Automakers like to brag about radical improvements from one generation of a vehicle to the next, but the outgoing Chevrolet Traverse—even though it was the oldest three-row SUV on the market—got a lot right: a spacious interior, a quiet driveline with a healthy towing capacity, and a $35,915 starting price. After spending a few hours with the third-generation Traverse, which arrives for the 2024 model year, it appears that Chevrolet, wisely, didn’t fix what wasn’t broken. Even with its new handsome sheetmetal, tech-focused cabin, and first-ever Z71 trim, the ethos of the Traverse is much the same: An affordable, spacious family hauler that can take a beating.

Context matters, because the ambitions (and the success) of the Traverse’s competition are not so modest. The chief threats, in Chevy’s eyes, are the South Korean manufacturers, Hyundai and Kia, which came in for 2020 with their first three-row SUVs—Telluride and Palisade, respectively—and hit immediate home runs. Dealers, it’s rumored, nicknamed the former “Selluride.” Sales have increased each year since launch, and Kia continues to add new paint shades and interior colors that help the upper trims feel far more luxurious than their price point. A new rival from another trusted brand has entered the three-row space, too—the Toyota Grand Highlander, introduced for 2024.

The 2023 Traverse, which you can still configure on chevrolet.com, is neither fresh nor fancy. It is the six-year-old representative of the second generation. Built on the C1 platform, the 2018–23 Traverse came with a V-6 or a 2.0-liter turbo four but dropped the latter as of 2020. The design was slightly larger and more square than that of the original Traverse, which was a bulbous, van-like affair on the Lambda platform (think V-6, front- or all-wheel-drive GM crossover: GMC Acadia, Buick Enclave, Saturn Outlook). Wikipedia says the first Traverse, which debuted for the 2009 model year, was based on a 2005 concept called the Sequel. If only something that interesting had made production, Chevrolet might not have needed to rehaul the sheetmetal for this third generation. The new look is handsome and reminiscent of the burlier full-size Silverado pickup and Tahoe SUV. The new Traverse costs three grand more than the outgoing, 2023 model, and it looks the part.

Built on an evolution of that C1 platform, the new Traverse ditches the two most luxury-oriented trims of yore to add another, aimed in a different direction: The $47,795 off-road-oriented Z71. Marketers were keen to point out that the Z71 is more than a sticker package, and they are right. The calling card of this trim is a twin-clutch rear differential sourced from the Cadillac XT6, which is capable of directing torque laterally; up to 100 percent of the available twist can be sent to either the right or the left rear wheel, as needed. (The AWD system that gets the torque from front to back uses a hydraulic clutch housed in the power take-off unit.) Both the Terrain and Off-Road drive modes take advantage of this diff. The former is meant for use at any speed and can prevent you from getting stuck in loose dirt or sand by sacrificing some yaw control to maintain higher wheel speed. Off-Road, meanwhile, is a low-speed sort of “crawl” mode that reprograms the accelerator pedal to apply the brakes upon throttle lift. Think of it as one-pedal driving, but for off-road. The active dampers, made by ZF and shared with the rest of the Traverse lineup, boast hydraulic rebound stops and unique tuning on the Z71. (The dampers on the 2023 model are passive.)

PR specialists and engineers work together to curate first drives in order to reflect the strengths of a given vehicle. The routes are designed to show journalists exactly what automakers want to highlight, and to avoid situations that would make the car look incompetent, especially in inexperienced hands. The short, 15-minute course chosen for the Traverse Z71 illustrated the type of intensity for which this driveline is built: a mown two-track across a smooth, grassy field (a section we were advised to take at around 40 mph), followed by more two-track in the forest, which was mostly Georgia orange clay but overlaid, in some spots, with chunky gravel. The Z71 was hush-quiet across the grass, with nary a rattle from the cabin; on the clay, the array of camera angles (front, overhead, and both sides) projected onto the center display minimized anxiety around tight bends. Several times, in fact, the camera showed that we had far more room to skirt a sapling than we thought, after peering over our shoulders and out of the second-row windows. Neither a first-time “off-roader” nor their passengers will find anything to be scared of here and will probably feel quite adventurous after that first jaunt off the tarmac.

Terrain mode was easy-peasy to use. Take your foot off the gas, and the Traverse squeezes its own brakes to bring itself to a stop. Nudge the gas, and you’ll creep forward at a gentle pace. We didn’t have much time with the system, but our only complaints concerned the user interface: There’s only one, teeny icon on the expansive touchscreen to tell you what mode you’re in. Unless you’re in Terrain mode, it’s hard to tell which mode you’re in just by seat-of-the-pants feedback. Several times we’d prod the rocker switch, mounted on the dash to the left of the steering wheel, just to see which mode was active, then prod it again to re-signal that mode. (For the new Traverse, Chevy moved the gear selector to the column to create more space in the console, so we aren’t surprised that a rotary mode selector, as used by the Telluride or Grand Highlander, didn’t make the cut.)

Though the Z71 is the newest Traverse variant, and the one Chevrolet was most eager for us to drive, the off-road-oriented trim seems honest in its goals. As the chief engineer noted, the Z71 Traverse is not some sort of rock-crawling monster you’d drive in Moab—it’s the kind of vehicle you’d drive to Moab. Indeed, the Z71’s off-road paraphernalia is unobtrusive on-road. Though the tires look chonky, the Goodyear all-terrains are surprisingly quiet on-road, with a murmur of road noise rather than the howl of the K02’s on your spouse’s Wrangler. Crossing a railroad track is quieter, with these smaller-diameter wheels, than in the up-scale RS trim ($56,090, FWD), with its 45-section tires and 22-inch rims. Both versions nod their heads upon aggressive braking and squat a bit under brisk acceleration, but that’s to be expected from a family-hauling crossover that prioritizes comfort.

We didn’t drive the Traverse above 60 mph, and our route didn’t involve any highway segments, so there’s much we have yet to learn about the turbocharged 2.5-liter four behind the Traverse’s handsome new face, although it does share a bottom-end design with the 2.7 four in the Colorado and is the only powerplant available in the new Traverse. Output is up by 18 horses compared to the outgoing V-6, for a total of 328 @ 5500 rpm, and torque is improved by 60 lb-ft, to 326 lb-ft at 3500 rpm.

Our first impressions are that this turbo four, mated to a responsive and unobtrusive eight-speed transmission, is sufficiently spunky and also capable—as was its predecessor—of remarkably smooth starts, which is noteworthy for a driveline that has no hybrid component. An electronic, rather than a hydraulic, phaser deserves much of the credit. A GM first, this component can advance or retard timing by 100 degrees (measured on the crankshaft) to achieve the proper valve timing before the first engine combustion start (credit to this SAE paper for helping us understand the arrangement). Overall, fuel economy is up compared to the V-6. The city rating for the FWD model increases by 2 mpg, which raises the combined average from 20 to 23 mpg; the AWD model also improves in the city by 2 mpg but is slightly worse on the highway, by 1 mpg. As a result, the combined rating is up from 20 mpg to 21.

A few improved conveniences that anyone with a family will appreciate: Smart Slide is finally available on both driver and passenger sides of the second row. The nifty system folds the back of the second-row captain’s chairs forward while scooching the seat forward to allow access to the third-row bench seat. The rear hatch now opens without the need to touch a button or kick awkwardly beneath the bumper; just stand close to it with the key fob on your person and four beeps will announce its opening. (If you move away from the vehicle within those four beeps, it will stay closed. For those anticipating garage-door disasters, you’ll be relieved to know that you can disable the proximity-open system altogether.) Another nice feature of the top-trim RS is that you can electronically lower and raise the back of the third-row seats from the cargo area using a set of buttons. You can also fold the second-row captain’s chairs using the same set of controls. With second- and third-row seats folded flat, the Traverse offers 98 cubic-feet of cargo space.

Many complaints about the outgoing Traverse centered on its half-hearted attempt at luxury. One way in which Chevy has addressed this is by adding Super Cruise to the Traverse lineup: The hands-free system is standard on the highest trim, the RS, optional on LT and Z71, and unavailable only on the base-model LS. Adding it to an LT costs $3280 and $3755 to an Z71. The difference in price on the Z71 is due to the inclusion of the camera mirror along with Super Cruise.

Two other obvious upgrades to the cabin are the giant, two-pane sunroof and the 17.7-inch diagonal touchscreen. Google is built-in, meaning that the native map displays will be familiar to anyone who prefers Google Maps to the Apple version. We especially appreciated the option to display the map directly behind the steering wheel, on the “digital instrument panel.” Both adaptive cruise control and Super Cruise are still easy to control, even when most of the digital real estate is occupied by directions. CarPlay, by the way, is available on the new and improved Traverse: Evidently, it’s more important to GM to phase out the tethering system from its EVs than its gas-powered vehicles, in part because those EVs (especially the Cadillacs) rely on navigation and audio apps that require more computing power than is available on your average smartphone.

Even with those technological improvements, the materials and color choices in the 2024 Traverse don’t wow. Black is the dominant hue in any trim or color configuration, even when you spec the lightest colorway, which upholsters the seats in gray cloth. (Where did Maple Sugar go?) Red is the only pop of color available, and it’s restricted to the Z71 and RS, where the shade appears in small sections on the seats and in the plastic trim on the doors and dash. Unfortunately, the look and feel of that decor is chintzy. We’d far prefer that Chevy use the red-and-black fabric available on the seats of the RS-spec Equinox EV. One more complaint: The spare tire is not full size—for a vehicle with off-road pretensions, this is an oversight. (The Pilot Trailsport judges you, Z71.)

We cumulatively spent an hour and a half with Z71 and RS versions of the new Traverse, so there’s much we don’t know about living with the vehicle—specifically, the new engine and that huge touchscreen. But, at first blush, we’re confident in the success of this three-row. Sure, several competitors are more luxe, but the value proposition of the Traverse is strong, especially with Super Cruise, one area in which the Traverse outclasses its competition. Jettisoning the High Country and adding an off-road trim that costs less than almost every competitor (Telluride X-Pro, Pilot Trailsport) looks like a smart choice. Meanwhile, GM has clearly left much room for the new Acadia (the Denali, specifically) to be the premium offering. When we get our hands on a Traverse for a week, you’ll know.

The post First Look Review: 2024 Chevrolet Traverse Z71 appeared first on Hagerty Media.

The first time I saw a Range Rover, I was ten years old, peering out of the back seat windows of our 1978 Plymouth Volaré, waiting in line to be dropped off for the first day of school. I still remember how the Plymouth’s oven-hot plastic seats burned my skin, and the smell of the air inside our car—it reeked of floorboard fungi fueled by the perfect conditions of mystery roof leak water and Chrysler Corporation shag carpeting.

Our car smelled like cheese and the FM radio only seemed to work on even calendar days. These new, seemingly alien vehicles—the model was later named the Range Rover Classic by the factory—were adorned with aromatic, soft leather complemented by contrasting piping. The driver and passengers inside had perfect cotillion-like posture while sitting much higher than what appeared to be necessary. These Range Rovers even had something called “CD changers,” which played a multitude of compact discs … from the back of the car.

Now, 30-ish years later, I grab my son from the pick-up line in a Range Rover, a 2008 Supercharged model. However, our truck doesn’t cause any 10-year-olds to crane their necks out of back-seat windows. In the eyes of my son and his generation, it’s just a 15-year-old SUV that does this neat thing where it can raise itself up and down with the press of a button. For me, however, it feels special because it retains many characteristics of the Land Rovers I first admired: green gauges, a symmetrical dashboard, contrasting piping on the soft leather seats, the same general boxy geometry. Would I have preferred to carry on the school pick-up custom in a Classic? Absolutely, but for most auto enthusiasts, the Venn diagram of availability, reliability, and feasibility rarely has Range Rover Classic in the center. So far, my 2008 Supercharged has been a successful attempt to create that intersection.

If you are not most auto enthusiasts, and have money to spare, Florida-based ECD (formerly East Coast Defenders) will help you consolidate that Rover Venn diagram into one tight circle. ECD’s take on the Classic aims to grab the attention of people like myself, who grew up around the first-generation Rovers and wish to relive those early luxury experiences with added reliability and more personal touches.

Land Rover’s original target demographic was well-to-do tradesmen and farmers who had outgrown their extremely utilitarian Series I and II tractor-like trucks. Originally conceptualized as “A Car for All Reasons,” the first Range Rover was revealed in 1970 as a three-door Ford Bronco-inspired truck with seating for five and a towing capacity of just under 4 tons. The new Rover’s comfort and surprising on- and off-road capabilities were quickly appreciated by wealthy, clear-scheduled outdoor hobbyists and enthusiasts seeking to comfortably arrive at their favorite ski resorts and remote hunting lodges.

Word of the truck’s prowess quickly spread overseas, where aristocrats in bygone British colonies snatched up as many as they could to handle the rigors of poor roads and still-developing infrastructure. Many of those new owners would never set foot on a pedal, as the most elite Rover owners preferred to be chauffeured than to drive themselves like the commoners. To satisfy this burgeoning foreign market, independent limousine upfitters and coachbuilders took it upon themselves to elongate the plucky three-door Rovers into a chauffeur-able amalgamation fit for African, Middle Eastern, and Southeast Asian royalty.

One of those coachbuilders was Monteverdi, a small-batch Swiss luxury car brand born from a racing engine repair relationship with Ferrari and Lancia, which saw limited success in the 1960s. In the mid-1970s, Monteverdi found a little niche in the newly established SUV market with its Safari, a rebodied and well-appointed International Harvester Scout. The Safari was of comparable three-door Rover size and came standard with a Chrysler 5.2-liter V-8. It was said to be optionable with the enormous and as-of-that-moment surplus 7.2 big-block, which was a casualty of America’s contemporary Clean Air Act legislation.

When Monteverdi began offering the stretched Rovers alongside the Safari, buyers flocked to their English counterpart, despite the Safari’s clear performance advantages and novelty luxe items, like power windows and softer interior trim.

The success of the elongated Range Rover soon caught the attention of Land Rover— newly independent of British Leyland—whose endorsement of the longer wheelbase refashioning was so strong that the original factory warranty was courteously extended to owners of Monteverdi-modified examples. The two companies became unlikely sales partners in 1978, whereupon five-door, Italian-built Monteverdi Range Rovers could be purchased directly from British Land Rover dealerships.

In 1981, Land Rover began to roll full-size Ranges off its own assembly lines, signaling the beginning of the end of the Monteverdi Rover era (the latter’s expensive Volaré-based Sierra sedan certainly didn’t help). By then, the altruistic Swiss company had already done most of Land Rover’s heavy lifting in the five-door branding and marketing department, creating a sales segment in wealthy automotive markets where the Safari had done well. Securing orders for the future “Classic” was a breeze.

When the boxy, original Range Rovers of the ’80s and ’90s were finally phased out of production, they briefly shared the same assembly line with their successor, the P38 Range Rover. The newer, more square-bodied truck offered an updated drivetrain and more luxe bits but never seemed to recapture the magic of the Classic. Horror stories of electric gremlins and dealer floor models having to be pushed out of the showroom directly into service bays would malign the brand for years, leading many long-time Rover evangelists to abandon their enthusiasm for more reliable options.

Into that void steps ECD Automotive Design, a Kissimmee, Florida–based company that first made a name for itself building bespoke Defender trucks for clients all over the world. After hand-building a large number of stunning, highly individualized vehicles, ECD plotted out its next move. Aptly, it bet that the next generation of Land Rover enthusiasts would be people like me—the backseat dreamers of the early ’90s.

The company’s roots trace back to 2012, when co-founder Tom Humble moved to the U.S. from Britain, taking a job in Florida with Volkswagen and Porsche, where he focused on dealer training. Humble’s parents had preceded him in the Sunshine State, a place the Humble family had enjoyed holidays for years.

The Humble family had a rich history of personal garage tinkering with various English vehicles, and when it was time to make the move across the Atlantic, Tom decided to bring along two previously tinkered family Defenders for the cool factor alone. Original as they came, Humble realized his 1983 model with a four-speed manual wasn’t an ideal fit for busy, sometimes unreasonable Florida traffic, so it was soon relegated to eBay for sale.

“I remember people coming to view it in my little garage, in the apartment complex where I lived, and after it sold, people kept contacting me. Can you find me one? Can you bring one in?” Humble says.

From there, the “I want ones” and the “Do you have any mores” turned into “When you find one, can you do this to it, or can you do that to it?”

Sensing that the surprising attention and demand from one eBay listing could turn into something much bigger, Humble began planning early individual builds in his free time with available parts and the few resources he had located in his new area. There were some build aspects that necessitated outsourcing, but the goal was to finish projects with as little outside help or influence as possible.

As word got out and demand increased, Tom’s brother Elliot was brought into the fold. Elliot was working for a university in England and had become his brother’s parts lifeline; he’d bring original Land Rover bits and pieces in his luggage when he’d visit the family in Florida.

The brothers got busier and busier and the “reading weeks” Elliot used as excuses to get away from university work became more frequent.

It was on one of these trips when the brothers attended a dinner party hosted by Scott Wallace, a friend and fellow British transplant with a background in private equity. Upon their arrival, Tom Humble remembers Wallace and his guest’s reaction to their blacked-out Defender’s commanding presence and driveway demeanor.

“Scott had never seen one in the U.S. before and was kind of taken aback. We spent the rest of the night drinking Coronas and talking about Defenders.”

As the evening progressed and the two talked cars, Wallace subtly proposed what Humble felt was a dare: “If you want to do this properly, quit your job, and get rid of your safety net. If you do, I’ll grow it with you.” In less time than it took for the original Range Rover to be declared a Classic, Wallace and the Humble brothers were verbally in business.

Their first step toward incorporation occurred in an unlikely place. The trio’s preeminent business meeting was an impromptu, hours-long get-together in a mid-Florida Wawa convenience store, where the first order of business was buying out Elliot’s position at Leeds University and making him CTO. Scott would serve as CEO and Tom as CXO—the Client Experience Officer, encompassing sales, customer service, and overall experience.

A U.K.-based node would allow ECD to source and maintain a steady supply of solid vehicles and parts that could be exported to the U.S. to satisfy new orders, a plan which ultimately allowed the company the advantage of sidestepping many issues other businesses had during the pandemic.

By the end of 2013, ECD employed four craftspeople. Wallace’s original dinner party dare had turned serendipitous by 2021, as Land Rover Defenders were the second-most imported vehicle into the United States, bested only by the venerable R32 Nissan GT-R. Today, ECD has 80 employees working side-by-side in a sprawling facility in Kissimmee, and the company is publicly traded via NASDAQ.

A primary company ideal dating back to Tom Humble’s initial builds included no outsourcing. Having in-house upholsterers, electricians, engine builders, and other craftspeople would allow ECD to directly manage the adventurous build timelines and quality-control benchmarks the trio believed would be paramount to their success. This business model allows trucks to be built completely in-house within a 16-day period, with each stage of manufacturing lasting four days. Quality control can be more closely scrutinized, with hand-picked parts and materials approved from within. To bring the customer directly into the manufacturing process, clients can request daily updates and are able to watch their trucks throughout every stage of the build via ECD’s in-shop webcams.

Shifting from their wildly successful Defender builds, Humble and his team moved into the Classic realm with an emphasis on providing their clients with a more refined, confident model that harkens back to the original Range Rover concept. Currently, the Classic makes up a little more than 10 percent of ECD’s build schedule.

“In my mind,” says Humble, “the Classic encapsulates Old World luxury, go-anywhere ability, and with our touch, a new sense of reliability and quality. It is a superb family vehicle, especially the LWB version with the huge amount of space for rear passengers.” It excels in modern school pick-up line comfort and efficiency, in other words.

“I’ve a 2019 Range Rover SV,” he continues. “Once the kids’ seats are in the back they can hardly climb in, whereas when I put the seats in my 1993 LSE they can climb in with backpacks, the dog, and anything else they wish, and still have plenty of room.”

All ECD builds are given unique project names by clients and their families. When I joined Tom Humble and his team in Raleigh, North Carolina, on a pre-SEMA leg of ECD’s outreach event tour, graciously hosted by Carolina Exotic Car Club, I was greeted by “Project Mercer,” a 1995 Range Rover Classic painted in a glossy Epsom Green. This particular truck’s namesake came from its original destination on Mercer Island, in the Seattle area. Noted in a very factory-looking door-jamb nameplate, “Project Mercer” was ECD’s 271st build.

Names aren’t just a reflection on the truck; they also reflect the personality of the owner. As Humble recalls: “We had a client send us his RRC, which he had owned for many years with great memories, which he wanted to rebuild and use again with his family. He told us that it always had a funny smell about it, so he struggled to convince people to use it anymore with him. We shipped the vehicle over to our Florida HQ from California, and once we started tearing it down, we found several dead rats in the air ducts. It was horrendous.

“When we informed the client, he laughed and named the new build Project Stinky. It was rather odd doing a voiceover for one of our new builds and saying in my fake posh English accent ‘This is Project Stinky’.”

As I began to familiarize myself with Project Mercer, my initial walk-around proved highly nostalgic. Those door handles (originally a British Leyland parts bin item first seen on the Allegro, but more courteously remembered as being fitted to the Lotus Esprit), the round, sealed-beam headlights, and my favorite underbite-y square taillights that peer out meekly from each corner; it all felt like a fall afternoon in the middle school pick-up line.

In contrast to untouched, stock Classics, ECD’s truck has a more confident, highway-worthy stance. In both upper and lower suspension positions, the wheels fit perfectly within the unmodified fenders, thanks to compatible axles from its wider Defender cousin, while red Brembo calipers mated with drilled rotors peek through the black, age-appropriate wheels. The addition of functional running boards hides the oversized stainless exhaust needed to allow the supercharged LT4 V-8 to exhale, and they also add a nice mid-wheel line to the truck’s originally optioned long wheelbase. If you’re not familiar with the Classic in its original form, you won’t find too many obvious exterior cues to indicate that this truck is different.

On the inside, many of the original analog Range Rover characteristics that could very easily have been ditched for touchscreen controls are preserved, ceding the sole digital controls to the well-placed iPad-like infotainment system. The original Land Rover analog clock, four-position fan switch, and round temperature/vent control switches remain as a throwback to a time when people pressed spring-loaded buttons and moved tensioned mechanisms.

An upgraded analog dash gauge cluster that could have very easily been mistaken for factory equipment provides only essential information, and the steering wheel remains true to its original form. It is a welcome sight in a world that’s all too keen to go digital. One subtle, electronic Easter egg is an added blind-spot detector, which incorporates small, camouflaged lights into the midsection of the A-pillars.

I am so conditioned to my own truck’s one-touch ignition that at start-up in the ECD Classic, I (embarrassingly) did not hold the key in the starting position long enough for the engine to catch. It was the first note the truck had given me that it wasn’t going to do everything for me—that I needed to pay attention.

The second note came immediately after, when the supercharged LT4 sprang to life, giving a pleasant truck-wide shake that quickly settled to a low but noticeable rumble.

On the road, the truck provided all of the handling feedback I needed to make good decisions. Its wide Defender-based stance gave manageable cues when I was testing cornering limits, with just enough body roll to feel where the truck wanted to go next. When my foot came off the pedal after heavy acceleration, the transmission hovered perfectly in the higher rpms, almost asking, “Are we doing this or not? Because we can absolutely do this.” Braking came naturally and required no distance or pressure adjustments compared with what I was used to in my more modern truck. The Brembos’ responsiveness was a friendly reminder that they were there whenever I needed them.

The Corvette-emblazoned LT4 powerplant gave the same vibe. This isn’t a truck that feels like it should be driven flat out all the time, but if you need to pass that beige Camry lingering on the short highway on-ramp, you’ll have an absolute ball doing so, and the supercharger whine will keep you looking for similar opportunities. When cruising at regular highway speed, the historically smooth feel of a V-8 Land Rover is still present. Along with the creaky leather and tight door closings, the sounds all blend perfectly to create the auricular sentimentality I was hoping for.

The one thing I always take time to appreciate when experiencing a restomod is its sensory aspects. For better or for worse, from vehicle to vehicle they’re all different. Project Mercer was special in the sense (pardon the pun) that it was the first 28-year-old vehicle I had ever driven that smelled like a new car. Not a freshly cleaned car with an obviously chemical new-car scent; it smelled like a genuinely new car.

ECD sources much of its leather from Poltrona Frau in Italy, a company with so many color and texture offerings that, according to Humble, “You can basically pick out the cow.” In Mercer’s case, the leather choice was a simple sandy tone with contrasting chocolate middle seat panels, which coordinated well with the overall original look of the interior. It was soft with precise stitching, which still retained a rich, worn-in creaky sound when shifting in your seat; that’s a hallmark of the Land Rover driving experience.

As trends go, it’s easy to say a style has come back into favor simply because it has been rediscovered by a new generation. That enough time has passed for the originality and attractiveness of that particular thing to come into fashion once again; that it has become a “classic.” With auto-enthusiasm trends, however, it never seems to be that simple.

For a vehicle to be labelled culturally as “classic,” time must pass, details must be debated and scrutinized, and an appreciation should be widely recognized for the contribution that vehicle has made to engineering, nostalgia, and design. One cannot simply do as Land Rover did one morning in 1994, when, as the next-gen P38 Range Rovers rolled down the assembly lines alongside their sharp-angled, round headlight predecessors, the company retroactively declared all pre-P38 Range Rovers to be “Classics.”

Time and progress march on, and the things we once loved are never remanufactured—successfully, anyway—from scratch. For us, automotive enthusiasts of the world, nostalgia is more nuanced. My preference for a 2008 Supercharged instead of the nearly identical 2010, with the latter’s added digital displays, engine power, and trim options, has made me a believer that our willingness to sacrifice modernity for the everyday feelings and visuals of our past is what fuels the next generation’s enthusiasm. We send out deep roots from the cars we grew up with; we want to be the people who drove them, a sentiment with which Tom Humble is familiar.

“Many of our clients who have commissioned our RRC builds have a history with them, a common story being that their parents had one when they were growing up and had fond memories attached. Some have actually been brought to us by the client as that exact surviving vehicle from their childhood.”

For a day, I got to experience a history I had dreamed of as a kid, with perfect driving posture.

And finally, to the person who recently purchased an exact middle-school Brandis-spec 1978 Plymouth Volaré for $7200 via Bring A Trailer, I sincerely hope whatever fulfillment you’re looking for is dry, and fungus-free. And that maybe, just maybe, you are reading this on a Commodore 64.

***

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The post ECD’s Classic British SUVs are Wisely, Minorly Modernized appeared first on Hagerty Media.

Mazda’s new CX-70 promises to bring the spirited, intuitive handling for which the brand’s sporty cars are known to the popular two-row crossover segment. Although we didn’t get to drive them, we did get to poke around a pair of CX-70s, one with each available powertrain. Here’s what we observed.

Both the larger CX-90 and the smaller CX-60, the latter of which is sold elsewhere outside of the U.S., share the CX-70’s Large Product Group platform, which uses longitudinally mounted engines and RWD-biased all-wheel-drive. As with its CX-90 stablemate, both of the CX-70’s available powertrains use some form of electrification.

A 2.5-liter four-cylinder plug-in hybrid (PHEV) will be the fuel-sipping option, and also likely the fastest sprinter. A turbocharged 3.3-liter inline-six engine with M-Hybrid Boost should bring a lower curb weight while being quite fuel-efficient also. Mazda hasn’t released power numbers for either option, but the CX-90 seems like a logical point to start. In the CX-90, the 3.3-liter is good for 280 hp in most trims and 340 hp in the sportier “S” trims, plus the mild-hybrid system that adds 16 hp and 113 lb-ft of torque. The 2.5-liter plug-in hybrid engine, also available in the CX-90, produces a combined 323 hp with lots of electric power boosting the bottom end of the power curve.

The interior of the CX-70 is uncluttered and features a modestly sized digital screen above the center stack, reflecting Mazda’s philosophy of keeping the driver engaged without distraction. To further that goal, the CX-70 is the first Mazda crossover to implement Amazon Alexa, allowing the driver to use voice prompts to interact with the radio and climate control. A horizontal element separating the HVAC controls from the screen is upholstered to match the seats and makes for a nice contrast in the upper trim level finished in the available red Nappa leather and red stitching, a design choice inspired by the 100th Anniversary Special Edition MX-5 Miata.

Seating seemed comfortable during our brief time in the CX-70, with plenty of room for tall occupants in both rows. Even with the front seats adjusted to fit a driver who is 6 foot, 3 inches tall, a similarly tall rear seat passenger would have plenty of room, with the front seatback nowhere near their knees. Headroom is ample even with the optional panoramic sunroof taking a bit of height off the ceiling for both rows. Ingress and egress to the second row are aided by generously sized rear doors that hide their mass thanks to rocker and wheel trim that camouflage the cutlines.

There are two packaging compromises that we did notice, however. First, the sizable center console offers a rather shallow main compartment. Thankfully its height and width don’t encroach too much into front legroom. Second, the rear load floor might be a bit taller due to the packaging for the hybrid battery, which seems to have contributed to a slightly higher load floor than would have otherwise been necessary. However, the rear seats still fold flat to make the whole thing level. Cargo space is still impressive, even with the remote-folding rear seats in their upright positions.

In a marketplace crowded by FWD-biased crossovers with transverse engine layouts, the CX-70 seems like it could make a name for itself, if it delivers on its promises of driver-focused handling. The Ford Explorer and Jeep Grand Cherokee, this Mazda’s mainstream, RWD-biased competition, are still more focused on overall utility and off-road prowess. We’ll cross our fingers that the lighter, sportier CX-70 gets the full-powered 3.3-liter turbocharged inline-six as an option to tackle the burly turbo sixes of its rivals.

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It didn’t receive the hoopla that the Dodge Ramcharger did, but the Plymouth Trail Duster is nearly identical except for a few pieces of trim. Plus, it’s rarer. Which makes it a solid alternative to the more expensive and more popular Ramcharger.

Plymouth’s first and only SUV, the Trail Duster PW-100 was introduced along with the new Ramcharger AW-100, which served as Dodge’s long-awaited answer to the Ford Bronco, Chevrolet K5 Blazer, and International Scout. The Trail Duster, which received less attention and was offered as a discounted version of the Dodge, was built from 1974–81 and had approximately 36,000 buyers—about one-third as many as the Ramcharger did during the same time period. And since these trucks were primarily utilitarian and designed for off-roading, who knows how many still survive.

Which brings us to this 1976 Plymouth Trail Duster Sport listed on Hagerty Marketplace. Showing only 19,459 actual miles—yes, we said actual—this Trail Duster 4×4 (VIN AAOBE6X104516) was sold new to Bob Stoody by Sankey Motor Company in Delta, Colorado. And, although Plymouth advertised the Trail Duster as a “highly maneuverable, extremely capable sports-utility vehicle with up-to-the-minute styling that makes it at home anywhere,” its home has always been in Delta. In fact, its second and current owner told Old Cars Weekly in 2021 that it had never even traveled outside the state of Colorado. He purchased it from his next-door neighbor’s widow in 2017 after admiring it from afar for years.

Clearly, both of the Trail Duster’s owners treated it like a cherished member of the family. Finished in Light Gold and white over a tan vinyl interior, it wears its original paint, rides on its original Goodyear Tracker A/T 10-15 LT-B raised white letter tires (safer for display than real-world driving, we’d suggest), and has its original, optional removable hardtop. It even retains its original valve-cover stickers. Under the hood is a 150-horsepower 318-cubic-inch V-8 with a dual-barrel carburetor, mated to the optional Torqueflite automatic transmission.

The Sport package includes Sport medallions, simulated wood-grain vinyl applique, bright tail-light bezels, bright hubcaps, deluxe front bucket seats, and a lockable floor console with a removable Styrofoam cooler.

Among its many features: power steering, power front disc brakes, manual windows, pivoting vent windows, electronic ignition, air conditioning, AM radio, door-mounted map pockets, three-passenger rear bench seat, pneumatic assist for lifting the rear tailgate glass, white spoke steel wheels, chrome bumpers, rear hitch, and a 3.55:1 axle ratio.

Known imperfections include a minor dent on the passenger front fender, minor paint chips, a minor dent in the hardtop on the driver’s side, and a small imperfection on the passenger side of the hood.

While a 1976 Dodge Ramcharger SE (with 318-cu-in V-8) in #2 (Excellent) condition carries an average value of $25,100, a nearly-identical 1976 Plymouth Trail Duster Sport is valued at $23,600. You won’t get this one for that, though. With eight days remaining until the auction closes on Friday, December 1 at 3:30 p.m. EST, bidding has already rocketed to $24,500.

Perhaps the Trail Duster is finally getting its due—this time around, at least.

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Though typically known for its conservative product cycles, you may have noticed that Toyota (and its luxury brand Lexus) have been busy rolling out entirely new or heavily refreshed models over the past 18–24 months. Stalwarts like the Tundra, the Sequoia, the Tacoma, and even the Land Cruiser have made the leap to hybrid tech and engineering that looks fit for another half-decade or more of service. Lexus rolled out the new GX and LX, along with an entirely new SUV, the TX, and even an all-electric vehicle, the RZ 450e.

The 4Runner, Toyota’s workhorse body-on-frame SUV, will make no such leap for the 2024 model year. Instead, the old but proven machine will make do with just two significant updates, both of them courtesy of the paint department.

The range-topping 2024 4Runner TRD Pro will be treated to a new paint color, dubbed “Terra” by Toyota’s stylists. The earth tone is sure to appeal to those who want to drop a hefty chunk of change for a ready-to-roll overlander. Another color, Underground, will be available for other 4Runner models.

The 4Runner lineup remains virtually unchanged, otherwise. You can opt for 2WD or 4WD on most trims, though the off-road-oriented TRD Pro and TRD Off-Road models offer part-time 4×4 with a manual transfer case exclusively. The 4Runner Limited can be had with either 4×2 or full-time 4×4, the latter of which utilizes a Torsen center differential and a console-mounted switch to engage 4WD rather than a second lever for the transfer case.

Trim-wise, you’ll have the following choices: SR5, SR5 Premium, TRD Sport, TRD Off-Road, Limited, and TRD Pro. On the cheaper end, a 2024 4Runner SR5 4×2 will run you at least $41,850, including a $1395 destination fee. At the pricier end, the 4Runner TRD Pro, kitted out with heavy-duty underbody armor, high-tech Fox internal-bypass shocks, Nitto Terra Grappler tires, and more will run you at least $56,315. That’s up just $300 over the 2023 model year‘s TRD Pro asking price. Not bad, all things considered.

Mechanically, while its adventurous siblings have ditched free-breathing engines for turbocharged four- and six-cylinder engines often aided by hybrid componentry, the 4Runner will soldier on with a tried-and-true 4.0-liter V-6 making 270 horsepower and 278 lb-ft of torque sending power through a five-speed transmission. Yes, both the engine and the gearbox are old dogs, but there’s no point in trying to teach new tricks here—especially when, with the new Tacoma, we’ve seen what’s almost certainly ahead for the 4Runner.

Somehow, despite this fifth-gen 4Runner debuting in 2009, it feels as though product updates have arrived even slower than normal. However, viewed in the context of what the 4Runner stereotypically trades on—dead-nuts reliability, a capable platform, and extensive aftermarket support that has had more than a decade to develop every part under the sun—meager changes to a proven formula make all the sense in the world.

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At the end of August 2023, Jeep delivered its five-millionth Wrangler since the 1987 model year, when the off-roader officially succeeded the long-running CJ series. Senior Editor Brandan Gillogly wrote the story below in December of 2018, and for him the Wrangler TJ remains a high-water mark that Jeep has yet to surpass. Got a favorite Jeep of your own? Tell us about it in the comments. -Ed.

Jeep’s ‘90s and early 2000s motto, “There’s only one,” sort of sent the wrong message. If there’s only one Jeep, it has to be the Wrangler, right? So what does that make the Grand Cherokee? For many Jeep fans, the Wrangler is the only model that matters and clearly the cornerstone of the Jeep brand. It’s hard to come up with another model more important to its parent’s brand equity. Not the BMW 3 Series, not the Ford Mustang, and not the VW Beetle. Jeep Wrangler. Through four generations the basic recipe has barely changed—so which generation Wrangler is best Wrangler?

You can trace the Wrangler’s roots back to the CJ series of Jeeps that were civilian versions of the original flatfender Willys MB. The longer-wheelbase CJ-7 got the proportions right, as the shorter CJ-5 was nimble on trails but a bit twitchy on the highway. The added wheelbase that allowed for more stable handling and trail ascending also added some much-needed cargo space, making the CJ-7 the right compromise of capacity and maneuverability.

From CJ to Wrangler

AMC kept many of the CJ-7’s dimensions when it developed the Wrangler, also known as the YJ, for 1986. The Wrangler got a redesigned leaf spring suspension with new anti-roll bars, but most of the skin was the same. You can buy new body tubs for CJ-7s and YJ Wranglers and they’re the same stamping.

The four-cylinder and six-cylinder engines were carryovers and despite a taller windshield with prominent wipers, it still looked like a CJ, except for the square headlights. Many a Jeep enthusiast was (and still is) incensed that the characteristic round headlights were ditched in favor of square headlights. Still, sales under Chrysler remained strong as the YJ Wrangler continued to deliver a solid platform for off-road enthusiasts and anyone looking for a competent runabout.

