-section” side panel contour. The design accentuates the Corsair’s stance as one of the lowest and widest SUVs in the segment.

Sharing its underpinnings with the all-new 2020 Ford Escape, the Lincoln Corsair replaces the Lincoln MKC in the line-up, and it is packed with standard features including active noise control, AdvanceTrac with Roll Stability Control, Hill Start Assist, Intelligent Access with push-button start, Lincoln Connect with 4G LTE Wi-Fi hotspot powered by Lincoln Way app, remote start, reverse sensing system and lots more.

Corsair’s exterior embraces Lincoln’s “Sculpture in motion” elements of both the full-size Navigator and three-row Aviator, while building on these cues with even more flair. Painstakingly sculpted in clay, Corsair features sophisticated contouring throughout the body section of the door, offering a deep landscape of curvature and relief with a fast-falling roofline.

Enhancing the architecture are body-color, power, heated sideview mirrors with memory and integrated blind spot mirror; LED headlamps with LED signature lamps and autolamp automatic on/off feature; Lincoln Co-Pilot360; and power liftgate.

Available in 10 exterior colors and five interior schemes, the 2020 Corsair measures 180.6 inches long, 76.2 inches wide and 64.1 inches high, on a 106.7-inch wheelbase. Curbweight for my AWD 2.3-liter Reserve trim was 3848 lbs.

The Corsair cabin is quiet, comfortable and filled with conveniences including 10-way power seats that are heated in the front row, with power lumbar and a driver’s side memory feature.  There’s also power steering, power windows with one-touch up/down and SYNC® 3 with an 8-inch LCD capacitive touch screen.

Quietness is paramount for Corsair. To ensure a hushed ride, a dual-wall dashboard in the engine compartment provides an additional barrier between passengers and the engine, as an air gap acts to keep vibrations out of the cabin. Active Noise Control enhances overall sound quality throughout, and the quiet is only broken by six unique symphonic chimes – replacing standard electronic alerts to inform drivers of everything from an open fuel door to an unbuckled seat belt.

Roomy inside, you get 39.5 inches of front headroom and 38.7 inches in the rear seats, 43.2 inches of front legroom with 38.6 inches in the second seats, and 57.1 inches of row one shoulder room with 50.8 inches in row two.

 

From a safety perspective, Corsair is outfitted with a Personal Safety System for driver and front passenger with dual-stage front airbags; driver’s knee, glove box-door-integrated knee, front-seat side, and Safety Canopy System with side-curtain airbags and rollover sensor.

 

Powerwise, Corsair offers two engine choices … a turbocharged 2.0-liter inline-four that produces 250hp and 280 lb-ft of torque, or a 2.3-liter turbo I-4 that delivers 295 horses and 310 lb-ft. Both are mated to an 8-speed SelectShift Automatic transmission and while the smaller engine is available in FWD and AWD configurations, the 2.3 is primed for AWD only. The 2.0-liter engine is rated at 21mpg/city, 29mpg/highway and 25mpg/combined, while the 2.3-turbo gets 21/city, 28/highway and 24/combined. My week of testing with the larger engine averaged 24.7mpg.

 

My test Corsair was quicker than expected, steered more carlike than SUV-like, and leveled out road imperfections well enough for the niche. My 2.3-turbo felt faster than the stopwatch indicated, but we still managed a good-for-the-niche 6.2-second hand-timed zero-to-60mph sprint and a 14.8-second hand-timed quarter-mile.

 

The standard 2020 Lincoln Corsair starts at $35,945 for the 2.0-liter engine, and the Corsair Reserve starts at $42,630 for the 2.0 and FWD. My test Corsair Reserve upgraded to the 2.3-liter turbo and base-priced at $51,010 for AWD and a slew of augmentations including the Reserve I equipment package (Ventilated Front Seats, Heated Second Row Outboard Seats, Heated Steering Wheel, Rain Sensing Wipers, Windshield Wiper De-Icer, Adaptive Cruise Control with Traffic Jam Assist – Includes Lane Centering, Speed Sign Recognition, and Stop-and-Go, 360-Degree Camera with Front Camera Washer, Front Sensing System, Evasive Steering Assist, Reverse Brake Assist and Active Park Assist Plus). In Flight Blue for an extra $695, my Corsair played off a Beyond Blue leather interior for an extra $500. With Destination Charges of $995, an Acquisition Fee of $645 and some manufacturer equipment bundle discounts, my test 2020 Lincoln Corsair Reserve stickered at $52,205.

 

> 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>

There’s a new SUV flagship in the Hyundai fleet, as the all-new Hyundai Palisade enters the line-up, replacing the Santa Fe XL. Created as a roomy three-row midsize sports-ute with premium appointments and a quality ride, the 2020 Hyundai Palisade offers luxury, high-tech, infotainment and safety with bold styling.

Mike O’Brien, vice president of Product, Corporate and Digital Planning, Hyundai Motor America said, “The new 2020 Hyundai Palisade clearly evokes design imagery worthy of Hyundai’s flagship SUV, with new levels of all-road, all-weather capability, technology, safety, roominess and efficiency, all packaged in cutting-edge design. (It) is the ultimate family vehicle for practical, comfortable daily use and memory-making road trips whenever the appeal of the open road should beckon.”

Palisade comes to market with seating for up to eight and vast cargo space with convenient features including power third-row seats and One-Touch second-row seats for ease of use. All Palisade trims offer a host of safety and tech accouterments, and my test Palisade in Limited trim, was loaded with 7-passenger seating, dual sunroof, 12.3-inch fully digital instrument cluster, Heads-Up Display, Premium Nappa Leather seating, Lane Keeping Assist,  Blind-Spot-Collision avoidance, 8-way power driver seat and heated front seats, and front and rear dual automatic climate control.

Additionally, the trim came standard with the Convenience Package -- 20-inch alloy wheel, auto-leveling rear suspension, LED taillights, front parking sensors, hands-free liftgate with Auto open, 7-inch high-res cluster display, Ultrasonic rear occupant alert, rear side window sunshade, wireless device charging for Qi-supported devices third-row USB outlets and more. Additionally, the trim level came from the factory with the Premium Package installed – Bi-LED headlights, leather seating surfaces, 8-way power passenger seats, integrated memory system for driver seat, heated second-row seats, third-row power seating, heated steering wheel, premium dashboard and premium door armrests.

Palisade’s styling is confident and bold, with a cascading grille, separated composite headlamps and a vertically-connected forward lighting signature. Muscular from front to rear, a powerful, extended hood profile creates an impressive road presence, while bold C-pillars and a panoramic glass side graphic convey generous third-row spaciousness, and panoramic rear glass coupled with a cutaway roof provides a generous sense of spaciousness to rear passengers. With a curbweight of 4284  lbs., Palisade measures 196.1 inches long, 77.8 inches wide and 68.9 inches high on a 11.4-inch wheelbase, with a ground clearance of 7.9 inches.