Enter Chrysler, welcome TJ

Just a year after the release of the YJ Wrangler in early 1986, Chrysler purchased AMC. Despite the new ownership, production carried on and minor updates were made as Chrysler began making plans for the YJ’s successor. The all-new TJ Wrangler debuted for 1997 with the same wheelbase and 4.0-liter AMC inline-six as the YJ, but returned to round headlights. It looked a lot like a CJ-7, with the classic door shape that featured a rounded rear edge of the window frame, but underneath was a new four-link suspension cribbed from the Grand Cherokee. Eventually an overdrive automatic transmission made its way onto the option sheet, as did a six-speed manual. The TJ also marked the debut of the Rubicon trim, bringing selectable front and rear locking differentials and Dana 44 axles along with a unique transfer case with 4:1 low range. Thus was born the most capable factory Wrangler up to that point.

After a 10-year run, the TJ was succeeded by the JK Wrangler, which brought a four-door model, the Wrangler Unlimited, for the first time. The inline-six was gone, replaced with a 3.8-liter V-6 shared with the Dodge and Chrysler minivans. Wrangler Unlimited sales took off, leaving the two-door in the dust. That trend continues with the JL Wrangler, introduced for 2018.

Both the two-door and four-door models of the latest generation have evolved the basic Jeep recipe by adding further (optional) luxuries, so they each make a more practical family truckster than the previous work hardened models. The JK’s updated four-link suspension is still a bit truck-like, although it’s even better on-road than a TJ, and the JL Wrangler continued the improvement. The JK and JL both brought more powerful engines (eventually), with the Pentastar V-6 packing 50 percent more power than the AMC 4.0-liter—much appreciated when adding taller tires and a week’s worth of travel gear to the payload.

Goldilocks Wrangler

With improved interiors and more creature comforts, JK and JL Wrangler generations make fewer compromises for a daily driver and are still excellent platforms for rock-crawlers or more mild trail and camping rigs, yet we still feel the TJ is the sweet spot. It has better ride quality and off-road performance than the YJ—thanks to the four-link front and rear suspension it adapted from the Grand Cherokee—while maintaining many classic CJ characteristics. It marked the return of round headlights to the Wrangler and despite a completely new body, it kept the same 93.4-inch wheelbase of its predecessor as well as the classic AMC paddle-style door handles.

Most important to AMC fans, it used the 4.0-liter AMC inline six for its entire production run from 1997-2006. Its 10-year run and sales success meant that the aftermarket was eager to vie for a piece of the action. The choices for suspension lift kits, body armor, tube doors, and soft tops are extensive, so even though they’ve been out of production for more than a decade, TJ Wranglers are still a viable platform for whatever kind of off-roading you’d like.

For our money, the TJ Wrangler is the best of both worlds, with the size, looks, and straight-six powertrain of a classic Jeep, but the on-road ride and off-road articulation of a more modern four-link suspension. Add in the capability of the optional Rubicon package and it’s no wonder they’re holding their value so well. Besides, the top engine available in the JK and JL are both V-6s, and we all know the only Jeep that should have a V-6 is a Commando.

Feel free to tell us why we’re wrong, by the way. We welcome all manner of Wrangler fans, so sound off below with stories of why your Wrangler is best Wrangler.

The post Face it, the TJ is peak Jeep Wrangler appeared first on Hagerty Media.

This guide to all things FJ55 originally ran on our site in July of 2021. We’re re-sharing it in 2023 to celebrate the return of the Land Cruiser to U.S. shores after a three-year absence. Enjoy! — Ed. 

What makes a Toyota Land Cruiser so appealing? For some, it’s the original Jeep-like vehicle with roots back to 1951. For others, it’s the ability to go just about anywhere with room for the whole family. But unlike today’s luxury-laden Land Cruisers, the FJ55 sports a durable and minimalist demeanor worthy of the original, with a purpose-built body that easily accepts multiple passengers and all of their overlanding necessities to boot. So let’s see how the FJ55’s station-wagon body style grew the audience of Toyota’s Land Cruiser franchise, establishing its desirability and collectability.

1967–74

Introduced in August 1967, the FJ55 replaced the limited-production FJ45LV four-door wagon. While the FJ45LV was a derivation of the FJ40 two-door off roader, the FJ55 was Toyota’s first Land Cruiser model designed from the start to be a wagon. While designated as a van in Japan (hence the “V”), the FJ55 was marketed in the U.S.A. as an alternative to four-door station wagons and the three-door Chevrolet Suburban or the Kaiser/Jeep Wagoneer. To that point, the FJ55 had a large cargo area that also utilized a fold-down rear seat. The bottom-hinged tailgate sported a power-operated window that activated either via a switch on the dashboard or with the key. The tailgate’s motorized window was a rare luxury in an otherwise utilitarian vehicle.

The FJ55’s purpose-built body had a narrow “face” separated from the fenders, with headlamps inset in the grille opening. The two-tone paint job enhanced the front end’s resemblance to a pig’s snout, which created the model a new nickname, the “Iron Pig.” While it may not be the most flattering moniker, the Iron Pig has become a term of endearment. Cosmetic changes to the Iron Pig were extremely minimal, like a modest change to the side marker lights in 1972 that resulted in the addition of a passive cabin ventilation hose.

The FJ55 was close to the Land Cruiser FJ40 under the skin, using the 3.9-liter, overhead-valve Toyota “F” inline-six making 125 horsepower. Some reports suggest this was boosted to 130 horsepower in 1969. The only transmission available was a three-speed manual with a non-synchronized first gear, a two-speed transfer case and part-time four-wheel drive.

1975–80

With ever-tightening emissions regulations in mind, Toyota made the transition to the 2F engine for all FJ55s. This new motor, at 4.2 liters, was larger than its predecessor, had more power (135 hp), and came with a four-speed manual transmission for better performance. The new motor was easy to spot, thanks to a unique hood design with a center-domed hood rising behind that classic Iron Pig front fascia. This hood’s underside also reportedly provided clearance for the revised induction system. A less significant change for 1975 was the transition to a new front turn-signal assembly with both an amber and a clear lens.

Since running changes were modest on such a no-nonsense machine, the next items of note are the revised rear lamp assemblies introduced in 1978. These new lights gave the FJ55 a new look; they were mounted lower on the body and included integral amber turn signals, reverse lights, and red reflectors. Production ended in July of 1980 and the Land Cruiser name was attached to the new FJ60 platform. Running changes were not uncommon in the 13 years of FJ55 production, but mechanical ones tended to run in step with its sistership, the FJ40.

Before you buy

Because FJ55s are durable and share mechanical bits with other Land Cruisers, the three biggest issues you must consider are rust, rust, and more rust. If you aren’t comfortable assessing tin-worm damage, pay for a pre-purchase inspection that examines the entire body and frame with the proverbial fine-tooth comb. The key areas to examine are the roof (especially near the drip rails) and down near the cowl and fenders. Rust is also likely inside the doors, rocker panels, and wheel arches. Chassis rust is just as concerning, so examine the frame rails, body mounts, and anywhere mud can collect and store moisture.

Replacement panels generally do not exist, so if the FJ55 before you needs metalwork, the replacements must likely be fabricated. This is a good time to inspect the quality of rust repair in the past, as not everyone performs rust repair to the same standard. If the example doesn’t pass muster, either lower your offer or walk away from the FJ55 entirely.

Trim is also hard to find. The same goes for weatherstripping, so finding an FJ55 in the best condition for your price range is paramount. The interiors are simple but also a bit fragile, as vinyl seats are likely to be ripped (or already replaced with aftermarket covers). Dash tops and the original rubber floor mats quickly become brittle and crack. While reupholstery is a worthy and valuable option for deteriorated interior parts, an original interior with no rips or cracks will make an FJ55 more desirable.

Interior upgrades may or may not suit your tastes, but switching to disc brakes is generally encouraged, and the upgraded components are easy to source. Still, the stock drum brakes are adequately sized for the FJ55’s modest footprint, so don’t feel the need to upgrade if the original units are in good working order and if the powertrain remains factory-spec. Speaking of, the Toyota F and 2F engines are generally durable, provided they have received basic maintenance and periodic valve adjustments. If something goes wrong under hood, it will be easy and cheap to fix. Well, at least relative to the cost associated with rust repair.

Valuation

While FJ55s don’t draw the same following as the FJ40s, and they aren’t as usable or comfortable as the later Land Cruisers, their rarity and overall appeal have cemented their status in the classic-truck market. Prices have been consistently trending up in the last several years: Since 2020, the median quote value has increased by 65.8 percent. Despite that large percentage gain, values remain reasonable: The median quoted value—measured across all conditions of FJ55—is $34,500. You’ll pay more for a nicer example: A truck in #2, or Excellent condition—you’d have to look very closely to find flaws—carries a median value of $46,300. Most real-world examples aren’t that nice, of course: The median value of all the FJ55s we insure is $24,500, or nearly half that #2 median value. The Hagerty Valuation team has significant insight into FJ55 transaction prices, but please check here for the latest values.

Not only are FJ55s on the uptick, but they are also particularly popular with Gen Xers and younger generations. The former set, which represents 31.44 percent of the market, accounts for 58.5 percent of FJ55s quotes. To be fair, Gen Xers disproportionately like trucks, but millennials and Gen Z are right behind them when it comes to the FJ55, with 33 percent of quotes (for context, these two generations together make up 30.82 percent of the market). Boomers are relatively less interested: Though they comprise 33.46 percent of the market, they represent 24.3 percent of FJ55 quotes. Pre-boomers bring up the rear, with 5.4 percent.

The FJ55 Land Cruiser isn’t for everyone, but the Iron Pig is Toyota’s first dedicated Land Cruiser wagon. It’s a legitimate SUV that’s immensely fun to drive. Prices are likely to continue to rise, so buying an FJ55 sooner rather than later, in the best condition you can find for your budget, is a safe bet for any Toyota devotee—or any vintage-SUV enthusiast.

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If BMW ever had a true golden age in which more or less every car in its lineup was at the top of its game, there’s a real case to be made for the turn of the millennium. In 2000, BMW offered the sporty E46-generation 3 Series, the sophisticated E39-generation 5 Series, the timeless E38-generation 7 Series, and the retro Z3 roadster. Essentially all of these vehicles have come up in value in recent years, suggesting a renaissance of interest. Looking back on the last 25 years, however, a different vehicle altogether arguably had the biggest influence in shaping the BMW we know today: the original E53-generation X5. Might it soon become a coveted collectible?

A collector luxury SUV?! Gasp! If we’re not clutching pearls here, it’s because this notion should no longer seem far-fetched to those paying attention. Leaving aside the fact that few imagined, say, a Subaru WRX or an Acura Integra Type R would ever sell for huge sums, a contemporary X5 rival is already carving out a niche in the collector conversation. We’re referring to the Porsche Cayenne, an SUV which launched a few years after the X5 but is already swept up in the vortex of Porsche enthusiasm. A lot of the Cayenne craze centers around safari-style off-road builds, which plays into the vehicle’s reputation for overengineering and durability.

In keeping with BMW’s reputation for sportiness at the time, the X5 was more celebrated for its impressive on-road handling. Maybe that’s why BMW marketed it as an “SAV” rather than an “SUV” (A for Activity). Or maybe it’s because the trunk was so pitiful for a big crossover that nobody in Munich could honestly allege that utility was the point of the exercise.

The true point, of course, was profit. Remember—BMW had acquired Land Rover in 1994 and was keen to make good on its investment. When it launched in 1999, the X5 featured many of the same electronics, infotainment, and powertrains as the 5 Series. However, the split tailgate, hill-descent control, and general luxury-hunting-rig vibe were straight from the Range Rover playbook. Along with wanting to utilize its recently-purchased British asset, the market was beginning to hop with competition. Among the Germans, Mercedes-Benz hit the scene first with the ML-Class in 1997, —the first vehicle to be built at the brand’s U.S. factory in Alabama. Lexus followed the next year with the incredibly successful RX300.

The X5 was built in Spartanburg, South Carolina. That both Mercedes and BMW opted to build new SUV factories on our shores was not a coincidence; Americans were very much the target market. Sales were strong right out of the gate, with 26,270 X5s sold in 2000, the first full year in showrooms. That’s a fantastic result for what was at the time a genuine oddball at BMW dealerships, and an expensive oddball at that. Launched only with a 4.4-liter V-8, the X5 started at $49,970—that’d be $90,532 now. BMW fleshed out the lineup the following year with a 3.0-liter straight-six version, costing $38,900 ($68,185 today). Year-end press releases at the time touted record sales, including a 58 percent increase in 2000. The dizzying roster of X- models in BMW dealerships today all began with the success of the E53.

Among these early X5s, the rarest is the Neiman Marcus Edition. Sold exclusively via the department store’s 1999 Christmas Book, all 50 examples were finished in Impala Brown Metallic with standard 19-inch wheels, park-distance sensors, navigation, Xenon headlamps, heated front seats, and a 10-speaker sound system. The experience included driving training at the new BMW Performance Center in South Carolina, a group romp on the Blue Ridge Parkway, and a tour of the Biltmore Estate in Asheville. Pinkies up, everyone!

As special editions go, it’s not all that special. For one, the powertrain was the same 282-hp, 324-lb-ft V-8 engine and five-speed automatic transmission as the standard X5 4.4i. Still, we relished the chance to drive the very first of these brown bombers for a few hours during The Amelia last month. The vehicle belongs to BMW’s collection in Spartanburg, and at the time of our drive the odometer read just 800 miles. It’s not difficult to imagine this being the lowest-mileage Neiman Marcus X5 in existence, and among the freshest E53-generation X5s overall.

The first thing I notice is just how elegant the X5 looks in a parking lot, despite its considerable size. Designers Chris Bangle and Frank Stephenson nailed it. Lines are sharp but not aggressively so, and the design’s sheer clarity has held up much better than the first ML or Cayenne. I open the door and remark on the sheer heft of the thing, similar to an old Volvo or Mercedes. They shut with satisfying thunk—the kind that stamps an exclamation mark on the end of a heated argument. Gorgeous inlaid wood appears all over the cabin, wrapped around the steering wheel and center console with a delicacy not seen in today’s models. The storage cubby behind the gear selector snaps open quickly and clicks back audibly into place. Door pockets would have seemed enormous to 5 Series drivers. Typical of BMWs in this era, the gauges are all easy to read and clearly framed by the space inside the steering wheel.

Quality padded leather or solid-feeling plastic covers essentially every other surface with which you interact, though the reddish brown seats and trim don’t visually gel here. Every other Neiman X5 I can find online had a light beige interior, also specified in the original press release, so I suspect this color theme may have been reserved for this BMW-owned example. If there’s any downside to the interior, aside from the small trunk and the impossible-to-locate lower tailgate switch, it’s that the back seat is considerably more cramped and less comfortable than the fronts.

Compared with a modern X5, you feel like you’re driving a truck. The seating position is high, but visibility is excellent all around thanks to large windows and a clear perspective over the hood. Inputs require muscle, and the steering weight is heavy and purposeful. At the time I imagine this would have been frustrating to maneuver around a parking lot several times a week, but as an occasional driver today I’d chalk it up to part of the charm.

It’s not especially quick—BMW claimed 7.5 seconds to sprint from 0-60 mph—but the X5 is more about momentum. It handles with surprising poise for something this tall and weighing 4800 pounds. Brakes are right there, every time, clamping down with consistent and predictable force.

While working for Car and Driver in 2000, Hagerty special projects editor Steven Cole Smith drove a Sport package X5 for more than 2500 miles on a road trip. He disliked the Sport’s stiff suspension but voiced praise for the powertrain:

“The VANOS variable valve timing is seamless and transparent. Mated to the five-speed automatic ZF transmission, the powertrain is well-matched, downshifting intuitively when needed, upshifting without drama. It has the Steptronic feature that allows you to shift for yourself, but to some of us, it seemed more a novelty than an enhancement.”

Smith’s criticism holds up nearly 25 years later. The main difference is that this is a slow-shifting transmission by modern standards, but the remains quite a usable powertrain both around town and on the highway. The V-8 has a patient confidence, but even stomping the throttle pedal doesn’t make the car feel over-taxed.

By many accounts, the taxing came later, when the car went out of warranty. These cars can be useful for many thousands of miles if fastidiously and proactively cared for, but maintenance costs are considerable. For one, there are many reports the X5 going through tires like a college freshman through a super-pack of Top Ramen. Owners of the E46 and E39 can also attest to the fact that BMW electronics from this era don’t hold up terribly well, and the X5 shares many of those cars’ other common issues, coolant leaks being the most common of them. Expect high labor costs for anything involving the permanent all-wheel-drive system, timing chain guide rails for the V-8, and optional self-leveling air suspension.

First-gen X5s are generally more affordable than comparable Cayennes, and well-used examples are readily available for under $10,000. That said, savvy buyers will wait for the right car to come along—one that has been thoroughly cared for and maintained. Paying a premium up front will likely mean avoiding nasty surprises down the road. A qualified inspection is essential.

We know millennials are particularly fond of sporty BMWs from this era, but Hagerty insurance quotes for the E53 X5 suggest an older demographic: Gen X. Factors here could be willingness to deal with the maintenance costs, a greater focus on luxury than sportiness, and a higher priority on comfortable ingress/egress. It’s easier to load up kids or grandkids in an X5 than a 5 Series.

For now, the first-generation BMW X5 is in the very early stages of becoming a collector machine. Interest is growing, though, as Hagerty manager of valuation analytics John Wiley explains:

“A couple of years ago, Hagerty gave insurance quotes for the E39-generation BMW M5 more than five times as often as the E53 X5. That was despite the X5’s average quoted value of $16,800—less than half that of an M5. When we do that calculation in 2023, that advantage for the M5 is now just 3.5 times as many quotes.”

We’d expect V-8 versions of the X5 to remain more collectible than the inline-six examples. Though the Neiman Marcus X5 could well hold appeal for the luxury crowd, sport-minded buyers will naturally gravitate to the late-model 4.6is. A kind of proto-X5 M, this über-E53 shaved its 0-60 time down a full tick, to 6.5 seconds, thanks to its 0.2 liters of extra displacement, 340 horses, 20-inch wheels with wider tires, and plastic wind foils. When new, the 4.6is cost $66,845, which was $15,200 more than a 4.4i Sport.

With the rise of 1990s and 2000s European cars in full swing, and the market for vintage SUVs truly becoming a fixture of the collector landscape, the X5’s time will come. I, for one, look forward to witnessing this brutish, Bangle-Stephenson beauty earn its seat at the table.

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The days of hefty Sports Utility Vehicles are numbered, according to the CEO of Citroën Vincent Cobée. The French car boss believes that demands of electrification and a shift in public opinion will lead to the demise of the large crossovers which currently dominate the car market.

In an interview with the U.K.’s Auto Express Cobée claimed, succinctly, “The world of SUVs is done.”

While admitting that sales figures right now show the exact opposite, Cobée said that in the quest for ever-more efficient EVs the basic design design principles of tall, heavy crossovers are simply incompatible. Citing aerodynamics as being of huge significance he said, “On a battery EV, if your aerodynamics are wrong, the penalty in terms of range is massive. You can lose 50km (31 miles)  between good and bad aero, and between an SUV and a sedan you’re talking 60/70/80 km very easily.”

Another key factor will be weight, he added. Heavy cars don’t just require more energy to move, they’re likely to incur cost penalties. In Citroën’s home country of France vehicles are already taxed according to weight, so adding more and more batteries to compensate for a bigger vehicle’s needs won’t be the answer. Cobée bemoaned the massive increase in mass that’s come with bigger cars and electrification.  “In the 1970s, a car was weighing 700kg (1543 lbs) . Today an average car is weighing 1300kg (2866 lbs). Tomorrow an average car will weigh two tonnes (4409 lbs). So we’re using three times more resources to deliver the same service, just to be ‘green’.”

Citroën’s plan to is pursue a lightweight approach, as demonstrated by the Oli concept car, which uses innovative materials including cardboard to keep its mass to a minimum, allowing it to carry a relatively small 40kWh battery, yet still achieve a driving range of almost 250 miles.

Finally, Cobée believes that the public will actually turn against SUVS. “People will start limiting weight and battery sizes, either through tax, through incentives, through regulation, through naming and shaming. If you live in a big city, five years ago if you drop off your kids with a big SUV you’re a man. Now, if you do this, you’re a ‘terrorist’…”

Do you think he’s correct and will you miss the SUV when it’s gone? Let us know in the comments.

The post The SUV will soon be dead, claims Citroën boss appeared first on Hagerty Media.

Once you get past the sticker price—$73,745—there’s plenty to like about the 2022 Acura MDX Type S, especially painted this Tiger Eye Pearl, a $500 option, and worth it.

At the top of the list is the powertrain, a 3.0-liter, 355-horsepower V-6 with a turbocharger and direct injection. Coupled to a 10-speed automatic transmission, power is right there, delivered smoothly and with a very nice exhaust note.

This is the second Acura Type S model to arrive in this new era of Type S performance, following the launch of the 2021 TLX Type S. The limited-production 600-horsepower 2022 NSX Type S, is the third.

As you would expect on a top-of-the-line model, the laundry list of options is a long one, and includes massaging leather seats, an excellent ELS sound system with—get this—25 speakers, red-painted calipers with front four-piston Brembo brakes and pretty much every safety feature you’d want including adaptive cruise control and forward collision warning. The only option is that Tiger Eye paint.

Good-looking 10-spoke alloy wheels hold fat, self-sealing P275/40 R21 Continental CrossContact radials that provide good grip in wet and dry conditions. Adaptive air suspension varies ground clearance from 6.7 to 9.4 inches. Even with all-wheel drive, it’s unlikely many owners will take their Type S off-road, but it’s certainly capable of moderate cow-trailing. Towing capacity is a healthy 5000 pounds. Turning circle is 40.5 feet.

Handling is crisp and predictable. Weight is nearly 4788 pounds so the Type S is no lightweight, but it feels more nimble than the poundage suggests.

Inside, the MDX Type S is undeniably premium-feeling, with tan and charcoal leather and wood trim. (Really, why bother when the wood trim is charcoal colored?) Front 16-way power seats, covered with perforated Milano leather, are comfortable and supportive; second-row seats are fine on each side but the middle seat feels awkward and not that comfy, and the two rearmost seats are best left for kids and small adults who really, really need a ride.

Cargo space behind the rearmost seat is a usable 18.1 cubic feet, plenty for a grocery run. Lower the third row and luggage capacity expands to 48.4 cubic feet.

Outside, the MDX Type S is clean-looking but not particularly distinctive. There’s a large lower bow-shaped feature that extends from the front to the rear wheel well, with thin black trim that extends to the rear quarter panel and ties into the black wheel well trim. Headlights and taillights are LED, with LED fog lights up front. It all snaps with the aforementioned Tiger’s Eye Pearl, but in, say, silver, it all blends together. It’s a really color-sensitive design.

Length is 198.4 inches, width is 78.7, height is 67.1. Dimensions put it very close in size to the Ford Explorer.

On the road there is little to complain about. The Type S possesses good brakes, a sharp turn-in with minimal body roll, and a ride that is an effective cross between sporty and compliant. That auto-leveling air suspension feels good on smooth and rough roads—Acura really got this right. Steering is linear, with a good feel through the just-right, leather-wrapped steering wheel.

Similarly, straight-line performance is solid, with the gutsy engine and eager transmission. We clocked a 0 to 60 mph time of a brisk 5.9 seconds. Mileage? Well, that’s another matter. EPA rating is 17 mpg city, 21 highway, with 19 overall. Calculated annual fuel cost is $2350, calculated at an optimistic $2.95 per gallon.

Overall, we found very little to complain about with the 2022 Acura MDX Type S (the 2023 model has very few changes, and a price increase of $650.) Performance is certainly on BMW, Audi, and Mercedes-Benz’s level. At the same time, so is the price, which is a steep one to ask of customers who won’t be impressing anyone at the country club with an Acura badge.

***

2022 Acura MDX Type S

Price: $72,050 base/$73,745 as tested

Highs: Effectively balances style, utility, comfort, and speed.

Lows: High price. Rear seats a whole lot less appealing that the front (massaging) seats.

Summary: An impressive hail-Mary for Acura.

The post Review: 2022 Acura MDX Type S appeared first on Hagerty Media.

A funny thing happened when I was scrolling through my Facebook feed: I saw a friend’s new ride (a 2022 Ford Expedition) and thought to myself, “Boy, those wheels sure look like something I’ve seen on a new Escalade.”

After a little verification with some sales brochures, turns out I wasn’t too far off. The 2015 through ’18 Cadillac Escalade sported a set of 22-inch wheels with a very similar, split spoke design. The differences are subtle in some places, radical in others: The Ford wheel uses one less spoke, is 2 inches shorter, and doesn’t use machined-out pockets to push the smaller, split spoke behind the primary one.

Still, the similarities remain. The split spokes are a little longer and slimmer on the Ford (surprising, considering the wheels are smaller), but the negative areas between each wheel’s spokes have the same general shape. The big difference is the aforementioned machining across the face, which makes the Cadillac’s split spokes sit notably lower than the bigger, more prominent ones. Extra two inches aside, perhaps this extra machining costs a few more bucks per wheel, and perhaps that’s enough to justify it being worthy of a Cadillac Escalade?

No matter—though Oscar Wilde immortalized “imitation is the sincerest form of flattery” as a cultural phrase for us writers wanting to sound smarter than we truly are, perhaps the phrase’s earliest known DNA, from 1708, befits the Escalade far, far better. Because, as a biography of Roman emperor Marcus Aurelius exclaims:

“You should consider that Imitation is the most acceptable part of Worship, and that the Gods had much rather Mankind should Resemble, than Flatter them.”

And let’s face it, the Escalade is a god in the SUV world. Be it livery drivers or high-end family haulers, this is the King of the Hill. (Sorry, Corvette ZR-1.) While it never strays too far from the Chevy Tahoe, the Escalade is the only Cadillac with the gravitational pull to keep the corporate mothership from giving it a depressing three-letter name. Being able to overcome a misguided corporate mandate? That’s why the Escalade is an automotive God among motorized Men.

Not that I come to bag on the Expedition, as it has always sold well across the country. But, even in the early days of Eddie Bauer–edition snobbery, it did so without any of the braggadocio from the Caddy. And car design has often been about imitating the loudest voice in the room, especially in the world of wheels. To wit, how many slightly different versions of Magnum 500 wheels were available for muscle cars? Let us count some of the ways …

Side note: Upon further research, these rolling icons to historical horsepower originated with the British Rostyle wheel originally seen on the Rover P5B. And—spoiler alert—Magnum 500 style wheels look awesome on everything.

But the fact remains: There’s only so much you can do inside a circle to make a wheel look unique. There’s simply not enough real estate, and the structural engineering inside must never be tampered with. It’s a delicate balancing act, as designers must ensure their work can still handle potholes, overloaded cabins, massive brake calipers, and performance concerns from unsprung weight/rotational mass, etc.

Let’s get back to the quote about emperor Marcus Aurelius, and ask a question: Can we blame Ford for using a seven-year-old, 22-inch Cadillac wheel design for its latest flagship SUV?

I don’t think so, because you can worship at a far less interesting altar than this pop-culture phenomenon. It’s a god-like chariot on 22-inch wheels, memorialized in time by countless artists across the land. And while you can resemble less-appealing people haulers these days, you probably should not. Good on you, Ford.

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Your first (official) look at the SUV Ferrari said it would never build

Intake: Ferrari has released the first official photo of its Purosangue crossover, only a few short years after design boss Flavio Manzoni said this about an SUV: “It’s not within our DNA and it’s not something we are ever going to look at.” The world has turned dramatically since Manzoni spoke out so passionately in 2015, and soon Ferrari will cross that line in the sand. Purosangue translates as “thoroughbred” and fans will be hoping that the all-wheel drive “Ferrari Utility Vehicle” lives up to its moniker. (The rest of us will be wondering whether “utility” was the main goal of any Ferrari.) Maranello has released no details of the car’s specs, but the rumor mill is strong. There’s said to be a brand-new, front-mid engine platform which will also underpin the replacements for the Portofino, Roma, and 812 Superfast, which means that it will be able to fit V-12, V-8, and V-6 motors. It’s tricky to tell too much about the Purosangue’s size from the front-end teaser photo, but previous spy shots suggest that it’s not as tall as the Lamborghini Urus, Aston Martin DBX, or Bentley Bentayga. As suggested by previous track outings, this GT4CLusso successor will likely prioritize on-street performance and sport a lower-slung stance accordingly. We’ll keep you posted as more is revealed.

Exhaust: Manzoni’s words haven’t aged well. “Ferrari is not a follower,” he said. “We cannot make something just because this is the normal trend. It wouldn’t be a Ferrari, Enzo Ferrari would turn in his grave.” True or not, Ferrari needs a car like this to remain competitive in today’s SUV-dominated marketplace. Here’s hoping that Maranello’s not-so-purebred pony funds lots of high-spirited, truly excellent GTs and race cars. 

Honda’s tiniest SUV gets cheeky ahead of April debut

Intake: Honda’s tiniest SUV is due for a makeover. Now we know when the next “Hi-rider Revolutionary Vehicle” (nope, not a joke) will appear: Monday, April 4, 2022. The first-gen Hurv (that one’s a joke) never came stateside; not until 2015 did the second-gen HR-V arrive on U.S. shores, riding high on the bones of the Honda Fit hatchback. The Mexico-built compact received a mid-cycle refresh three model years later, in 2016, comprised of light touches such as LED lamps, bits of chrome, and standard Apple CarPlay. The third (global) generation of HR-V is a two-part recipe: a model specific to North America, and another version (revealed last year) for everywhere else. Judging by two teaser photos released by Honda, the U.S.-tailored Hurv promises to wear a far more cohesive design than the current buck-toothed, overly contoured model.

Exhaust: HR-V sales haven’t yet surpassed those of the venerable Civic, judging by 2021 (137,090 vs. 263,787). However, last year was the first time that the compact SUV broke into six digits. The Civic may be cooling off: Sales dipped below 300K in 2020 for the first time in eight years, and 2021 didn’t see the sedan fully recover. Could the 11th-gen car turn the tide? The North American–specific HR-V indicates that Honda thinks this SUV has room to grow in the states … we won’t be surprised if the new compact closes the gap to the Civic.

There are 110 more AMG V-8s thanks to Affalterbach’s 55th birthday party

Intake: In celebration of 55 years of tire-smokin’ good times, the mad men and women in Mercedes’ performance division have cooked up a special edition for the track and another for the trail. The Mercedes-AMG GT Track Series is a 55-unit, track-only riff on the 720-horse AMG GT Black Series that showcases a 4.0-liter, flat-plane crank, twin-turbo V-8 turned up to 11—er, 734 hp. This makes it the most powerful sports car to ever hail from the AMG (the 1000-plus-hp AMG Project One hypercar not included because it’s not real yet. Are we salty? Maybe). It’s got the gnarly aero and deeply tune-able suspension to match such an engine, as well as a Hewland six-speed sequential gearbox in place of the seven-speed dual-clutch automatic. The price? A cool €369,000 ($406,132 at current exchange rates) for one with air-conditioning. Customer deliveries begin next quarter.

Prefer your performance in 4×4 flavor? Meet the Mercedes-AMG G 63 “Edition 55,” a gussied-up take on the continent-conquering Geländewagen. This €17,850 ($19,652) package adds 22-inch AMG forged wheels with a matte-gray finish to either available exterior tone, black or white. Inside, special “Edition 55” lettering on velour floormats and “55” badging on the steering wheel lets know you’re one of a … well, 55 AMG fans in the U.S. celebrating in such lavish style.

Exhaust: We’ve come a long way from Hans Werner Aufrecht (A) and Erhard Melcher (M) wrenching in Aufrecht’s Grossaspach (G) garage. Mercedes has seen and done much since 1967: It built the inimitable Mercedes 300 SEL 6.8 better known as “Die Rote Sau” (The Red Pig), functioned as a skunkworks tuning house in the ’70s and ’80s, and in the ’90s built its first jointly developed vehicle, the Mercedes-Benz C 36 AMG, thanks to MB’s formal acquisition by DaimlerChrysler in 2005. The next era at AMG will center around electricity, a technology already creeping into the next wave of AMG products through hybrid tech. Here’s to you, AMG; burn-outs all around! 

Hot Wheels gears up for the NFT craze

Intake: Hot Wheels is expanding its NFT Garage, a space where car fans can park their favorite blockchain-tied digital artworks of special Hot Wheels collectibles. Referred to as Series 2, 40 new NFT designs have been added to NFT Garage and will go on sale on March 31. Some of the NFTs will feature designs based on popular manufacturers such as Chevrolet and Honda, but good looks and great art are not necessarily what makes them valuable. A successful NFT relies on scarcity, popularity, and an inherently distinct, traceable record (via blockchain) to validate the originality of the digital collector’s item. Hot Wheels has partnered with blockchain platform WAX to facilitate the buying and selling of its NFT ventures. Series 2 NFTs will go for 25 bucks a pop but require users to sign up at the NFT Garage site and create a WAX blockchain wallet first. Which NFT artwork a fan will receive is down to a digital lottery of sorts. Premium, rare NFTs, including a Custom Otto, Honda S2000, Corvette C8.R, and an Aristo Rat have a 4.2 percent chance of being drawn, while the rarest is a ’55 Chevrolet Bel Air Gasser coming in at 0.53 percent.

Exhaust: It was only a matter of time before automotive collectibles from Hot Wheels would find a way into the surging NFT market. Value is subjective. Peel away layers of hype, and things are worth only what someone else is willing to pay for them at any given moment. Other industries with a nerdish bent (said affectionately) have been able to capitalize on creating NFT products. Take AMC and Sony, who also recently partnered with WAX to dole out 86,000 Spiderman NFTs to members who first pre-ordered tickets, driving more business and generating excitement around their brands. Think life-sized cars are impervious to this madness? Think again. Just this past January in Scottsdale, an NFT of the auctioning of a two-door Ford Bronco (VIN 001) sold for 22K, a head-scratching affair to be sure, made more digestible by our experts at Insider here. Welcome to the latest insanity of the digital age, where this leads is anyone’s guess.

Deus Vayanne to debut in New York

Intake: An Austrian electric hypercar driven by British and Italian technology is set to be unveiled at the New York Auto Show on April 13. The Deus Vayanne is named after the company’s hometown of Vienna, and has been developed in partnership with Italdesign and Williams Advanced Engineering. Beyond the fact that it will be all-electric little is known about this new Austrian automobile, but we’ll find out soon enough.

Exhaust: Deus says it “aims to stand out in the increasingly competitive hypercar sector by offering its fresh and objective vision and innovative concepts in terms of luxury, performance, and exclusivity.” It certainly sounds like Deus’ sights are set on Rimac, Lotus, and Pininfarina, but can this unknown company mount a serious challenge?

Could the Sin City serve as F1’s newest battleground?

Intake: Earlier this week, in an interview with Sky Sports, Formula 1 CEO Stefano Domenicali was quite candid with the surging series’ expansion plans, specifically regarding a potential stateside race in Las Vegas. The event would join Austin and the new-for-’22 Miami Grand Prix on the F1 schedule. The Sin City hasn’t hosted an F1 race since 1984, but the popularity within the US market—thanks largely to Netflix’s Drive to Survive—has top brass entertaining the idea. In addition to Vegas, Africa and China could serve as future host countries. So, what’s the ceiling? “I think there is potential to go to 24 (races),” Domenicali told Sky Sports’ Martin Brundle. “I would say there is potential to go to 30. In terms of the interest that we see all around the world.” F1’s current contract with the FIA, which expires in 2025, allows 24 races per season.

Exhaust: Judging by the record-breaking 400,000 fans in attendance at last year’s race in Austin, and the buzz surrounding this year’s South-Florida sortie, F1 is hotter than it’s ever been—at least in recent memory—in the United States. In the past five years, Las Vegas has demonstrated a viable market with its new NHL team and its fresh-from-Oakland Raiders. An F1 race could be yet another diamond in the city’s sparkling sports scene. This wouldn’t be the first time the United States hosted three grand prix in the same season. In 1982, the US became the first country to host three events—Long Beach, Detroit, and Vegas. While cynics might point to the American F1 love affair as fleeting, the series is smart to ride its hot hand. Viva Las Vegas!

You can now order most affordable Polestar

Intake: The single-motor version of the Polestar 2 is now available to order. With an EPA-rated range of 270 miles, the front-drive, 231-hp four-door is a new offering for 2022 and starts at $47,200 including destination. It’s new-to-the-market status means that the car qualifies for the $7500 federal EV tax credit, and individual states (such as New Jersey) may have additional discounts. You’ll get the choice of two add-on packages, Plus and Pilot: The former extends range with a mechanical heat pump, adds a panoramic glass roof, vegan upholstery, and a 13-speaker Harman Kardon stereo for $4000. Pilot, logically, adds the expected suite of adaptive driving aids for $3200. Though the brand does have roughly 20 in-person retail areas, called Spaces, Polestar wants you to experience a “digital-first” ordering process: You can either order the car online, or its staff will step you through the digital process in-person. You can hop on the configurator here.

Exhaust: We walked away from our first drive of the single-motor 2 impressed with its well-sorted drivetrain and its Google-based, Android Automotive infotainment. If you crave novelty but don’t want to buy into the Tesla fandom, you’ll likely find the Polestar 2 a fresh, appealing proposition. 

The post First official look at Ferrari’s SUV, 110 V-8s for AMG’s 55th birthday, F1 in Sin City? appeared first on Hagerty Media.

Mini’s Oxford factory will now convert classic Coopers to electric power

Intake: Classic Mini owners can now have their cars converted to electric power under an official works program. The Mini Recharged project at the company’s Oxford plant switches out the original A-Series engine for an EV powertrain providing 90 kW of power, and a range of around 100 miles. The Mini Recharged is said to be able to sprint from 0 to 62 mph in nine seconds and is aimed at city drivers who wish dodge emissions and congestion charges while driving an iconic British classic. Unfortunately, for now, the program is limited to the U.K. Each car converted will be numbered individually and the conversion is reversible, with Mini keeping hold of the original powertrain just in case an owner wants to revert to ICE in the future.