Inside, Palisade combines a sense of relaxation and comfort with 7- or 8- passenger seating, uptweaked materials, power seats, environmental controls, available second-row captain’s chairs with ventilated seating and tons of connectivity, infotainment and safety items at your disposal. And Two Bluetooth® devices can be connected simultaneously, with one for a mobile phone connection and the other for audio streaming.

Comfort also comes in Palisade’s dimensions: front headroom is 40.7 inches, with 40.1 inches in row two and 37.2 in row three. Legroom is roomy up front at 44.1 inches and row two at 42.4 inches, and tight in row three at 31.4. Shoulder room a spacious 61.2, 60.8 an 55.2.

Palisade power is strong for the niche – more standard horsepower than its top six competitors. The system employs an Atkinson-cycle 3.8-liter V6, dual CVVT, direct-injected engine that produces an estimated 291 horsepower and 262 lb.-ft. of torque and is mated to an eight-speed automatic transmission with a multi-plate torque converter for either two-wheel or HTRAC® four-wheel-drive configurations. My test was EPA rated and 19mpg/city, 24mpg/highway and 21mpg/overall in AWD. My week of testing on weather-impacted roads averaged 23.9mpg.

In a quiet cabin, my Palisade passed highway vehicles with confidence, the Motor-Driven Power rack-and-pinion steering was predictable and responsive for the niche and the independent suspension leveled most road irregularities, though there is occasional float at high speeds.

At the track, acceleration is steady, but not spectacular. The system brought my SUV from zero to 60mph in 7.3 seconds (hand-timed), during a 15.7-second (hand-timed) quarter-mile … not bad for the segment.

Safety is well-attended with such on-board systems as Blind-Spot Collision-Avoidance Assist, Rear Cross-Traffic Collision-Avoidance Assist, Parking Distance Warning – Front and Reverse, Ultrasonic Rear Occupant Alert, Forward Collision-Avoidance Assist with Pedestrian Detection, Lane Keeping Assist, Driver Attention Warning, Safe Exit Assist, Highway Drive Assist, Trailer Sway Control, Anti-lock Braking System with 4-wheel disc brakes, Electronic Stability Control with Traction Control Support and Brake Assist, Vehicle Stability Management, Tire Pressure Monitoring System with individual tire indicator, Power window lock-out button, Rear child safety locks, Advanced dual front airbags with Occupant Classification System, Dual front seat-mounted side-impact airbags, Front and rear roof-mounted side-curtain airbags with rollover sensors and Driver's knee airbag.

The 2020 Palisade starts at $31,775 for the base SE trim. The SEL trim starts at $33,725 and the upscale Limited trim starts at $44,925 and comes with the Convenience Package (normally $2200) and the Premium Package (normally $2400). In Sierra Red, with a Black Nappa Leather interior, my fully-loaded test Palisade Limited trim added HTRAC AWD for $1700, carpeted floor mats for $160, mudguards for $120 and a Freight charge of $1120, for a sticker-as-tested of $48,025.

 

> 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 Volvo V90, marketed by the Swedish automaker since 2016, is a mid-size luxury wagon, often referred to as a Crossover. A big brother to Volvo's S90 sedan, the V90 in AWD is designed for use on rough terrain, unsealed roads and for light off-road usage. Since Crossovers have more buyer appeal than Wagons, we can excuse Volvo for blurring the designation of V90, but either way, this luxury family car has appeal and capability. So much so that Digital Trends.com named the Volvo V90 “Best Luxury Family Car”.

I tested the 5-door Cross Country trim and found it to be a rugged, all-weather, all-luxury vehicle that belies its wagonesque guise. The V90 Cross Country employs Volvo’s design face, and includes the manufacturer’s iconic “Thor’s Hammer” LED headlight design, a spiffy grille and Euro-sculpted design cues. In the cabin, Volvo has taken the clean, Scandinavian interior design of its XC90 model and added new details on the dashboard and instrument panel, including new air blades that stand vertically on each side of the Sensus® user interface. And all new Volvos are now connected, thanks to Volvo’s connectivity and infotainment system (Sensus®), which delivers an intuitive touch screen interface that combines car functions, navigation, connected services and in-car entertainment applications such as Spotify, Pandora, Baidu or TuneIn. The portrait-oriented touch screen enables easy and fast access to a host of functions and features. Smartphone integration with Apple CarPlay and Android Auto is also available.

Introduced in 2018, and remaining largely the same as it was in 2019, the 2020 V90 adds new active safety features; new gloss-black mirror caps, window trim, and integrated roof rails in the R-Design trim and an available Park Assist Pilot option that assists with parallel parking and adds a front camera and audible proximity-warning alert to aid front parking.

My test V90 Cross Country comes base with a 316 hp engine (see below), automatic transmission and AWD, 19-inch matte tech black diamond cut alloy wheels with six double spoke,; leather upholstery, Black Walnut décor inlays, dual integrated tailpipes, Lane Keeping tech, color coordinated rearview mirror, touring chassis, high-performance audio system and more.

Weighing in at a robust 4400 lbs., the Volvo V90 has dimensions of 60.7 inches high, 194.4 inches long and 75.9 inches high on a 115.8-inch wheelbase. Ground clearance is 8.3 inches.
 
Volvo power comes in the form of either a turbocharged 2.0-liter in-line 4-cylinder engine that delivers 250hp and 258 lb-ft of torque for a fuel estimate of 23/city, 31/highway and 26mpg overall; or a supercharged and turbocharged in-line 4 that is good for 316 horses and 400 lb-ft. That’s the one that powered my AWD test ride, and it lived up to its EPA ratings of 21/city, 31/highway and 25mpg/overall with a snowy-terrain average of 26.2mpg.

Possibly a full second quicker on the track than its little brother engine, my super-turbo accelerated responsively and seamlessly to a 5.8-second zero-to-60mph run and a hand-timed 14.4-second quarter-mile. In low ranges, there are some hesitations, but the ride is velvety smooth. V90’s Electric Power Assisted Rack and Pinion Steering is predictable and stable, and the Double Wishbone Front Suspension, Coil Springs, Hydraulic Shock Absorbers and Stabilizer Bar work in concert with the Integral Axle Rear with Transverse Composite Leaf Spring, Hydraulic shocks to provide a luxury ride for driver and passengers.

The cabin carries on the luxury demeanor with elegant Dark Walnut trim, a host of infotainment, connectivity and safety features, and 69 cu. ft. of cargo capacity. But the low roofline yields headroom that only measures 37.8 inches up front and 37.7 in row two; leg room is spacious in row one, at 42.2 inches, but only 35.9 inches in the rear seats; and shoulder room is 57.5 in the first row and 55.9 for the rear seats.

The base 2020 Volvo V90 starts at $52,095 and the base V90 T6 Cross Country starts at $55,195. Denim Blue metallic exterior paint added $645 and worked well with the Blonde Leather and charcoal interior with Black Walnut inlays; dual exhaust pipes (I don’t see the need for a family wagon, but that’s how it was outfitted) added $245; side exterior scuff plates added $935 and front and rear mud flaps added $200. Park assist Pilot added $200; a 14-speaker premium Harmon Kardon sound system added $800; and Polestar Performance Software for $1295 that is designed to create a more precise and balanced driving experience, optimizing mid-range engine performance, gearshifts and throttle response. Now, we get pricey, as my ride added one of two available tech packages. The Advanced package added $2450 for full LED Headlights with Active Bending Lights, 360º Surround View Camera, Headlight High Pressure Cleaning and Graphical Head-Up Display. We went without the really cool Luxury package that would have required an exterior color change to Chrystal White Metallic paint, and would have cost $4500 for Heated Rear Seats, 4-Way Power Front Seats with Lumbar Support and Power Adjustable Side Support, Rear and rear side door Sun Curtains, 4-Zone Automatic Climate Control + CleanZone and lots of interior cosmetics. 

With Destination Fees of $995, my 2020 Volvo V90 T6 AWD Cross Country as-tested, stickered at $62,315.

> 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 sexy, sporty Toyota Supra began as a longer and wider derivative of the Toyota Celica line-up in 1978, and by 1986, for its third generation, became its own stand-alone model. From the beginning, its inherent sportiness and turbo power captured the public’s imagination. After a four-generation run, Supra was discontinued in 2002, but it came back to life in May 2019. 

The Supra line has been reincarnated as the GR, or GR Supra Racing Concept that is track-ready, but street legal, and features a lowered suspension with Toyota OEM parts, center-lock racing wheels, Brembo racing calipers, a full roll cage and fire extinguisher system, a stripped-out interior, Michelin  track tires and a center exit racing exhaust. It also features carbon fiber for the hood, splitter, diffuser, mirror caps, side skirts, wing and bumpers.

Toyota embraces its racing heritage with the GR Supra as “GR” stands for Gazoo Racing -- Toyota's performance partner, and in the car builder’s marketing campaign for Supra: “This Is Our Sport”. Toyota Marketing Group Vice President Ed Laukes, said, “…2020 GR Supra (offers a) rediscovered appreciation for the simple joy of driving.”

Available in three trims: 3.0, 3.0 Premium and Launch Edition, I tested the fully loaded 3.0 Premium with12-speaker 500-watt JBL HiFi Surroundsound system, 8.8-inch Touch-Screen With Supra Command -- Featuring Touchpad Control With Navigation, AM/FM, Digital Audio, SiriusXM®, Wireless Apple CarPlay® Compatible, Voice Recognition and USB /Bluetooth  Connectivity, Full-Color Head-Up Display, Qi-Compatible Wireless Charging Tray With Light Indicator, heated Black Leather-trimmed sport seats, wireless charging and tons of connectivity from Toyota Supra Connect®, featuring Emergency Calling, Battery Guard, Remote Control Lock/Ventilation, Real-Time Traffic Information, Map Updates, Concierge Service, and Toyota Supra Online (Services Available Online; App Available for iOS Only).

Supra’s look is curvy, sexy and sporty with some architectural influence by BMW and maybe old Z-Cars. In fact, Supra shares a platform with BMW and shows off a wide track and short wheelbase. At 172.5 inches long, 73 inches wide, a road-hugging 50.9 inches high, and a ground clearance of only 4.5 inches, on a compact 97.2-inch wheelbase, Supra is super friendly with the road. With a curbweight of 3397 pounds, Supra has a power-to-weight ratio of 10.14. Now, that 4.5-inch ground clearance means this is a fit-like-a-glove, slide-in-low car. If you are tall, you have to limbo into it, but being of average height, easing into the front seat begins the sensual pleasure of Supra driving.

Exterior highlights include six lens auto-leveling LED headlights (three low-beam, three high-beam), built-in rear spoiler, dual rear exhaust outlets with brushed stainless steel exhaust tips, LED backup light, LED front turn signal indicator and daytime running lights, and LED taillights and rear combination lights.

Power comes from Supra’s direct-injection 3.0-liter twin-scroll single-turbo DOHC engine. The 24-valve inline six-cylinder engine produces 335hp and 365 lb-ft of torque, and has been rated at 24mpg/city, 31mpg/highway and 26mpg/overall – I averaged 27.1 mpg in mixed-use, hammer-down testing. The engine is mated to an 8-speed automatic transmission with paddle shifters as well as manual mode, but there is no traditional manual transmission. Man, I would have liked to have a stick in this beast. What fun that would have been; however, even in automatic, Supra is super.

Going full out on autocrosses and within legal highway constraints, the road grip was superb, the engine is throaty (even a bit noisy in the cabin), and corners well, though high-speed hairpins cause the rear to wag out at times. And Supra’s double-joint-type MacPherson strut front suspension works well with a multi-link independent rear suspension to smooth out rough surfaces and still provide good driver’s road feel.

The manufacturer proclaims zero-to-60mpg times of 4.1 seconds, but my test ride did better than that, and I finished off the sprint in 3.9 seconds, during a 12.4-second quarter-mile.

The cabin is loaded with such niceties as a 14-way power-adjustable sport seat with driver's-seat memory function and lumbar and bolster adjustment, auto-dimming driver's-side outside mirror, automatic rain-sensing windshield wipers, dual zone automatic climate control, smart key system with smart entry and start, large knee support cushions and leather-wrapped 3-spoke steering wheel. The coupe’s interior dimensions are 38.3 inches of headroom, 54.4 inches of shoulder room and 42.2 inches of legroom.

Safetywise, you get Toyota’s Driver and Front Passenger Advanced Airbag System with front, side, curtain and knee airbags. And Supra provides Tire Pressure Monitor System, Anti-Lock Brake System, automatic high beams, directional parking lights, Lane Departure Warning with Steering Assist, Pre-Collision System with Pedestrian Detection, Rearview Camera with Parking Aid Lines, Traction Mode and Vehicle Stability Control

The 2020 Toyota GR Supra 3.0 starts at $49,990; the GR Supra 3.0 Premium goes $53,990 and the GR Supra Launch Edition starts at $55,250. My 3.0 Premium test ride in Nocturnal Black, and Black Leather-trimmed interior, added the $1195 Driver Assist Package with Dynamic Radar Cruise Control, Blind Spot Monitor, Rear Cross-Traffic Alert, Parking Sensors with Emergency Braking Functions and 50-state emissions compatibility. That’s all the extras needed as it was loaded by the manufacturer. The Delivery, Processing and Handling Fee was $995, for a sticker-as-tested of $56,140.

> 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>

 

After a nine-year run with its fifth generation, the Ford Explorer is all-new for 2020. America’s all-time best-selling SUV has been fully redesigned and is lighter, longer and more powerful than ever.

The vehicle that is credited with mainstreaming sports utility vehicles, Explorer began as a trim package offered on Ford F-Series trucks from 1968 to 1986. It became its own model line and replaced the Bronco II in 1991 and the mid-size remained the best-selling SUV for two decades and four generations. The 2020 Explorer continues the adventure with new style, power, performance, safety and capabilities, while retaining Explorer ruggedness, toughness and a pampering environment.