Exhaust: With a number of other firms already converting Minis to battery power, it’s no surprise that the BMW-owned brand is getting in on the action. The Mini Recharged closely resembles the one-off example built for the 2018 New York Auto Show, which was extremely well-received by pundits, so this factory-backed process will likely prove popular.

Ford to auction custom, Popemobile-inspired 2021 Bronco to serve Detroit’s homeless

Intake: As if it weren’t busy enough Raptorizing the Bronco, Ford has also made time in its Bronco-building schedule to invest in the city of Detroit. This one-off 4×4, a custom-built tribute to Detroit’s Pope Francis Center, will be auctioned off this Thursday in Scottsdale, Arizona, by Barrett-Jackson. All proceeds will benefit the Center, whose mission is focused on serving the city’s homeless. 

The trucklet itself was donated to Ford by David Fischer Jr., president & CEO at The Suburban Collection Holdings, LLC. The First Edition model is awash in first-gen Bronco nostalgia, starting with a lacquered coat of Wimbledon White paint. (The shade was available on the ’66 Bronco but is not available on any modern Bronco trims.) As only appropriate, wheels are by Detroit Steel Wheels and, like the body, are Wimbledon White accented with Rapid Red. Various metallic bits receive a silver treatment. The build also dips into the Ford Performance Parts bin for extra lighting elements and into Ford’s accessory catalog for tube doors. There’s even an in-vehicle safe. 

Exhaust: Ford’s Dearborn headquarters are situated just outside of Detroit, and we applaud the OEM’s worthy investment in the metro community. This for-charity build makes even more sense considering that, back in 1980, Pope John Paul II rode in a specially modified, Wimbledon White Bronco on his trip to the United States. This build is no Popemobile, but we expect the Vatican approves nonetheless.

Is this what Acura’s reborn NSX should have looked like?

Intake: Perhaps you’ve heard of Autobacs, the Japanese retailer of automotive parts and accessories. Its racing team, ARTA, has evolved into a self-proclaimed “racing sports brand” that even builds custom carbon-fiber body panels. Enter ARTA’s new “Legavelo,” a radical design based on the modern-day NSX. The name is a portmanteau of Lega (Italian for alloy) and Veloce (speed), and the end result is a vehicle with carbon-fiber/fiberglass-reinforced carbon body panels, unique wheels and a suede-lined interior. Purchasing the Legavelo conversion is almost as complex as that fancy styling, as prospects need to fill out a “Business Negotiation Application” with ARTA, and there are only five reservations available—ARTA’s only planning to build five. Considering the exclusivity, one shouldn’t be surprised the cost is 25.3 million yen (or a little over $222,000) which doesn’t include the cost of an NSX donor car (clean, used examples retail for roughly $150,000).

Exhaust: It’s nice to see Japanese brands taking a page from Italy, tackling the world of custom, low volume coach built, vehicles for well-heeled car enthusiasts. In many ways, the NSX needs the Legavelo upgrade to truly shine. ARTA’s creation is arguably what the NSX should have looked like in the first place: a super car with styling to match its radical hybrid powertrain. Whether or not its worth the hundred of thousands of dollars needed to make this vehicle are somewhat moot considering the five examples ARTA plans to make, it’s gonna sell and appeal to fans of supercars, JDM engineering, and those who love any custom vehicle.

After nearly 50 years, Volkswagen waves goodbye to the Passat in the U.S.

Intake: The last Volkswagen Passat has rolled off the assembly line at the Chattanooga, Tennessee, factory. First sold in the U.S. in 1974 (under the Dasher name), the Passat accounted for 1.8 million units sold over its 48-year lifespan. The Chattanooga plant will now turn its focus to the Atlas and Atlas Cross Sport models as well as the ID.4 electric SUV. VW is investing $800 million in the facility to optimize it for production of EVs and their components, such as battery packs.

Exhaust: We’re not surprised to see the Passat reach the end of the line. The sedan’s biggest selling point in recent years has been the price, and while it’s a fine car, the Passat has not received the same level of investment and development that remaining U.S.-market sedans—such as the Camry and the Accord—have enjoyed from their manufacturers. The current Passat was 10 years old this year, and that’s simply too long to let a mid-tier product languish. Those insistent on a Volkswagen sedan can still choose between the everyman Jetta and the stylish VW Arteon.

Refreshed Honda CB300R looks like a recipe for small-bore fun

Intake: Honda was one of the first brands to make small motorcycles popular stateside, but things have come a long way since the “you meet the nicest people on a Honda” campaign. The CB300R ABS is the latest bike to get a refresh and now packs features well above its $5549 price tag (that number includes $400 for freight and $200 for destination). Weighing in at just 317 pounds ready to ride, the CB300R now comes fitted with a slipper clutch for smooth downshifts, along with IMU-controlled ABS and the same 41-mm forks as its larger CB siblings.

Exhaust: The sub-400cc motorcycle market was once a destitute land that many dismissed as full of “beginner bikes.” That perspective has changed thanks to manufacturers’ increased focus on building small-bore bikes that reward both novice and veteran alike. The ’22 CB300R has our attention as a machine that possesses all the features of the big CB1000R while still managing to be playful and fun. We think it would be perfect for the vast majority of riders and hope to get our hands on one soon to try it out.

All-powerful Aston Martin DBX to launch on February 1

Intake: Aston Martin is inviting you to join the live reveal of the most powerful production SUV on the planet. If the rumor-mill is to believed the DBX will be powered by the company’s V-12 engine, boosted to 700 hp, to surpass the likes of  the Porsche Cayenne Turbo, Bentley Bentayga Speed, and the Lamborghini Urus. Aston has launched a new website for fans to follow the unveiling which will go live on February 1 at 1 p.m. GMT (8 a.m. EST).

Exhaust: The teaser film is titled “Change is coming,” which supports the suggestion that the DBX’s V-8 will be swapped rather than merely enhanced, and spy shooters have previously captured the sounds of a V-12 Aston Martin crossover testing at the Nürburgring. We’ll find out for sure next week.

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BMW’s latest electric SUV outmuscles the M3 … on paper

Intake: All ye faithful, brace yourselves for Bavaria’s next category-blurring product: The iX M60. In BMWspeak, that ‘i’ prefix is for electric, X is for SUV, and M for … something something performance. By now we’re used to BMW diluting the M brand, and a high-riding electric five-door isn’t anything surprising. And there’s no denying the stats posted by the performance-oriented model in the iX SUV hierarchy: up to 601 hp and 811 lb-ft of torque when both electric motors are at full whirr (in Launch Control mode) and sending power to all four wheels. According to the automaker, that recipe yields a zero-to-60 stat of 3.6 seconds. That’s a half-second faster than the standard G80 M3. (Step up to the all-wheel-drive Competition model and you’ll have a better chance.) Though you can expect range to suffer from such shenanigans, this battery-powered behemoth has a preliminary EPA-estimated range of 280 miles. It will cost you, though: $106,095.

Exhaust: Give us the M3 xDrive Competition for $73,795, thank you very much. BMW frames the iX M60 as “the best of three worlds: i, X, and M.” It seems to us that these three worlds might be best kept separate. The iX M60 won’t charm the old-school crowd, but it will get the attention of deep-pocketed, EV-curious youngsters who want to make an edgy fashion statement … and blow the doors off Mustangs at stoplights while doing so.

Is Sony really game for car-making?

Intake: Sony is looking serious about becoming a motor manufacturer, revealing an SUV derivative of its VISION-S concept EV at CES 2022 and forming a new division, “Sony Mobility Inc.” The Japanese electronics firm surprised everyone at CES in 2020 by revealing a dual-motor 536-hp sedan, packed with tech, from a massive full-width dash screen to a 3D audio surround sound audio system, on-board gaming, and a suite of 40 sensors to empower autonomous driving. The new SUV concept, dubbed VISION-S 02, is the same specification as the sedan, but is taller, can seat seven, and is thus a little ungainly compared to the VISION-S 01 though arguable more practical. Sony says it “[intends] to explore entry into the EV market,” but there’s no word on when these cars will make it on to the road as yet.

Exhaust: “We believe Sony is well positioned to redefine mobility,” says a company statement. As cars become mobile electronics platforms, and rivals such as Apple move in to mobilitym it certainly makes sense for the Japanese giant to join. The original VISION-S 01 was developed with Magna Steyr and has been testing in Europe for the past two years—surely it’s reasonable to look for a production-ready model soon?

You can afford a new GT500, but some assembly is required

Intake: For those with deep pockets a Mustang GT500 is the perfect addition to a collection. Now LEGO has introduced an option for us with shallower pockets. The 544-piece Mustang GT500 is now available for $49.99 and, while it doesn’t pack the insane 760 hp of the real car, it at least has two pull-back motors that can unleash a drag-strip launch on just about any surface. You can even take this little GT500 to the track using LEGO’s new augmented reality app.

Exhaust: This model will draw a crowd, and this time they have nothing to fear. While significantly smaller and less detail-rich than the larger LEGO Technic-branded sets, this Mustang gets a lot of things right. At 12 inches long, it is just small enough to fit on a desk, easy to display or play with.

Volvo’s new boss is a consumer tech titan

Intake: Volvo Cars has appointed Jim Rowan to take over as its CEO and “accelerate Volvo Cars into the future—enabling it to become the fastest transformer in its field and a fully electric company with millions of direct consumer relationships,” says the Swedish company’s chairperson Eric Li. Rowan’s CV is packed with consumer technology experience, with spells as COO of Blackberry and as CEO of the Dyson Group. Outgoing Volvo boss Håkan Samuelsson, by contrast, is a trained mechanical engineer who spent two decades at Scania working on braking and powertrain systems before joining the board of Volvo in 2010 and taking the reins in 2012.

Exhaust: This marks a sea-change in Sweden. Just a few years ago it would be very hard to imagine a car company appointing someone with a background in smart phones and vacuum cleaners as its boss, but such is the shift in the auto industry: Experience in software and electronics now outranks mechanical engineering.

Extended range costs dearly on the F-150 Lightning

Intake: You no longer have to guess how much it will cost you to purchase Ford’s all-new electric pickup truck, the 2022 F-150 Lightning. The company just unveiled an online configurator tool that allows you to price out your personal preferences, beginning with four base versions (all prices include $1695 destination): Pro (starting at $41,669), XLT ($54,669), Lariat ($69,169), and Platinum ($92,569). Each truck comes in four-door, SuperCrew cab configuration with a 5.5-foot bed. An extended-range battery (300 vs. 230 miles) can be added for $10,000 to $19,500 (depending on which model you start with), along with towing packages for $2200 to $2800 (think 360-degree camera, trailer backup assist, and a smart hitch), as well as other less-expensive additions like a toolbox for $625. If you pretty much want it all, the fully loaded Platinum will get you there quickly (and includes the 300-mile battery), and even then you can tack on a few more things at minimal cost (considering what you’re already paying).

Exhaust: Pickups are king in America—Fords in particular—and the Lightning is the Blue Oval’s hopeful crown prince. It’s a good thing that combustion-powered full-sizers regularly sell in the $60K–$80K range, because the born-again Lightning ain’t gonna come cheap… especially not with that 300-mile pack. Now, at least, this configurator will help you make accurate purchase decisions based on your budget.

The post BMW’s latest SUV outmuscles the M3, Lego’s homely GT500, range costs dear on F-150 Lightning appeared first on Hagerty Media.

“How do you get to the stores?”

Deep in the bowels of an L.A. mall’s underground parking garage, the man walked nearly in front of the vehicle to ask directions. Recognizing his particular confusion, which my brother and I had shared only hours before, we pointed him to the elevators. After acknowledging the directions, he glanced back.

“Nice ride.”

A late-model Discovery in Los Angeles is as common as a Ford F-150 in Detroit. And yet, the Land Rover name commands cachet.

The Discovery has grown a bit softer in its third generation and is better for it. The previous two generations, boxy affairs dubbed LR3 and LR4 in North America, used a monocoque-plus-ladder-frame hybrid construction that added structural strength at the expense of weight. As of this generation’s launch in 2017, the Discovery fully embraced unibody architecture, namely the lightweight aluminum bones of the 2012 Range Rover (L405). You may remember the original early-’90s Disco as a discount Range Rover, but the situation is a little different these days. Given the arrival of the $104K 2022 Rangie—that’s the starting price, mind you—the Discovery operates in a considerably lower price bracket. Even so, it doesn’t reek of cost-cutting. This third-gen Disco is the most convincing execution yet of the off-road-ready-but-plush British family hauler.

We tested a 2021 Discovery in R-Dynamic S trim, the third of four trims up the ladder.  The “R-Dynamic” bit gives you a choice between a turbo-four cylinder or a straight-six. You want the six, which is mated to a twin-speed transfer case and brings with it a 56-hp bump. (Each of the four variants comes standard with air suspension, as of this model year, and all-wheel drive is standard.) The big news for 2021, however, is the new infotainment system, a slick and much-needed upgrade dubbed Pivi Pro. More on that in a minute.

Our tester came loaded nearly $10K worth of options on top of the R-Dynamic S’ starting price of $63,250. Several add-ons were no-brainers for such a swanky SUV: 21- versus 20-inch rims ($2000), 18-way-adjustable heated seats ($1850), and the uprated 15-speaker Meridian stereo ($1250). The rest you’d expect to come standard on a truck this posh: head-up display ($970), four-zone climate control ($800), tow-hitch receiver ($675), electrically operated third-row seating ($300), auto high-beam assist ($250), and premium LED lights with signature DRLs ($400).

This very rounded Disco ditches the industrial vibes of its LR4 predecessor for a sleek, understated aesthetic. The truck tapers significantly from nose to tail, allowing the rear wheels to bulge out from its flanks and lend a powerful stance. There’s an undeniable bit of Ford Explorer in the blade-like C-pillar, but a handful of swanky details (and that unmistakable, off-center license plate) keeps the Disco distinguished. Puddle lights project little Discovery silhouettes onto the ground when you unlock the vehicle, and there are handsome silver badges on the B-pillars (exposed when both front and rear doors are open).

The materials and layout of the interior aren’t as rugged as those of the Defender—no exposed magnesium crossbeams here—but the impression is similarly minimalist and upscale. The leather is real, accented by brushed aluminum in all the expected places—steering wheel, console, climate-control vents—and in lovely little details you discover later, like the tips of the wiper/blinker stalks and on the rim of drive-mode selector that, at a press of a finger, rises from the console. Most of the finishes are satin or lightly textured, which add a modern feel and let the 11.4-inch infotainment screen pop. (The obvious exception is the steering wheel; when sunlight hits the spokes, you’d better don those polarized Ray-Bans.) The third row raises and lowers via an array of switches accessible from the trunk—an appropriately low-effort arrangement for a luxury truck.

The Disco provides a wonderfully cushioned ride around town thanks to its air suspension, though anyone unused to an off-road-oriented vehicle may find it bobbly at first. The suspension does display a few on-road party tricks, like kneeling each time you lean out the window to reach a parking-lot ticket dispenser. The camera array—designed to help you locate off-road obstacles and place the Disco on a trail—proved invaluable for parking this big, sixteen-foot brute in Los Angeles.

(A quick aside: We are quite aware that the suspension and cameras are not primarily designed to tackle the urban jungle. That said, our time with this Disco did not include a proper evaluation of its prowess off-road. Stay tuned for further reviews in which we do some proper wheeling with this Rover.)

Hit the highway, and the 355-hp straight-six will sing a cultured British tenor. Power is smooth once you’re on the move, much more so than it is in the outgoing V-6. Still, there’s a lot going on here between the turbocharger, supercharger, and 48-volt mild-hybrid system (a configuration very similar to Mercedes’), and the powertrain isn’t always especially responsive to sudden inputs at speed. In its default mode, the eight-speed automatic proved easily confused: In an attempt to answer my 20-year-old brother’s question of “is it fast,” I put pedal to floor on a highway on-ramp at roughly 30 mph. Seconds later, the gearbox looked up from its afternoon cuppa and summoned all 369 lb-ft of torque to shove us forward. Lack of sports-car responsiveness is forgivable here. But after lurching our way through the 405’s ever-present stop-and-go traffic, deactivating the over-active stop-start system via a few taps on the center screen became a sanity-preserving ritual. Luxury machines should not drive you crazy.

The Pivi Pro infotainment system, which runs on Blackberry software and arrives on the Discovery as of 2021, is, on the other hand, a worthy centerpiece of the cabin. Rendered in chic shades of beige, sea-green, white, and black, it defaults to a customizable three-tile display that is neither overwhelming nor distracting. If anything, the delicate glyphs and trim sans-serif fonts risk being too minimalist for a more traditional, straightforward audience, who may find them frustrating.

The native navigation system easily digests street addresses or names of businesses from voice prompts, and it does an excellent job directing with visual and audio cues—for once, I did not find myself wishing for the familiar instructions of Apple CarPlay. Toggle the screen to display navigation only, and it rewards you with a 3D display of the surrounding area—highly entertaining in an unfamiliar city. The sole complaint? The onboard directions often identify highways based on nearby cities rather than cardinal directions, which is mildly disorienting if you’re unfamiliar with, say, an entire state.

The 700W, two-channel Meridian surround-sound system is a must-have, and it feels like a treat even in a $73K vehicle. Its subwoofer is capable of migraine-inducing levels of bass—enough to satisfy a college sophomore’s collection of East Atlanta hiphop—but the forceful arsenal of 15 speakers also handles more delicate tracks with grace. No hissy trebles here.

The Disco may hail from a British line, but, especially on the street of a West Coast metropolis, it’s everything that Americans adore: an impractically large, luxurious SUV packed with high-end tech and slathered in off-road promise. Ironically, its strongest competitor is also an American. Jeep has recently rolled out not one but four new luxury-laden family haulers that are, like the Disco, happy to flaunt their air suspensions and two-speed transfer cases. The Disco’s biggest threat is the three-row Grand Cherokee L, whose top-shelf Summit Reserve trim comes standard with air suspension and, when equipped with the 357-horse Hemi V-8, caps out at $70,705. The only downside: Bystanders may confuse that all-American chariot of poshness with the pedestrian base model that costs 30 grand less. The Disco does not suffer from this malady.

(With a base price just under $70K, the newly resurrected Grand Wagoneer technically overlaps in price with the Disco, but that body-on-frame luxobarge is a better foil for the Escalade, Yukon, and Tahoe.)

For those who have cash to splash on a three-row family hauler, and who find the British luxury SUV schtick irresistible, the Disco is hard to beat. It has a distinctive style and genuine charm you won’t find in any of the three-row German rivals, with the added strength of legitimate off-road hardware. If the higher-ups at Jaguar Land Rover succeed in realizing their ambitious electrification dreams, this may well be the best that the combustion-powered Disco gets.

2021 Land Rover Discovery R-Dynamic S

Base price/as tested: $63,250 / $73,055

Highs: The badge on the hood, recognizable (if awkward) rear-end styling cues. Lovely interior starring an oh-so-chic infotainment system and a powerful stereo.

Lows: Said infotainment may be frustrating for those who predate the smartphone generation. Mild-hybrid system fails to make itself invisible.

Summary: This air-suspended, touchscreen-festooned urban swagger wagon takes Britain’s original ’90s “family vehicle” to luxurious heights.

The post Review: 2021 Land Rover Discovery R-Dynamic S appeared first on Hagerty Media.

Rejoice, all ye Nissan faithful: The new Z is going racing

Intake: Nissan is taking the new Z racing. The Japanese marque just revealed a brand-new Nissan Z GT500 race car at Fuji Speedway in Japan, which the firm says will compete in the Japan-only Super GT racing series beginning next year. The car looks wicked–the classic lines that have us adoring the production Z are still there, but now there are box flares, dive planes, and a honking rear wing on the back. GT500 is the quicker of the two classes in the Super GT series, with GT300 being the slower one. GT500 cars have far more downforce than their GT300 counterparts, which helps them turn much quicker lap times.

Exhaust: There’s precedent for the Z going racing, whether it’s in SCCA C Production with the S30 240Z, IMSA in the 90s with the Z32 300ZX, or JGTC with the Z33 in the 2000s. We’re thrilled to see the new Z gearing up to bang beautifully boxed fenders with other Super GT cars in the GT500 class. Now, if Nissan would bring this bewinged Z stateside to race in GT4 …

This aerodynamic ’55 Vincent rightfully commands a princely sum

Intake: When it comes to volume of bikes produced, Vincent is one of the most exclusive. Look within the company’s catalog, and you’ll find the rarest of the rare. One such machine is the latest ride featured on Jay Leno’s Garage: a 1955 Vincent Black Prince. This motorcycle was sold as a luxury mode of transportation, complete with full weather protection and fiberglass covers that hide the engine and most of the rear frame and wheel. Sadly, it failed to excite either potential customers or and dyed-in-the-wool enthusiasts. This Black Prince certainly was ahead of its time—and fared poorly because of it.

Exhaust: The Black Prince was a motorcycle built for purpose in a time when most chose bikes for all-out speed and drama—similar to today. On top of that, its gorgeous 998cc V-twin hardly deserves to be hidden behind heavy, dark fairings. Like most Vincents, though, if you take the Black Prince for what it was and not what you want it to be, it is a wonderful motorcycle. Jay points out that the fairings work and only limit top speed by a few miles per hour. A worthy sacrifice for the comfort of riding out of the turbulence and weather. 

Toyota teases a GR Corolla to take on the Civic Type R

 

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Intake: Toyota U.S.A. has given fans a glimpse of the hottest Corolla to ever reach American soil. In the Instagram image above you can clearly see a massive rear diffuser, chunky roof spoiler and, all-importantly, the GR-Four nameplate. That signifies not just all-wheel-drive but also power from Gazoo Racing. In a separate image of the upcoming Corolla’s interior, internet sleuths spotted an easter egg on the dashboard display. The clock on the dash reads G:16, which is believed to be a reference to the G16E-GTS engine code of the pocket-rocket (and Europe-exclusive) GR Yaris. If the GR-Four Corolla gets the same engine as its sibling, that means it’ll be fitted with a 260-hp, 1.6-liter turbocharged three-cylinder unit. In the smaller, lighter Yaris it’s good for 0 to 62 mph in 5.3 seconds and a 143-mph top speed. Yowza.

Exhaust: Not since the AE86 has the world been this excited about a Corolla. The fact that it’s Toyota’s American arm teasing the car is surely a sign that it will arrive here in 2023 and take the fight to the Type R and Golf GTi.

Aznom’s Palladium has a party in the UAE, and you’re not invited

Intake: Aznom, the Italian product design studio and former creators of the Atulux luxury off-roader (think 2019 Ram 1500 with a GMC Envoy XUV body) have taken things to the next level with a twin-turbocharged, 850-hp luxury truck with a BMW X6-style coupe roofline. It’s called Palladium and it is also based on Ram truck architecture (witnessed by the doors and interior). No matter, it’s clear Aznom is upping its coach building skills with bespoke fascias and, more importantly, radically unique side stampings and roof panels. While the Palladium’s photo album clearly shows the craftsmanship, there’s a release party tomorrow for attendees at the Waldorf Astoria in Ras Al Khaimah, which is one of the Emirates that’s part of the United Arab Emirates (UAE).

Exhaust: Are you sensing shades of the Lamborghini LM002? The Palladium’s suggested “infinite possibilities of customization” takes Lamborghini’s original off-roading demographic to new levels of craftsmanship. Only problem with this plan is the fact that the Rolls Royce Cullinan exists—and once you open the Roller’s portal, the dash doesn’t look like something that normally sits next to a Dodge Avenger on a buy-here-pay-here car lot (see gallery below). The unique-ish sheetmetal is admirable, but items like a Ford Gran Torino–worthy opera window and a front clip that’s reminiscent of the Hongqi H9 do not a luxury vehicle make. Except they do and will, because anything goes at this price point, and Palladium ownership is likely to be a rare and exclusive club.

Anyone can race this Porsche concept in 2022

Intake: Porsche has unveiled its latest racing concept and anyone can drive it. Anyone with a Sony Playstation and Gran Turismo 7, that is. For the launch of the most eagerly-anticipated game of 2022 Porsche has developed its first Vision Gran Turismo vehicle. Existing only in the digital world, the car nevertheless has a basis in reality. The electric-powered prototype takes the design language of the Taycan and applies it to a machine that appears to have a lot in common with the real-life electric Mission R. While the Vision Gran Turismo looks less aggressive and lacks the extensive aerodynamic aids of the Mission R, it does share similar proportions, including the pronounced front wings and twin rear nacelles. In the virtual world this all-wheel drive concept has 950 kW (1292 hp) with overboost, will accelerate from 0 to 62 mph in 2.1 seconds and from 0 to 120 in 5.4. Top speed is 217 mph, while the range is 310 miles. You can experience this performance for yourself when Gran Turismo 7 is released on March 4, 2022.

Exhaust: Porsche follows brands including Audi, Mercedes-Benz, Lamborghini, Honda, Hyundai, Peugeot, Jaguar, Mini, Mazda, and McLaren in producing a Vision vehicle just for Gran Turismo.“We can engage young and digital target groups in the place where their automotive dreams are born: the world of gaming,” says Robert Ader, vice president of marketing at Porsche AG. “The partnership with Polyphony Digital and Gran Turismo is a perfect fit for Porsche, because motorsport—whether real or virtual—is part of our DNA.” 

Honda Passport drops base model for 2022, adds ruggedized TrailSport trim

Intake: Just three years since its debut, the third generation of Honda’s Passport is looking to move more upscale—and, potentially, further off-road. 2021 will be the final year that customers can purchase Honda’s largest two-row SUV in base “Sport” trim ($34,015). Beginning with the 2022 updates, your cheapest ticket to the Passport is the leather-trimmed EX-L, which starts at $39,095 for 2022 and was previously the second in a four-trim range. As Honda PR rep Lynn Seely says, this changes falls into a portfolio-wide effort to “better align availability with demand” by “compress[ing] the number of trims available.” For the 2022 Passport, however, the total number of trims remains at four thanks to the addition of the ruggedized TrailSport model. For $43,695, your family hauler gets Honda’s torque-vectoring all-wheel drive system and a 10mm increase in track width, complemented by a set of black 18-inch alloys clad in 245/60R18 rubber, orange TrailSport badging inside and out, and silver-painted skid plates. If you’re more fluent in Subaru, you can think of the Passport TrailSport as an Onyx Edition: a mostly aesthetic upgrade with minor mechanical changes.

Exhaust: Dramatic dirt-flinging antics aside, this fairly light off-road treatment is entirely appropriate for the Passport. This SUV is essentially a family vehicle, and its off-roading will likely be confined to dirt and/or gravel roads. If you dig a little off-road frosting on your Honda-badged kid-hauler, the TrailSport is your bet. If you’re willing to stray from the Honda fold, however, the Outback Wilderness is more visually imposing and significantly cheaper.

The post New Z continues racing legacy, GR Corolla finally bound for U.S., Porsche’s 1292-hp EV vision appeared first on Hagerty Media.

We’ve already observed Ferrari’s upcoming pseudo-SUV, the Purosangue (translation: “Pureblood”) racing around the track in Maserati drag. The existence of such an, erm, aspirational Horse has been in the works for several years, but now, for the first time, we’ve caught a glimpse of a prototype wearing production-spec bodywork.

Of course, it’s also wearing a mattress store’s worth of camo. We can still get an idea of this FUV’s final proportions, however, which are a strange mix of SUV and station wagon. (FUV is Maranello’s preferred terminology for this vehicle, before you ask. As in, “Ferrari Utility Vehicle.” Cue Enzo turning in his grave.) The Purosangue prototype is reminiscent of the FF and the GTC4Lusso wagons that have gone before it, though ostensibly with a taller rear end. Even Ferrari’s designers will have a tough time making these, uh, generously rumped proportions look elegant.

The clear objective for this not-an-SUV-but-also-not-a-station-wagon is simple: sales. The monetary success of SUV-like haulers at high-end luxury and performance brands is well-proven. See: Porsche Cayenne, Lamborghini Urus, Bentley Bentayga, Rolls-Royce Cullinan, Aston Martin DBX. Such leather-clad, stilted luxury pods are fashion statements par excellence, but we can’t ignore the fact that these vehicles in many ways pad the margins so companies can keep developing the toys we really want: The 911s, the Vantages, the Huracan STOs, the F8 and SF90 and 812 Superfast and all the rest of Maranello’s glorious alphabet minestrone.

Still, as one can derive from the entirely misleading name, Ferrari will slather some nostalgic icing on the “Purosangue,” if only for marketing purposes. The vehicle could, for instance, be one of (if not the) last Ferrari to have a non-electrically assisted V-12. A hybrid powertrain is almost guaranteed—likely centered around a V-8. Expect this pseudo-SUV to be geared to the pavement, as suggested by previous on-track footage, and display zero off-road pretensions.

Morbidly fascinated? Mysteriously excited? The Purosangue is expected to be revealed in full in 2022. We may not have long to wait.

The post Ferrari’s Purosangue pseudo-SUV dons production bodywork for the first time appeared first on Hagerty Media.

There are many newcomers to the three-row SUV party, yet there is no standard dress code. Some automakers, like Kia and Hyundai, are using the opportunity to impress families who have outgrown their Sorentos or Sante Fes with Tellurides and Palisades—long-wheelbase creations trimmed in brushed aluminum and generously sized touchscreens. Other companies are hopping on of-the-moment trends, donning a few flashy outdoorsy accessories; for this strategy look no further than Toyota, which is building a TRD version of everything, or Honda, which just announced its TrailSport line to up its dirt-road street cred.

For its three-row Ascent, Subaru has humbly—and wisely—chosen to don the same slightly rumpled, unpretentious outfit it wears to everything.

The 2022 Ascent is essentially the Outback recipe adjusted to seat seven, rather than 5. First introduced for the 2019 model year, and built in Lafayette, Indiana, this largest offering in the Subaru stable rides on a stretched version of the brand’s modular Global Platform and offers a single, 260-hp engine integrated with a full-time all-wheel drive system. Since the Ascent’s initial launch, changes have been incremental: a rear-seat reminder in 2020, steering-responsive headlights and lane-centering (rather than just lane-keeping) for 2021. The big news for 2022 is the Onyx Edition you see here: a fifth trim level that sits squarely in the middle of the Ascent price range ($39,120 including $1125 for destination). It’s arguably the most compelling choice of the bunch.

Though the Onyx Edition comes with a full complement of black exterior trim and 20-inch alloy wheels—all of which suits this un-elegant SUV well—the most desirable feature can be found inside. Subaru’s waterproof Star-Tex upholstery is standard on and unique to the Onyx Edition, as it is on the equivalent Outback. (This trim level adds $5700 to Ascent’s base MSRP of $33,420.) The one feature not shared with the Onyx Outback is the big, 8.0-inch touchscreen; with the Ascent you’ll have to make do with a 6.5-incher unless you spec the next higher trim, the Limited. The creatively-named Optional Package for the Ascent Onyx Edition is a $2200 affair that adds a rather impressive moonroof, a power rear tailgate, rear automatic braking, and a heated steering wheel.

This $2200 upgrade also adds keyless access, a feature that caused your author a degree of distress. One evening, the Ascent decided it not to recognize the presence of the key fob and refused to start. The infotainment screen and dashboard remained on, as if the system was in accessory mode. The culprit ended up being a quirk of the Ascent’s electronic innards; I consulted the interwebs and reset the system with a 15- or 20-second hold of the start button, until the button’s red light turned green. A prod, with our foot on brake as per usual, finally woke the buzzy 2.4-liter turbo flat-four. Thankfully, this electronic temper-tantrum did not occur during our jaunt to Michigan’s Upper Peninsula, in which the Ascent served as a weekend base camp.

During the rest of the 1000-mile odyssey, the Ascent behaved itself perfectly. The engine, while noisy, proved surprisingly punchy even paired with a continuously variable transmission. Merges and highway passes were never stressful, though the tradeoff for that on-boost power was a bit of surging low-speed behavior. On the highway, wind and tire noise were surprisingly reasonable for a car in this class. That left us with the mental clarity to pay close attention to the Ascent’s driver-assist features, which are a mixed bag: The Ascent followed other cars and modulated its speed flawlessly, but the lane-centering tech was somewhat twitchy. The system isn’t reassuring in heavy or even moderate traffic, where it is ostensibly meant to be most useful.

This all-terrain-equipped test vehicle did, however, confidently scramble its way across deeply rutted dirt roads and surfed its way through some very sandy trails with no complaints. X-Mode can only be activated at speeds below 13 mph but will execute downhill braking at speeds in the 20s and 30s. The big SUV never feels like it’s running away, though the crunch of the individual-wheel braking can be disconcerting at first.

You won’t be surprised or delighted by much in the Ascent’s interior, but there is nothing functional awry here. Cupholders abound in the console and lower door pockets (though few fit a 32-oz Hydroflask or Yeti tumbler). The stash space in the front-row console is generous and deep, and there’s a shallow tray integrated into the passenger side of the angular dash that’s perfect for narrow items like snack bars or pens. Front and rear visibility is good, though there’s no trick live feed to help monitor your blind spot, à la Hyundai, Kia, and Honda. The moonroof and waterproof upholstery are the high points here (testament to the utilitarian nature of this vehicle): The latter demonstrated an impressive ability to trap sand in its crevices but proved immune to water and grease. Even the branded Onyx Edition carpets are a dirt-disguising blend of black and grey.

The front seats were very comfortable, even for your five-foot-seven author (though I cannot recommend them to aspiring car campers as a substitute for a bed or even for flat ground.) The third row folds flush with the floor, but don’t expect the second row to yield an impromptu playpen for your kids: The floor is stepped stadium-style between the second and third rows, and while the second-row seats do scoot and even fold (nearly flat), a continuous surface is not possible. Dogs will be comfortable napping in the trunk, in a pinch; their humans will not.

Unlike the Telluride, which in top trim possesses a genuine wow factor, the Ascent will not convert badge-agnostic owners to Subaru’s open arms. The Ascent’s insistence on wearing flannel to a cocktail party (so to speak) also says something about the brand, which appears primarily concerned with building loyalty among its existing customers. Even so, Subaru’s three-row is not a frumpy flop in the marketplace. It actually outsold its Kia competitor in its first year on the market by over 20,000 units, though its numbers have trended downward since.

A new Ascent won’t turn heads. What it will do, however, is provide Outback or Forester owners with growing families exactly what they expect: Good value, utilitarian looks, and full-time all-wheel drive in a vehicle that happily takes the slings and arrows of everyday life.

2022 Subaru Ascent Onyx Edition

Price (base/as tested): $39,120 / $41,320

Highs: Gutsy powertrain. Waterproof seats. Takes abuse cheerfully. Affordable.

Lows: Noisy powertrain. Ugly exterior. Unrefined cabin peppered in plastics.

Summary: The Onyx Edition delivers everything Subaru buyers know and love about the Outback—with more seats and more cargo room.

The post Review: 2022 Subaru Ascent Onyx Edition appeared first on Hagerty Media.

Stellantis recalls 222,410 Ram HD trucks over fuel pump issue

Intake: If you own a 2019 or 2020 model year Ram Heavy Duty pickup or chassis cab model with a 6.7-liter Cummins turbodiesel, keep an eye on your mailbox. Stellantis is issuing a voluntary recall for Ram HDs produced between October 18, 2018 and November 13, 2020 for issues with the high-pressure fuel pump that were subject to inadvertent wear that may contaminate the mechanisms with metal shavings, causing the vehicles to stall. Stellantis is unaware of any related injuries or accidents related to the faulty pumps.

Exhaust: Ram Spokesperson Trevor Dorchies emphasized to Hagerty that Stellantis was conducting its own internal investigation into the issue before the National Highway Traffic Safety Administration began to probe the matter. Of course, recalls happen from time to time; no automaker is immune. Truck owners—particularly heavy duty customers who use their vehicles hard for various towing and hauling needs—will appreciate Stellantis’ quick action on the matter. Stellantis said it will begin notifying affected customers next month and will replace the faulty pumps free of charge. If you have additional questions, you can call 1-800-853-1403.

Kia wants to build this edgy, Telluride-sized electric SUV

Intake: Hot on the heels of the highly successful Telluride, the Concept EV9 previews what that three-row SUV’s battery-powered successor might look like. Shown at the L.A. auto show, the Concept EV9 leans heavily into the Telluride’s boxy exterior styling, with additional geometric creases and angles concentrated around the fenders, wheel wells, and rear fascia—even if the front fascia is reminiscent of the tiny Soul’s. Inside is the minimalist, screen-filled interior you’d expect from a concept vehicle: acres of glass, a steering wheel that shuns the mundane concept of circle, no buttons to be seen, and elegant chairs upholstered in bone-colored fabric with backs slim as eggshells. A fun feature of said seats: The front- and second-row seats swivel to face each other, and the third row can rotate to face out the rear of the vehicle. Kia claims a maximum driving range of 300 miles complemented by a 350-kW charging system that can replenish the SUV from 10 to 80 percent capacity in 20 to 30 minutes.

Exhaust: The Telluride (and the Stinger before it) prove that Kia is continuing to chase its upmarket ambitions, and a handsome, spacious, near-silent family-hauler would go a long way in making the Korean brand feel aspirational for upper- to middle-class suburbanites. The three-row template makes sense from an engineering standpoint, too: Despite the aero sacrifices of such a high-riding design, the 122-inch wheelbase means lots of battery storage space—and thus more range. 