There are more than two-dozen new items in the Gen-Six Explorer and seven more have been improved from the previous model. With six trim levels available, the 2020 Ford Explorer has upgraded with four new engine choices, a 10-speed automatic transmission with SelectShift®, Self-Sealing P255/55R20 All-Season (A/S) Tires, standard second-row sunblinds on most trims, standard 360-degree camera with split view and washer on upper trims, Side-Wind Stabilization is standard on all series, adaptive headlamps on the Platinum trim, six new exterior colors and much more.

Built in North America at Chicago Assembly Plant, Explorer’s look remains Explorer confident, with a rear-wheel-drive architecture, athletic roundness and increased aerodynamics. Explorer’s new design is set on a unitized steel body that is larger than before, at 198.8 inches long (a gain of 0.5 – and the ST trim is 199.3 inches long), 89.3 inches wide (including mirrors), which is nearly an inch thinner; and 70.2 inches high (up 0.2) on a huge 119.1-inch wheelbase (a gain of 6.3 inches). Minimum ground clearance is 0.4 inches better at 8.2 inches, and curbweight for the 4WD Platinum version is 4727 lbs. -- the base trim is 382 lbs. lighter.

My test Explorer Platinum exterior was enhanced by body-color door handles with satin aluminum insert, a body-color liftgate spoiler, Satin Aluminum Lower bodyside cladding accent, Quad Chrome Exhaust Tips, a unique grille with satin-aluminum finish, a Hands-Free, Foot-Activated Liftgate, LED Signature Lighting, power folding mirrors with autofold and heated glass, Rain-Sensing Wipers, Rear Bumper Step ,Acoustic-laminate window glass in front and Privacy Glass in the Second and Third Rows.

The 2020 Explorer offers three new engine choices (with four set-ups): The 2.3-liter EcoBoost inline-4 has been uptweaked to deliver 300hp (a gain of 20 horses) and 310 lbs-ft of torque (same as last year); the 3.3-liter hybrid is good for a combined horsepower of 318 and torque of 322 lb-ft; and the new 3.0-liter EcoBoost V-6 that powered my test ride, provided 365 hp and 380 lbs-ft of torque, while another version of the 3.0 thunders out 400 horses and 415 lb-ft for the ST trim. The hybrid is EPA rated at 27mpg/city and 29/highway; the 2.3 gets 21/city and 28/highway and the 3.0 version gets 18 and 24. My test Explorer Platinum 3.0 averaged 20.2mpg in pedal mashing highway, town and soft-road excursions.

The 400hp ST could achieve low 5s for a zero-to-60mph sprint and beat 14 seconds in the quarter-mile, but my 365-horse Platinum was no slouch, as we managed a 6.0-flat dash and a 14.6 quarter (hand-timed). The engine was a bit noisy for a midsize family vehicle, and visibility is impaired by a large C-pillar (rear quarter), but acceleration was predictable and powerful from the 10-speed automatic transmission, though at slow speeds you occasionally get a jump forward as the gears engage.

Inside, the Explorer is roomy, refined and functional with seating for six or seven, and provides a comfortable 40.7 inches of front headroom with 40.5 inches in row two (and 38.9 when there is a third row); legroom is 43.0 inches up front and 39.0 in the second seats (and a tight 32.0 inches in a third row), and shoulder room comes in at 61.8 (row one), 61.9 (row two) and 54.6 (row three)

With five-star safety ratings, Explorer safety features include dual-stage front airbag, front-passenger knee airbag; Safety Canopy® System; SOS Post-Crash Alert System™; Traction control; AdvanceTrac® with Roll Stability Control™ and Curve Control; Anti-Lock Brake System; battery saver with headlamps-off delay; four-wheel disc with Illuminated Entry System; rearview camera; SecuriLock® Passive Anti-Theft System; perimeter alarm; and individual tire pressure monitoring system (excludes spare).

The 2020 Explorer is base priced at $32,765 (RWD) and 4WD adds $2000. The XLT trim raises the RWD price to $36,675 and the Limited trim hybrid goes $48,130. The 400hp ST starts at $55,025 and my top-of-the-line 2020 Ford Explorer Platinum started at $58,535, with Intelligent 4WD, Tri-Diamond Perforated Leather Seating Surfaces with Accent Stitching, Twin Panel Moonroof, Active Park Assist 2.0, Evasive Steering Assist, Remote Start, Heated Steering Wheel, Voice-activated touchscreen navigation and 12.3-inch Digital Cluster. Rich Copper exterior paint added $395; and the Premium Technology Package added $1195 for Multicontour front Seats with Active Motion®, a 10.1inch LCD Capacitive Portrait Touchscreen with Swipe and Pinch-to-Zoom Capability and 14-speaker, 980-watt Bang & Olufsen B&O sound system. Splash Guards added $205 and the sticker added Destination Charges of $1195 and an Acquisition Fee of $645, but regional incentives of $1750 were applied (and may be available, so check with your dealer), making the price-as-tested $60,420.

> 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>

Named after a rugged former mining town that has become a trendy ski and golf destination in Colorado’s Rocky Mountains, the new 2020 Kia Telluride combines luxury, ruggedness and old-school SUV boxiness with power, size and lots of tech to enhance comfort, convenience, utility and the driver and passenger experience.

The Telluride is Kia’s flagship SUV, and that old-school boxiness is a good thing as it stands out from the rounder crowd and proudly announces powerful  rugged luxury as it thunders by; and it can haul up to 5,000 pounds, so you can hitch up your trailer for a long journey or weekend getaway.

A mid-size crossover, it is the largest vehicle Kia has produced. Telluride is the first Kia designed specifically for the U.S. and is a product of the Kia Design Center in Irvine, CA. It is marketed as a traditional “big, bold, boxy SUV, with the kind of presence associated with the original legendary SUVs and the go-anywhere, do-anything attitude.” Main design cues include a long, broad hood and wide grille; bold, stacked headlamps convey power and stability; upright windshield and clean side profile express muscular tension; inverted “L” tail lamps with LED stripes and elongated nameplates on the leading edge of the hood and on the liftgate provide distinctive identity for the SUV, and sculpted rear skid plate with integrated twin exhaust tips reference off-road ability and power.

The Telluride interior is designed to continue the impression of upscale exploration, with grab handles integrated into the center console that suggest journeys off the beaten path. A wide console with emphasis on the horizontal through artistic use of premium trim features suggests spaciousness and more “luxe living room” than “utility vehicle”, and the roomy cabin provides generous hip, shoulder, leg and head room, including the third row.

As Kia’s flagship SUV, the Telluride can be outfitted with an array of advanced technology and driver-assistance systems. Many available features are firsts for any Kia SUV, and these are in addition to the long list of tech and advanced driver assistance systems Kia is known for. These items include Blind Spot Collision-Avoidance Assist, Rear Cross-Traffic Collision Avoidance Assist, Lane Following Assist , Safe Exit Assist, Highway Driving Assist, Head-Up Display, Driver Talk, Quiet Mode and Rear Occupant Alert.

With minimum ground clearance of 8.0 inches, Telluride measures 196.9 inches long, 68.9 inches high and a widebody 78.3 inches wide, on a wheelbase of 114.2 inches, and a curb weight of 4255  lbs. for the AWD version.

Inside is a huge expanse filled with comfort and tech. Available double-stitched, quilted and extra-padded Nappa leather trim upholstery mesh with a leather-wrapped, tilt and telescoping steering wheel, available heated steering wheel, simulated brushed metal and matte-finished wood, interior hooks to keep packs and bags off floor and away from feet, available heated and ventilated first- and second-row seats, ceiling-mounted second-row climate control, HVAC diffusing ceiling vents provide wider spread of airflow for increased comfort, reclining third-row seats and all the requisite infotainment and connectivity including Apple CarPlay, Android Auto, a 10.25-inch touchscreen, Park Guidance, a 630-watt audio system with 10 speakers, wireless smartphone charging and multi-Bluetooth connectivity.

With room for seven or eight passengers, the cavernous cabin provides front headroom of 40.9 inches, with 40.2 inches in row two and 38.1 in row three. Front row leg room is 41.4 inches, with 42.4 inches in the second row and 31.4 in the third row. Row one shoulder room is a spacious 61.6 inches, 61.2 in row two and 55.3 in the back. With the third row folded flat there is plenty of cargo room.

Available in four trims in FWD or AWD, Telluride is powered by a 3.8-liter, V6, Gasoline Direct Injection Lambda-II engine that produces 291hp and 262 lb-ft of torque and is EPA rated at 20mpg/city, 26 mpg/highway and 23 mpg/combined. My week of snow-conquering tests averaged 22.6mpg as the bold sports-ute handled gently and smaller than its size, though there is some top-wobble during twisty maneuvers.

Responsive and quick for its size, with a firm ride, my Telluride roared through a zero-to-60mph dash in 7.1 seconds and finished off a quarter mile in 15.3 seconds. There is a slight hesitation when pedal mashing from low speed, but power is never in doubt. The Independent, MacPherson strut front suspension, coil springs with, stabilizer bar and an Independent, self-leveling multi-link rear with a stabilizer bar smooth out road imperfections and steering is predictable and on point.

The 2020 Kia Telluride starts at $31,690 for the LX trim and moves through four trims to the $41,490 SX. My SX came with dual sunroofs, 20-inchBlack sport finish alloy wheels, 12-way adjustable driver’s seat with two-way lumbar support, Harman Kardon® 10-Speaker Premium Audio w/ Clari-Fi™, External Amplifier and Subwoofe, Surround View Monitor and much more. My test ride added all-wheel drive for $2000; the SX Prestige Package for $2000 (automatic rain-sensing wipers, heated and ventilated second-row seats, Head-Up Display, Premium Nappa leather seat trim and more) and Mud Guards for $115. With destination charges of $105, my test 2020 Telluride SX stickered at $46,700.

 

> 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>

Last week, our “Car Buy of the Year,” Top-10 list concentrated on the “best bang for the buck,” with the “green-oriented” 2019 Honda Insight winning top honors. This week, we showcase our “Car of the Year” list, in which we focus on the best car, truck, crossover or SUV and what it delivers, regardless of price – just the pure vehicle – and how it feels to be behind the wheel, although we have something luxurious and “green” on the Car-Buy side as well this year.

For our 15th annual Car of the Year list, we see five countries of origin represented with muscle cars, luxury cars, roadsters, convertibles, “supercars” and that “green” crossover. And while power counts – one vehicle at 755hp and three of the 10 over 600 horses – one car made the list with less than 200 hp. As for price, two (not the No.1 pick) was priced over $100,000, but one also stickered under $35,000; and many cars I tested this year that were priced from $60,000 to $125,000 didn’t make the list.

My rules: To make this list, I must have test driven the car in calendar 2019 and it must have stood out from the pack, had something “extra”, surprised me, impressed me, and satisfied the “car guy” in me, as well as amaze any passengers or onlookers who rode in or saw the vehicle. I test drove 56 different vehicles this year, and after a weeklong (in most cases) assessment as a daily driver and/or track car, I graded each ride in the following categories: Interior; Safety; Power; Handling/Ride; Economy/Price; Looks; Niche-fitting and a Miscellaneous grouping in which I took into consideration the “feel-good” factor and other intangibles.

Last year, the 365-hp turbo Kia Stinger combined power, luxury and elegance from a badge not generally considered to deliver those attributes, to win the crown. This year, a racing icon crossed over and went “green” to produce something unexpected and worthy of the title. Prices reflect sticker-as-tested.