Watch a Rimac Nevera hit the rough stuff

Intake: The first “perfectly built” Rimac Nevera has gone on a little off-road adventure before its scheduled destruction via crash test. Despite multiple prototypes being built and tested for thousands of miles on the road and track, the $2.3 million electric hypercar has never before strayed from the bitumen. Mate Rimac wanted to give this car a special send-off, saying, “When life gives you lemons make lemonade, so when you’re already going to crash it why not do something with the car that you’d probably never do, and have somme fun before it goes into a wall?” Watch the video above to see him hoon through the forests and the building site of the ever-expanding Rimac campus in Croatia.

Exhaust: Mate Rimac may have just invented hypercar rallying–a sport that could out perform WRC and Extreme-E. We’d certainly watch it, wouldn’t you?

DeSoto drove off into the sunset 61 years ago

Intake: On November 18, 1960, just two weeks after the 1961 DeSoto was introduced, Chrysler announced the termination of the DeSoto marque. First introduced in 1928, the original midsized DeSoto was an immediate hit. A total of 81,065 cars were sold in 1929, an inaugural record that stood until Ford introduced the Falcon in 1960—ironically, the same year DeSoto closed up shop. Five years earlier, in 1955, the DeSoto lineup was redesigned by Virgil Exner, who gave all of Chrysler’s cars his “Forward Look” styling. Sales increased significantly, but DeSoto couldn’t keep the momentum going, and by 1961, its only model was considered uninspired at best.

Exhaust: In hindsight, the late-1950s recession that hit Detroit was an especially inopportune time for DeSoto. Not only were potential customers pinching their pennies, Chrysler’s more upscale Windsor was cheaper than anything DeSoto offered in the early ’60s. Six decades after Chrysler shut down production, the only DeSoto that many folks are familiar with is the 1948 Custom Suburban that Mr. Cunningham drove on Happy Days.

This Outlaw Aurelia is a 304-hp resto-mod rocket

Intake: British classic car restorer Thornley Kelham caused quite a stir when it announced that it would be building a run of nine “outlaw” style Lancia Aurelias. Giving the classic Lancia a California chop upset a few purists, but there’s no denying that this is a meaner Aurelia as a result. The first six cars were powered by a 2.8-liter V-6 with 177 hp apiece, compared to the original car’s 119 hp. The final three machines will be treated to a 3.2-liter Busso V-6 instead that’s good for 304 hp. The last cars will also be considerably lighter as they’ll use hand-formed aluminum in place of steel for the sleek bodywork. Dubbed “The European CSL”  each car takes 5000 hours to complete and features a sumptuous leather interior with modern power steering and air conditioning included.

Exhaust: The European CSL Aurelia is the template for a run of different cars, says co-founder Simon Thornley. “The European CSL is the first of a new line-up of projects we have developed to launch in the coming years that will be badged as ‘The Europeans’ by Thornley Kelham. As with the Aurelia commissions, these will be built around iconic performance cars, developed with fresh designs, upgraded performance and a meticulous eye for detail.”

Production-spec Cadillac Lyriq spied in the wild … in China

Intake: Keen-eyed attendees of the 2021 Guangzhou Auto Show were treated to special sighting just outside the main venue: a Chinese-spec Cadillac, camo-free Cadillac Lyriq. The future flagship of the Cadillac brand was spotted by Car News China complete with a 33-inch curved screen, GM’s Super Cruise system, and a chrome emblem at the rear proclaiming that the SAIC-GM joint venture is the creator of this luxury crossover.

Exhaust: Electric cars are extremely desirable in China, whether your budget aims for SAIC-GM’s $4,500 Mini EV, or something on the pricier end—like the Cadillac Lyriq. But Car News China has concerns with Cadillac’s initial offering of a single motor (with only 346 horsepower), and an interior not on par with Chinese Luxury EV startups. The Lyriq’s exterior styling may be accepted there, but its de-camouflaged body could be a more difficult pill to swallow stateside when it becomes available here in the first half of next year.

The post Ram’s heavy duty recall, Kia’s hefty EV concept, Rimac Nevera gets down and dirty appeared first on Hagerty Media.

Corvette Racing targets modest initial run for Z06 GT3.R

Intake: Rome wasn’t built in a day, and neither shall Corvette Racing build a thriving GT3 customer program. Speaking with Sportscar365, GM’s sports car racing program manager Laura Wontrop Klauser revealed that Chevy is targeting a first year run of 10 units for its new turn-key Corvette Z06 GT3.R race car. The car, which is set to debut in 2024, is based heavily upon the road-going Corvette Z06. Klauser said that the modest targets reflects Corvette Racing’s need to gauge interest. She also said that early efforts will primarily focus on U.S.-based customers and teams.

Exhaust: If we’re speculating, we’d bet there will be no shortage of racing teams in the states that would love the idea of running a Corvette. But it all comes down to who’s making the calls and writing the checks. What’s more, compelling GT3 programs already exist from the likes of Porsche and Acura—Chevy is hardly the first to discover this goldmine. We’re hoping all ten units get snatched up right away so that we see more Z06 GT3.Rs on the grid in due time.

Porsche Taycan gains GTS model

The all-electric Taycan has a new GTS model to slot in between the 4S and Turbo. Its 590 hp compares with the 462 hp offered by the 4S and the whopping 670 hp of the Turbo. There’s a SportDesign front fascia and side skirts with GTS logos, a gloss-black rear diffuser and 20-inch Aero Design wheels with a satin black finish to distinguish it from its stablemates. Suspension and performance equipment comes from the Turbo, re-calibrated for the GTS. Most notably the GTS comes in a new fastback version called Sport Turismo. This more road-focused version does away with the Cross Turismo’s wheel arch cladding, and sits as low as the sedan. Prices start at $131,440 for the GTS sedan and $133,300 for the Sport Turismo.

Exhaust: There’s something for every Porschephile in L.A. Fast road drivers get the awesome GT4, wannabe racers get the Clubsport, and EV-evangelists get the Taycan GTS. Now that’s German democracy in action.

TVR Griffith delayed again with an EV in the offing

Intake: The rebirth of British sports car maker TVR has been pushed back to late 2023 according to Evo, but it’s not all bad news. The company has announced a partnership with Ensorcia Metals Corporation to bolster its funds and to develop an electric powertrain to future-proof the firm. TVR’s “new” Griffith was first revealed in 2017 and the V-8 powered machine attracted plenty of pre-orders. Those buyers will need a lot of patience as production is still quite some time away, despite the company enlisting Gordon Murray to streamline the manufacturing. Ensorcia’s investment is also said to be used for developing a new electric vehicle for the second part of the decade.

Exhaust: The TVR saga drags on, but hopefully all the funding is now in place and this striking sports car will finally reach the road.

Toyota joins EV fray with “bZ4X” SUV

Intake: Toyota is finally hopping into the all-electric game with the new bZ4X SUV. It’s built on the same e-TNGA platform that will also underpin the Subaru Solterra, which should also break cover later today. Set to arrive in U.S. dealers in the middle of next year, the bZ4X boasts a manufacturer-estimated range of up to 250 miles per charge in certain configurations. (In this case, the XLE front-wheel drive variant.) There’s a 71.4 kWh lithium-ion battery pack for front-drive models, and a 72.8 kWh pack for all-wheel-drive variants. Front-drive models will get one 201 hp AC synchronous motor on the front axle, while AWD bZ4Xs will get a pair of 107-hp electric motors, one for each axle.

Exhaust: Let’s discuss that name: Are we talking about a microwave oven or a car? When will automakers learn that using a hodge-podge of numbers and letters makes products forgettable and interchangeable? Horrible name aside, it’s good to see Toyota jumping into the pure-electric space. We’re a bit worried that the all-wheel-drive model won’t be able to clear 200 miles of range in a single charge, which seems like the lowest bar you need to clear as a new EV in this space.

Porsche doubles down on N/A mid-engine track monsters

Intake: Porsche has opened the doors on the Los Angeles Auto Show with a range of spicy new models for road and track. First is a new road-legal flagship for the 718 series, the Cayman GT4 RS. Porsche first announced that a Cayman was getting the RS badge late last month, though rumor had been swirling for months, and now Stuttgart’s revealed the information we really craved: Output and powertrain. The first RS-badged Cayman gets the 500-hp flat-six that previously starred in the 911 GT3. Naturally aspirated and displacing 4.0 liters, and also sporting a dry-sump oil system, this mill is distinguished from the 911-derived four-oh in the Cayman GT4 by its six independent throttle bodies. And, of course, 155 more hp. Unlike the most recent GT4, the RS is PDK-only. Proof of concept comes in the GT4 RS’s Nürburgring lap time which is 23.6 seconds faster than that of the regular GT4. It can be yours for $141,700 plus delivery.

For those who take their track work even more seriously, welcome to the newest 718 Cayman GT RS Clubsport (gallery below), which comes race-ready from the factory. With an engine plucked straight from the 911 GT3 Cup car it’s some 18 percent (75 hp) more powerful than its predecessor and redlines at a glorious 9000 rpm. Suspension is fully adjustable, and aerodynamics are enhanced with front dive planes and a larger spoiler. The rear wing (also a 911 GT3 goodie) is adjustable and features a Gurney flap. Extra race accoutrements include a welded-in cage, Recaro seat with six-point harness, plumbed-in fire extinguisher and even an air-jack system for speedy pit stops. Your entry to the grid will cost $229,000 plus taxes.

Exhaust: Electric power may be on the horizon for the Cayman (and Boxster), but Porsche is keenly aware of both its dedicated motorsports audience and its existing arsenal of internal-combustion track weaponry. The flat-six party rocketh on.

KTM gives hooligans a wheelie cool holiday gift

Intake: The thunderous roar of the KTM 1290 Super Duke is not new to the streets and track worldwide, but for 2022 tat roar will be recognized as just a bit more potent. Engine power remains the same but the chassis gains more capability by way of semi-active WP suspension both front and rear. Rear spring preload can be adjusted up to 20mm by way of the TFT dash, which also offers pre-tuned comfort, street, and sport modes. Opt for the new Suspension Pro package and gain three more modes: track, advanced, and automatic. Track is obvious, “advanced” allows user adjustments on nearly all aspects of suspension tuning with a few button clicks, and automatic puts an on-board computer to work at adjusting things perfectly at a seamless pace.

Exhaust: The KTM 1290 Super Duke is the go-to bike for riders who want to live a life just on the verge of losing their license. The updates for 2022 give a little more safety net on a very aggressive machine. While the SD appears to be a simple big brute on the surface, more technology blended in looks like a positive at first glance.

The post Corvette Z06 race cars to arrive in batches of 10, Toyota’s first EV SUV, Porsche’s flat-six party rages on appeared first on Hagerty Media.

GM Defense eyes Hummer EV-based military vehicle

Intake: According to a new report from CNBC, GM Defense is planning to develop a prototype military vehicle based off the bones of the Hummer EV. GM Defense President Steve duMont called the vehicle an “electric light reconnaissance vehicle,” or “eLRV” for short. The revelation comes following a visit from Deputy Secretary of Defense Kathleen Hicks to the GM Technical Center in Warren, Michigan, in which she discussed the military’s electrification plans and how what’s coming down the pipeline—namely the early rollout of GM’s highly-anticipated Ultium battery platform—might be of use to our armed forces.

Exhaust: You can take the Hummer out of the military, but you can’t keep the military out of the Hummer. It will be neat to see the Hummer nameplate—or at least its fundamental architecture—back in the military space as something other than a diesel-chugging brute. GM Defense is on a bit of a heater right now; in June of last year, it nailed a hefty $214.3M contract to produce a Colorado ZR2-based infantry squad vehicle for the U.S. Army. It followed that up with a $36.4M contract earlier this year to produce Heavy-Duty Suburbans for U.S. government agencies.

Mazda’s newest SUV aims at America’s outdoorsy heart

Intake: Beginning this January, a new SUV will roll off Mazda’s factory in Huntsville, Alabama (a joint venture with Toyota): The CX-50. Built on the same architecture as the Mazda3 and the CX-30, this compact five-seater departs from the marque’s city-chic aesthetic to present a more outdoorsy vibe. Mazda’s i-Activ All-wheel-drive comes standard, whether you opt for the naturally aspirated or the turbocharged powerplant, and includes a suite of different drive modes for varying terrain. Outside, the CX-50 dons a scratch-resistant suit of plastic cladding, along with slick details like roof rails and matte hood appliqués. Mazda’ has only so far revealed a few views of the interior—including a digital instrument cluster and a handsome terracotta color scheme—but you can expect more details on this 2023 model in the coming months.

Exhaust: Mazda is a small company with big ambitions, and the CX-50 will likely prove a major linchpin in the Japanese automaker’s upmarket sales push. Mazda still sells nowhere near the volume that Toyota does in the states (1.66M YTD 2021), but the U.S. is the company’s largest single market, accounting for 27 percent of global sales in 2019. At first glance, Mazda has done its homework: The Alabama-built CX-50 and its rugged aesthetic are poised to capture attention at the height of the market’s obsession with off-road-ish crossovers.

DeLorean releases 1:43-scale model for 40th anniversary, but they’re going fast

Intake: The DeLorean Motor Car Company—yes, in case you missed it, it exists beyond the movies and the company’s original closure—is accepting orders for the release of a 1:43-scale 40th anniversary model. Manufactured by Vitesse, the die-cast DMC-12 models cost $40 apiece, and production is limited to 1000 examples. The individually numbered models are shipped in unique 40th Anniversary packaging and come with a certificate of authenticity and holographic authenticity identification. Models are expected to arrive in December 2021, although DMC warns that “shipping delays from the manufacturer due to current events may cause them to arrive later, therefore Christmas delivery is NOT guaranteed.”

Exhaust: It seems there will never be enough automobilia to satisfy fans of the DeLorean DMC-12 or the Back to the Future trilogy. Need proof? At last count, of the 1000 numbered die-cast models being offered through DeLorean, only 48 remained. If you can’t live without one, you’d better place your order ASAP.

“Team Japan” wants to save internal combustion

Intake: Five Japanese manufacturers have joined forces to fight to keep the internal combustion engine alive. Mazda, Subaru, Kawasaki, and Yamaha have been rallied by Toyota and will use motorsports to champion carbon-neutral fuels as a green alternative to electrification. At a press conference at Okayama International Circuit in Japan, the alliance announced that it will take part in racing using e-fuels and hydrogen. Toyota has already developed a Corolla racer that runs on hydrogen for the Super Taikyu Series endurance, while Mazda and Toyota are working on a 1.5-liter Skyactiv-D engine driven by next-generation biodiesel, and Subaru will partner with Toyota to run its race cars on a biomass-derived fuel in the Super Taikyu Series. Kawasaki and Yamaha are looking to work together on hydrogen power for two-wheelers.

Exhaust: Toyota now has more allies in its campaign to offer a parallel path to electrification. Toyota believes that hydrogen particularly can reinvigorate the internal combustion engine. “By promoting further collaboration in producing, transporting and using fuel in combination with internal combustion engines, the five companies aim to provide customers with greater choice,” the companies said in a press statement.

Elton John’s Testarossa is up for auction Down Under

Intake: A 1987 Ferrari Testarossa given as a birthday present to Sir Elton John is going under the hammer in Australia. The Rocketman’s record company, MCA, bought the car for his 40th birthday and it was still standing as part of his collection until 2001, by which time he’d racked up 7434 miles. (Not quite a daily driver then, but for a Testarossa Saturday night’s alright, at least.) He made the sacrifice of selling the Ferrari to a dealer and it spent almost another decade in the U.K. before arriving in Australia in 2010. Now showing 10,733 on the odometer the Ross Corsa classic is said to be in outstanding condition and is expected to fetch up to $260,000 at the upcoming Shannons online auction.

Exhaust: This pristine Testarossa really “pops.” The car’s rock’n’ roll royalty provenance and low mileage should make it a smash hit at auction.

For a bruiser Benz, it’s gotta be a Black Series

Intake: The names or Roush, Shelby, and Lingenfelter are vaunted in the U.S. as tuners of American brands, and for a long time AMG served a similar function for Mercedes-Benz cars. The ultimate expression of these vehicles is the Black Series. Jay Leno took a look at a well used—but not abused—2008 CLK63 AMG Black Series in the latest Jay Leno’s Garage episode, and with guest Tommy Kendall he got the full rundown on this high-performance coupe.

Exhaust: It’s subtle, yet wild, plus wider, more adjustable, and more powerful than the ordinary CLK63 AMG, and yet still retains all the luxury a buyer would expect when buying a car wearing a three-pointed star on the hood. This particular CLK63 AMG Black Series has hundreds of hot laps around Laguna Seca under its belt but looks no worse for wear. From the carbon-fiber dashboard to the big honking 6.3-liter V-8 underhood, this car is special but not outrageous looking. If you know you know, and we’re more than comfortable with that kind of secret handshake.

The post GM Defense taps Hummer platform, Mazda CX-50 aims at the outdoors, DeLorean selling scale models appeared first on Hagerty Media.

It’s been a long time since Ford showrooms had a Bronco, but it’s been even longer since Ford envisioned the bucking-horse SUV as a Jeep competitor rather than a full-sized Blazer rival. How does this return to (kind of) compact form stack up against the class-standard Wrangler off-road?

As equipped, our test Bronco’s price tag came out to $58,905, in part due to the Badlands trim level that adds over $11,000 to the MSRP of the base model. In addition to the electronically disconnecting swaybar, the real bait in the package, Badlands Broncos receive position-sensitive Bilstein shocks, front and rear locking differentials, an electronic cutting brake, additional skid plates, functional rock rails, and a “modular” bumper with removable end caps. On top of that, the $2450 Sasquatch package was added, bringing a 4.7:1 axle ratio to spin the stocky 35-inch tire combo offered off the showroom floor with legitimate bead-lock wheels (you’ll have to install the tire in the bead-locks yourself), and a set of high-clearance fender flares to accommodate them without rub.

Separate from the exterior trim options, Ford offers four levels of interior comfort, ours adding $5085 for the Lux package which included the large 12-inch LCD screen in the center stack, the full complement of Ford’s driver assist features—adaptive cruise, lane-keeping, emergency braking and steering assists—along with dual-zone climate control, heated seats and steering wheel, a 360-degree camera view, and Danish-tuned stereo with Bang & Olufsen drivers stuffed in every corner of the interior. Throw in a $595 tow package, the $695 hardtop roof, and a couple other odds-and-ends for accessories like storage bags for the removable doors and the numerical keyless entry pad, and it’s certainly one of the most loaded configurations offered, and aimed squarely at the Wrangler Rubicon for capability and options.

The exterior design is a polarizing mix of thoughtful functionality that’s occasionally sacrificed for an element of retro vanity. Starting up front, the modular bumper is easily disassembled with a T-40 torx bit (strangely not included in the Bronco-branded tool kit) and reveals a meaningful amount of approach clearance for the front tires while also shrinking the width to keep it out of trouble in tight situations. The mast antenna is rubber at its base, so it easily tucks under branches without the risk of breaking off there, as traditional hard-mounted antennas are prone to suffer—yeah, you’re supposed to spin them off, but nobody ever does.

The camera system is comprehensive, but you’ll lose the 360-degree top-down view if the mirrors are folded, as they contain the left and right cameras and just bring a close-up of the door once tucked. The hood line is also quite tall on the Bronco, with its retro stylized ridges along the fenders further consuming your field of view—it’s a handsome machine that still feels like it’s fresh out of concept art, but it comes at a cost of having clear sight lines. This can create some unnerving dependency on the cameras, especially for drivers who are closer to the bottom of the five-foot range. The two wide-angle front views will be the most used to keep the nose out of trouble in tight situations. The Wrangler has a lower, narrower hood, making it more natural to maneuver close to obstacles with its better sight lines.

Here’s the biggest challenge the Bronco faces off-road: It’s wide. We’re not talking simply wider than just the Wrangler’s sheetmetal at its extremes, but even wider than a handful of mid-’90s full-size trucks. The truth is that much of America’s best trails are more limited by means of a vehicle’s physical size than its outright suspension stretch. Everytown USA’s local trail networks were most likely scouted by some plucky Jeeper, if not already chasing wagon trails, meaning that the nooks and crannies that make up common “Jeep squeeze” obstacles tend to flatter the inherently compact dimensions of a Wrangler (and its descendants). By rough measurements, the Bronco out-shoulders a JL Wrangler by approximately 10 inches at the nose (roughly 5 inches on either side) and it’s about 6 inches wider at the tail lamps (about 3 inches on either side).

Breaking out the tape measure later helped me to determine whether or not it was worth chucking the Bronco into Adventure Canyon, though it made two things more crucial. First, we’d need every bit of articulation offered out of the Ranger-based chassis in order to keep the body level and centered away from rock faces through obstacles. Second, keeping the Bronco on a tight line required it to drive naturally and predictably—not always easy in modern enthusiast vehicles that must balance driver inputs with increasingly complicated steering, braking, and throttle systems.

On paper, it practically matches the Wrangler on approach, break-over, and departure angles, and the differences are scant in reality. Despite its extra width both in sheetmetal and track width, the attention to tidy overhangs ahead of and behind the axle center lines helps keep the otherwise broad-shouldered Bronco from getting hung up on obstacles. Ford was even keen to tuck the exhaust tip into the chassis to prevent it from being crushed while coming off a tall shelf, as is notorious in Jeeps. However, the fuel tank, which sits under the rear-passenger seat, hangs well below the frame, unlike in the Wrangler, and does become a bit of a hang-up spot when tip-toeing through boulder fields and other uneven obstacles—if you have any intent to “wheel” one, consider at least ordering Black Diamond for the lowest-cost way to get the factory “heavy-duty bash plates,” modular bumper, and rock rails. The Sasquatch package alone doesn’t offer them and the extra protection and clearance will make a difference in many trails. With the modular bumper up front stripped down for the best tire clearance, it never made contact and while the rear tow hooks tagged a rock every so often, the rear bumper too had enough clearance to deal with steep drops. It’s worth noting, too, that the fender flares are fastened with simple twist latches and can be removed easily to shrink the Bronco down to its minimal girth.

The interior also carries over Ford’s thoughtful approach to truck interiors with a functional layout that still feels unique to the Bronco despite carrying some common Ford switchgear. The ergonomics are, by and large, fantastic, with a wide range of adjustments in the front seats and enough range in the tilting-and-telescoping wheel to accommodate different drivers. The dash’s shape also lends well to the rugged situations Ford expects you to be in. The upper edge where the various off-road features are located—the lockers, sway bar disconnect, cutting-brake, etc.— creates a bit of a hand-hold for the crook between your thumb and pointer finger, allowing yourself to brace and clamp the dash with a hand to operate lockers on the fly without having to glance down to reposition if your torso is getting tossed around off-road. There’s a bit of a shelf underneath the 12-inch center screen too, which also helps to stabilize your hand while trundling through maps or music. While not entirely useful at factory ride heights, the handles in the corners of the dash will certainly be loved by those who eventually lift the Bronco into absurdity. The center cubby below the infotainment and HVAC controls has well-implemented wireless charging, with plenty of space for large phones and enough wattage to charge through cases even while running things like Apple CarPlay and Android Auto. When the center screen is turned off manually, its backlight also shuts down, going a long way to reduce eye strain and help with night vision on dark roads.

A few complaints: The tachometer in the LCD gauge cluster might as well not even be there; it’s a subtle bar graph and a slightly unnatural two-digit format (1.9 = 1900 rpm) that makes quick glances at rpm a strain. There’s also times where the dash can become overwhelmed by various messages, alerts, and warnings that stack over each other with the vigor of AOL-era pop-ups. Many feel like the results of pedantic legal teams: reminders that the engine is running, tire pressure is low while aired down, various off-road features are active or may be changing state, each necessitating an acknowledgement to clear and return to the basic gauge displays. Oftentimes, too, they just become hazardous distractions. The most baffling, though, is the interference between the rear lift glass and tailgate. The gas strut that opens the tailgate has two positions, the first of which isn’t wide enough for the back glass weatherstripping to clear the tailgate, while the second position is finicky to quickly open the door to while the gas strut rubber bands and catches up.

For the most part, Ford nails the implementation of its off-road features in the Bronco. The lockers, sway bar, and cutting-brake are predictable and engage reliably, but the electronic transfer-case introduces its own unnecessary complications, such as requiring the SUV to be at a dead stop to shift between high and low range. Most 4x4s can make the change between low and high range at walking speeds, but the Bronco will force you to halt progress for ten seconds or more. And still, too, there are times where it can’t make the drop into 4-low without putting the vehicle back in gear to roll it and bring it back to a stop so the transfer case can attempt again to mesh—the exact drivetrain bind that rolling during the shift traditionally alleviated. This sounds trivial at a glance, but in a trail run, nobody wants to be that guy who holds up the line and has to fiddle around. It’s just not something the Wranglers suffer, thanks to their simpler, manual-shift transfer cases. Shifting the transfer case into neutral, for flat towing, is also more convoluted than it needs to be, with vague directions behind buried menus for what is a standard gear position in traditional transfer cases.

Oh, and there’s plenty of wind noise. Some calls over the Bronco’s hands-free system were difficult to maintain at freeway speeds thanks to the wind-rush over the upright windshield. Depending on the direction of the wind, a loud, high-pitch whistle developed around the passenger A-pillar. The pre-production units we tested in our first drive also had occasional wind leaks with the hard-top, suggesting this may just be a compromise with having frameless windows seal to multiple panels. It’s just a tough annoyance to swallow on a vehicle that costs nearly $60,000, especially given Ford’s promises of on-road refinement compared to the cross-town rival at Jeep.

There’s really nothing dramatic to report on pavement; it handles rough roads and long freeway drives well with more than adequate horsepower for passing. Fuel economy in mixed driving ranged from 15 to 17 mpg, which is respectable given the meatball tires under the fenders. While it’s my experience that only the low-trim Wranglers suffer excessive wandering or bump steer in the front axle (with the base shock package), every variant of the Bronco we’ve tested has maintained Ford’s promise of civilized street manners.

Western Arizona’s terrain through the Colorado River Valley is diverse, sampling soils from the Southwest’s most popular surfaces. There’s a mix of slick rock that’s familiar to any Moab regular, challenging a driver’s finesse on the bowling alley-smoothness that saps grip, interspersed craggy stone obstacles that feels peeled off any mountainside. Off the hard-packed-gravel access roads and washes, the desert sand itself lends to a unique dynamic beyond typical dunes, with a firm crust that gives way to its silty foundation once churned by spinning tires, giving some trails an all-or-nothing feel through real consequences for mistakes. Ford once owned a proving grounds a couple hours north, in Yucca, for the very same reasons that brings everyone else to the wild west: It’s epic wheeling in every direction that challenges a rig in multiple ways.

The trail chased a dried creek that had carved its way through the desert floor, descending into a large wash through a series of waterfall shelves, some a yard tall, before crawling back up through boulder fields on the other side, with a few miles of gravel roads on either end to access. Using a five-star rating system, opinions stretched between this sitting around 3.5 to 4 out of 5 on a difficulty scale—and naturally, Jeeps serve as another metric. For two doors, this trail would require 33-inch tires at a minimum while four-door Unlimiteds would really need a set of 35s to get through here comfortably; and lockers are a necessity. On paper again, the Bronco fit the bill with its meaty 315/70R17 Goodyear Wrangler Territory M/Ts and selectable lockers, but would the IFS become a limiting factor? Or could another Achilles heel be shaken out?

In technical rock-crawling sections, the Bronco excels with the sway bar disconnected, and it’s almost a crime that the feature isn’t available with the Sasquatch package without having to option up to the more expensive Badlands. Ford was keen to benchmark the Wrangler’s approximate travel specs, and where articulation did run out, the combination of front and rear lockers provided consistent traction even while teetering on two or three tires. Speaking of them, the Goodyears are a capable tire with a lot of flexibility in different surfaces. At 30 psi, they retain excellent sidewall stability for high-speed trails and gravel roads while soaking small bumps, and the footprint is wide enough to stay afloat in loose sand. Once aired down to at least 25 psi, they begin to stick like a cat on carpet to rocky terrain, and provided reliable traction to make corrections and adjustments while loaded up on an obstacle. It’s a combination that makes the Bronco’s width manageable as there’s enough capability to reach for difficult lines that ultimately keep the SUV level despite the trickier setup. Traction and travel are useless without the ability to finesse both at their absolute limits, and Ford’s calibration of the throttle and brakes when 4-low is engaged is excellently tied to the low tire speeds afforded by the 4.7:1 axle ratios. Ford offers a one-pedal drive mode that automatically applies the brakes as the throttle is released, while more advanced drivers will find no problems with left-foot braking (holding the throttle steady and only using the brake to manipulate speed).

In some situations, it still feels like the Wrangler has more practical articulation up front, but given how high the bar is already set for both SUVs, it’s just in rare moments of teetering that the Bronco’s suspension limits are found. On wide-open trails, like access roads and desert roads, the position-sensitive Bilsteins do an excellent job of soaking up large body motions and bumps, with a progressively tighter damping rate as the suspension compresses. It’s well-tuned to handle washboard roads, too, with the suspension able to quickly absorb the next high point without transmitting that impact into the chassis. In loose surfaces, the Bronco has the power and stability to build an entertaining amount of slip angle too, with an unobtrusive stability control and a predictable balance to how weight will transfer.

Throughout our run down Adventure Canyon, the Bronco managed to crawl through the trail’s notorious tail-light killers and chest-high drops, chasing a variety of Wrangler Rubicons with minor differences in the lines chosen. The additional width gave my spotter a few extra grey hairs, but with the right combination of lockers called upon, it was easy to position the Bronco where it needed to go—though even with the comprehensive camera system, visibility for the front-passenger corner was still a point of concern when a spotter wasn’t around. As we began chasing gravel roads out was when the Bronco’s only real weakness became apparent.

The 10R80 transmission used in the Bronco features, rather bafflingly, a plastic oil pan with no protection from impacts. While off-roading, it’s generally understood that everything underneath the body is subject to moshing with the terrain. With the Bronco’s “bash plates,” all major components except the transmission receive stout, steel skid plates—but like the thermal exhaust port of the Death Star, there was still a weak spot that could be hit under the correct circumstances …

This branch, hardly thicker than a broom stick, was kicked up by the front tire and was guided by Lotto-grade luck into the side of the transmission pan, breaking through the plastic wall and emptying several gallons of ATF. If we accept that debris is just a fact of life off-road, then mitigation here deserves attention. The transmission pan is exposed between the engine and transfer case skid plates. The choice to use a fragile plastic oil pan is less than ideal. Since we were rolling with a group, this wasn’t too much of an ordeal to rope tow out to a trailhead for a flat-bed to pick it up, but had we been further out from civilization on an overland route, it could’ve introduced a real problem in safely getting home. Thankfully, most of the mechanical components on the Bronco are shared with other Ford vehicles, and a new transmission pan was sourced by a dealership in short order, side-stepping some of the same supply chains that have caused delays in the Bronco’s mainline production.

Out of the box, the Bronco stretches and flexes just enough to keep up with its entrenched competition from Jeep in most trail networks. While its larger dimensions will eventually put the Bronco into a situation, your results will vary depending on where you intend to wheel. The real departure in capability comes when Wranglers with bolt-on coil-over kits enter the mix: With a small budget they become street-legal rock crawlers. The big test in the long term will be to see what the Raptor variant brings to the table, or what capability is brought out by the aftermarket industry. What capability the Bronco trades off with IFS pays dividends on the road, with confident handling and low strain over long highway treks. Ford couldn’t simply build a tit-for-tat clone of the Wrangler, and the Bronco feels like its own answer to the do-all off-roader. Real talk: This is the SUV the Toyota 4Runner TRD Pro wishes it could be.

2021 Ford Bronco Badlands

Base price/As-tested: $46,335/$58,905

Highs: The Bronco largely lives up to the hype, and delivers on an authentic and capable off-roading experience. With the Badlands’ electronically disconnecting sway bar, the Bronco displays a duality in its suspension that can both handle high-speed antics that live up to its Baja GOAT mode and still retain enough compliance for crawling through tricky obstacles. Even when you’re not storming across the dirt, the Bronco lends itself to a comfortable street persona, with excellent stability at highway speeds and over broken roads.

Lows: The frameless windows may be the source of many NVH issues as the Bronco ages, with wind leaks being a common trait across the units we’ve tested. Visibility over the hood is lost to retro styling, creating more dependence on a camera system that’s mounted fairly low in the dash. While it’s easy to configure the stability nannies for hands-off consistency off-road, the message center in the gauge cluster can still be overwhelmed by stacks of nuisance warning messages. And despite an otherwise comprehensive body and chassis protection package in the form of the optional “bash plates,” leaving the transmission pan so vulnerable is a concern in an enthusiast product like this.

Summary: If you’re looking to maximize on-road driving while keeping a super-capable off-roader in the stable, the Bronco is a clear choice. Out of the box, it serves the capability the vast majority of people would expect, and the jump to the Wrangler’s solid-front-axle may just make better sense for those intending to dive deeper into the off-road hobby. With the 35s and both axles locked, the Bronco will manage its way through many popular trails, just pay mind to order the rock rails and bash plates if you expect to crawl through tougher obstacles.

The post Off-Road Review: 2021 Ford Bronco Badlands appeared first on Hagerty Media.

Audi’s spiced-up “base” R8 V10 promises a drifty good time

Intake: After offering North American customers a RWD version of the R8 last year, Audi is once again letting us get a bit drifty with our Teutonic V-10 supercars and increasing the horsepower at the same time. While the previous R8 V10 RWD came with a healthy 532 hp, the latest model cranks out 562 from its naturally aspirated 5.2-liter V-10. The 2022 Audi R8 V10 has a starting MSRP of $150,195, including destination, and is also available as a Spider. If AWD is a must-have, rest easy: the 602-hp R8 performance Quattro will still be in showrooms.

Exhaust: We’re thrilled the ten-cylinder R8 is still kicking. Audi noted that the RWD R8 will allow drivers to get a little bit sideways in Sport Mode, meaning that this less-expensive R8 variant, while not as quick off the line, may be even more lively and fun when you get it on the track to cut loose.

Mazda plans for new two- and three-row SUVs

Intake: Mazda has shared plans to bring a slew of SUVs to the North American market in the next few years. The CX-5 will be replaced by the CX-50, which will fill a similar position in the lineup and is part of the “Small Product” portfolio that includes the Mazda 3 and CX-30. A “Large Product” platform will underpin larger SUVs, including the two-row CX60 and CX70 as well as the three-row CX80 and CX90. The CX70 and CX90 will be based on a widened version of the platform and will be headed to the North American market with both a turbocharged inline-six powerplant and a plug-in hybrid option. A new EV platform that will debut in 2025 will usher in even more new vehicle options.

Exhaust: This shift to turbocharged inline-six power and a longitudinal RWD platform seems to indicate Mazda is serious about delivering an improved driving experience. The brand has done a solid job with its current lineup of people-movers, so these new SUVs could elevate the driving experience to sway buyers that might have otherwise looked to a more luxurious brand for their sporty SUV needs.

All-new Lexus LX stomps around in the desert, debuts next week

Intake: We’re only five days away from meeting the next generation of Lexus’s largest SUV, which, judging from Toyota’s new full-size architecture, should live up to its “all-new” billing. Besides a teaser video of this body-on-frame luxobarge charging around in the desert, all the factory has confirmed for now is the LX 600 model previewed above. The fourth-gen truck will adopt light signatures that mimic the angular taillights of its RX sibling in flattened form. A wide-spaced L E X U S across the rear takes a page from the Grand Wagoneer playbook (and the VW Tiguan’s, but who’s counting?).

Exhaust: Toyota has decided not to bring its most recent Land Cruiser stateside, much to our dismay—but, since the modern-day LX shares its body-on-frame platform with the ‘Cruiser, it’s very likely that this Lexus will be the U.S.’s luxury-laden taste of otherwise forbidden fruit. The Toyota Tundra is also in that same TNGA-F-architecture family, and its spec sheet may offer more hints at the upcoming LX: a 3.5-liter hybrid V-6 as the top-tier engine, making 437 hp and 583 lb-ft, plus multilink rear suspension that accommodates air ride. Icing on the cake: expect the LX’s infotainment system to ditch the touchpad entirely and feature the 14-inch touchscreen found in upper trims of the ’22 NX. 

Gordon Murray’s T.50 will be glorious at Goodwood

Intake: The ultimate analog hypercar, Gordon Murray’s T.50, is to make its first public appearance at the Goodwood Members Meeting. The event, which runs from October 16–17, is only open to Fellows and Members of the Goodwood Road Racing Club, but the action will also be streamed on YouTube. It will be the first time the 3.9-liter, 653-hp Cosworth V-12-powered carbon-fiber hypercar has been driven in anger around a race circuit and therefore the first chance to hear that amazing motor at its 10,000-rpm limit.

“There’s no better place to show and demonstrate the T.50 than the Goodwood Members Meeting,” says Murray. “It’s been frustrating not to be able to show our supercar before, but for everyone intending to visit Goodwood, it will certainly be worth the wait. I’m looking forward to it—it’s going to sound superb.”

Exhaust: Murray’s first own-brand car, the ultra-light Rocket, made its debut at Goodwood in 1993, so it’s fitting that the T.50 should be hurled around the famous circuit on its first public showing. The lucky Brits in the crowd had better have their ear-defenders ready.

Kawasaki is taking green to the extreme with an all-electric lineup

Intake: Kawasaki says all its motorcycles sold in developed nations will be electric by 2035. Ten new two-wheeled EVs are set for launch alongside ICE models by 2025 in the U.S.A., Canada, Europe, Japan, and Australasia, and a decade later all Kawasaki will be purely electric. The company is also said to be working on hydrogen-fueled bikes, burning the universe’s most abundant element in combustion engines rather than using it to generate electricity in a fuel cell.