1. Jaguar I-PACE: All-electric Crossover is innovative sleek, fast, fun and ‘Green’ -- $80,520. In the past, Jaguar “Green” meant British racing Green exterior paint. This year, Jaguar, who earned its rep for creating sleek, catlike, powerful race-worthy sportscars, has moved into a new arena with its new 2019 I-PACE, Jaguar’s first all-electric vehicle, an EV SUV/crossover.  Oh, and it is also fun to drive. With all-wheel-drive, two electric motors and Jag’s iconic sleekness outside and luxury inside, I-PACE shows off Jaguar muscle with 394 horsepower and 512 lb-ft of torque while attaining an EPA-rated driving range of 234 miles. I-PACE embodies the Jaguar legacy of luxury and performance. The motors deliver sports car operation, launching the I-PACE from zero to 60mph in just 4.6 seconds in tests. My fun-to-test quarter-mile was accomplished in an un-crossover-like 13.2 seconds, accelerating easily and handling like a sedan.
2. Corvette ZR1: 755 horses of futuristic supercar is last of an era -- $130,090. My favorite car to drive all year only lost out for top honors because of my rating system, which counted 13.9mpg lower than electric and 234 miles per charge vs. about the same range per tank, but at $45-50/tank. One car that certainly fits the definition of supercar, in all areas is the 2019 Corvette ZR-1 – and it is among the final C8 Corvettes to be built. With exotic lines, ZR-1 handles like a car destined for the track, but with street-luxury car smoothness for driver and passenger. I blazed through a zero-to-60 sprint in 3.3 seconds for an 11.4-second quarter-mile with ZR1’s dual-fuel-injection, LT5 6.2L V-8 that rockets out 755 hp and 715 lb-ft. Additionally, the cockpit is luxurious and tech-filled.
3. Alfa Romeo 4C Spider: Exotic track star that is athletic around town -- $73,195. 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 convertible that represents the essential sportiness embedded in the brand’s DNA. With hints of Lotus and Ferrari -- exotic, this is a feel-good, drive-well car. Its 237hp and 258 lb-powerplant averages 28mpg, and my track runs were timed in 4.2 (sprint) and a 12.8 quarter-mile.
4. Nissan GT-R: 565 hp and a video-game design for a superbeast -- $116,320. The 2019 Nissan GT-R is a powerful, sexy, track-handling, tech-advanced, a head-turner and a very fun drive. Designed to compare to video game creations, GT-R is aggressive, sexy, fluid and functional. Its 3.8-liter 24-valve twin-turbocharged V-6 engine delivers 565 horsepower and 467 lb-ft. I turned a sizzling sprint in 3.1 seconds during an 11.2-second quarter-mile and I averaged 17.9mpg.
5. Ford Mustang GT: 55 years of Pony Power stays true to the past -- $44,145. The unmistakable Mustang GT look comes at you with an aggressive grille and Pony insert, rounded, sleek lines and muscularity. Athletic and muscular, the Mustang GT’s Pony-Power comes from a 5.0-liter V-8 that galloped out 460 hp and 420 lb-ft, and lived up to its heritage with tire-smoking acceleration and track-worthy handling. I crushed a zero-to-60 sprint in 4.3 seconds en route to a 12.6-second quarter-mile, and I averaged 18.2 mpg.
6. Chevrolet Camaro ZL1: American muscle icon powered by 650 horses -- $73,190. Chevy has added new front fascias and grillework on several Camaro trims this year, and added infotainment upgrades and  a Carbon fiber rear wing, but Camaro is about power -- 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. I blasted a zero-to-60mpg dash in 3.3 seconds during a quarter-mile run of 11.3 seconds and averaged 15.4mpg.
7. Genesis G70: Performance sedan delivers inside and out -- $51,125. On last week’s list as a Top Buy, the 2019 G70 shows off the manufacturer’s “Athletic Elegance” design signature outside, and a driver-focused experience with high quality materials inside. Its 365hp/376 lb-ft 3.3-liter twin-turbocharged V-6 averages 19.6mpg and finishes off a zero-to-60mph sprint in 4.9-seconds, and a quarter-mile in 13.5. On the highway and around town, Genesis delivered a stable ride with solid balance and attentive handling.
8. Cadillac CTS-V: Premier luxury sedan impresses with elegance and 640hp --$92,885. Cadillac’s legacy of building luxury cars is coupled with Corvette-like power with a 6.2-liter Supercharged V8 that thunders out 640 hp and 630 lb-ft of torque in the 2019 CTS-V. Built for performance while pampering with elegant lines, a luxurious interior and state-of-the-art tech and safety, CTS-V’s throaty exhaust note purred during a zero-60mph dash in 3.9 seconds, and a 12.0-flat quarter-mile. I averaged 15.0 mpg.
9. Infiniti Q60: Stylish and powerful luxury sport 4-seater -- $52,958. The Infiniti Q60 is a 2-door sport luxury 4-seat coupe with an aggressive stance, low and wide proportions and muscular lines. Some vehicles get 400hp, but my test ride had a 300-hp. 295-lb-ft 3.0-liter V-6. A zero-to-60mph dash takes about 6 seconds, during a 14.5-second quarter-mile, and fuel consumption was 22.8mpg. Its low center of gravity enhances driving dynamics, and is augmented by a well-appointed and comfortable interior.
10. Mazda MX-5 Miata RF: Good power in this fun-drive Roadster -- $34,455. The lowest-priced car on this list and a “Top-Buy” member from last week’s list, the 2019 Mazda MX-5 Miata gets a SKYACTIV 2.0-liter in-line 4 electronic fuel injection engine that provides 181-hp and 151 lb-ft of torque, for a zero-to-60mph dash in 5.8 seconds during a 14.5-second quarter. Fuel economy is 30.3 mpg, and you get a cool retractable hardtop roof that makes MX-5 a convertible in 13 seconds.

Next week we begin coverage of the 2020s, and we start rating and reviewing style, performance, nuances, improvements and deals on wheels.

> 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>

For the 15th consecutive year, ALL ABOUT CARS devotes its year-end columns to an overview of the top vehicles we tested and reviewed for the model year. After rating them on such items as: Interior; Safety; Power; Handling/Ride; Economy/Price; Looks; Niche-fitting and a Miscellaneous grouping in which I took into consideration the “feel-good” factor and other subjective intangibles, we have come up with our top 10 vehicles. This week’s column reports on the “Car Buy of the Year”, and next week, we will follow up with our “Car of the Year”, regardless of price.

This week’s “best deals on wheels” for 2019, is all about the best bang for the buck, and that doesn’t always equate with number of sales, as illustrated by the stats that show that this year, the average transaction price of a new vehicle sold in America was about $37,000, and my Top 10 best buys was made of five vehicles under $30,000, three more vehicles in the $30K range but below $37,000, and only two about the average sales price, with one sedan in the $50,000 range. Diversification ruled this year, as we have a wagon, a pick-up, a hatchback, a roadster, two crossovers and four sedans on the list.

To be considered for this list, I must have test-driven the vehicle during calendar 2019, and dollar-for-value, or worth vs. cost carries the most weight, though some abstracts still apply. This year, I test drove 56 vehicles for consideration and examined them for about a week each, using them as daily drivers around town for errands and for maneuvering; on the highway for long trips, for passing, stability and for fun; accelerating them and braking them hard on straight tracks and banked venues, auto-crosses and drag strips, and checking out what passengers and onlookers reported.

Last year, the 2018 Hyundai Kona, Sub-Compact CUV was my best deal, and this year, my best buy was a five-door hatchback that returned from a 5-year hiatus as one of the “Greenest” cars in America.

The winner is:
1. Honda Insight: Former hatchback returns as a compact hybrid sedan -- $26,681. Honda’s Insight returns after a five-year hiatus, evolving from a five-door hatchback into a compact sedan, but with a two-motor hybrid powertrain, featuring a 1.5-liter Atkinson-cycle engine that runs on gasoline, working in tandem with an electric motor and a lithium-ion battery pack. The American Council for an Energy-Efficient Economy named Insight to its “Greenest Vehicles of 2019” list, and Insight achieved top safety scores from the Insurance Institute for Highway Safety and National Highway Traffic Safety Administration. Its sleek lines, coupe-like profile and wide stance communicate a sophisticated yet elegant design. The efficient engine/motor system puts out 151 horsepower and 197 lb-ft of electric motor torque, and my week of tests achieved an average of 46.0mpg. It is a fun drive with quick response and tight corner handling.

2. Ford Fusion: Driver-assist technology and design tweaks -- $26,100. Its days, numbered, as the mid-size is expected to remain in production only until 2021, Ford revised Fusion for 2019 with new front and rear fascias, new Co-Pilot360™ suite of driver-assist safety technologies, an increase in the “electric-only” range in its Hybrid and tweaked cosmetics. Its 2.0-liter EcoBoost inline-4 delivers 240hp and 270 lbs.-ft. of torque. My test 2.0 automatic averaged 24.5mpg.  

3. Genesis G70: Luxury brand’s new 4-door compact executive performance sedan -- $51,125. The highest-priced vehicle on the list, the Genesis G70 is a 4-door compact executive luxury performance sedan, refined and filled with advanced technology. Its long hood and short overhangs, dynamic roofline, and high beltline characterize a sleek profile. The G70 cabin is well-appointed, and the 3.3-liter twin-turbo V6 produces 365hp/376 lb-ft. I averaged 19.6mpg.