Exhaust: Kawasaki is stealing a march on its homegrown rivals by beating Honda and Yamaha to its green dream. Honda says that it will be 100 percent electric by 2040, while Yamaha has set a less ambitious (or more realistic, depending on your perspective) target of making 90 percent of its models electric by 2050.

The post Spiced-up “base” R8 promises a drifty good time, Lexus’ new LX inbound, Kawasaki goes green appeared first on Hagerty Media.

Hot on the heels of the all-new, three-row Grand Cherokee L, the fifth generation of Jeep’s stalwart, two-row Grand Cherokee has just appeared in all its luxury-laden, off-road-ready glory. We’ve come a long way since Bob Lutz put the original Grand Cherokee through a glass wall at Cobo Hall in Detroit in 1992. As the world prepares to cannonball into electrification, the 2022 Grand Cherokee and its optional hybrid powertrain will play a big role for Jeep. The brand faithful need not worry that the new vehicle has gone soft, however; in fact, it’s quite the opposite. Let’s dive into the details.

The 2022 Grand Cherokee rides on an all-new architecture (same as the three-row L) dubbed WL75. The fifth-gen SUV is both taller and longer than the model it replaces, riding roughly 1.5 inches higher and measuring 3.5 inches more from nose to tail. Relative to its contemporary sibling, the L, the ’22 Grand Cherokee chops five inches from the wheelbase and 11.4 from overall length. The two utes share the same width, however, making solid use of all 84.6 inches cross-wise.

Like the L, the new Grand Cherokee wears a more upright design in front with a larger, seven-slot grille and boxier, more voluminous proportions through the passenger area. Impressively, Jeep’s designers managed to execute that larger greenhouse despite lowering the roofline by just over a quarter inch. The whole package is remarkably handsome, equally as good-looking as its three-row sibling.

The biggest news comes in the powertrain department. As expected, there will be an electrified version of the new Grand Cherokee, wearing the same 4xe (“four by e”) designation as the hybrid Wrangler. The Grand Cherokee 4xe is a plug-in affair with a 17-kWh battery pack and two electric motors to supplement the existing 2.0-liter turbocharged four cylinder. Between the transmission-mounted electric motor, the belt-driven unit that replaces the alternator, and the conventional gas four-banger, combined powertrain output peaks at 375 hp and 470 lb-ft of torque. That’s no joke, especially when you consider that the 4xe’s battery holds enough juice for roughly 25 miles of pure-electric range and can return a Jeep-estimated 57 MPGe while cruising. The 4xe’s availability is similarly impressive; you can get your electrified Grand Cherokee as a Limited, Trailhawk, Overland, Summit, or Summit Reserve.

Elsewhere in the engine selections, there’s the ubiquitous 3.6-liter Pentastar V-6, good for 293 hp and 260 lb-ft of torque, and the 5.7-liter Hemi V-8, good for 357 ponies and 390 lb-ft. Spec the six, and you can tow up to 6200 pounds properly equipped. Spring for the Hemi and that figure climbs to 7200. All three powertrain options pair with an eight-speed ZF TorqueFlite automatic. In the 4xe model, the torque converter is replaced by an electric motor.

Like the Grand Cherokee L, this new two-row will offer three different 4×4 systems: Quadra-Trac I, Quadra-Trac II, and Quadra-Drive II. All three systems feature an active transfer case to shuffle torque front and back, depending on which axle can make better use of it. Quadra-Trac I features a single-speed transfer case, while Quadra-Trac II offers a two-speed transfer case with a 2.72:1 low gear ratio. The top-shelf Quadra-Drive II includes the two-speed transfer case plus an electronic limited-slip rear differential.

Higher trims will get Jeep’s Quadra-Lift air suspension, now featuring semi-active damping to help quell road imperfections even further. The real plus to Quadra-Lift comes away from the pavement, however, where its height adjustment allows for up to 11.3 inches of ground clearance and 24 inches of water fording capability. The lower trims receive a more traditional damper system.

Jeep is pressing even further into its off-road legacy with the Trailhawk sub-brand. While everyone else scrambles to assemble cosmetic packages and a few mild mechanical upgrades (Looking at you, Honda Passport TrailSport), Jeep continues to make an already capable ute even better. The new Grand Cherokee Trailhawk features a class-exclusive front sway-bar disconnect to help bolster the front suspension’s articulation on uneven trails and rock gardens. Other Trailhawk features include red tow hooks, 18-inch wheels with chunky all-terrain rubber, high-strength steel skid plates, and a black hood decal to reduce glare. There’s a 4xe version of the Trailhawk as well that trades the red-accents of the gas-only model for sweet blue ones. Lest you think adding plug-in hybrid components would make this Grand Cherokee any less capable, Jeep was quick to point out that the 4xe trim still conquered the 22-mile Rubicon Trail with aplomb—entirely under electric power. This comes as no surprise to us after our stint in the Wrangler 4xe—adding electric crawl capability bolsters a Jeep’s already massive off-road appeal.

The interior might be the biggest leap forward compared to the previous generation. Gone are the chunky matte plastic buttons and bulbous trim pieces; instead, you’ll find a smorgasbord of wood inlays, shapely strips of aluminum, and subtly integrated dark plastics. There’s a new, 10.1-inch central infotainment screen running UConnect 5, as well as a similarly-sized screen for a digital instrument cluster. Heavily optioned models get a 10.25-inch screen in front of the passenger, similar to what you’ll find on the much ritzier Wagoneer and Grand Wagoneer. Pricier Grand Cherokees will also get massaging front-row seats to ease the stress of those long-haul journeys. The seats will pair perfectly with the 19-speaker McIntosh high-end audio system as you let the dulcet tones of John Coltrane and his ilk waft you from adventure to adventure.

The configurator for the all-new 2022 Grand Cherokee is live on the Jeep site, but prices are conspicuously absent as of this writing. As with the three-row L, though, expect this much off-road capability and interior equipment to come at a premium. We’d expect the trim walk to start a few thousand higher than the mainstream competitors and climb much higher; a $75,000 Grand Cherokee is a distinct possibility. Jeep says that non-4xe Grand Cherokees will arrive at North American dealerships in the fourth quarter of this year, while 4xe models will arrive early next year.

With no marque that’s a true luxury competitor (Wagoneer and Grand Wagoneer are technically a sub-brand competing in the the body-on-frame arena, but that’s far from the only battleground for monied buyers), Stellantis must lean heavily on Jeep to cover a wide swathe of potential customers. As first impressions go, we’d say the all-new 2022 Grand Cherokee is more than up for the upmarket challenge.

The post Now with hybrid option, Jeep’s ’22 Grand Cherokee courts upmarket, outdoorsy buyers appeared first on Hagerty Media.

The midsize luxury crossover segment hosts some of the fiercest competition in the automotive market. Newcomers like the Genesis GV80 have been taking a bite out of Infiniti’s hottest-selling model, the three-row QX60, which has been on the market since it debuted in 2013 wearing the JX35 badge. Now a quicker, quieter, and roomier QX60 is here to challenge the upscale family haulers. Infiniti invited us to the northern California coast to spend a couple of hundred miles in a top-of-the-line QX60 to judge the fruits of its labor.

While a nicely-equipped 2022 QX60 in Pure trim starts at $47,875 (including destination), our fully-loaded, all-wheel-drive ($3000) model in Autograph trim finished in Deep Bordeaux ($900) rings the register at $65,275. That pricing is right on par with the top trims of rivals such as the Lincoln Nautilus and the Genesis GV80—a good first impression for Infiniti’s contender.

Sizing the QX60 up from the outside, it’s clear that the designers wanted to distinguish the second-generation model from its comparatively bulbous 2020 predecessor. The QX60 is content to wear a more traditional, upright SUV profile, which sets the three-row apart from the smaller QX50 and its four-door fastback silhouette. It’s cliché to say that cars look fast standing still, but the QX60’s greenhouse tapers a bit front to rear and does give the impression of movement. The new bodywork is still on the Nissan D platform that is shared with the also-new-for-2022 Nissan Pathfinder, but the architecture has been tweaked for the 2022 model year to improve stiffness.

Gone is the kinked chrome D-pillar trim, once a hallmark of Infiniti. It’s replaced with two thin, horizontal chrome strips and a glass-covered pillar that blends into the rear hatch.

Infiniti’s minimalist style continues inside the cabin, where the front seat occupants are treated to a dash and instrument panel that employs horizontal design elements to neatly integrate the climate-control vents. A horizontal strip of wood trim is separated from the vents by an upholstered section of the dash that, in our top-of-the-line Autograph tester, featured diamond-quilted stitching. The quilted dash was a bit unexpected, but we soon warmed to the overall look, since matching quilted upholstery is used on the seats.

A new, 12.3-inch screen with Infiniti’s InTouch infotainment system—standard across all QX60 models—proved to be easy to use and quite responsive. It comes standard with Apple CarPlay and Android Auto. The all-digital “instrument panel” can be used for normal gauge read-outs or to display navigation, freeing up the main 12.3-inch screen for operating other features, like the massaging seats. (More on those later.) The two-screen combination is a much-needed upgrade from the 2020 model’s dated, single-screen setup.

Thankfully, there’s no need to cycle through menus to get to the climate control, as A/C and heat are operated on their own panel, located below the display in an intuitive interface. Many of the HVAC controls use haptic buttons, but they are clearly labeled and decently spaced. There are still knobs for temperature control and, nearby, for stereo volume. An additional screen comes by way of the available Smart Rear View Mirror that uses a 9.6-inch display to show what’s directly behind the QX60 (similar to Jaguar’s ClearSight display). Its camera offers up to 50 degrees of view and is mounted inside the rear glass where the wiper can keep a clean view.

Our tester’s Autograph trim brought with it massaging front row seats, plus heated but not massaging rear captain’s chairs (heated front seats and a heated steering wheel are standard in all QX60s). The QX60’s massaging seats don’t feel like they’re digging separate mechanical fingers into your back, though. The undulating shoulder, upper back, and lumbar adjusters are constantly in flux. We found the massaging feature to be kind of like a cheat code to get the perfect seat adjustment while also reducing fatigue. We only spent a couple of hours in the seat for any given leg of our drive, but the massaging feature, which will run for 30 minutes each time it’s initiated, was a hit.

Second-row occupants are also treated to comfortable seats, although with a bit less bolstering. Legroom is generous, and Infiniti notes the higher seating position adds 1.5 inches to the hip-to-heel measurement, compared to the 2020 model, thus allowing for a more relaxed posture. Both second and third-row passengers get their own air vents, located in the headliner. Unlike vents located on the back of center consoles, these vents allow air to reach infants in rear-facing child seats.

We did climb into the third row, simply to see if it was possible to fit a full-size adult back there. Surprisingly, your six-foot-three-inch-tall author did fit in the back, although it’s not a position that would be tenable for long drives. Anyone that is much taller—or with taller hair—would be brushing the headliner, and the second-row seats, which can slide back for loads of second-row legroom, can eat up quite a bit of third-row legroom. It seems like a logical trade-off, as the second row will be much more frequently used.

Back to the third-row accommodations: The floor is high in the footwell, meaning that tall occupants will have their knees positioned higher than their hips, although that metric, too, is improved over the 2020 QX60. Infiniti’s interior designers and engineers did develop a clever sliding-and-tilting second-row seat that makes ingress and egress simple. It also prevents the tilt function from operating if the second-row seat is occupied—there will be no catapulting of siblings on the QX60’s watch. We surmise that kids will have no problem getting into and out of the third row, a task made even easier if the center console is removed from between the second-row captain’s chairs. Just leave it to those that are small and spry, and there should be no complaints.

If you’re a fan of V-6s, then you probably know and love the Nissan VQ family of six-cylinders, which powers everything from Frontier pickups to the new Z as well as plenty of Infiniti models in both longitudinal and transverse applications. The only engine and transmission pairing Infiniti offers here is a venerable 3.5-liter V-6 and a nine-speed automatic with paddle shifters. The engine is good for 295 horsepower and 270 lb-ft of torque that’s delivered through the front wheels or, if you’re willing to shell out an extra two grand (three grand for Autograph models), to all of them. EPA fuel economy for the AWD models is 20 city, 25 highway, and 22 combined. FWD models improve to 21/26/23.

The previous QX60 came with a CVT and didn’t offer as wide a ratio as the nine-speed does, which has even more torque multiplication to get the three-row utility moving with ease. We don’t expect many QX60 drivers will feel the need to shift their own gears, but the paddles allow for quick-but-not-instant shifts and the transmission will hold the gear even at full throttle, so don’t expect it to kick down on its own if you ask to do all the shifting. When the transmission takes the reins, shifts are smooth and virtually imperceptible. The same goes for the engine note itself, which nearly disappears at cruising speed thanks to a tall ninth gear that brings engine speed under 2000 rpm on the highway. Also, credit the fact that Infiniti added acoustic side glass and 35 pounds of sound damping for this redesigned Qx60. The improvements show—road and wind noise are minimal.

All QX60s come standard with automatic emergency braking with pedestrian detection, lane departure warning, blind-spot warning, rear cross-traffic alert, and rear automatic braking. Luckily, we didn’t have to test any of those. Of the four trim levels, all but the base trim (Pure) includes intelligent cruise control as well as Infiniti’s Pro Pilot Assist, which can use navigation data to slow the car for upcoming curves and off-ramps. Pro Pilot can also serve as cruise control for stop-and-go driving, resuming the cruise control function after a stop as long as 30 seconds. Due to a decided lack of traffic during our drive, this was one feature we couldn’t test; however, when we drove the QX60’s trendy little sibling, the 2022 QX55, we were impressed with the system.

On back roads, the QX60 handles well, with acceptable body roll and great isolation from bumps and ruts. Infiniti says the front sway bars are 28 percent stiffer in the front and 14 percent stiffer in the rear compared to the previous version, and despite the reduction in roll, the ride isn’t at all jarring. Electric power steering, with adjustable weight based on driving modes, is firm in its sportiest of modes and not overboosted on the default setting. For commuting or road-tripping, we could find little fault in the ride or the driving dynamics.

The 2020 QX60 arrives on dealer lots this fall, where it will go head-to-head with the likes of the Lincoln Nautilus, the almighty Lexus RX, and the Acura MDX. From our first impressions, it’s a compelling buy: fresh, elegant styling with a trustworthy Nissan drivetrain and boatloads of safety features. Even better, the interior is a marked improvement over the 2020 model. The chop-top QX55 is a bit of a try-hard, and its sales fate is yet to be decided, but the reworked QX60 indicates that Infiniti is also wise enough to truly polish an already-proven recipe.

2022 Infiniti QX60 Autograph

Base price/as-tested: $60,350 / $65,275

Highs: Elegant styling inside and out, quiet cabin, pleasant ride quality.

Lows: Only one powertrain choice.

Summary: The midsize luxury crossover market is a competitive segment and the outgoing QX60 was showing its age. This new arrival has sleek, contemporary looks without being overwrought. For buyers who want a six-seater with a lot of luxury features and a punchy, albeit muted V-6, this is your ride.

The post First Look Review: 2022 Infiniti QX60 appeared first on Hagerty Media.

Luxury SUV buyers who’d like to tastefully depart from mainstream offerings now have several new, compelling reasons to reconsider Jaguar’s F-Pace. Armed with an all-new interior and infotainment system, the 2021 model may not look much different from its predecessors on the outside, but fans of British-flavored comfort will find much to enjoy inside.

The brightest star in Jaguar’s newly SUV-focused lineup is this recently-refreshed model. Introduced in 2015, this first F-Pace immediately became Jaguar’s best-selling vehicle, but the bland interior and fussy infotainment left a lot to be desired. Today it’s the brightest star in a rapidly-evolving Jaguar lineup, as the brand desperately offloads sedans for SUVs and prepares to convert from combustion to battery power.

Jaguar has spent its dollars well for the F-Pace’s mid-cycle update. Exterior changes are minimal: The headlights and taillights house new LED lighting signatures, and on each front fender sits a reworked trim piece bearing the Jaguar leaper in profile. The interior, however, is almost entirely new; only the glovebox remains.

The newly organized dash uses clean, horizontal lines and makes generous use of genuine leather (unless you’ve specced the base F-Pace, which uses a vinyl-based Luxtec imitation). Behind the steering wheel—which bears newly simplified controls on its gloss-black spokes—sits a 12.3-inch digital instrument cluster, a $550 option available on most F-Paces that replaces the analog gauges of the previous model year. Gear shifting duties are now performed via a palm-sized, leather-covered knob, rather than the outgoing model’s rotary shifter. The new drive-mode selector sits flush with the console until pressed, which prompts it to raise itself up to a twistable position. It—and the Est 1935 Coventry scripts on the dash and upholstery tags—are the only gratuitous touches in an otherwise tasteful cabin, and easily forgivable.

The centerpiece of the new interior is the new Pivi infotainment system, a Blackberry-powered setup using an elegantly curved 11.4-inch touchscreen. Our first impressions of our F-Type’s Pivi Pro were excellent; not once during our hour-long drive did we wish for the familiar simplicity of Apple CarPlay. The screen is placed within easy reach of the steering wheel and its minimalist, sans-serif fonts and cool color palette do much to modernize the look and feel of the interior. The Pivi setup comes standard with Apple CarPlay and Android Auto; Pivi Pro, as optioned on our tester, adds navigation and can support a wi-fi hotspot. We look forward to spending some more quality time with a ’21 F-Pace and seeing just how livable this Pivi system is day-to-day.

Our F-Pace came in P340 S trim, a code which designates the power output (in metric horsepower) of this vehicle’s 3.0-liter, twin-charged inline-six, which is also equipped with a 48V mild-hybrid system. The power offerings are unchanged for the 2021 model year: The base engine is a 2.0-liter turbo four making 246 horsepower; the mid-level offering is the Ingenium inline-six, which comes in 335- or 395-hp tune; and the 5.0-liter, 550-hp supercharged V-8 mill in the SVR model is the top dog.

On our hour-long jaunt around Pontiac, Michigan, the F-Pace’s 335-hp inline-six proved robust and refined, if unable to justify this SUV’s $73K as-tested price. (The six-cylinder F-Pace starts at $60K, so the options catalog is the true danger zone here; but you can easily spec a generously optioned GLC 43 AMG for $67K with 50 more horsepower.) Trigger a few manual downshifts with the pleasantly hefty shift paddles and this mill sounds nice, though. The eight-speed auto happily enables enthusiastic acceleration to highway speed, and lazy city driving is equally smooth thanks to an innocuous auto-start/stop system. The firmly-sprung F-Pace lacks the pillowy ride of the almighty Lexus RX, but the planted and competent handling is appropriate for Jaguar’s longstanding pursuit of grace as much as pace.

Limited seat time aside, our sense is that the 2021 F-Pace emerges from its substantial nip-tuck a much more worthy contender for the monthly lease payments of the segment’s X3, GLC, and Q5 stalwarts. The only question is whether it’s too little too late. Did Jaguar miss its chance to make such a dashing first impression six years ago? Regardless, if this is a preview of Coventry interiors to come, properly luxurious things may well come to those who wait.

2021 Jaguar F-Pace S

Price (base/as-tested): $60,545 / $73,420

Highs: Elegant interior, robust powertrain, settled behavior, new infotainment manages to be fashionable and user-friendly.

Lows: Pricey. Lane-centering is conspicuously absent in this $73K SUV. The firm ride may annoy some.

Summary: The F-Pace is finally a compelling, cohesive proposition, but it may be too late to the luxury SUV soirée to rival the German divas.

The post Review: 2021 Jaguar F-Pace S appeared first on Hagerty Media.

Sport utilities have found homes with buyers from one end of the market to the other, and for good reason. Compared to sedans or even to wagons, SUVs have taller seating positions for greater visibility and easier hip points for middle-aged drivers. They can haul plenty of people and things, and, in the right spec, can traverse the toughest of terrain.

Luxury carmakers like Bentley and Rolls-Royce were hardly the first to realize that stuffing a big motor into one of these high-riding people-haulers made good business sense. You might be thinking about the Grand Cherokee SRT8, the Mercedes-Benz ML 63, or BMW’s X5 M, but I’m willing to argue that Bill Harrah’s “Jerrari” mashup was first to the performance-SUV party back in 1969.

In modern times, most premium manufacturers—even those who, 50 years ago, would have considered an SUV an irrelevant anathema—have committed to these lucrative sport utilities. Porsche’s cooking up an über-Cayenne with 600+ horsepower to reign over its robust family of Cayennes and Macans. The folks at SRT thought it was wise to put the 707-horsepower Hellcat engines under the hoods of Grand Cherokees and Durangos (and we quite approve of the strategy). Ferrari’s Purosangue is due to arrive in the not-too-distant future, and even Bugatti has completed an SUV design study, though Molsheim has yet to make a final decision about production.

When it comes to dynamic performance, however, even big power can’t overcome a tall center of gravity—not to mention the two-ton-plus mass of these beasts. As someone who grew up with Countach posters on his walls, I never considered that a sport utility from Sant’Agata would be a sound idea. Or at least that’s what I believed until I drove the Lamborghini Urus.

Having tested the range of Lamborghini supercars over the years, I’d discounted the Urus and generally ignored it, save for twice a day when one of my neighbors drives by with his bright yellow model. As it turns out, I was living in ignorant bliss.

On paper, the Urus appears to be yet another posh sport utility stuffed with a burly, forced-induction powerplant. 650 horsepower and 627 lb-ft of torque—courtesy of a tuned 4.0-liter, twin-turbo V-8—is nothing to sniff at, however, even when tasked with motivating a 4800-pound vehicle. When it was unveiled in December of 2017, customers voted with their wallets. Even with a starting price well over $200K, the Urus quickly became Lamborghini’s most popular model, selling well over ten thousand units since its introduction. (That’s nearly three times the combined 2019 sales figures for the Aventador and the Hurácan.)

From the outside, there are few hints, if any, that this Lambo is based on the same architecture as the Cayenne and the Bentayga. Its sheetmetal is angular and dramatic—and, um, polarizing for many. A sloping roofline lends it that oh-so-fashionable coupe-like profile. The tester sent by Lamborghini was finished in Grigio Nimbus paint color—understated, as much as a Lamborghini can be—but the upholstery, trimmed in lime green to match the brake calipers, reminds you that this is no subtle statement.

Inside, the visual drama continues with digital screens, shift paddles that appear lifted straight from the Hurácan EVO, a prominent start button with a fighter-jet-type cover, and a console dominated by the large multi-terrain drive mode switch.

The driver interface is unusual in a number of ways, even compared to the rest of the Sant’Agata family. The Urus lacks a traditional shifter, and drive is selected by pulling the right shift paddle; in the Hurácan EVO, this tug would drop you into manual-shift mode. Should you wish to ratchet through the Urus’ gears yourself, you must punch the rectangular M to the right of the start button. Reverse is engaged by pulling up the large paddle that’s hinged over the start controller. Park is engaged by a stab of the “Park” button or simply by switching off your Urus. Unusual, indeed.

Aside from those ergonomic quirks, the Urus possesses all of the practicality you’d expect from a modern SUV. There is plenty of space for passengers plus cargo room for more than two full-size suitcases. The company says it’ll tow up to 7000 pounds, though I’ve yet to see anyone pulling their Lamborghini supercar to the track with a Urus.

All of that is well and good, but what I didn’t understand was how thoroughly Lamborghini’s engineers had resolved the drivetrain and chassis of the Urus. The engine puts power to the wheels via an eight-speed automatic transmission, a Torsen center differential, and an active, electronically controlled limited-slip differential at the rear axle. Pirelli developed a range of bespoke tires for the Urus in sizes from 21 to 23 inches, for everything from off-road to winter to summer driving conditions, so this Lamborghini has a well-stocked closet for any season.

Brakes are massive carbon-ceramic affairs—17.32-inch rotors in front and 14.57-inch units out back—that come as standard equipment along with ten-piston front calipers and six-piston rears. Steering, as you’d expect, is electrically assisted, but the system is of the variable-ratio, variable-assist variety, with a suitably quick ratio for carving corners. There’s a touch of rear steer, too, which leaves the fronts to their own devices at parking pace, then phrases in at higher speeds.

As impressive as those mechanical specs are, it’s the chassis that truly makes the Urus. Together, the active air springs, adaptive dampers, and active anti-roll bars comprise the secret sauce of this super SUV. The setup controls body and wheel motion with near-supercar levels of authority, controlling this nearly two-and-a-half ton Lamborghini exceptionally well. Roll, squat, and drive are admirably minimized, and the Urus can corner nearly as flat as the Hurácan EVO. O.K., not quite, but the Urus holds a line flatter than any other sport utility you can buy.

With that much confidence in the corners, I had all the encouragement I needed to push the Urus much harder than I’d originally planned. I was rewarded, too. The rear e-diff distributes torque as the Lamborghini’s control systems see fit, given driving conditions at the time, and from the driver’s seat its judgement seems flawless.

Ultimately, the Urus is the quickest and most satisfying SUV that I’ve ever driven. In daily driving, it’s an Italian sport utility teeming with unmistakable attitude. It’s loud, aurally and visually, and at the same time can swallow passengers and cargo with ease. If you want to enjoy yourself and tear up a few corners, it will keep up with plenty of performance cars, and give you one riot of a good time.

In its ability to provide pure driving satisfaction, this Urus completely changed my mind. If there’s such a thing as a performance sport utility without compromise, it’s this Lamborghini. Not only should Sant’Agata continue making SUVs, it should make a more powerful and more capable version. Urus SV, anyone?

Disclaimer: Thanks to Lamborghini for providing a complementary loan of this Urus. The author was responsible for his own travel expenses.

The post How I learned to stop worrying and love the Lamborghini Urus appeared first on Hagerty Media.

“This one is for the petrolheads,” says Denis Rancak, the Porsche Cayenne’s director of powertrain development, while merging the camouflaged SUV onto the autobahn outside of Stuttgart. The deep bellow of a V-8 gradually builds, echoing through the cabin as the twin turbos spool with a high-pitched whine.

We’re in a prototype of a new, range-topping Cayenne that will be fully unveiled in the summer of 2021. While I can’t reveal its name, I can say that this version has no predecessor in the Porsche range. Stepping out of the established model hierarchy was the most challenging part of the project.

“When we make a GTS, we have a good idea of what we want to change, what we need to improve, and where we want to be. We can use the previous models as reference points. Here, we had no agenda, so we had numerous discussions to decide which elements to use. We had a heated debate about whether to use an air or a steel suspension, for example,” explains Rico Löscher, the Cayenne line’s manager.

Air won the battle against steel in the engineering department. The three-chamber suspension system gives the new kid on the Cayenne block a ride that’s 15 percent firmer than that of the GTS and allows it to sit about half an inch lower. Löscher’s team also tweaked the Dynamic Chassis Control active roll stabilization system for flatter cornering, optimized the torque vectoring system’s cross lock, and added carbon-ceramic brakes.

The rotors are big enough to serve a Thanksgiving turkey, and their mammoth size is necessary because this 185-mph beast of a Cayenne is powered by a twin-turbocharged, 4.0-liter V-8 rated at over 600 hp. (The 2020 Cayenne GTS makes 453 from the same mill; the Turbo model, 503.) True, buyers who select the Turbo S E-Hybrid enjoy 600-plus horses under their right foot, but they must also accept additional weight and a less hardcore suspension.

The V-8 exhales through a titanium exhaust system that looks like it belongs on one of Porsche’s race cars, and it spins all four wheels via an eight-speed automatic transmission and a water-cooled transfer case. Löscher beams with pride as he notes the SUV’s zero-to-60-mph time is about on par with a 911 GT3’s, though that figure hasn’t been finalized.

Black camouflage keeps the new Cayenne’s design under wraps, but no amount of automotive masking tape can conceal the wing attached to its rear end. It’s made out of carbon fiber, and Porsche openly admits it’s there largely to add a touch of visual drama to the Coupe’s profile; the Cayenne wouldn’t try to perform a pirouette without it. Using carbon fiber ensures the part’s weight is insignificant in the grand scheme of things, and it’s positioned where it won’t unduly increase the drag coefficient.

The rest of the visual modifications made to the exterior appear more subtle, especially when you see the Cayenne in full prototype regalia. Look closely, and you might notice that the flaps normally embedded behind the outer air vents in the front bumper are absent; engineers were forced to ditch them to create space for bigger intercoolers. The retractable rear spoiler has grown to provide more downforce at triple-digit speeds, too.

In short, it sounds like engineers ransacked Porsche’s racing division’s parts bin and walked away with anything they could bolt onto a Cayenne.

Once I slide behind the wheel, this SUV’s performance-oriented personality only becomes more obvious. The V-8 easily gets the best of its faint turbo lag to thunder the Cayenne off the line as the eight-speed transmission fires off the shifts, either via paddles or on its own. Shoved back in my seat, I remember Porsche’s astonishing claim that this Cayenne flavor is about as quick as a 502-hp 911 GT3, which takes 3.2 seconds to reach 60 mph from a stop. I didn’t time this truck’s sprints, but the comparison becomes increasingly credible behind the wheel, with foot buried in the throttle, the V-8 at full song, and the German countryside on fast-forward like an old VHS tape.

With all-wheel-drive, a variable torque split, and front tires that are half an inch wider than the Turbo’s, Porsche’s top-dog Cayenne maintains its composure on winding country roads. It’s not the kind of performance vehicle that dramatically overcompensates at every turn to make you feel like a better driver than you really are. Instead, it adapts to the tempo you set, whether that’s full-speed ahead or laid-back. It’s the irony of an SUV like this: Effortless acceleration and quick, precise steering mean you don’t need to flog it to enjoy it. Focus on the road ahead, and on what the front wheels are doing, and you’ll forget you’re in an SUV.

After a few miles of hill climb-esque turns punctuated by picturesque towns, it’s clear Löscher made the right call when he chose to use an air suspension system. It’s more versatile than a steel setup, so it allows the Cayenne to deliver buttoned-down handling when the occasion calls for it and relative comfort when the asphalt changes to, say, cobblestone streets. The familiar driving modes (including Sport+), adjusted using a dial on the steering wheel, are present, but the spread between comfort and performance feels greater than in the GTS. This Cayenne has a completely different character.

Meandering through German forests leads us to the Hockenheimring, where Porsche operates a private experience center with its own circuit. On this track-within-a-track, with a diverse palette of turns and numerous elevation changes, the Cayenne defies its hefty weight with the help of a rear-wheel steering system. Porsche’s suspension wizardry keeps an iron grip on body roll. The carbon-ceramic brakes clamp on those giant rotors and work with newly-developed Pirelli P Zero Corsa tires to haul this 600-hp beast to a stop. It doesn’t feel as sure-footed as a 911, but this Cayenne fires a salvo at those who clamor that an SUV can’t handle like a true Porsche.

Porsche may have chosen the carbon-ceramic brakes, the titanium exhaust, and the carbon-fiber roof panel to save weight, but it didn’t go overboard by gutting the interior. While my test vehicle’s cabin is as camouflaged as its body, it feels no less upmarket than that of a standard Cayenne, complete with leather, screens, stereo, and other amenities you’d expect to find in a Porsche.

One last dance with the Cayenne on Germany’s mountain roads takes us back to the highway. Traffic becomes denser as our convoy approaches Stuttgart, giving me time to reflect on what might be the new yardstick used to measure performance in the SUV cosmos. One of the questions wafting through my brain is why Porsche chose to start this project with a Cayenne Coupe. Wouldn’t it have made more sense to buff up a Panamera, which is lighter and lower? “We really liked the challenge of making it an SUV; we wanted to see how far we could push the body style,” Rancak replies. He adds that the new model will be Coupe-only because the sportier silhouette was a better match for the hot-rodded drivetrain.

As global emissions regulations get tighter and Porsche invests GDP-like sums into electrification and synthetic fuels, is this a stealthy way of bidding auf wiedersehen to the V-8? Surprisingly, and thankfully, no. Löscher concedes it will be difficult to make a business case for a V-8 in a decade, but he stresses that the engine still has several bright years ahead of it before retirement.

Porsche will unveil the ultimate Cayenne in the summer of 2021 as a 2022 model, and sales will start shortly after. Pricing hasn’t been announced yet, but it’s safe to assume that range-topping performance will come with a range-topping price tag. The priciest Cayenne in the current Porsche portfolio, for context, is the $167,550 Cayenne Turbo S E-Hybrid Coupe. Production of this über-Cayenne will not be limited, so expect supply to follow demand.

The post We drive Porsche’s 600-plus-hp, V-8-powered über Cayenne prototype appeared first on Hagerty Media.

Modern-day Kia is no stranger to building good cars, but its sights are trained on building great cars. Like the luxurious K900, premium Cadenza, and sporty Stinger liftback before it, the Telluride SUV is a vehicle that seeks to rewrite everything American buyers think they know about the Korean automaker. With its handsome styling, functional yet upscale personality, and strong value proposition, the Telluride is not so much a wade into the middle-class buying pool as it is a military-grade depth charge.

Where Kia’s sedans made ripples, the Telluride has set off seismic waves. The three-row SUV launched for the 2019 model year, surpassing every expectation from critics, dealers, and customers. In its inaugural model year, the Telluride sold 58,609 units: Nothing like the Forte, Soul, or Sorento—which each sold nearly 100,000 units—but more than the K900, the Cadenza, the Stinger, and the Sedona minivan put together. Recasting the company known for rental-lot budget compacts as a maker of luxurious haulers? That’s a tall order, and the brand’s recent logo update is a wise step, but the Telluride is the first Kia that well-to-do families are confidently parking in their driveways.

In pandemic-plagued 2020, the Telluride improved its numbers with 75,129 units sold, becoming one of the three best-selling vehicles in Kia’s lineup. If you’re in the market for a luxurious, three-row family vehicle under $50K, and if Ryan Reynolds himself couldn’t sell you a Kia Carnival minivan, the Telluride is a damn good deal.

For the 2021 model year, the manufacturer hasn’t changed much, because it hasn’t needed to. The arrival of the $1295 Nightfall Package, which adds black plastic everywhere an edgy millennial couple could possibly want it, is the most significant update. Our otherwise-loaded, $48,720 SX tester did not sport the Nightfall’s shadowy trim, but the standard chrome looks sufficiently upscale.

The Telluride distinguishes itself from Hyundai’s Palisade, with which it shares its mechanical underpinnings and much of its interior tech, by taking a more neutral approach to exterior styling. The Kia’s boxy-but-rounded-at-the-corners aesthetic errs on the side of boring, but the Telluride doesn’t try too hard and is more winning because of it. (Take a hint, Toyota Highlander.) A few understated details—like the amber DRLs and the varying-width chrome trim around the greenhouse—lend an air of tasteful luxury.

The Telluride’s interior is similarly unfussy, accented with pleasingly subtle details. Our top-of-the-line SX tester sported the $2300 Prestige Package, which added a “premium cloth” headliner—it felt, but did not smell, like suede—and Nappa leather. The cabin’s clean lines, plus the minimalist, brushed-metal accents and grey-toned wood trim, are vaguely reminiscent of an IKEA kitchen: homey, in a chilly, elegant sort of way, and more expensive-looking than it really is. Cupholder count, however, is disappointing: six for the seven-passenger configuration—we aren’t counting the water-bottle holders in each door, because they’re Dasani-sized and thus minimally useful for sippy cups, Hydroflasks, and Yetis—and eight for eight-passenger models. (For those counting, the 2021 Odyssey has 15 cupholders; the Sienna, 14.)

The front seats, though heated and ventilated and 12-way adjustable, were underwhelming. They felt wide and flat to your five-foot-six author but, if you plan to share the vehicle with a spouse of a larger frame, Kia may have struck the perfect compromise. We were surprised to find that the third row, though you can lower it from the trunk by pulling on two straps, must be manually yanked upright; each second-row captain’s chair, more conveniently, can be dropped with with a lever on the side or with a button on the shoulder.

The sole powertrain across the Telluride lineup—and the Palisade’s, for that matter—is a naturally aspirated 3.8-liter V-6 that makes 291 hp and 262 lb-ft of torque and pairs to an eight-speed automatic. Spec the $795 towing package and you’ll get self-leveling rear suspension, a hitch, and an official tow rating of 5000 pounds. All-wheel drive is available for $1900 on any of the four trim levels, though it costs just $100 if you’re speccing a top-tier SX model.

Despite its size and heft, the Telluride made acclimation easy. Credit good forward visibility, light (and very artificial) steering, and the live-feed from the blind-spot monitor cameras that populates the center of the instrument cluster when either turn indicator is activated. The SUV balks a bit at aggressive highway maneuvering as, for instance, one might employ during rush hour in Portland, Oregon: Turn on your blinker to preemptively signal a lane change when the vehicle alongside you hasn’t quite cleared your front bumper, and the blind-spot software beeps in manner that suggests outright fear for your life. The eight-speed automatic is similarly hesitant to condone athletic insertion into traffic, though power once it arrives is perfectly adequate and, given a moment to catch its breath, the Telluride will heave back on an onramp and haul itself up to the speed limit with urgency. Noise insulation is decent but not excellent; the SX’s glossy black, 20-inch wheels, clad in 245/50 all-season rubber, don’t help.

The Telluride manages to undercut the Palisade for price at all four trim levels, and even in Kia’s highest trim level (the SX) the infotainment system disappoints compared to what you get in the top-tier Hyundais. The top two Palisade trims boast a 12.3-inch, fully-digital instrument cluster that’s visually integrated with the 10.25-inch touchscreen; the Telluride makes do with two analog gauges and a 7-inch LCD display sandwiched between them. Its main screen, though the same size as the Palisade’s, perches by itself atop the dash.

Aesthetics aside, we had only minor frustrations with the Telluride’s infotainment system. Resolution was satisfyingly high and response times intuitive. Navigation input was clunky compared to the familiar interface of Google Maps or Apple Maps, which we opted to display via CarPlay. The SX-exclusive 10-speaker, 630-watt Harman/Kardon audio system was impressive for a trim that starts at $42,000, and appropriately luxurious in a vehicle specced close to $50K. Our chief complaint was the over-eager Sounds of Nature program, which automatically played whenever we pressed the “Media” button on the dash to connect our phones via Bluetooth to stream music. (Calm Sea Waves and Lively Forest were relatively inoffensive. Warm Fireplace was a bit more disturbing.) Both Hyundai and Kia offer this aural invasion of nature sounds across much of their lineups, and, according to online forums dedicated to each automaker, it’s aggravated many a customer. We bypassed the issue by grabbing a USB-Lightning cord and plugging our iPhone directly into the vehicle, which also addressed our preference for navigation via CarPlay.

The Telluride’s value proposition, in short, is excellent: Like the Palisade, it’s a spacious, high-riding kid-hauler that treats parents to an upscale, tech-heavy driving experience. Most customers cross-shopping the Telluride with the Palisade will be best guided by their aesthetic preferences: Sure, the Telluride is cleaner-cut, but it has a less-interesting range of interior textures from which to choose. If you’re willing to settle for fake leather, the Telluride is far easier and cheaper to spec with a spill-resistant seat material: Cloth isn’t even an option. The Palisade offers only cloth and top-tier Nappa leather, with no middle-of-the-road choice. That said, higher trims of Palisade (Limited and Calligraphy) come standard with more options, so don’t be deceived by the near $8000 difference between the Telluride EX and the Palisade Limited; you’ll likely close that gap once you start adding options.

Dare we say it? Customers who care purely about function won’t buy a Telluride or a Palisade. Function fiends will buy a minivan, like the Carnival, whose lower lift-over height and sliding doors make it more friendly to grocery-getting, luggage-stuffing, and kid-loading. Of course, fashion is an essential part of the buying equation, and, as an SUV, the Telluride offers more of a rough-and-tumble personality. By that same token, this isn’t an also-ran entering hot market segment at the right time. The Telluride is a deserved smash success that could pave the way for a whole new Kia.

2021 Kia Telluride SX V6 AWD

Base price / as tested: $33,360 / $48,720

Highs: Handsome styling, high-quality interior materials, robust suite of safety and driver-assist tech, solid value proposition. Helps that it’s not a minivan.

Lows: Underwhelming front seats, limited choice of interior colors, fussy Sounds of Nature. Not a minivan.

Summary: The top-tier Telluride is a satisfying bargain, but you’ll feel too cosseted to use the word.

The post Review: 2021 Kia Telluride SX V6 AWD appeared first on Hagerty Media.

“It looks like it’s trying too hard.”

My 24-year-old friend tilted her head at the red Infiniti QX55 in the coffee shop parking lot. “Is it a car? Or an SUV?”

“Well … yes.”

“And why are the wheels so big?”

“They’re supposed to make you think of, you know, a sports car.”

The 2022 QX55 is Infiniti’s bid for hip, city-dwelling young ’uns who prioritize style, luxury, and technology. To court the youthful and chic, Infiniti took the QX50—its two-row, compact SUV—and gave it a trendy haircut, raking back the roofline and enlarging the grille to Bavarian proportions. Style it has, in spades—but inside, luxury and technology are inconsistently executed. In the saturated $50K–$60K compact-crossover segment, that’s like scuba diving in shark-infested waters with a paper cut.

Infiniti has good reason and great need for this aggressively trendy vehicle. The brand was among the first to hit on the compact luxury SUV formula: Back in 2003 (the same year in which Porsche debuted the Cayenne), Infiniti repurposed its FM platform, which underpinned its M and G sedans, with a hatchback body and a slight lift, calling it the FX. It came with a V-6 or a V-8 engine, in rear- and all-wheel drive, and in 2005 became the first passenger vehicle sold in the U.S. with an available lane-departure warning system.

Over the next four years, however, Infiniti’s U.S. sales slumped, from 138K in 2005 to 81K in 2009. Buoyed by its stalwart G series sedans, the marque introduced enough SUVs to claw its way to 153K units sold in 2017, though it managed to thoroughly befuddle the general public with a constantly shifting scheme of alphanumeric names in the process. Sales numbers have since nosedived (even before COVID-19 hit). Infiniti needs to charm buyers, and it needs to sell cars.

Enter our $58,975 QX55 test vehicle, resplendent in Dynamic Sunstone Red and, in the top-tier Sensory spec, laden with both major packages: ProAssist ($800), which bundles LED headlights with adaptive cruise control and lane-keeping/lane-departure aids; and ProActive ($1600), which adds a head-up display and Infiniti’s ProPilot Assist (more on this later—it complements the cruise control with steering assist and stop/hold).

As with most of Infiniti’s recent offerings (the whale-like, Armada-based QX80 being the obvious exception), exterior styling is the QX55’s strong suit. Its curvaceous lines make the Infiniti more visually exciting than the Mercedes-Benz GLC or Porsche Macan and more elegant than the BMW X4. Beneath the skin, very little is new. The QX55 rides on Daimler’s MFA-2 platform, the same modular front-engine, front-wheel-drive architecture used by the less aggressively styled QX50 since its debut in 2017. Both Infiniti vehicles will be built alongside the smaller GLA and GLB subcompacts at the jointly owned Daimler-Nissan COMPAS factory in Aquascalientes, Mexico.

Unfortunately, the QX55 fails to support the dynamic promise of the exterior with a cohesively luxurious experience inside the cabin. (Anyone who’s sat in or owned a 2019 or newer QX50 will recognize the interior stitch-for-stitch.) The dash and center console are composed of pleasantly dynamic lines and, together with the steering wheel, finished in leather that’s actually sourced from cows and accented with suede. The starter button and surrounding panel, however, are plastic and cheap-feeling, as are the featureless, rectangular buttons framing the 7-inch lower touchscreen. While resolution is sufficiently crisp, the icons are staid and won’t impress any fashionable youth with a smartphone in their pocket. The upper, 8-inch screen, thanks to Infiniti’s outdated map display, packs all the visual flair of a mid-2000s Motorola Razr. Connect the wireless Apple CarPlay, which populates on this upper screen, and you jump back into 2021.

Opt for the QX55 over its QX50 sibling and you get standard AWD—of a sort. Unlike all-wheel-drive variants of the competing Stelvio and the X4, which are adapted from rear-drive platforms, the QX55 is essentially a front-driver with a transverse-mounted engine, whose CVT is retrofitted with a transfer case that can send up to 50 percent of available power to the rear wheels. The 268-hp turbo-four astride the front axle is a neat bit of kit. Where you’d typically find a crankpin connecting the piston rod to the crankshaft is an intermediary, multilink assembly that, with the help of an electric motor, can adjust the top-dead-center position of each piston on the fly and, by controlling the stroke, alter the compression ratio between 8:1 and 14:1 based on driver demand.

For such a complicated affair, the powertrain isn’t fussy. Most around-town driving is undramatic, though steering is robotic. Find a conveniently long onramp, floor the accelerator, and the CVT—which has been re-mapped for the QX55—will actually approach redline between shifts. Especially under hard acceleration, the four-pot’s tenor is noticeable, but not unpleasant. The QX55 is no hot rod, but, for a $57K vehicle tailored to daily use, it packs sufficient punch. While the 20-inch wheels and skinny rubber generate significant road noise over bumps, the suspension cushions you from excess jostle.

One note: Beware of the car wash. The palm-sized shifter uses a single fulcrum or hinge where it meets the console, rather than a gate-like arrangement, and must be delicately rocked between R, N, and D. Neutral likes to hide between the two, and may require some parking-lot practice to pinpoint. If you are suffering the least amount of embarrassment or stress—as, for instance, when a flock of teenage car-wash attendees slowly gathers around your shouty red vehicle wondering why you fail to understand an instruction as simple as put it in neutral—that middle gear is well-nigh impossible to find.

Escape to the interstate, and Infiniti’s ProPilot assisted cruise control system shines. During multi-hour stints on Michigan’s highway 96, the QX55 adapted predictably and well to other drivers. With the system activated, the vehicle didn’t wander or bounce between lane lines, and it handled gentle sweeping turns with poise. The Bose 16-speaker system was disappointing: It’s adept at driving bass, which is enough to impress most devotees of the U.S. Top 100, but struggles with more low-key, acoustic tracks. Norah Jones and her piano sounded strangely artificial.

Infiniti’s two-screen, InTouch display feels three years old—because, in model years, it is. The system does the job, but lacks the finesse and polish required to satisfy someone who’s just ponied up $57K. Most will set up Apple CarPlay and never think twice about the outdated onboard navigation, but the infotainment is the QX55’s obvious weakness. Mercedes-Benz has more cash to splash on its interiors—from its MBUX infotainment system to a fully digital instrument cluster to tiny knurled volume controls on the steering wheel. The GLC has the Infiniti beat hands-down here.

The base QX55 trim, Luxe, starts at $46,500 and, on paper, undercuts its more mainstream rivals: the Audi Q5 Sportback ($48,895), the BMW X4 xDrive30i ($52,595), the GLC Coupe ($52,700), and the base, four-cylinder Porsche Macan ($53,450). The Infiniti’s most direct competition, the FWD-based Acura RDX, stakes the strongest claim to a bargain, with a base price of $40,950. Critically, however, the Luxe misses out on the options that most customers will want, like the ProPilot Assist smart cruise control and the Bose audio. The most popular trims will likely be the upper two: Essential ($51,600), and Sensory (our tester, $57,050).

Compared to the German heavyweights (or to its domestic competition), the QX55 Sensory fails to be a truly compelling package, or even a good deal. The Infiniti will probably fare better against crossover shoppers who are avoiding the mainstream German brands. Unfortunately, Alfa Romeo’s Stelvio is just as stylish as the Q-Thing, cheaper at every trim level, and, since it’s built on the same chassis as the Giulia sports sedan, has a better claim to performance. (If you really want to be avant-garde, and you crave useable cargo capacity, go look at Volvo’s V60 wagon.) At best, the QX55 will be a middling competitor in the compact, coupe-like crossover space. It won’t embarrass Infiniti, but this slash-backed CUV can’t single-handedly revitalize the brand.

2022 Infiniti QX55 Sensory

Base price/as-tested: $47,495 / $58,975

Highs: Bold, fashionable styling. Technically impressive engine. Polished adaptive cruise-control system.

Lows: Inconsistently executed interior marred by outdated infotainment.

Summary: Like a high school student with impeccable style who carries a flip phone, the QX55 risks missing the group message inviting it to the big weekend party.

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Six months after GMC revealed the reborn Hummer EV in all its open-bed, 1000-hp glory, it’s announcing a sequel. The pickup’s SUV sibling will debut on Saturday, April 3.

At 5 p.m. ET that day, most—if not all—of our questions will be answered about this hardtop Hummer. For now, we have the above teaser image, which confirms that the silhouette most familiar to Hummer fans will return for the model’s EV era. Knobbly tires and an externally mounted spare are only logical. The pickup wears 35s from the factory—we’d presume the SUV will also come so equipped.

To tide us over, Hummer dropped this news at the end of a 40-second video of the pickup tossing around in the snow during its winter testing regimen. Though GMC left a coy bit of camo on the front and rear light fascias, we do get a glimpse at the truck’s underbody, revealing its steel skidplates and adaptive air suspension. The view on the left (below) could be a peek at the video feed from the pickup’s UltraVision array of 18 cameras, designed to help the driver place the vehicle over difficult sections of trail.

The pickup spends a brief amount of time rolling down a stretch of tarmac for beauty shots, but it mostly shows off its four-wheel steering and low-grip prowess by slinging around some snow.

It’s safe to assume that the upcoming SUV will ride on the pickup’s Ultium platform and pack most of its off-road goodies, like four-wheel steering, locking diffs, and Extract Mode—a feature of the air suspension that can raise the body up to six inches for 15.9 inches of clearance. Whether GMC will adapt the snazzy Infinity Roof, with its quartet of removable, transparent panels, to the hardtop’s extended roof remains to be seen.

The first (and most expensive) of the Hummer EV pickups, the Edition 1, is already spoken for, though we don’t know how many units of this tricked-out configuration GMC is planning to make. Reservations for the $112,595 truck filled up in 10 minutes, though production isn’t even supposed to begin until late 2021. Those who want the cheapest pickup must wait until spring of 2024, so all bets are off regarding the SUV’s entrance.

Given the choice, would you go pickup or SUV for your all-electric Hummer?

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No, we haven’t uncovered evidence that a group of camouflage Levante owners are suddenly lowering their Maserati SUVs and forming a difficult-to-photograph track club. The real news is, perhaps, even more unsettling to Italian-car fans: You’re looking at a test mule of Ferrari’s upcoming SUV, the Purosangue.

Excuse us, we meant FUV, as in, Ferrari Utility Vehicle. Upper management may not have contemplated that acronym quite long enough, but we can assure you that the decision to build a sport-utility bearing the Prancing Horse has been intensely debated and deliberated. Back in September of 2020, we reported that the shooting-brake GTC4Lusso, a descendent of the FF, had finished its run and would be replaced by an SUV. Ferrari’s interpretation of the formula, however, promises to be more track-friendly shooting-brake than chunky luxobarge.

We haven’t yet spied the Purosangue wearing its own sheetmetal; all we’ve got are these shots of a low-slung test mule wearing Maserati SUV bodywork. Expect the feather-ruffling model to debut with a V-12 making 800 or more horsepower, followed by a hybrid V-8 model. We expect to see EVs exit the gates of Maranello eventually, but we anticipate Ferrari to introduce such vehicles (the first of which are allegedly code-named F244 and F245, with no relation to certain brick-like Swedes of the ’80s) separately from the Purosangue, which will likely rely on a hybrid powertrain.

Lest you worry that the mere existence of the Purosangue threatens to destroy all that Ferrari represents, allow us to point you to the Jerrari, which could have been much, much worse.

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Vintage SUVs are a hot commodity. We all remember that clean Toyota FJ60 or Ford Bronco we could have bought a decade ago—and didn’t—that has now quadrupled in value. Inflated prices have caused many vintage off-road enthusiasts to search for similar models before they skyrocket in value. This was our reasoning for adding the 1971–80 International Scout II to the Hagerty Bull Market List last year. We were just in time; since then, overall values for the Scout II have increased 23 percent.

Like Bruce Campbell in Evil Dead II, the sequel to the original Scout is more refined than the original. By the time the Scout II made it to production, everyone realized that the SUV segment introduced by the International Harvester was going to last. Building on the first truck’s rugged, go-anywhere design, International made the Scout II a better daily driver by adding modern equipment like bucket seats, electronic ignition, and disc brakes. Today, the more popular Land Cruiser and Bronco overshadow the Scout II, but hyper-stylized special editions like this shag- and plaid-bedecked one help the Scout stand out.

International offered several special-edition Scout IIs with boosted ’70s flair. To celebrate America’s bicentennial, “Patriot” and “Spirit of ’76” editions featured enough red, white, and blue to make Sam the Eagle blush. Fewer than 500 of these Apollo Creed-inspired trucks were made, but even more uncommon was the Midas Edition.

From 1977 to 1980, Midas Van Conversion of Elkhart, Indiana, built roughly 300 special edition Scouts featuring all the latest ’70s conversion van technology at its disposal. The Midas Edition featured swivel bucket seats, reading lights, purple-tinted windows, dual sunroofs, overhead clocks, grille guards, fender flares, and special color-keyed interiors. This particular 1979 Midas Edition on Bring a Trailer wears golden plaid, diamond-patterned vinyl, and enough shag carpet to clone 30 Fozzie Bears.

This Midas Edition was tastefully modified by the original owner before it was featured in the September 1988 issue of Four Wheeler magazine. Upgrades include a replacement 345-cubic-inch V-8 featuring a forged crankshaft and connecting rods, with a Crane Cams camshaft and Hooker headers. A variety of suspension upgrades increase the ride height 5.5 inches over stock. Power is sent through an upgraded Borg-Warner four-speed manual and Dana 20 transfer case to stock Dana 44 front and rear axles. Most Scout IIs featured a Chrysler TorqueFlite A727 three-speed automatic, so the row-your-own gearbox makes this Scout extra special.

The Martin Senour Maroon Wine paint is original and looks new. Aside from some expected frame rust, this truck is in surprisingly good condition for a vehicle that’s spent its entire life in the Midwest. This Scout hasn’t led a typical Midwestern life, though: It’s only been driven 65,000 miles and has spent many years in the Super Scout Museum in Enon, Ohio.

This auction will be a good example of how special editions can command a premium. At the time of this writing, the current bid is $26,000, which sits between our Good (#3) and Excellent (#2) condition values for a base 1979 Scout II Traveltop 4×4 with the 345-cu-in V-8, but I expect it to clear $35,000. The winning bidder will walk away with one groovy truck. Can you dig it?

Like this article? Check out Hagerty Insider, our website devoted to tracking trends in the collector vehicle market.

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Dodge just announced that the entire production run of the 2021 Durango SRT Hellcat has been spoken for, proving yet again that, even as the world marches towards the EV future of tomorrow, horsepower sells today.

When the Durango SRT Hellcat was announced in November of last year, Dodge proudly proclaimed it as the “most powerful SUV ever,” with a whopping 710 hp and 645 lb-ft of torque. When we got our hands on the monster SUV later that month, we discovered that, sure enough, adding a 6.2-liter supercharged V-8 to a three-row SUV was an excellent idea.

By the looks of things, we aren’t alone in that sentiment. Dodge says that a few of the 2000 total units are still available through dealer-allocated units, but we’d expect those to disappear in roughly the amount of time it takes the Hellcat Durango to run a quarter-mile (11.5 seconds, the factory claims). Don’t expect a second chance on this behemoth, either; the 2021 model year is the only year Dodge plans to offer this fire-breathing three-row.

We wouldn’t be surprised to find a large banner somewhere in the Stellantis boardroom that reads, “If you build it (with a Hellcat engine), they will come.” Dodge seems to have exactly zero trouble locating an adequate buyer base for whatever vehicle can fit a Hellcat, be that a four-door sedan, a retro muscle coupe, a three-row SUV, or a ground-pounding pickup truck. As far as we’re concerned, the more the merrier. Now, which way to the Chrysler Pacifica wing?

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Jeep’s best-selling model is growing up, and not a moment too soon. Amidst a mid-size SUV battle that’s red-hot and getting hotter, the automaker just announced its next-generation Grand Cherokee. The big news? A new variant with, at long last, a third row of seating. (The “normal” two-row model, plus a hybrid version, will debut later this year.) The seven-seater will be called the Grand Cherokee L, and it’s aimed squarely at the Chevy Traverse and Ford Explorer.

As first impressions go, the new Grand Cherokee is promising. The SUV is handsome, free of fussy body lines. Compared to the current Grand Cherokee, the 2021 model is more upright, but the design evolution feels like a measured progression rather than a jarring case of punctuated equilibrium. As with the Grand Wagoneer concept, the seven-sectioned grille is canted slightly forward. Here, it features active shutters to alter airflow in the name of efficiency. The vehicle’s squared-off design and low beltline come courtesy of an all-new vehicle architecture.

You can have your Grand Cherokee L in one of four trims: Laredo, Limited, Overland (pictured in red), or the aptly-named Summit (pictured in grey), in ascending order of poshness. The Summit and Overland trims, in particular, seem stacked with every ritzy feature imaginable. Judging by the sheer amount of available options, we suspect the Grand Cherokee L is aiming further upmarket than just the Traverse or the Explorer—we’re getting major stealth-wealth vibes (especially with the range-topping Summit Reserve package), so don’t be surprised if one pops up in your country club parking lot.

This being a Jeep, there must be at least the potential for off-road shenanigans. To that end, the new Grand Cherokee L will offer three different 4×4 systems: Quadra-Trac I, Quadra-Trac II, and Quadra-Drive II. All three systems feature an active transfer case to shuffle torque front and back, depending on which axle can more effectively use it. Quadra-Trac I features a single-speed transfer case, while Quadra-Trac II offers a two-speed transfer case with a 2.72:1 low gear ratio. The top-shelf Quadra-Drive II includes the two-speed transfer case plus an electronic limited-slip rear differential. Quadra-Drive II will be optional on Overland 4×4 models as part of the Off-Road Group (which also nets you steel underbody armor and 18-inch wheels with all-season performance tires) and comes standard on all range-topping Summit models.

All Grand Cherokee Ls come with four-corner independent suspension. With the optional Quadra-Lift air suspension, owners can raise and lower their Grand Cherokee Ls up to 4.17 inches thanks to five different height settings: Normal, which offers 8.3 inches of ground clearance; Off-road 1, which offers 9.9 inches of ground clearance; Off-road 2, which brings 10.9 inches of ground clearance (and up to 24 inches of water fording depth); Park mode, which lowers the vehicle down to just 6.5 inches off the ground; and Aero mode, which drops the ride height to 7.5 inches to bolster fuel economy. Riding high in Off-Road 2, the Grand Cherokee L boasts approach, departure, and breakover angles of 30.1 degrees, 23.6 degrees, and 22.6 degrees, respectively.

Jeep’s Selec-Terrain traction management system is included, as well. The five-mode system (Auto, Sport, Rock, Snow, Mud/Sand) acts as the nerve center for the driving experience, modulating everything from the steering to the throttle responsiveness to the shift mapping. Hill-descent Control comes standard on Overland and Summit models and does exactly what you’d expect. It works in both forward and reverse, too.

Buyers can choose from two powertrains: The ubiquitous 3.6-liter Pentastar V-6, or a 5.7-liter V-8. Ye olde Pentastar is good for 290 horsepower and 257 lb-ft of torque and a 6200-pound max towing capacity. The better news is the 5.7-liter V-8, available only on the Overland and Summit trims and good for 357 horsepower and 390 lb-ft of torque. This burly V-8 will bring a class-leading towing capacity of 7200 pounds. The only gearbox offered is—you guessed it—the TorqueFlite eight-speed automatic.

Inside, occupants will be swaddled in all manner of luxurious accoutrements. A slick metal accent stretches the width of the instrument panel, sweeping upward at either end as it nears the door. Overland and Summit trims enjoy nifty open-pore wood inserts on the dash and front doors. Massaging front seats are available in the Overland trim and standard on the Summit. Because just one or two temperatures won’t satisfy a herd of fussy kids, the Summit trim offers four-zone climate control.

There’s heaps of tech—useful tech, too. For the driver, a 10.25-inch digital cluster full of two dozen menus and a large heads-up display to keep pertinent information at eye-level with the road. For both driver and passenger, a 10.1-inch centrally-mounted touchscreen to manage all infotainment duties including the important things like the wireless Apple CarPlay and Android Auto. Audiophiles can opt for the Overland or Summit trims and spec the 950-watt, 19-speaker McIntosh audio system.

You have a choice of two captain’s chairs or a single bench seat in the third row. With the 50/50-folding third row laid down, there’s 46.9 cubic feet of storage; fold the second row flat too, and you’ll get 84.6 cubic feet of gear-swallowing capacity. You’re more likely to need those seats for child stowage, however, which makes Jeep’s rear-seat-monitoring camera a thing of beauty for concerned parents worried about their spawn quarreling on the way to the next national park. If you reach mission critical, you can plug Jimmy’s tablet into one of twelve USB Type A or Type C ports located around the rear cabin.

You’re forgiven if you’re getting flashbacks to the Grand Wagoneer concept unveiled last fall; we thought the same thing. Nevertheless, Jeep assures us that while the two rides may share some of the same boxy design language, these are two separate vehicles built on their own platforms to serve different sets of customers.

“We are confident Wagoneer will make ‘American Premium’ the standard of sophistication, authenticity, and modern mobility,” says a Jeep spokesperson. A helpful point of delineation: The Grand Wagoneer is expected to be a body-on-frame vehicle (likely utilizing the Ram 1500 frame), while the Grand Cherokee L rides on a steel unibody frame. To draw another parallel, expect this to play out something like the Chevy Tahoe and the Chevy Traverse.

The Grand Cherokee L will be built in FCA’s new Mack Assembly plant right in Detroit. Jeep says the first units will arrive in dealer showrooms the second quarter of 2021. As of this writing, Jeep made no mention of pricing for the Grand Cherokee L, but we expect the price to vary significantly based on which trim level you specify. The debut of the two-row Grand Cherokee and its 4xe electrified powertrain will arrive later this year.

When you aren’t first—or even mid-pack—you better bring it in this fiercely contested segment. By the looks of it, Jeep came ready to battle.

The post Jeep unveils new, three-row 2021 Grand Cherokee L appeared first on Hagerty Media.

Editor’s note: All prices in this review are in Canadian dollars and reflect prices particular to that market.

Buyers love crossovers and the mid-size segment is one of the most hotly contested, so, between 500-hp sedans and physics-defying supercars, I’ve taken one for the team this year and tested some of the most popular models.

I’m duty-bound to understand these tall wagons because, more often than not, friends and family solicit my advice when purchasing these things. While I do have a fondness for Mazda’s driver-first philosophy, crossovers aren’t my go-to category of vehicle; but thousands of buyers love compact SUVs for their high-riding view of the road and for their family- and cargo-carrying abilities.

In Canada, Mazda is marking its 100th anniversary with special editions of the CX-5, along with the Mazda 3 and the three-row CX-9 sport utility. This generation CX-5 is on its fourth model year and undoubtedly on the cusp of a refresh, but I still find the design attractive.

Consider the CX-5 100th Anniversary model to be a nostalgic analog to the top Signature model, finished in white paint, with red-and-white leather interior upholstery, and special badging. Buyers of these 100th Anniversary models also receive a book covering a century of Mazda and a scale model of the first vehicle manufactured by the company.

While the Signature model is priced at $42,050, before freight and local taxes, you’ll pay a little more to celebrate Mazda’s special occasion—the 100th Anniversary CX-5 carries an MSRP of $43,550. That doesn’t include the optional Snowflake White Pearl Paint, which rings in at $200. Wait a second. This model is available in just one spec and the cost of the standard paint isn’t priced into the cost? Yes, I’m just as confused as you are. Add the $200 option to a $1970 freight and PDE charge, and our test vehicle totaled $45,700.

Other than the red-and-white leather trim, the interior of this CX-5 showcases standard, modern Mazda design, which is simple and aesthetically pleasing, save for the lacklustre infotainment screen tacked to the top of the dash (more on that later). Materials have a premium feel and finish, and there are few hard plastic touch points.

Seating position is one of the rare misses from Mazda, at least for me, a gentleman of average stature. Thanks to the CX-5’s taller hip point, I can’t get the seat low enough or the steering wheel close enough for that elusive, perfect driver interface, unlike every other modern Mazda I’ve tested. Those with different body mechanics may have no complaints here, however. Headroom is generous.

The second row is spacious enough for me to fit in the second row, even with the driver’s seat still in an adult-spec position, and grownups will be comfortable for longer journeys. The most clever feature of the second row is the seat quick-release levers accessible under the hatch. If you’re loading larger objects into the back of the CX-5, and forgot to lower the seats beforehand, you can drop that second row from the cargo area.

Beneath the two-tone leather and nostalgic badging, the 100th Anniversary model is essentially a top-mechanical spec CX-5. As such, it’s powered by a 2.5-liter turbo four, the latter of which has two power outputs—one for 93 octane, another for 87. With all of the horses engaged, and with 93 octane in the tank, the 100th Anniversary makes 250 hp at 5000 rpm and 320 lb-ft at 2500. On the cheap stuff, it’s capped at 227 hp at 5000 rpm and 310 lb-ft at 2000. The difference is subtle and, in daily driving, most won’t notice the difference.

Thankfully, Mazda eschews the trendy CVT of the competition for a good ol’ six-speed automatic and fits the 100th Anniversary edition with its part-time all-wheel drive system.

Save for the Toyota RAV4 Prime hybrid, the CX-5 is the most powerful and the torquiest in its segment. That 300+ lb-ft translates into above-average acceleration for a non-Frankensteined crossover, but it’s not simply the generous torque curve that makes this Mazda a joy to drive. The whole drivetrain is remarkably well-sorted. Since peak torque is available in the sweet spot of the engine’s rpm range, the transmission tends to hold gears rather than hunt for a lower ratio. Around town, torque is the name of the game—from a stop, the CX-5 easily scoots ahead of most vehicles. Accelerating to highway speeds is nearly effortless; this Mazda will gladly reward you with seamless, maximum power when you take the throttle pedal to the mat.

Brake-pedal feel is the highlight of the CX-5’s driving experience. I’m an unabashed brake-feel fetishist and this Mazda is entirely satisfying in that department. The CX-5 grants the driver the same amount of precise brake control as does the MX-5. Modulation is easily controlled and this crossover stays relatively stable under maximum left-pedal stomp, which I used to avoid another spot of bad driving on Toronto’s Highway 401.

Electric power steering has filtered out much of the feel and feedback in modern vehicles, but the CX-5 has the necessary precision to allow aggressive, accurate inputs for crash avoidance (see above) and to be reasonably satisfying on twisty tarmac.

Mazda’s G-Vectoring Control is something that only Japanese engineers would propose—and then perfect. If you’re unfamiliar with the technology, indulge me for a second. It’s a bit of driver-first tech that subtly cuts engine torque when the car detects you’ve moved the wheel, initiating some steering input as you’re entering a corner. That small cut of torque transfers the slightest amount of weight to the front axle and promotes more positive turn-in response. My highly tuned seat-of-the-pants meter can’t detect it most of the time, but I love the fact that it’s there.

Another CX-5 highlight is the quiet, comfortable ride. Mazda’s suspension tuning never seems to go astray. It’s like their engineers discovered the secret sauce to make any car or crossover ride and handle well.

I’m impressed with the CX-5’s body- and wheel-control over rough surfaces provided by the conventional, non-adaptive dampers. Mazda’s engineers have done a fine job controlling body and wheel motion and, at the same time, providing a high level of ride quality. There is a little bit of body roll, but it’s understandable given the CX-5’s tall centre of gravity.

Forward visibility is excellent. Parking is supported by sensors front and rear, as well as a rear camera, and I depend on these systems while driving in my densely-packed city. Mazda’s driver-first, heads-up display design presents the essential information and subtly indicates vehicles to either side. The only frustration occurs if your favorite sunglasses are of the polarized variety.

The infotainment system is undoubtedly this crossover’s Achilles’ heel. U.S.-spec CX-5s receive a revamped system and a 10.25-inch screen (operated via a rotary dial) for the 2021 model year, but Canadian models are left with the disappointing 8-inch touchscreen and the counter-intuitive UX of the Mazda Connect system. The latter is best thought of as a discount version of iDrive. Connect your iPhone like I do, and you’re blessed with Apple CarPlay, which takes this system from also-ran to infotainment champ (Android Auto is also available). The 10-speaker Bose sound system is perfectly acceptable to my race-car-abused eardrums.

In terms of price, this $45,700 100th Anniversary CX-5 sits dead-centre between the Toyota RAV4 Limited AWD ($46,380) and the Honda CR-V Black Edition ($45,245). However, in Signature trim ($44,000), the Mazda undercuts both its competitors.

Based on my drives of these three gold-standard, mid-sized crossovers in the last few months, I find the CX-5 to be the most enjoyable to drive. The Toyota becomes more frantic and noisy when asking for modest to maximum acceleration, and the Honda’s CVT-based experience is displeasing. The Mazda is downright superior both in engine power and power delivery, and its ride, handling, and brake feel also get top marks. In the midsize segment, the CX-5 is the driver’s crossover.

Unless you’re a purebred Mazda fanatic who would celebrate the company’s 100th Anniversary, however, my recommendation is to consider the Signature. It costs approximately $1500 less than this special edition, it’s similarly equipped and, most importantly, you can have it in Mazda’s gorgeous Soul Crystal Red paint.

2021 Mazda CX-5 100th Anniversary Edition

Base price/as-tested: $30,450/$45,700

Highs: A well-designed, driver-focused mid-sized crossover.

Lows: Aging infotainment.

Summary: The ideal choice if you need a crossover with a helping of satisfying driving dynamics.

Disclaimer: The 2021 Mazda CX-5 100th Anniversary tested in this review was provided by Mazda Canada Inc. Fuel was provided by the author.

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Genesis has announced preliminary specs for its 2022 GV70, and it looks like the new compact SUV from Hyundai’s luxury brand is more than capable of competing with the big boys.

Built to take on the likes of the Audi SQ5, BMW X3 M40i, Mercedes-AMG GLC 43, Porsche Macan S, and Alfa Romeo Stelvio, the GV70 has sporty good looks and more-than-capable performance—375 horsepower from its optional twin-turbo V-6. The second SUV from Genesis, following the larger GV80, the new GV70 will likely receive more than its share of applause as the South Korean automaker takes another step in its mission to build quality automobiles that consumers want, namely crossovers and SUVs.

Genesis calls the rear-wheel-drive GV70—based on the superb G70 sports sedan—an “athletic urban midsize SUV” (really?), but even after picking through the PR speak, there’s plenty of meat on the bone. Set to arrive in the U.S. in 2021, the GV70 offers the same engine options as its big brother, a 300-hp turbocharged 2.5-liter inline-four and the aforementioned twin-turbo 3.5-liter V-6. Combined fuel efficiency (city/highway) is listed as 25.2 mpg for the four-cylinder and 20.2 for the six.

Exterior features include a coupe-like roofline that’s trimmed with chrome, plus squinty quad lights front and rear. The optional Sport package includes a three-dimensional dark chrome pattern on the grille, an exclusive bumper and wheels, and large, circular exhaust tips.

An eight-speed automatic transmission comes standard, along with four driving modes: Eco, Comfort, Sport, and Custom. The Sport package receives a fifth driving mode called Sport Plus.

Genesis says the GV70’s interior—which it refers to as the “Beauty of White Space”—is inspired by Korean architecture. It features a slim air vent and thin chrome line along each door, as well as a reduced number of console buttons. The infotainment system is controlled via a touchscreen in the center console. A wide range of interior colors and materials are available.

Technological features include driver assist, a blind-spot alert when changing lanes; fingerprint authentication, which will enable wireless payments; and a rear occupant warning, activated by a backseat passenger’s breathing, which is designed to prevent accidentally leaving a child in the car.

The GV70 features wrapped doors which, Genesis claims, prevent stains on passengers’ pants when getting in or out of the vehicle. Designers also built in a lower step height and wider foot access space to allow children to safely enter and exit the SUV. In addition, the GV70 has a dual-air filter system that reduces dust and bacteria in the cabin.

Genesis has not announced pricing or an exact date for the GV70’s arrival in the U.S.

Check out the automaker’s video announcement, which explains Genesis’ journey and its vision in creating the new luxury compact SUV:

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Whether or not the Mach-E’s Mustang mere existence raises your blood pressure, you’d agree that once Ford embraced the pony car nomenclature for its all-electric crossover, high-performance models were inevitable. Ford hasn’t yet muddied the Shelby waters with the Mach-E, but we do know that the range-topping EV crossover will have substantial power. Just how much? The all-wheel-drive Mach-E GT and GT Performance Edition will boast not 459 hp, as announced at its launch in November of 2019, but 480, as Ford confirmed today.

Torque figures are likewise reworked, from an originally-estimated 612 to 634 lb-ft for the Performance Edition, while the standard GT sits at an even 600 lb-ft. Between the “regular” Mach-E GT and its Performance Edition, former targets a 0–60-mph acceleration time of 3.8 seconds, while the GT Performance Edition should hit 60 mph in just 3.5, putting it on par with Tesla’s Model Y Performance. (Note that even Ford’s company literature specifies that these times are only “targeted,” at this point.) Range is similarly “targeted” at present and sits at an EPA-estimated figure of 235 miles for the GT Performance Edition and 250 miles for the GT. For an EPA-certified range of 300 miles, you’ll have to sacrifice performance and spec a lower-trim Mach-E.

The GT and GT Performance employ a pair of 110-kW electric motors, one on each axle. Hardware upgrades for the GT Performance Edition includes 20-inch wheels with 245/45R Pirelli summer rubber, 19-inch brakes up front with red-painted Brembo brake calipers, and MagneRide dampers.

Aesthetically, GT Performance Edition models get a blacked-out grille with a mesh texture—if pressed, we’d admit to preferring this fascia over the body-colored snout of lesser models—and the requisite cluster of badging. The interior gets sporty seats that, naturally, are clad not in leather but in a “high end synthetic seating material designed to fit perfectly into your active lifestyle.” Right.

Both the Mach-E GT and GT Performance Edition, as promised at launch, will be available mid-2021. The GT will start at $60,500 before destination, and pricing details for the Performance Edition will be announced at a later date.

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Glance at any automotive brochure or television ad these days, and you’ll see attractive people laughing their way through some outdoorsy adventure. The small crossover out in the woods, that truck at the base of a rock climbing camp—perhaps more so than ever, adventure is the hot sales pitch. The campaign presents a vehicle that’s an integral part of the adventure rather than a simple transportation apparatus.

Ford has spent countless hours burnishing the rough-and-ready halo around the forthcoming Bronco and Bronco Sport. We recently had the opportunity to get our hands on a Bronco Sport during a safe, socially distanced media event outdoors at the Holly Oaks ORV Park in Holly, Michigan. As of this writing, we can’t share any driving impressions, but we’re free to share a smattering of fun details tucked into the “baby” Bronco. Here are six of our favorites.