4. Hyundai Veloster: Newly designed hot hatch turbo is asymmetrical and tons of fun -- $26,515. The Hyundai Veloster has been redesigned with improved power, and new styling, merging the design appeal of a sport coupe with the versatility afforded by the additional passenger side rear door, and a driver-focused layout. Performancewise, Veloster is tons of fun. Powered by a 1.6-liter turbocharged four-cylinder engine (201 hp and 195 lb.-ft.) I averaged 29.9mpg, and it was a beast at the track. 

5. Ford Ranger: Midsize pickup is back and it’s tough, sporty and versatile -- $39,430. After an eight-year hiatus, the Ford Ranger is back and touted by Ford as “most fuel-efficient gas-powered midsize pickup in America.” The new Ranger is larger, tech savvy, infotainment rich, upscale and ruggedly sporty, with workhorse attributes. Powered by a 2.3-liter EcoBoost® I-4, the system puts out 270hp and 310 lb-ft. My week of winter-condition testing realized an average of 23.3mpg. 

6. Buick Regal TourX: Luxury wagon with drive dynamics of a car, versatility of an SUV -- $30,614. Buick has added the TourX wagon to the Regal Line … a crossover with the drive dynamics of a car and the versatility of an SUV. It showcases a contemporary design and attainable luxury credentials. TourX power is delivered by a 2.0-liter turbocharged I-4 mated. The 250hp and 295 lb-ft of torque delivered fuel economy of 24.9 mpg. 

7. Volkswagen Jetta 1.4T: Fun to drive, larger and more coupelike -- $28,696. A new generation Jetta has a look that is elegant, yet athletic. Jetta grows outside in every direction and is sculpted and distinctive, with an accommodating and un-compactlike upscale driver-centric interior. The Jetta 1.4T is powered by the base 1.4-liter inline four-cylinder turbocharged/intercooled engine that provides 147hp and 184 lbs.-ft. of torque . My week of tests in the automatic averaged 33.3mpg. 

8. Mazda MX-5 Miata RF: Powerful roadster with a power-folding hardtop -- $34,455. The popular MX-5 roadster/two-seat convertible sports car was designed with emotion and cues borrowed from the Lotus Elan, upscale amenities inside, and a retractable roof that stows away in about 13 seconds. MX-5 power comes from a SKYACTIV 2.0.-liter electronic fuel injection engine that provides 181 hp and 151 lb-ft of torque. Averaging 30.3mpg, MX-5 was a fun drive, balanced on the road.

9. Kia Niro: Sporty and hip hybrid -- $26,880. The Kia Niro is a hybrid SUV whose looks are un-hybriddy and more hatchback-like. Guinness World Records named Niro “lowest fuel consumption by a hybrid vehicle,” after a hypermiling a fuel consumption record of 76.6 mpg. An eye-catching 4-door, Niro’s cabin is trendy and intuitive, filled with high-demand and high-tech interior enhancements. The two-layered powertrain is anchored by the Kappa 1.6-liter GDI four-cylinder engine. I averaged 46.1mpg.

10. Honda CR-V: Sophisticated Compact Crossover -- $30,731. CR-V rolls on with its assertive design cues, premium active safety, passive safety and driver-assistive features, refined demeanor and energetic character in a sporty package. The CR-V LX trim is powered by a 2.4-liter 4-cylinder engine produces 184 hp and 180 lb-ft. of torque, for an average of 28.8 mpg. Handling was niche-solid and the riding experience was family-oriented – smooth and stable.

Next week, we present our annual CAR of THE YEAR list, and two of this week’s Best Buys make next week’s list as well.

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

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

Currently the 6th best-selling sedan in America, Nissan’s Altima entered its 26th year with a redesign that Nissan execs say will “re-energize the sedan segment – in terms of design, driving feel and in making advanced technologies available and affordable for everyone." 

Launched in 1993 as a compact, Altima evolved into a mid-size that steadily gained in stature in handling, fuel economy and style. That translated into solid sales of more than 5.6 million vehicles, and a following that Nissan hopes to excite with 2019’s alterations. Altima completed its last full redesign in 2013, and the all-new Altima brings expressive styling, an uplifting interior, two new powerplants -- including the company’s world-first variable compression turbo engine. Among new features are Nissan’s first available Intelligent All-Wheel Drive in a U.S. sedan, and advanced Nissan Intelligent Mobility system, including ProPILOT Assist and Rear Automatic Braking, which helps the driver detect stationary objects when backing up, and if necessary, applies the brakes to help avoid a collision. 

Additionally, the 2019 Altima is available with all-wheel drive for the first time, and even base trims now come standard with Apple CarPlay, Android Auto, and Bluetooth support for its 8-inch infotainment system. The driver gets an eight-way power adjustable seat. 

The new design is lower, longer and wider, with the hood and cowl pushed downward for a more athletic stance. Adding larger available 19-inch wheels and tires helps deliver a more linear, tailored feel that is emphasized by the sharp horizontal lines and signature Nissan design cues such as the V-motion grille and streamlined boomerang lights. Available exterior elements include the grille with dark chrome finish, LED projector headlights with signature Daytime Running Lights, LED fog lights, floating roof with slim pillars and single panel moonroof.

Compared with the previous generation, the new Altima is 1.1 inches lower in height, at 56.9 inches; 1.0 inches longer, at 192.9 inches; and 0.9 inches wider, at 72.9 inches – while also featuring a smaller front overhang thanks a 1.9-inch longer wheelbase (111.2 inches) and rear wheels pushed farther to the corners. The result is a dramatically sleeker yet more sophisticated look. The coefficient of drag is just 0.26, and my test Altima weighed in with a curb weight of 3462 lbs., a pound less than my text Altima last year.

From a power perspective, Nissan updates its 2.5-liter inline four-cylinder to produce 188 horsepower and 180 lb-ft of torque, up 9 hp and 3 lb-ft from the previous generation. The 2.5 is EPA rated at 27mph/city, 37mpg/highway and 31mpg/overall for FWD and 25/35/29 for AWD. Replacing the previous-generation Altima's 3.5-liter V6 engine is the world's first production-ready variable compression turbo inline 4-cylinder – which generates the performance of some V6 gasoline engines but with 4-cylinder level fuel economy. The 2.0-liter turbo is an inline 4-cylinder plant that delivers 248hp and 280 lb-ft off torque and is EPA rated at 25/34/29, and my test turbo averaged 30.2 mpg in mixed-use driving and some long interstate runs.

Last year, my 3.5-liter-powered Altima accelerated well in all ranges, and a track run from zero-to-60mph was completed in an energetic 6.1 seconds during a 14.6-second quarter-mile. This year, my turbo-powered ride was nearly identical at 6.0 and 14.6 (hand-timed).

Steering showed some understeer that was fun on the autocross, and the independent strut front suspension with coil springs and stabilizer bar and a multi-link independent rear suspension with stabilizer bar were smooth on the road.