Bottle opener

Nothing is worse than forging through the woods and arriving at the perfect campsite only to realize you’ve no way to crack open those cold ones. Ford decided to help you out by installing a bottle opener in the inner frame of Bronco Sport’s rear tailgate. Yes, you’re likely to have a minimum of 11 other instruments with which to remove that cap—lighter, Swiss Army Knife, teeth—but this is still a thoughtful detail.

Moveable lights on the rear hatch

The way Ford sees it, the cargo area of the Bronco sport is as important as the cockpit. Think about how many times you’ve popped open your vehicle’s rear hatch and sat on the bumper while you unclipped your ski boots in the dark parking lot or tried to assemble a finicky camp stove. The lights in the back of the Bronco Sport’s tailgate swivel in their mounts, illuminating close-range objects and even projecting light up to 30 feet behind the car itself. Brilliant!

Cargo divider that doubles as table

That camp stove is gonna need somewhere to sit, so Ford designed the Bronco Sport’s cargo divider to double as a fold-out table. Thanks to a few different attachment points in the cargo area, you have multiple places to mount the table. The Bronco Sport isn’t the first vehicle to have a built-in table in its boot—Honda fans are shouting “first-gen CR-V!” at their screens right now—but the fold-out contraption is a creative adaptation of an otherwise ordinary cargo divider.

Rubberized floor

Adventuring is rarely a clean activity. If you and yours are using the Bronco Sport as Ford intends, you’ll track dirt and mud all over the SUV’s interior. That’s why Badlands and First Edition Bronco Sports come with rubberized floors throughout the vehicle for easy cleaning, à la the Honda Element. One caveat: Unlike a Jeep Wrangler, the Bronco Sport does not feature interior drain plugs—that level of convenience is reserved for the real-deal Bronco.

MOLLE straps

MOLLE stands for Modular Lightweight Load-carrying Equipment, a system popularized by the military that’s now quite common among the overlanding community. The seat backs on the Bronco Sport offer MOLLE straps to corral everything from a mess of climbing carabiners to a flashlight and hammock bag. We know Ford wants to woo the overlanding community; baking in common aftermarket modifications from the get-go is a smart way to show that it’s serious.

Specially-designed mountain bike rack

Ford partnered with popular rack brand Yakima to develop a special rack that fits inside the Bronco Sport. The rack is a factory-backed, dealer-installed accessory (one of over 100 such items offered at launch) that can swallow two 27.5-inch (one of the two most common wheel sizes in the mountain-biking world) bicycles standing upright with only the front wheels removed. Admittedly, we don’t foresee internal storage overtaking the roof-rack method as the norm in bike transport. The interior rack is still a neat concept, though, and may offer more security compared to the traditional exterior setup.

Ford isn’t the first company to execute these adventure-friendly details. However, in an age of global pandemic, it’s the perfect time to introduce a vehicle so tailored to outdoor activities—even if most Bronco Sports will spend more time on paved streets. Ford’s thoughtfulness in sweating these details bodes well for prospective Blue Oval customers.

Stay tuned to read our first driving impressions of the Bronco Sport on December 7.

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After losing a hotly contested legal battle with billionaire Jim Ratcliffe over the Defender design, Land Rover fired back with something special: a factory-authorized reproduction of its iconic off-roader. Code-named the CSP 575, Land Rover’s stalwart wears what Ratcliffe’s creation, the Ineos Grenadier, can never truly duplicate: a pure Defender body, right down to the correct front and rear fascias.

While the CSP 575 currently exists only as a digital rendering, racing truck builder Bowler Motors is tasked with prepping the CSP 575 for well-heeled clients looking to supplant the new, softer Defender with something more traditional. Bowler got the nod because it was purchased by Land Rover last year and subsequently integrated into LR’s Special Vehicle Operations (SVO) department. Sounds like a marriage made in heaven.

Even better, Bowler will likely rob Land Rover’s parts bin for its aggressive, supercharged 5.0-liter V-8 with 560+ horsepower. That macho V-8 would certainly give the CSP 575 an edge over the Ineos Grenadier’s BMW-sourced six-cylinder.

The CSP 575 is slated to use the Defender’s aluminum body (in station-wagon form only) on a bespoke steel chassis. Land Rover suggests some comfort features are included, but don’t expect much more than air conditioning and perhaps minimalist in-car audio for four passengers.

The only downsides? As of this writing, there’s no plan to sell the CSP 575 in the U.S.—and if the truck did come stateside, we’d be looking at a price north of $250,000. That’s likely a huge premium over the Ineos Grenadier, which is rumored to go for Jeep Wrangler four-door money.

(Ineos hasn’t released official numbers, but we previously estimated between $37,000–$55,500. I have my doubts about that price range, since the expensive BMW-sourced bits put Grenadier on par with Local Motors’ Rally Fighter, which cost roughly $100K.)

There’s plenty of competition if your bespoke off-roader don’t have to look like a Defender: Consider GM’s new Hummer EV, or Bollinger Motors’ offerings. The latter is a Michigan startup promising edgy electric propulsion with cool tricks like a bumper-to-bumper cargo passthrough. Both hover around $100,000, or half the price of the CSP 575, which makes the Land Rover appear more of a commissioned work of art. Well, art that can go just about anywhere.

Go ahead and enjoy the many options if you want to crawl malls venture off-road with precision and possess a desperate need to finance a six-figure note. Given Bowler’s previous work and the off-chance that the CSP 575 could be serviced (and sold?) in Land Rover dealerships around the globe, the CSP 575 might just be worth the hefty price tag.

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Overlanding—the practice of outfitting a 4×4 rig with larger tires, camping supplies, and other accoutrements for self-sustaining exploration—has never been more popular. In an effort to show what’s possible with its range-topping LX 570 flagship SUV, Lexus tapped well-known firm Expedition Overland to help upfit the Toyota Land Cruiser’s more luxurious cousin for a rugged life off the beaten path. Meet the J201 Concept, Lexus’ idea of the perfect overlanding rig.

More than just a snorkel and a light bar, the J201 has some serious equipment aimed directly at making an already competent platform into a posh pack mule ready to ferry you anywhere you point it.

The 5.7-liter 3UR-FE V-8 gains a Magnuson supercharger, boosting power from 383 hp and 403 lb-ft to 550 hp and 550 lb-ft. More importantly, the rest of the running gear is similarly bolstered. ARB air-locking differentials sit both front and rear, with 4.30 Nitro gears to replace the stock 3.30 units. New 17×8-inch EVO Corse DakarZero wheels wearing 33-inch General Grabber X3 tires help the J201 claw its way though even the most unsavory of terrain. There’s also a full-size spare mounted on the back of the special swing-arm rear bumper.

Along with Icon Vehicle Dynamics control arms and adjusted OEM height sensors, the J201 rides two inches higher up front and one inch higher in the rear when the LX’s existing electro-hydraulic suspension is set to normal. CBI Offroad rock sliders and skid plates protect the vehicle’s rockers, front differential, transfer case, and fuel tank from sharp objects while out on the trail. Should you somehow manage to get this brute stuck, the 10,000-pound Warn Winch mounted inside a CBI Offroad bumper will help rectify the situation.

Inside the already luxurious cabin, a ceiling-mounted ARB Linx interface controls the overlanding vitals such as the accessory lighting, the air lockers, the onboard air compressor, and more. A Goose Gear interior drawer module behind the second row of seats houses extra tow gear, a set of dog bowls for your faithful trail companion, and a set of Zero Haliburton Aluminum travel cases for all your extra exploration clothing.

Even better, the J201 Concept is going to see real-world action starting this Thursday, October 8 at the 10-day-long Rebelle Rally, an all-female off-road race spanning more than 1240 miles through harsh terrain in California and Nevada. The Rally does not allow the use of GPS or cell phones, but rather requires contestants to use maps, compasses, and road books to cross the finish line. The J201 will be piloted by defending champions Rachelle Croft and Taylor Pawley, who last year won the event in a stock GX460, the LX570’s smaller cousin.

We’re sure a vehicle that starts north of $90,000 isn’t the platform of choice for most overlanding aficionados, but it’s neat to see manufacturers dip their toes into the aftermarket world, warranties be damned. It’s why we’ve seen automaker booths at shows like SEMA in previous years (though not 2020). Marketing exercise or not, we dig the J201 for what it is—a luxurious but rugged way to get out and drive, albeit slowly and nowhere near paved roads.

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Charles Spencer “Spen” King, the father of the Range Rover, didn’t get everything right. This will sound like heresy to some: Spen is rightly regarded as one of Britain’s finest car engineers, and the car he’s most famous for celebrates its fiftieth anniversary this year. Open the door of  an original, early ‘suffix-A’ Range Rover and you’ll soon see where he screwed up. To begin with, you have just one way to enter each side; reaching the rear seat requires the same undignified maneuver as in a Ford Bronco of the same year. Inside there’s a manual gearbox, unassisted steering, and a plastic interior which could be hosed out like a Land Rover’s. Spen and his team thought that most buyers would use their Range Rover as a working vehicle on their farms or estates. And at first, some did. At £1995, the first Range Rovers were only twice the price of a Ford Cortina, Britain’s best-selling car. In its early years, Range Rovers were converted into police cars, ambulances and fire tenders. In time, however, all of Spen’s Spartan cabin features would soon be dropped as the Range Rover began its long march upmarket.

Yes, Spen was wrong about some things — but when Spen was wrong, he was the right kind of wrong, and the same kind of wrong as his uncles were when they sketched out the original Land Rover in the sands of Red Wharf Bay in Wales in 1947.

Charles and Maurice Wilks ran Rover at the time, and both generations of this talented family were clearly quite modest. The Wilks got it wrong on numbers. The minutes of their board meetings record that they planned to build just a hundred Land Rovers each week, yet by 1954 they’d made 100,000. For Spen, it was image. His engineer’s focus on function meant he didn’t foresee how others would come to see his creation: how desirable it would be, or how its luxury would eclipse its utility. The Spartan nature of that cabin proves it.

Yet both generations plainly got infinitely more right than wrong. Both the original Land Rover and Range Rover were simple, brilliant, instinctive designs which perfectly anticipated the needs of a new breed of buyers. The Wilks brothers foresaw the demand for a simple, lightweight, affordable but unstoppable off-roader which would serve farmers, but also anyone who wanted to explore or serve a world freed from the long grip of war. Spen and his team foresaw the rise of the SUV, decades before it would dominate our showrooms as it does now.

They weren’t the first to spot it: the Jeep Wagoneer and International Harvester Travelall and Scout were already on sale in the US, but those cars were too American for global markets. The minutes of Rover’s early meetings about the Range Rover reveal that much of its inspiration came from the US, but that the firm knew that it was ahead of the game in Europe, and that customer spending power and habits would have to change before its new car really took off. But it took the bold decision to be first, and gave Spen the job of executing it.

Against that backdrop, those early Range Rovers’ utilitarian specification is easier to understand. Like his uncles, Spen simply concentrated on producing a near-perfect piece of industrial design. Of course the Range Rover could cross the same terrain as a Land Rover, as the British Trans-Americas Expedition of 1970 quickly proved, with its traverse of the previously impenetrable Darien Gap.

Then as now, though, most Range Rover buyers weren’t interested in driving their cars at wild angles, dangling wheels over rock crawls or wading rivers with water lapping at their doortops, even if they like the idea that their car can if required. A decent chunk of the earliest customers probably did own land, or needed to drive off-road to a shoot or to supervise a construction project. Yet there were plenty of reasons why you might buy a Range Rover purely for road use: that imperious ‘command’ driving position, the fine ride, the sense of light and space in the cabin, and the adequate but lazy urge of its unstressed 3.5-liter V-8.

The real appeal of the Range Rover in its early days, and the genesis of the image that has made it such a global success, lay in the combination of the two. Drive one in the countryside and you looked like you might need to get to central London or Milan or Sydney in a hurry. Drive one in the city, in the days before SUVs became ubiquitous there, and you looked like you owned land, and would soon be heading out of town to shoot grouse. It might only have been twice the price of a Cortina and a fifth the price of a Rolls-Royce, but it quickly acquired an image that exceeded its cost, an advantage that has stuck with it as it has pushed ever-further upmarket and acquired rivals from Bentley, Aston and Rolls-Royce. The cheapest Range Rover is now five times the price of Britain’s best-selling car, and the most expensive version is only 20 per cent cheaper than the cheapest Rolls-Royce.

The looks helped, of course, and Spen really got that one right. The exterior design was largely done by Spen and his assistant Gordon Bashford, neither a trained car designer. David Bache, who also penned the Rover SD1, simply finished it off. Spen claimed that he spent ‘less than 0.1 per cent’ of his time thinking about how his car would look: worryingly typical for the British car industry at the time, but in this case it worked. The design language they hit upon – the clamshell bonnet with castellated corners, the flying roof, the bluff, upright, assertive nose and a fast rear screen angle by the standards of the day – are all still present in varying degrees half a century later on today’s range of Range Rovers.

And Lord, those early cars look good now, especially in a seventies shade like Bahama Gold or Tuscan Blue, which now seem tailor-made for bleached-out Instagram filters. Collectors like a good-looking car, but they also like one that’s a benchmark or a turning point in motoring history, and an old Range Rover ticks all those boxes. Little wonder that an early one is among the most covetable and collectible of vintage SUVs – even featuring in the 2020 Bull Market report, from Hagerty – particularly (and ironically) if you can find one with that rare plastic trim still intact. In fact they’re all pretty rare: like many rediscovered mainstream classics, for years the early three-doors were unloved, left to rot in the corner of a farmyard or chopped about by off-road enthusiasts.

Furthermore, not that many were made. The Range Rover was launched when the British car industry was at its zenith, but the fall to follow was swift and merciless. It’s a miracle that the Range Rover made it out of the seventies alive, and maybe fitting that it only really hit its stride in the Thatcher years. Land Rover added a four-door body, an automatic gearbox, fuel injection and a diesel engine, and sent it across the pond to America. It took the first-generation car until 1982 to sell its first 100,000 units, but by the time production ended 14 years later in 1996 it had sold more than three times that.

Those early plastic cabins had long been forgotten. By the end of the ’80s the Range Rover had become what it is now: a status symbol. And its significance has grown. There is now a range of Range Rovers, perennially popular and riotously profitable, which supercharged the growth of the modern Jaguar Land Rover group after Tata’s purchase of it in 2008, now supporting the struggling Jaguar and Land Rover brands in tougher times. The car itself has grown too – witness the latest, Range Rover Fifty – and that process continues with the launch next year of the fifth-generation flagship Range Rover. It will be bigger, more capable, more luxurious and more expensive than ever, and a long, long way from the car Spen modestly showed to the world half a century ago.

Via Hagerty U.K.

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Finally, the Ford Bronco is back. Off-road fans have been itching for a production for years, and until now there have been only concepts and teasers to keep the dream alive. Through all of that came a lot of fan speculation, but the most important question was whether this reborn SUV would be worthy of the Bronco name. Unlike Blazer diehards who were none too pleased to see that model name be recycled for a family crossover, the Bronco faithful should be more than satisfied with the long-awaited off-roader, at least on paper. Based on our first look at the new Bronco, Ford is going back to its roots with a versatile vehicle that has Jeep firmly in its sights.

Prior to the reveal of the 2021 model, vintage Broncos have been the focal point of the collector truck/SUV market over the past few years. What were once honest, workaday utility vehicles have become a staple of today’s vintage car culture, from trails to car shows and restoration garages. Let’s take a look at market status of past generations of Ford’s Bronco, which covers a wide range of values.

First generation: 1966–1977 Bronco

Average #3-condition (Good) value: $40,100

While the first-generation Bronco was not the first sport utility vehicle of its type, it more than upped the ante. Jeep and International were offering the CJ and Scout before the Bronco was conceived, but Ford’s highly successful take on a compact, capable off-road vehicle would prompt GM to follow with the Blazer and Jimmy. Dodge would later introduce the Ramcharger, as well.

Of all Bronco generations, the first generation is by far the most popular among collectors, which has driven values to nearly double between 2016 and 2019. By digging into Hagerty insurance quotes for the Bronco, we can learn a lot about their collectors; what we find is that the overwhelming majority of quotes come from Generation X-aged enthusiasts. We’ve seen a 6 percent increase in requests for insurance quotes over the past year, which indicates high demand. Values have flattened out in the last 12 months, but near perfect examples of a first-gen Bronco with a factory V-8 can set enthusiasts back $80,000 or more. Quality custom builds can easily eclipse the six-figure mark. One thing is for sure—the first-gen Bronco is likely to remain the leader of the truck and SUV popularity stampede for the foreseeable future.

Second generation: 1978–1979 Bronco

Average #3-condition (Good) value: $24,900

For 1978, the Bronco was enlarged and moved away from a bespoke platform so that it could share many of its components with the F-Series pickup. The change allowed for far more creature comforts than the spartan first-gen, and it gave Ford a full-size SUV to take a shot at GM and Dodge. Having only lasted for two years due to early oil-crisis-relate delays, second-gen Broncos are not a common sight. They are, however, appreciated by collectors, especially younger ones. Generation X makes up 43 percent of the quotes while millennials are close behind at 36 percent.

These were once very affordable SUVs, but in the past few months values have taken off.  In the latest update to our price guide in May, we noted market gains upward of 30 percent. Strong interest certainly continues as indicated by a notable sale of a 20,000 mile example on Bring a Trailer for $67,725 (including buyer’s premium) in early June. Whether this is an example of a rising tide lifting all boats when it comes to full-size Bronco values, or if these second-gens are finally receiving the recognition they’ve always deserved, it is certain that for a prime example you’re gonna have to pony up.

Third generation: 1980-1986 Bronco

Average #3-condition (Good) value: $10,800

A big face lift was in store for 1980, adding an updated front suspension and, by 1985, fuel injection. In comparison to the earlier generations, the third-gen Bronco is still quite affordable; the average driver-quality example is obtainable for $10,000 or less, depending on options. It is no wonder that the majority of quotes for third-gen Broncos comes from millennials, who may be more budget-conscious than Gen Xers at this point in their lives. Values have moved little over the past few years on third-gens, but as markets evolve for earlier generations, it is not unreasonable to expect more collector activity as buyers become gradually priced out of earlier Broncos.

Fourth generation: 1987-1991 Bronco

Average #3-condition (Good) value: $10,200

By 1987 the Bronco was ready for another overhaul, although not major as the change from 1979 to 1980. Some of the rough lines were smoothed out, and you’ll note a number of small design updates made for a more refined appearance. Much like the third-gen Bronco, the fourth-gens are quite affordable with driver-quality trucks in the $10,000 range. With the fuel injection standard in this series, the fourth-gen is proving quite attractive to collectors who wish to have a truck that will reliably work under a variety of conditions. Insurance quotes suggest that fourth-gen Broncos are equally popular with Gen Xers and millennials, with a 6 percent increase in quote volume over the past year. Again, like its predecessor, these SUVs aren’t the most popular in the collector space, but its time may well come.

Fifth generation: 1992-1996

Average #3-condition (Good) value: $13,300

The final generation of full-sized Broncos (until now) were introduced in 1992 with substantial changes to the boxy body style that was carried through the ’80s. Recently, the fifth-gen Broncos have enjoyed a huge leap in popularity and value. Over the past year we have recorded a 42 percent increase in quotes for fifth-gen Broncos with the majority of inquiries coming from Gen Xers. Values have also increased for pristine examples by over 10 percent from January to May of 2020.

Recent sales of like-new examples also suggest that the fifth-generation Bronco is experiencing a surge of popularity. In late June, a 457-mile example was sold by Mecum Auctions for $79,200 and just two weeks later a 743-mile example was again sold by Mecum for $77,000. Does this mean that the market is primed to explode for 1990s Broncos? The short answer: maybe. Sustained high-dollar sales are enough to shift the market for pristine, new-in-the-box Broncos and at face value it looks like the fifth-gen Bronco could be shaping up to be a real player in the tuck/SUV market. We’ll be watching as it all develops.

The post Vintage Ford Bronco values: A breakdown by generation appeared first on Hagerty Media.

For decades, the Jeep Wrangler has been unchallenged in the distinctive market segment of a capable off-road utility vehicle with a removable roof. Sure, there were other capable 4x4s, other soft-top 4x4s, but none quite captured the hearts and wallets of Americans quite like the Jeep. Now, much like in 1966, the Wrangler is about to get its most direct opponent yet—Ford’s reborn Bronco. We spied a camouflaged test mule in the Rockies, alongside a similarly disguised F-150.

From what we’ve been able to suss out so far, Ford isn’t playing playing around, either. The SUV’s focus appears to be exceptional off-road abilities, with a low-range crawl gear, Land Cruiser-like cutting brakes, and a whole slew of software-based features. Unlike the Wrangler, however, this hefty horse is rumored to forgo a front stick axle for a more livable independent front suspension, probably similar to the one seen on the Ranger Raptor, which is available in other markets outside of North America.

All of those features are in addition to those offered on a Wrangler Rubicon, such as locking differentials and sway-bar disconnects. It should be noted that the F-150 Raptor and the Super Duty pickups with the Tremor Off-Road Package do not have locking front differentials. Instead, the front pumpkins on those trucks have limited-slip differentials.

Spotted in mountainous Breckenridge, Colorado, this mule and its equally wrapped totally mysterious pickup truck companion were probably undergoing high altitude testing. With an elevation of 9600 feet above sea level, Breckenridge is a good place for engineers to, perhaps, pause for a cigarette and some beautiful views after several loops on I-70. Both the Vail Pass and The Eisenhower Tunnel are a short drive away and present a significant climb to over 11,000 feet.

The Bronco’s its biggest secret is still its top, or rather several different tops. In all the spy photographs of this rig, the roof is the one section that has always been thickly padded, and these mules are no different. Looking at Wrangler and its three roof choices (soft top, hard top, and the Sky One-Touch Power top), all of them have a level compromise.

The Bronco’s retro-designed front end has an opening in the camouflage around the front bumper area. This is likely for the sensors and radars dedicated to the adaptive cruise control and emergency braking features. While the windshield appears to be extremely flat, we can’t confirm yet if it will fold down like on the Jeep Wrangler. The hood seems to be devoid of any tie-down points.

The rear of this buck is very similar to its rival from Toledo. The bumper has a cut-out for the spare tire and license plate mount of the left side. The reverse camera seems to protrude from the middle of the spare and the hitch receiver is neatly tucked under the bumper for maximum departure angle.

The design of removable doors in modern vehicle can present significant challenges for side-impact protection. Yet, despite always having removable doors, Jeep never quite solved the issue of side mirrors, which are attached to the Wrangler’s doors. Squint at these images and it becomes clear that the mirrors are attached to the base of the A-pillar, remaining independent of the doors.

Tires, both their size and type, are extremely important for any off-roader. Trail junkies will argue over narrow pizza-slicer tires versus wide tires, but this rig makes no secrets of its preference. Its Goodyear Wrangler tires appear to be of the 315/70, variety, mounted on what can be considered (by car standards) small, 17-inch wheels. Wheel options will surely be bead-lock capable. With this much rubber width and sidewall, this rig will likely have no issue rolling over whatever is in its path.

Assuming the aforementioned spec, this tire size translates into a 35-inch overall diameter, the same size tire as is on the Ford F-150 Raptor, but that truck uses BFGoodrich’s KO2 all-terrain rubber. The interesting bit is that this Goodyear Wrangler is one of the very few tires in that size that is available in D load rating, as opposed to the common load E. While a lower load rating does reduce the maximum payload, it also makes for a lighter tire. Interestingly, the thread pattern and sidewall protection of the Goodyears on this mystery rig do not match any tire that is currently offered by Goodyear. From the looks of it, the Bronco’s rubber will be a significant upsize from the Ranger Raptor, which has 285/70-17 tires. By comparison, the Jeep Wrangler Rubicon wears 33-inch tires, similar to that of the Ranger Raptor, both with load C rating. The Wrangler does have enough fender clearance to fit 35-inch tires without the need for a lift kit. Jeep offers a choice of all- and mud-terrain tires on the Rubicon.

The Ford Bronco will debut this July, while the F-150 is set to be revealed on June 25.

The post Spied: 2021 Ford Bronco and F-150 appeared first on Hagerty Media.

Hyundai has caught the eye of enthusiasts recently with its bonkers drift bus and the tasty Veloster N, and its developing N sub-brand clearly has an ear tuned to enthusiasts. However, hot-hatch fiends comprise a slim market segment. Hyundai’s appeal—and profit margin—still lies in providing high-value, acceptably-polished everyday transportation for the suburban masses. The firm’s slinky EV sedans, when they appear, will have their work cut out for them in luring the masses away from Hyundai’s feature-packed SUVs and crossovers.

Though it’s a little late to the SUV craze, the 2020 Hyundai Palisade is an object lesson in better late than never. Replacing the Santa Fe XL, the Palisade brings a level of refinement, luxury, and functionality that will shock anyone who thinks that Hyundai saves the good stuff for its Genesis sub-brand. In the U.S., the Palisade will need to convince buyers to overlook domestic offerings like the Ford Explorer and Chevy Traverse, and bypass proven nameplates like the Toyota Highlander and Honda Pilot. In the absence of a familiar model name, Hyundai will likely rely on the Palisade’s value proposition—which is excellent—to seal the deal. There’s just one problem: you can get the same proposition, with a more avant-garde wrapper, elsewhere—and maybe for a little less cash.

We first drove the 2020 Palisade last summer and were impressed with its classy design and impressive options list. Since then, we’ve spent a week with Hyundai’s biggest, most luxurious family hauler—this time in less friendly winter weather. After a further taste of southeast Michigan’s highways and city streets, we’re convinced the chaebol (that’s Korean for “big family firm”) has a hit on its hands. This is a lot of SUV for the money.

Exactly how much money? Our top-tier Limited model equipped with all-wheel drive rang in at $47,605. Hyundai doesn’t overwhelm you with many choices in the Palisade range. The mid-range SEL, offers only two packages: the $2200 Convenience Package, which adds features like wireless charger, third-row USB outlets, and a hands-free tailgate; and the $2400 Premium Package, which jazzes up the headlights with LEDs and adds heated second-row seats and power-folding third-row units. The top-tier Limited trim includes these packages as standard, and the bottom-tier SE trim comes without additional packages. Beyond that, you select straightforward things like whether you want a bench seat in the second row or a power sunroof up top. It’s a friendly order process for a parent who’s concerned with the maximum number of available belts rather than contrasting stitch colors. 

The Palisade rides on the same platform and uses the same naturally-aspirated 3.8-liter V-6 as its Korean sibling, the Kia Telluride. For many customers, the choice will come down to styling. The Telluride uses the Kia brand’s new-ish (and Audi-ish, thanks to VW Group expatriate Peter Schreyer) styling language to suggest the blocky, chrome-lined menace of a Bentayga or Q7. The Palisade, on the other hand, uses a more conventional SUV shape with inventive details like a baleen maw and vertical boomerang LEDs that emphasize the height of its beltline. Around our offices in Ann Arbor, Michigan, the Palisade can be recognized at a distance; you need to get a bit closer to the Palisade in order to spot the differences from domestic seven-seaters.

The Palisade’s interior is constructed from upscale (for the class) materials and styled in a straightforward manner. There’s plenty of room for almost anyone up front; parents under 5’7″ may find themselves clambering just a bit into the extensively-adjustable front seats, though. There’s no driver’s-side grab handle, you’ll want to toss any bags you’re carrying into a footwell or seat before getting settled. (The compartment below the center console between the seats is especially handy.) Once you’re in, the dash is calm and tidy, with upscale texture provided in the Limited model by aluminum trim and Harman Kardon branding on the speakers. The conservative range of interior color choices (black or grey on lower trims, with beige replacing grey as the optional light shade on the Limited) is one way Hyundai creates some space between the Palisade and the new Genesis SUV with its adventurous cockpit palette. The touchscreen is integrated into the top edge of the instrument cluster, providing a more elegant, horizontal look than the Explorer’s vertical unit or the Highlander’s blocked-off unit. Handy analog buttons for climate control and volume can be found directly below. The hazard switch follows European practice with a placement in the middle of the dash; the steering wheel offers simple controls on both sides. 

All trims get Hyundai’s GDI (gasoline direct-injection) 3.8-liter V-6, which makes 291 hp at 6000 rpm and 262 lb-ft at 5200. That naturally aspirated motor is paired with a shift-by-wire, automatic eight-speed transmission with the obligatory manual shift mode (via paddle shifters). Ours was equipped with Hyundai’s HTRAC all-wheel-drive system, a $1700 option on any trim level. A dial on the center console controls the desired driving mode from Smart, Sport, Comfort, Eco, and Snow; the usual PRND choices are via nearby buttons.

The Palisade distances you from the experience of driving such a large SUV. The hushed cabin, smooth shifts, and light, numb steering give the impression of piloting a massive household appliance. I found myself dialing in Sport mode just to get back some realistic steering feel, not because I needed the accompanying slightly grabbier brake feel or more aggressive shift points. However, for long-term owners, the initial incongruity between the Palisade’s driving feel and actual bulk will fade quickly and resolve into convenience; the Palisade drives small. 

The Blind View Monitor also helps mentally shrink the vehicle while driving, using a camera mounted underneath each side-view mirror to relay a view of the vehicle’s side to the digital instrument cluster when either blinker is toggled. (The feature comes standard on the Limited trim and is optional on the mid-range SEL; we’d absolutely check the box.) It’s doubly useful off the highway, since the cameras capture enough vertical space to warn you of pedestrians or bikers. When you do merge onto the highway, the engine provides adequate oomph, even for our 4387-pound, AWD-spec Palisade. If you happen to be passing an F-250 Super Duty in the Lincoln Tunnel, you’ll remember the Palisade’s bulk once again. Even broad suburban lanes frequently find the lane-keeping nanny buzzing you through the steering wheel. When racking up the highway hours, though, the adaptive cruise control pairs with the lane keeping for stress-free cruising. 

With all-wheel drive and heated everything, the Palisade also made winter driving undramatic and extremely comfortable. Curbside slush and messy Target parking lots don’t faze it. However, if you’re anything approaching petite, you’ll want a generously telescoping snow scraper; the SUV’s height and breadth makes the front windshield challenging to clear. 

You can get a 10.25-inch color touchscreen in either Limited or SEL models; SE Palisades make do with an 8-inch unit. The display is intuitive and quick to respond; if you get overwhelmed with Hyundai’s interface, you have the option of Apple CarPlay or Android Auto. You can also connect two phones via Bluetooth, and use one for audio streaming and the other to make calls or send texts; ideal for a family road trip. 

The GPS system is extremely easy to operate on the move; you can change destination on the road with a handful of voice commands and the press of a button. The digital instrument cluster complements the main navigation touchscreen with a simplified version right in front of the driver, and the upper right hand corner of the main screen gives you a sneak peek at the next instruction. However, only the Limited-spec Palisades get the 12.3-inch, fully digital instrument display.

On longer road trips you’ll be well prepared to entertain passengers in Limited or Convenience-Package-equipped SEL models. In these configurations you’ll have USB ports for all three rows—for a total of seven—complete with mesh pockets for third-row smartphone users. If you need to get the attention of backseat passengers, there’s a Driver Talk intercom system; if you want to let those passengers snooze, you can channel tunes only through the front cabin audio. 

We’ve harped on our Palisade’s Limited spec, and it’s probably the trim we’d pick if standing in the Nikes or Adidas of a suburbanite shopper. It’s got the mandatory people-hauling details—tons of cupholders and charging ports—and for a kid-schlepping, Trader Joes-running parent whose SUV is their second home, it’s classy and well-appointed.

The Palisade is also a much better deal than the Ford Explorer, whose third-highest trim clears 50 grand without all-wheel drive or the snazzy blind spot, blinker-activated cameras. Toyota’s Highlander, like the Explorer, offers a hybrid option and more power in any spec than the Palisade, but that higher output comes at a premium. In addition, Palisade has the Highlander beat on cargo capacity by three cubic feet and its dash is far more elegant. 

However, the Palisade does lack roof- or seat-mounted DVD players and a Wi-Fi hotspot, which several of its competitors do offer. Before you slam the Hyundai, though, remember that each member of a family shopping for a $48K SUV probably carries around the most recent iPhone and likely is part of an unlimited-data plan because, when you have that many Instagram scrollers, why argue with the kids about data allowances? The Palisade might fail you and your many Netflix streamers on stretches of low-coverage highway, but that’s why you download a couple Spotify playlists before a road trip in the first place. 

If you can get past its funky face, upper trims of the Palisade packs the driver-assist features and luxe yet practical interior you want for well under $50K. There’s just one little problem: The Kia Telluride costs less for each trim level and offers a decidedly snazzier look. Against this, Hyundai offers…. a higher likelihood of a dealer near you, plus the fact that the Palisade is assembled in Korea while the Kia is built here in the United States. Is KDM (Korean Domestic Market) really a thing? To answer that question for yourself, take a look at how many Kia Optimas you see on California roads with retrofitted home-market “K5” badges. It’s a thing. And in the same way that some Honda shoppers of the early ’80s would prowl dealer lots looking for those rare Accords which were built in Japan, some people today want a Korean car, not an American-made Korean car. Regardless of why someone chooses a Palisade, however, we predict satisfaction with the choice.

2020 Hyundai Palisade Limited HTRAC: $46,625 plus destination.

Pros: A lot of room, strong V-6, upscale trim, solid feel.

Cons: Not particularly handsome or distinctive. A very expensive way to drive a Hyundai, and there’s a more stylish option across the street at the Kia dealer.

Summary: This Korean-made alternative to the Telluride costs a little more, but if you like the looks, or have a good relationship with a local Hyundai dealer, it’s hard to beat.

The post Hyundai’s 2020 Palisade is classy, capable, and priced just right appeared first on Hagerty Media.

“The 4×4 was never intended as a status symbol, but later incarnations of my design seem to be intended for that purpose. I find the people who use it as such deeply unattractive.” 

That’s what Charles Spencer King, creator of the original 1970 Range Rover, said in a 2004 interview about the popularization of the Range Rover. He’s got a point, but designers clearly have no choice in the matter: the motoring public embraces their creations as their collective own. Then a new generation of designers were tasked with shaping an off-road luxury icon into a modern, popular, and highly profitable vision of urban luxury.  

Land Rover’s design team of late did a fine job ensuring the latest Range Rover embodies the past’s core design values, possessing the DNA of Mr. King’s trendsetting design. And that alone is worth celebrating, highlighting in a Vellum Venom analysis.

King might not appreciate the irony of his iconic 4×4 namesake photographed in an English brutalist playground car park, but it helps reinforce a recurring theme present; the Economy of Line ensures the Range Rover uses less clichés, creases, and body cutlines to achieve a more upscale, expensive design. 

Yes there’s a skid plate-ish sort of panel at the bottom, but look at the cleanliness elsewhere. The hood’s lack of fender cutouts (i.e. side impact damage also mangles the hood) ensured Land Rover made the Range Rover true to the past, and more concerned with clean design over cost cutting. 

Textures presented here are bold, but note how each is effortlessly encased by the dominating hood profile, or the bumper’s complementary curvature. 

Every element is gently compressed and condensed to let the bumper, hood, and surprisingly tall and cab-backward windscreen make a statement. It’s downright subtle, relative to oversized grilles/holes present on the BMW X7, Cadillac Escalade, Mercedes GLS, etc.

It’s shocking to see a luxury SUV with so much real estate dedicated to a painted front bumper.  And make note of the camera/sensors mounted on a recessed black platform, visually melting away to nothing as you step back. 

Not only is that black platform recessed from the bumper, the fog light is even further recessed.  

The tri-bar silver vents are similarly recessed, while the flush-fitting grille and headlights get the freedom to move to the leading edge. Even more outstanding is now everything goes to the same vanishing point: every line works in harmony; decades of Range Rover DNA must conform to a single end point.

Elongated octagonal grille textures aren’t synonymous with luxury, but it certainly makes a statement. Finishing them in a silver so brilliant that these odd shapes almost overshadow the adjacent chrome strips is unique in this age of black grilles and oversized emblems. 

Speaking of big emblems, the green Land Rover oval is small enough for the decklid of a 1990s subcompact.  Of course the R A N G E R O V E R hood emblems are large, but they don’t look out of place since every example since 1970 has sported them. 

The headlight assembly conforms to the strong lines of both the hood and the bumper. Maybe it’s a little jealous, and that’s why the parking light oval pushes into the grille’s U-frame.  

Perhaps without that push the front end is too boring in our era of vehicles with screaming faces?

The HID projector lens has a chrome-accented ring worthy of Carl Zeiss branding, right down to the technical specs emblazoned a la high-dollar camera lens. 

Range Rover’s elongated amber lights should have been their signature, but its genesis likely converged with Ford’s breakdown of the Premier Automotive Group: the 2011 Ford Explorer (a clever reskin of the bland Ford Freestyle/Taurus X) shares many a styling cue with this generation (2012) Range Rover.  

The Explorer also (seemingly) lifted Range Rover’s signature wraparound hood, albeit with less depth. Both sadly used the same bumper-to-fender cutline: it’s a harsh diagonal zag.  

Ford (presumably) didn’t take Range Rover’s signature negative area cut from the center of the hood (note the high point at the hood’s edge). Thank goodness for that, as this hood contour is Range Rover DNA from day one. 

The negative area is far less prominent these days, but designers took the time to integrate the curves to match the vanishing point shared with most elements in the front fascia. The look is right, and it ushers a classic design into the era of aerodynamics and fuel economy. 