Altima’s cabin is refined, luxurious, tech-filled, quiet and comfortable, but it has lost some size comfort, with 39.2 inches of front headroom (down 0.8 inches) and 38.0 inches ion row two (down 0.9). Front legroom is 1.2 inches tighter at 43.8 inches, and a snug 35.2 inches in the second row (down 1.1 inches); with surprisingly wider shoulder room of 58.2 in front (up 1.8 inches) and 57.1 inches in row two (wider by 0.7 inches).

Altima’s range of safety and convenience features includes standard Automatic Emergency Braking, Intelligent Forward Collision Warning and Intelligent Driver Alertness on all grades. Intelligent Around View Monitor is standard on the Altima Platinum. The addition of Rear Automatic Braking creates Safety Shield 360, which provides front, side and rear safety monitoring and intervention technologies, under the umbrella of the Nissan Intelligent Mobility strategy.

The base 2019 Nissan Altima 2.5 S starts at $24,000 and 10 variations run up to $33,380 for the 2.5 Platinum. The more powerful Altima SR VC-Turbo bases at $29,400 and moves up to $35,750 for the Edition ONE VC-Turbo. I tested that one with a rear spoiler, 19-inch dark gray aluminum alloy wheels, external ground lighting, Nissan Concierge™ Service and Edition ONE floormats. Pearl White exterior paint added $395 and was matched to a Charcoal leather interior. This version comes loaded, so there were no packages available, but accessory add-ons included four splash guards for $205, Chrome body-side moldings for $265, Chrome rear bumper protector for $165, Interior accent lighting for $455, and a safety impact sensor for $210. Destination and handling added $895 for an MSRP as tested of $37,720, but late-season incentives may be available from your local dealer.

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

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

The Kia Sorento is a mid-sized, five-door CUV that is into the fourth year of its third generation and is available as either a 5-seater or 7-seater, depending on configuration. 

 

Following a 2018 mid-year facelift that saw revised front grille, headlamps, taillamps and signals that continue the design cues shown on its sister Kia Forte and Kia Cadenza models, the 2019 version tweaks-up with new front and rear fascias and new cabin technology, including available Driver Attention Warning

 

Available in eight trim levels, the 2019 Sorento modifies its power, exterior and interior for the model year. One power-mod is the eliminating of its formerly optional 2.0-liter 4-cylinder turbo (240 horsepower, 260 lb-ft of torque), which was discontinued due to low consumer demand. That leaves Sorento with two power choices: the base 2.4-liter 4-cylinder engine and the 3.3-liter V6.

 

Outside, the 2019 Kia Sorento features the new front and rear, plus updated headlight and taillight designs. Top trims use full LED headlights, and most trims use LED rear lighting. Sorento's distinctive “ice cube” fog lights are updated with LEDs on the SX Limited trim.

 

Inside, you now get a four-spoke steering wheel, a new shifter head, new instrument cluster graphics, new colors and connectivity improvements. For 2019, every Sorento comes with a touchscreen -- 7 inches as standard, with an optional 8-in unit that includes integrated navigation. Wireless charging is a new feature that has been added to top trims, and, new for 2019, the Kia Sorento comes standard with three rows and 7-passenger seating. The 2018 came standard with only two rows, with a third being optional on the LX trim level and standard on all those with the V6 engine.

 

Safety upgrades for 2019 include lane-keep assist and a driver inattention and fatigue monitor added to the top trims.

 

All Sorento trim levels are loaded, and my test vehicle, the top-of-the-line SX Limited (often called the SXL) added to the basics with such style and substance items as a Black Metallic Nappa Leather interior, Panoramic sunroof with power sunshade, Chrome 19-inch Alloy Wheels with Michelin Tires, LED Front Fog Lights, LED Headlights, Low Beam Assist, Chrome Lower Door Molding, Power-Folding Outside Mirrors, Automatic Rain Sensing Windshield Wipers, Smart Power Liftgate, High Beam Assist, Reverse Tilt-Down Outside Mirrors, Heated 2nd-Row Seats, Stainless-Steel Pedals, Surround View Monitor, Blind spot collision warning, Forward Collision Avoidance and Surround View Monitor.

 

The 5-door Sorento is considered a large, “mid-size” SUV with Steel Unibody (Iso-Structure) Construction, weighing in anywhere from 3968 pounds to 4350 pounds, depending on trim and configuration. Displaying a muscular, rugged and confident stance, with a raked windshield, rounded angles, and a long hood to deliver a more aerodynamic and sleek appearance, Sorento’s dimensions are189.0 inches in length, 74.4 inches in width and 66.5 inches in height on a 109.4-inch wheelbase.  

 

Offered in both FWD and AWD configurations, Sorento provides two engine choices: a 2.4-liter inline-4 GDI, and a 3.3-liter V-6 GDI that powered up my test Sorento SXL. The 2.4-liter engine delivers 185 horsepower and 178 lb-ft of torque; and the 3.3 V-6 gallops out 290 horses and 252 lbs-ft. of torque and can tow up to 5,000 lbs when equipped with AWD.  My test Sorento SXL with the 3.3-liter was EPA rated at 19/city, 24/highway and 21/overall in AWD, and my tests showed 27mpg on the interstate and an average of 22.2 overall in mixed-use driving.

 

Sorento’s engine response was slower than expected, but steady, and passing power is reliable. On the track, my ride finished off a zero-to-60mph sprint in 7.7 seconds, and covered a quarter-mile in 15.8.

 

The ride is quiet and road roughness is evened out nimbly. Sorento is smooth on the highway thanks to an independent front suspension with MacPherson struts, coil springs, stabilizer bar, dual flow dampers shocks that work well with the independent, multi-link rear with stabilizer bar and DFD shocks. The Rack-Mounted-Motor Driven Power Steering reacts appropriately in quick maneuvering with only slight understeer, and top-wobble has been lessened due to the long, wide stance and short height.  Lesser trim levels get Column-Mounted Motor Driven Power Steering.

 

The well-appointed cabin room measures legroom of 44.1 inches in front, 39.4 inches in the middle and a child-roomy 31.7 inches in the rear. Headroom is tight in all sections: 39.5 inches up front, 39.3 in the middle and 36.3 in the rear. Shoulder room is comfortable at 59.1, 58.0, and 52.8 for children in the rear. Cargo room volume behind the first row is 73.0 cu.ft.; behind row two is 38.8 cu.ft., and you still get 11.3 behind the third row.

 

The 2019 Kia Sorento offers eight trims. The base L trim has a starting price of $26,290 for the 2.4-liter manual in FWD. The first trim with the 3.3-liter V-6 is the Sorento S V6 that starts at $31,290 (FWD), and I tested the top-level SX Limited trim, basing at $46,490. In all-wheel-drive (normally an extra $1800 for lesser trim levels), we added remote start for $425, Mud Guards for $95 and Side step bars for $495. Destination charges of $1045 were added for a price-as-tested of $48,945.

 

> 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. </I>