But from some angles, the hood’s prominent carve-out accentuates the hood “tops” at each end.  The second carve-out (closer to the middle) is another homage to older Range Rovers, perhaps there’s also another benefit in the next photo. 

That second carve-out pushes back to a large gray panel sporting contours likely to route air around the cowl/wipers for maximum efficiency. Odds are that the gray panel also stores a pedestrian airbag for those unlucky enough to meet the front end under less auspicious circumstances. 

All complementary lines on the front clip meet a profile that elegantly sweeps upward and backward. The hood cutline is also a logical extension of the top of the headlights. This such a cleanly implemented design that the period correct faux wheel arch creases (beyond commonplace these days) seem unnecessary. 

Range Rover’s signature blackout pillars get sleeker as time marches on. The speedy A-pillar does what no car-based, mainstream knock off can accomplish; a true cab-backward cabin where the A-pillar shares the same cutline as the leading edge of the front door. 

The door mounted mirror’s base emulates the same quick, yet subtle lines. There was a time when this aesthetic was commonplace, not the exception. 

The black-out roof isn’t unique to Range Rovers, but with all these cutlines for rain gutters and a massive panoramic roof?  Masking all this noise under black paint is mandatory. 

The A-pillar’s flat face translates from windshield to door in an homage to the ghosts of 4x4s past: not just Range Rovers, because so countless utility vehicles were designed with cost-effectiveness and ignorance of aerodynamic science.  

The windshield’s exposed rubber upper flap doesn’t make a sound at speed, but the quality of presentation leaves much to be desired. 

No such qualms with the sleek lines that sweep down the Range Rover’s body side. The hood’s cutline transitions to the door’s hard crease, and the door’s front cutline is perfectly mirrored by creases that (supposedly) smooth airflow down the body for a quieter cabin. 

Shame about the counterclockwise wheel spoke rotation, as they should be clockwise to give the body a sense of forward motion. 

If one were to cut the sheet metal to see how the Range Rover’s cross-section (from top to bottom), the whole affair would be relatively flat. The lower door’s silver swoop actually fills in a recess, which is a pleasant change to the otherwise flat cross-sectional line presented.

The black rocker panel covers do an admirable job to visually “thin” the body side, only coming into sight when up close and personal. The OCD in me wishes the silver swoop started it’s trajectory squarely against the front fender.   

Speaking of OCD, the distance sensor in front of the wheel isn’t mounted flat against the fender. While this is likely due to performance issues, the urge to smush down the sensor for uniformity is quite real.

The hood’s aforementioned cutline not only extends down the body but includes the Range Rover’s chrome-rimmed door handles. It’s wonderful to see how they sweated the details! 

This assembly has a black frame around the mirror, but it’s brilliant black undertones reflect like chrome.  And while the repeater light’s reflector slices into the body, shining like polished stainless-steel cutlery as it goes in. 

The camera and puddle light are impossible to see while standing up, another hallmark of clean, modern design at all costs. 

The puddle light looks like a designer’s initial sketch on vellum. Nice.

Open the doors and the same sketch is on a stainless-steel plaque. Very nice. 

Graphic instructions for when your key fob stops working is certainly enlightened design with possible roots from (angry?) customer feedback, but it’s still a bummer on a body so expertly crafted to eliminate visual clutter. 

Like Range Rovers past, the blackout B-pillar keeps the eyes away from stodgy and upright 4×4 rooflines. And like the 2001-up MINI Cooper, the nearly flush fitting glass and highly polished trim gives an effortless, sleek profile to the greenhouse.

The upright B-pillar and cab-backward design are throwbacks but dig deeper and that long dash-to-axle ratio (i.e. the dashboard sits far behind the front wheel’s centerline) is also true to Range Rover’s DNA.  

The C and D-pillars are sleeker than vintage Range Rovers (which were positively rakish compared to vintage Land Rovers), but it’s downright stodgy next to today’s Sports Activity Coupes. 

But make note of how the both the hood cutline and the silver stripe terminate at the taillight.  The stripe visually lightens the rear bumper by “pushing” upward to reduce bulk. The thick black bumper trim completes the visual weight reduction. 

A well-proportioned body is good, but these details make it great. 

Directional wheels with spokes visually thrusting forward on one side but not the other (note how the spokes thrust counterclockwise elsewhere in previous photos) are shamefully par for the course these days. But at the Autobiography’s $140,000+ sticker price, is it too much to ask for a pair of wheels that are a mirror image of the other?  

No matter, the 12-spoke pattern adds excitement via six dominant spokes and six smaller ones that take a radical path to the outer rim. Charcoal paint in the recesses also includes the flat plane housing the center/hub; this lets a unique design take the foreground while boring stuff like lug nuts and corporate logos take a back seat. Impressive. 

Here’s a close up of one of the six smaller spokes as it forms a complementary line with the outer rim. While the one-piece casting ensures it’s a frivolous design element, who cares? 

Functionality is irrelevant on 4x4s clad with Autobiographical 22-inch wheels that rarely see off-road conditions worse than wet grass on a manicured lawn; embracing the reality with a radical design was the right move.  

This is not the long wheelbase model, but the standard wheelbase makes for a rear door large enough for all but Maybach lovers: it’s a far cry from the narrow aperture of Range Rover’s original (1981) four door implementation.

The wheel’s correct orientation on this side only improves upon an already impressive rear door design: cutlines cleanly push into the wheel arch, the daylight opening (DLO) remains an unobstructed straight line and the fixed vent window is cleverly flush-mounted. 

Much like the front arch, there’s no need for the fake wheel arch crease, especially when the rear door must abide by it’s artificial-by-design demeanor. 

Back to the fixed vent window: these creations exist to allow the primary door glass to roll into the door without hitting a wheel arch. So it’s wonderful to see an example where it extends over the door’s metal frame, mounting flush to the next glass panel.

Much like the roof, all the black paint and tinted glass ensures you spend far less time looking at the DLO’s complex mating of glass, rubber seals, and black paneling. 

A tale of two seals: the oddly contoured bend for the door seal (top corner of the door) versus the stunningly perfect rubber pad encasing the side window and its corresponding black trim. 

Like the lemon within a lemon bar, the side window (now seen on the left) is seemingly baked into a rubber batter before installation. Pretty impressive. 

Less impressive is the transition from two panels (glass and black trim) into a single black panel to the right, complete with a character line mimicking the door.  

The transition ends more elegantly at the DLO’s bottom line. While it would have been nice to see a D-pillar cover made out of three parts to emulate DLO’s glass features, at least it’s painted black to ensure nobody sees the white body underneath.  

As mentioned previously, the body side’s silver stripe jolts upward to taper the quarter panel and visually thin the Range Rover’s posterior. While a common practice for modern SUVs, the rate of upward trajectory here is staggering. 

The silver stripe looks far more conventional from this angle. It emulates the taillight’s red extension and, like a slab foundation, provides the light with significant grounding to the body. Much like the front light, this extension likely shares the same ancestry as the Ford Explorer, but the Ford never benefited from the silver stripe’s upscale visual foundation. 

The thick black frame made sense on the front light assembly, as it broke up the bling between the headlights and the grille. While it makes less sense at the rear, the design cohesiveness is appreciated.  

The brake light’s complex, squared-off texture is wrapped in a red taillight sporting its own chrome frame. Significant effort went into a lighting pod that looks simple from just a few feet away.

The upper half of the Range Rover’s rear hatch continues the roof’s blackout theme with black panels matching the rooftop and the D-pillar, and it even sports a blackout modesty panel/spoiler. 

It’s modest for sure: providing visual refuge for the wiper arm, ensuring all the eyes see is an effortless black DLO. The rubber seal’s gap between the modesty panel and the tailgate should’ve terminated at the spoiler’s edge, however. 

The mandatory center high mount stop light (CHMSL) effortlessly integrates into the black roof thanks to a smoked frame around a clear lens.  

You’re hard pressed to see the CHMSL until it’s actually needed, which is beyond impressive. Finishing touches like this ensure the Range Rover owner spends no time fussing about unnecessary elements, instead soaking up the whole package. 

And yet the tailgate is quite fussy compared to the original Range Rover: instead of massive amounts of negative area to conceal the split for their signature split doors, they added a non-functional silver mustache above the actual split line. The mustaches are a common trick to add texture to today’s massive posteriors, but it feels unnecessary when you have a legit two-tier hatch. 

Both top and bottom ends of the tail light correspond to a bevel on the tailgate. The reverse lights (three bars) meet at the top of the lower tailgate. It’s a bit incongruous relative to the perfection presented elsewhere. 

The “Autobiography” emblem ensures everyone knows this isn’t a run-of-the-mill Rover, but the name implies that ordering from its extensive options list ensures the owner can tell their own story from their selections. Sounds implausible at first, less so considering how rare items and unique combinations turns into provenance for classic car collectors. 

That said, the recessed license plates lights leave almost no footprint, no signature on this autobiography (except when illuminated).

The same cannot be said for the highly visible backup camera, but at least there’s a handy tailgate release next to it. 

While the silver trim’s bevel matches that of the tail light, while it lives within a recess on the tailgate, something about its lack of purpose looks significantly cheaper than trim implementations elsewhere. 

No matter, that signature Range Rover feature never left us. The flat loading floor/bench is quite handy, while the quality of the carpet nap is unmistakable in this era of mouse fur flooring. 

The lower tailgate’s inward bevel sadly doesn’t match the flat silver panel. Perhaps this is a function of the tailgate’s operation, but it still clashes with its neighbor. 

The thick black panel that reduced visual bulk along the side continues its mission at the rear, and does a fantastic job hiding the requisite distance sensors.  

Same story for the receiver hitch and trailer wiring plug: as the subtle shadow (on the square cover) suggests, it barely peeks out of the black bumper and the underbelly paneling.  

Speaking of, the underbelly does a fantastic job hiding the two exhaust pipes. Also note how, just like the front end, all shapes at each corner share the same vanishing point.  Wrapped in this sheet metal veneer of minimalism, it’s clear why the Range Rover remains both popular for some and aspirational to most: it looks expensive without even trying. 

Too bad about not making a tailgate homage to the original Range Rover: likely impossible considering today’s glass-to-metal body ratio is skewed heavily towards the painted panels. If they coulda bucked the trend with a few extra square feet of glass (which lowers the DLO) this would be the perfect example of modern minimalistic design with brand-authoritative DNA.  

No matter, the design is light years ahead of its competition, cutting a path rooted in clean lines and impressive architecture: perhaps the Range Rover is to luxury SUVs what a McModern is to a gated community packed with McMansions.  

Thank you for reading, I hope you have a lovely day.

The post Vellum Venom: 2017 Range Rover Autobiography appeared first on Hagerty Media.

The Isuzu VehiCross is a heavily underrated modern-classic. As vanilla crossovers continue to dominate new car sales, drivers looking for more character and comparable practicality are moving towards classic trucks and SUVs. The XJ Cherokee is undoubtedly a classic. Even though Jeep produced millions of them over an 18-year long model run, many low-mile XJ Cherokees sell for over $20,000. You would think an SUV that is rarer and, arguably, possesses more character would be worth more.

That’s not always the case, and the Isuzu VehiCross is a perfect example.

There is a misconception that the VehiCross was a sales failure like the Isuzu Axiom that followed, but the VehiCross was always intended as a limited-production vehicle. Isuzu used ceramic tooling dies instead of steel ones to stamp the oddly shaped body panels, which reduced cost and production time at the expense of tooling longevity. However, this technique allowed Isuzu to start production only a few years after unveiling the VehiCross concept car in 1993. Very few design changes were made from concept to production, much like the 350Z and Audi TT of the era. The ceramic dyes wore out after a total of 5958 VehiCrosses were produced between 1999 and 2001 (4153 were sent to the US and 1805 remained in Japan). Dealers had no trouble keeping them in showrooms, with a base price of $28,900 (or $46,500 in 2020 money). True, scarcity is the key to collectability, but there’s so much more to the VehiCross.

We need to look at when it was produced to see why the VehiCross is so special. At the turn of the millennium, many manufacturers were overly nostalgic—designing cars that referenced the 1950s like the Chrysler PT Cruiser and new Ford Thunderbird. Ironically, in the 1950s those same manufacturers were designing cars that referenced an optimistic vision of the future with commercial space travel and flying cars. Around 1999, and at a time when most OEMs were caught looking back, Isuzu was looking forward, commemorating the new millennium with a futuristic SUV designed to highlight Isuzu’s ingenuity and off-road technology.

I really appreciate any car that tries to be different. People love to hate the Pontiac Aztec, but at least the designers tried something new. The Isuzu VehiCross gets a lot of the same hate, but it’s misplaced. The main critique leveled at the VehiCross, like the Aztec, is that it’s ugly. There’s some truth to that, but the outlandish design has aged well, surprisingly. The black plastic cladding, like the Aztec which debuted a year later, looks much better on the VehiCross. The forward stance with short overhangs, matte black hood and titanium fangs in the grill adds to the rugged character. The strangest part of the design is the spare tire sticks out the back, like on many SUVs, but is only accessible from inside the tailgate. There’s this weird dichotomy in the design; it’s aggressive and adorable at the same time.

If you still think the VehiCross is ugly, it could have been much worse. In 2000, Isuzu unveiled two concepts based on the VehiCross, a four-door version and a two-door convertible called the VX-4 and VX-O2, respectively. Thankfully, these cars were never put into production and in 2017 Isuzu did the world a service and destroyed the vehicles for “legal reasons.”

Before you judge a book by its cover, you should know the VehiCross is a very capable offroader. The 3.5-liter V-6 engine was borrowed from the Isuzu Trooper and had 215 horsepower and 230 lb-ft of torque. Its body-on-frame construction came standard with a Torque on Demand 4×4 system that uses 12 independent sensors to send power to the wheels with the most traction. The system defaults to rear-wheel drive but engages the front wheels when needed. A display in the instrument cluster shows the instantaneous torque split, which was very advanced for the time and is still an impressive feature on modern vehicles. It’s one of the only vehicles to be fitted from the factory with monotube shocks with external heat-expansion chambers, a suspension setup commonly used in off-road racing.

Speaking of racing, the VehiCross was a class winner at the 1998 Paris-Dakar Rally and 1999 Australian Safari Rally.

Now that I’ve convinced you that it’s an amazing car, you’ve probably started scouring your local Craigslist … and, unless you’re in the Mountain Time Zone, you’re probably out of luck. At the time of this writing, there are only nine VehiCrosses listed across the entire country with an average odometer reading of over 150,000 and an average asking price of $6500. Pretty cheap for such a rare and interesting truck.

It’s common for collectors to store low production cars from new, rarely driving them and hoping one day they will be worth money, but that didn’t happen with the VehiCross. Of the six VehiCrosses sold on Bring a Trailer since 2017, only two of them had less than 10,000 miles. Both times, these cars only sold for about $18,000. The most recent sale might have exceeded $20,000 if it didn’t have a questionable history. If you are considering buying one, know that there will be interest in the future. Younger buyers account for 60 percent of the VehiCross quotes Hagerty sees. When we look at all quotes, 45 percent come from Gen-X, Isuzu’s intended audience for the VehiCross when new.

Could the VehiCross emerge from the shadows to join the ranks of classic off-roading SUVs? Only time will tell. Let us know your thoughts in the comment section below.

The post The funky Isuzu VehiCross is a ’90s SUV that deserves more love appeared first on Hagerty Media.

For those of us shaking off the chill of winter, the joy of spring driving season is right around the corner. And with the deluge of canceled events, shuttered businesses, and work-from-home directives, the freedom of the open road sounds more appealing than ever. If you’ve got some time on your hands and are digging into research for a collector SUV (or truck), Hagerty valuation experts, with our vast repository of data, are keen to share our perspective.

No, we don’t have a crystal ball, especially not during uncertain times like these, but our vault of data (including insurance quote data, the frequency with which certain vehicles are added to policies, auction activity, private sales data, and more) do help paint a picture. Anything can happen going forward, of course, and the vehicles that follow aren’t the next guaranteed blue-chip investments to be stashed away. However, if you want an accessibly priced truck or SUV that is positioned to be desirable down the line, check out these six rugged rigs.

1961–71 International Harvester Scout

If you like the first-gen Ford Bronco but prefer something even simpler and more agricultural, check out the Scout. Built to complement International Harvester’s line of light-duty trucks, the Scout became popular particularly early on as a Travel Top wagon with four-wheel drive. Earlier models came exclusively with a 152-cubic-inch slant-four engine, which got turbocharged for 1965 and grew in size to 196 cubes in 1967. At that same time the first V-8 hit the scene, and eventually inline-sixes joined the fray, too. The Scout is a sturdy and capable off-roader that is off the average person’s radar.

“Scouts don’t have the brand recognition/cult following as the other vehicles do, and parts are harder to find,” says Hagerty valuation expert James Hewitt. “They are one of the last in line for the substitution game that buyers play with more expensive off-roaders. They will always be the ‘budget’ buy until the uniqueness becomes so cool buyers are willing to pay up for it.”

Overall interest in IH has been growing in recent years as people become more aware of the brand’s appeal and value proposition. The median #3-condition (Good) value for Scouts is $14,900.

1973–87 Chevrolet C/K Series Pickup

A complete overhaul of the prior, second-generation C/K truck, third-gen models took a much boxier approach to design. These trucks offered a large variety of body styles and trim levels for any taste, along with a familiar lineup of six-cylinder and V-8 powertrains. (A 454 V-8, however, replaced the outgoing 402.)

“C/K trucks are iconic, they built a ton, have the beloved Chevy small-block, are good-looking and starting to look better,” notes Hagerty valuation expert Greg Ingold. “The ’67–72 trucks have gotten too expensive for many people and entered the true classic zone, so now this generation is becoming more popular because of the lower price but still-good looks. The parts interchangeability is better than Ford, and people are coming around to thinking they’re cool.”

Earlier C/K trucks have been extremely popular, so these more affordable models could fill a niche for those who have been priced out. For the moment, #3-condition (Good) examples have a median value of $10,600.

1983–90 Land Rover Defender

Land Rover had big shoes to fill when it came to replacing the Series off-roader, which dated back to the 1940s. The new model needed to be brutally tough in the same way but also outfitted with the available creature comforts that helped make the Range Rover so successful. Initially called the Land Rover 110 (the length of the wheelbase in inches), the modernized SUV used the Range Rover’s V-8, but 2.3-liter gas and 2.5-liter diesel four-cylinders were also offered. The shorter wheelbase Land Rover 90 model came in 1984. Land Rover wouldn’t use the Defender name until the next-generation 1991 model, but colloquially the older models are still widely referred to as such.

“Defenders are very popular with the younger crowd and play well with the likes of modern buyers,” says Hewitt. “They still maintain a rugged, impractical feel but have some modern amenities that are livable day to day while giving off one of the coolest looks. They have long hovered around the same price of ~$30K, not up nor down, even as more and more are entering the 25-year rule. This could change though, as the SUV trend is taking off and other vehicles rise around them.”

As SUVs become increasingly popular in the collector market, the Defender’s strong off-roading reputation and undeniably powerful looks bode well for long-term collectibility. Statistics for both Hagerty insurance quote activity and the frequency of people adding Defenders to policies are both strong, and the median #3-condition (Good) value for the big Brit is $28,200.

1984–89 Toyota 4Runner

The first-generation 4Runner is more truck than SUV. Based on the two-door Hilux short-bed pickup, Toyota added rear seats under a removable fiberglass canopy. Originally equipped with Toyota’s highly-regarded, carbureted four-cylinder 22R, the fuel-injected 22R-E was added as an option in 1985. Although these engines are underpowered, they will never die. Starting in 1988, the more powerful but less reliable 3.0L 3VZ-E V-6 was introduced. The best of both worlds is the turbo-charged 22R-E, if you can find one. In 1986, the solid front axle was replaced with an independent front suspension, improving the ride and widening the track. Early models can suffer from a sagging rear suspension because the springs were not upgraded to manage the additional weight.

“People are accepting Japanese vehicles as collectibles with increasing regularity,” observes Hewitt, “and the 4Runner gives people better drivability and reliability compared to some of its American counterparts, while sporting a removable roof, too. All for a price less than that of a Jeep CJ-7—although that gap is rapidly shrinking.”

We’ve had our eye on these 4Runners for a while, and based on the high insurance quote activity we’re seeing at Hagerty, others are likely to come around to their charms. Currently, the median #3-condition (Good) value for these first-gen workhorses is $8400.

1984–2001 Jeep Cherokee XJ

This is the 4Runner for non-4Runner people, and both models are looking good for the future. The recognizable body style serves up a distinctly Jeep flavor to the American buyer unmoved by Broncos or Blazers from the same era.

The XJ Cherokee was built in tremendous numbers and has always been an affordable entry point to off-roading. In its later years, the XJ Cherokee’s drivetrain was similar to the TJ Wrangler’s, and both the TJ Wrangler and ZJ Grand Cherokee use a similar Dana 30 front axle with a four-link suspension and track bar. Their production numbers and similarity to the tremendously popular TJ means that there’s a huge aftermarket from which to choose suspension, axle, and powertrain upgrades. Their size—in between a standard two-door Wrangler and the limited-run TJ Wrangler Unlimited—makes these Jeeps nimble off-road while still providing enough room to haul four people and gear for a weekend camping trip. For 1997, the XJ got a refresh with a new interior, a steel hatch instead of fiberglass, a slightly more sleek fascia, different fender openings and flares, and new doors without vent windows but with better weather sealing.

Senior Editor Brandan Gillogly was in the hunt for an XJ for a number of years, and finally bought a 1998 model a few months ago. “1997 and newer models are particularly in demand, and there are even dealers in Southern California specializing in those later XJs,” he says. “They seem very skilled at picking up the bargains and charging a premium for them.

“Plenty of early Cherokees met their demise due to the usual reasons, as mileage racked up plus the expected losses by way of collisions, but the Jeepspeed racing series also took its toll on Cherokee numbers. It may not have been much more than a drop in the bucket in the grand scheme of Cherokee production, but a number of racers saw Cherokees as disposable and ate their way through the stock of drivable XJs. And for the record, the 4Runner is for the non-XJ people!”

Their recent resurgence in popularity, likely due to their solid off-road capability during a period in which manufacturers largely abandoned RWD-based SUVs in favor of car-based crossovers, has made XJ Cherokees a hot commodity. According to our data, both insurance policy additions and quote activity are through the roof, and the median #3 (Good) price for the XJ is $4600.

1997–2006 Jeep Wrangler TJ

For many, the TJ is the pinnacle of the Wrangler’s storied off-road pedigree. Arguably the last great Wrangler, the one that perfected the original concept, was the first new iteration of the Jeep under Chrysler’s ownership. The TJ launched in ’97 with AMC’s 4.0-liter inline-six (which it kept until the end of the generation run) and returned to round headlights, along with a plenty of other CJ-7-like cues. Jeep’s now-iconic Rubicon trim also debuted on the TJ, along with a six-speed manual transmission. The TJ borrowed its front and rear four-link suspension from the Grand Cherokee, a setup much more sophisticated than the leaf-springs of the YJ and CJ before it. After the TJ Wrangler came the V-6-powered JK in 2007 with additional creature comforts, and the new Unlimited model with its rear doors which, purists argue, diluted the Wrangler’s entire raison d’être. (Then again, the most hardcore CJ fans might argue doors and a roof are unnecessary concessions.)

There are still plenty of these Jeeps chugging around that are not yet considered collectibles, but that might be starting to change. Insurance quote activity for the TJ Wrangler is off the charts. Median #3-condition (Good) values for the TJ stand right now at $8200.

Like this article? Check out Hagerty Insider, our e-magazine devoted to tracking trends in the collector car market.

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Land Rover has released another video showcasing the all-new 2020 Defender in action during stunt rehearsals for the upcoming Bond flick, No Time to Die. British cars are as much a staple of a James Bond movie as oddly specific martinis and henchmen with awful marksmanship, and judging by the video in question, the new Defender will take center stage in some of the epic chase scenes we’ve come to love from 007.

Although a disclaimer at the beginning of the clip does mention that the vehicles have been modified for safety purposes, if the antics shown are any indication, the Defender is going to pack some serious off-road brawn. (Whether or not owners choose to engage in high-speed pursuits over loam-y countryside is their own decision—doing so might void the warranty.)

Set to the tune of the familiar James Bond theme music, the promo places the Defender’s sturdiness on full display. Frenetic shots of Defenders bounding through soft green cow pastures punctuate dashes through streams, close calls with, naturally, Triumph motorcycles, and even the occasional run-in with a pine tree. There’s even a shot of a Defender barrel-rolling out of the woods, munching it’s right-front corner, landing right-side up, and scurrying away. Sure!

We know that the new Defender will utilize an aluminum unibody construction, ditching the ladder-frame construction that girded the older models. Like it’s predecessors, the Defender will offer two sizes—the two-door short wheelbase Defender 90, and the four-door long wheelbase Defender 110. Power in U.S.-bound Defenders will come from either a turbocharged four-cylinder engine, badged P300, or a six-cylinder Mild Hybrid Electric Vehicle (MHEV) powertrain, badged P400. 

The Defender 110 will be available in the U.S. this spring and will start at $50,925. The Defender 90 starts at $66,125 and will go on sale later in 2020. No Time to Die hits theaters April 10.

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Utah native Greg Miller turned his passion for exploration and his obsession with the Toyota Land Cruiser into a world-class museum. Founded in 2012, the Land Cruiser Heritage Museum started as a small collection of trucks housed next to the Miller Motorsports Park in Tooele, Utah, before it moved to a brick-walled warehouse in downtown Salt Lake City in 2015 to expand while reaching a wider audience.

Its stated goal? To acquire and display one of every model of Land Cruiser ever produced. It’s a Herculean task, but one that Miller and his team are closer to completing than anyone else. As of 2020, the museum houses over 70 trucks ranging from a 1953 BJT to a 2020 Land Cruiser Heritage Edition, a model limited to 1200 units nationwide. There’s a Mini Cruiser, a Mega Cruiser, and nearly every other type of Cruiser made by Toyota and its partners over the years. Some are well-preserved classics, but many found their way to downtown Salt Lake after spending decades earning their keep in the hands of owners who considered them as disposable as a used pair of jeans. This cocktail of off-roaders from around the world is what makes the Land Cruiser Heritage Museum fascinating to visit. Here are some of its stand-out trucks.

BJT (1953)

The BJ isn’t Toyota’s first off-roader—that honor goes to the extremely rare AK10 made during World War II—but it’s the Land Cruiser’s direct predecessor. Its story starts in 1951, when the Japanese Army needed a Jeep-like vehicle and invited companies to submit prototypes. Toyota, Nissan, and Mitsubishi were among the companies that answered the call. Toyota’s entry performed well in preliminary tests and climbed effortlessly to the sixth station of Mount Fuji, but officials chose Mitsubishi’s proposal, which was essentially a Jeep Willys made under license with a handful of market-specific changes.

Despite losing the bid, Toyota didn’t want to let a good design go to waste. It developed a civilian-spec variant named BJT (the T stood for touring), and it began producing the model in limited numbers in 1953. There were other versions, including one used by firefighters and another recruited by the Japanese police. While production figures are lost to history, it’s widely accepted that under 300 units were manufactured and scattered globally. The museum sourced its example (which, it notes, isn’t 100-percent original) from Australia.

In an odd twist of fate, the rejected Nissan proposal became the original Patrol. It still competes against the Land Cruiser in 2020, though it’s known as the Armada in the United States.

FJ25 (1958)

Toyota inaugurated its American division on October 31, 1957, and opened its headquarters in a former Rambler dealership located in Hollywood. It sold 288 cars in 1958, a number which put it far behind most of its European rivals. For context, Americans purchased about 57,000 examples of the Renault Dauphine that year, and roughly 7500 units of the 4CV. Volkswagen Beetle, Karmann-Ghia, and Bus sales totaled 78,588. Even Simca outsold Toyota on the lucrative American market that year.

Toyota’s first-year sales mix was interesting. It sold 287 examples of a sedan named Toyopet Crown and one single Land Cruiser, the first one registered in the United States. It’s the second truck you see when you walk into the museum, and it’s more historically significant than its time-worn body suggests.

It was sold by John Rose Toyota and delivered new to a Long Beach school teacher right at its port of entry because the dealership was still under construction. After being used daily, it spent years plowing snow in the mountains outside of Los Angeles and went through a series of owners until someone discovered its significance. Greg Miller purchased it in 2013 from a southern California-based restoration shop named TLC 4×4, and he plans to keep it as-is because he values originality above all. Good call.

FJ28L (1960)

Before it became an icon, whether it’s in the usual sense of the term or in Jonathan Ward’s world, the Toyota Land Cruiser slogged through some of the most merciless conditions on all four corners of the globe. There wasn’t a one-size-fits-all option; Toyota needed to develop different variants of the truck for different parts of the world, and it often teamed up with other companies to build the model locally. Made in 1960 for the Venezuelan market, this FJ28L pickup is intriguing because the cab and the cargo compartment are a single unit, giving it a look slightly reminiscent of the original Honda Ridgeline.

The advantages the FJ28L offered over the regular pickup, with its separate cab and cargo compartments, remain unclear. The Land Cruiser Heritage Museum explained this body style was only available in South America, and very few examples were manufactured during the early 1960s. The one shown here received a full restoration from House of Cruisers in Venezuela before joining the museum in 2019.

FJ43 (1963)

At first glance, there is nothing unusual about this early, right-hand-drive FJ43. Take a closer look. It has full doors, a metal top over the front seats, a removable canvas top covering the rest of the body, and half-metal, half-canvas rear doors. I’d never seen anything like it, and neither had the museum.

It was sold new on the Japanese market and is in beautiful condition inside and out, but it’s not a custom-made model. This FJ43 may have been a military variant, according to the collection’s historian, which could explain why there’s also a rear battery compartment integrated into the cargo floor. It’s powered by a 135-horsepower, gasoline-burning straight-six engine that spins the four wheels via a three-speed manual transmission, so there’s nothing unusual or absurd under the sheet metal.

The mystery persists. The Land Cruiser Heritage Museum is asking enthusiasts who can help it piece together this FJ43’s history to reach out with any and all information.

TB25L Bandeirante (1963)

Toyota do Brasil began manufacturing the Land Cruiser locally in 1958, and it changed the model’s name to Bandeirante in 1962. The name paid tribute to the men who ruthlessly explored many parts of Brazil in search of slaves and gold during the 17th century (likely, different nomenclature would be chosen today). As was often the case, the locally-made models differed from those available in other markets, like Japan and the United States.

The Mercedes-Benz star on this TB25L’s hood ornament wasn’t added by a wishful-thinking driver during the 1980s. Early models fitted with the 4.0-liter straight-six were ill-suited to exploring the remote parts of Brazil because they burned too much fuel, and gas pumps aren’t native to the Amazon rainforest, so Toyota replaced it with a 75-horsepower, 3.4-liter four-cylinder diesel sourced from Mercedes. It delivered a far-better driving range that explorers could augment by carrying jerry cans.

The engine’s OM 324 internal designation might confuse even those well-versed in Mercedes nomenclature. The Mercedes-Benz archives department explained the four-cylinder found its way into thousands of Toyota’s off-roaders, but it puzzlingly never made it into a single one of Mercedes’ own vehicles.

The OM 324 engine was replaced by the OM 314 in 1973, which was then superseded by the OM 364 in 1989. Mercedes also used OM 314 and OM 364 units in some of its trucks and vans, but it didn’t put them in its passenger cars. The Bandeirante shed its German genes in 1994 when it adopted Toyota’s 3.7-liter turbodiesel straight-six, a unit initially rated at 98 horsepower, and it kept this six-cylinder engine until it retired in 2001.

FJ45LV (1965)

While some countries received groundbreaking variants of the Land Cruiser tailor-made to meet their unique needs, others settled for minor market-specific changes that, in hindsight, were a little less than irrelevant. This 1965 FJ45LV was sold new in Canada. How do I know? Not because it’s friendlier than a comparable American-spec model, but because it’s fitted with an extra air vent above the windshield.

The Land Cruiser Heritage Museum’s historian told me he can’t explain why trucks delivered in the United States didn’t get the same air vent as the ones built for Canada. And, on a similar note, no one knows what this example has been through, though it came from a collector in British Columbia.

FJ55 (1978)

While few FJ55s were used sparingly, this two-tone example led an unusually strenuous life. It joined the Tag-A-Long Tours fleet in Moab in 1978 and spent nearly two decades taking tourists on excursions through Utah’s gorgeous desert. It tackled some of the nation’s toughest trails with a full load of passengers, their gear tied down to a heavy-duty roof rack, and water drums strapped to its front end. There aren’t many off-roaders capable of surviving a trip like this without significant modifications.

It didn’t reach retirement age unscathed. Nearly every body panel is dented, and Utah’s red rocks managed to bend the FJ55’s thick metal bumpers into a unique new shape. Rust has a spectacularly healthy appetite for older Toyota trucks; Tag-A-Long’s wasn’t spared. Duct tape on the heater hoses below the dashboard suggest drivers occasionally made repairs on the go. Every scratch and chip has a story, and the fact that this FJ55 lived to tell about each one is a testament to its toughness.

Delta Mini Cruiser (1982)

Philippine-based Delta Motors began manufacturing cars and parts for Toyota in November of 1962, and the two companies worked together for approximately two decades, so Japanese executives didn’t balk when their Filipino counterparts announced plans to make a scaled-down Land Cruiser for the local army. Soldiers knew it as the M-1777, but the civilian variant sold in a handful of markets around the world was dubbed Mini Cruiser, a perfectly fitting name for what looked like a Fisher Price-made FJ.

Production started in the late 1970s, according to the museum, and ended in 1983 when Delta shut down. Delta made a version of Toyota’s 12R engine, so the company put the 1.6-liter four-cylinder in many of the M-1777s it delivered to the Filipino military. Built for European civilians, the yellow example shown here is powered by a 60-horsepower, 2.0-liter four-cylinder diesel engine provided by Isuzu.

Its history is murky; I was told the paint isn’t original, and the wooden hardtop is homemade. The museum sourced it from Budapest, and Hagerty’s own Máté Petrány explained that the EPL-112 registration number was issued in late 1994, which is likely when the Mini Cruiser was brought into Hungary. While the Italians bought a few hundred examples of this trucklet during the 1980s, and many Italian-market cars took a trip to Hungary during the 1990s (including Máté’s badass Autobianchi A112 Abarth), this Mini Cruiser isn’t wearing the government-mandated, fender-mounted turn signal repeaters every car had. They might have been removed, or it might be one of the few examples exported to Germany.

Toyota LD10 Blizzard (1982)

Toyota took advantage of the 16.5-percent stake it owned in Daihatsu, one of Japan’s oldest carmakers, to quickly develop an off-roader positioned below the Land Cruiser and aimed directly at the Suzuki Jimny. Released in 1980, the LD10 Blizzard was a first-generation Daihatsu Taft (sold as the Wildcat in some markets) with a Toyota emblem on the grille that denoted the presence of a 2.2-liter diesel engine rated at 72 horsepower. It was offered exclusively in Japan in a single body style but with several top options.

Approximately 4900 units of the LD10 Blizzard were made until production ended in 1984. It was short-lived, but the Taft it was based on had been on sale in Japan and abroad since 1974. Toyota and Daihatsu renewed their partnership for a second-generation model named LD20 Blizzard and Rugger, respectively, though the latter was better known as the original Rocky in the United States.

Daihatsu updated the Rocky in 1991, but Toyota chose not to renew the Blizzard. It left this segment of the market to Suzuki to focus on the entry-level, Prado-badged Land Cruiser launched in 1990.

BXD10 (1996)

There are two ways to look at the BXD10. On the surface, it’s a Xerox copy of the AM General Humvee. Show a photo of one to a friend who isn’t a student of off-roading or military history, and you’ll immediately hear “that’s a Hummer.” Beyond the obvious resemblance, however, Toyota developed this leviathan of a 4×4 for the Japanese Army, and government officials issued roughly the same guidelines that shaped the Humvee. Ending up with a similar-looking product was arguably inevitable.

The BXD10 was narrower than a Humvee but about 14 inches longer in its standard configuration. It was equipped with a 4.1-liter turbodiesel four-cylinder engine that spun the four wheels through a four-speed automatic transmission, and it sat on Mercedes-Benz Unimog-like portal axles that helped increase ground clearance to 16.5 inches, providing jaw-dropping off-road prowess.

Toyota manufactured about 3000 examples of the BXD10 between 1996–2001, and they served the military well. They transported troops and carried surface-to-air missile launchers that weighed as much as a Tercel. Above all, Japan’s home-brewed Hummer proved Toyota, the uncontested champion of the cheap and cheerful, could develop a burly 4×4 that made a Land Rover Defender wet its pants.

BXD20 Mega Cruiser (1996)

Toyota didn’t seriously envision making a civilian variant of the BXD10. It was too big for crowded Japanese cities dominated by kei cars the size of pocket lint, and it risked running over Mazda MX-5 Miatas on tiny country roads. Its tank-like fuel economy made it far too expensive to drive on even a semi-regular basis. Besides, who would want to be seen in such an ostentatious beast? More than one person, as it turns out. Requests for a more daily-drivable BXD10 grew louder, and Toyota caved.

It called the new version BXD20, though the model was known as the Mega Cruiser in the select stores that sold it. Pricing started at nearly 10 million yen, a figure which put it in the same ballpark as the royalty-approved Toyota Century and the Honda NSX. Instead of sumptuous leather or a mind-reading chassis, buyers received a 4.1-liter four-cylinder turbodiesel engine that sent 153 horsepower and a stout 282 pound-feet of torque to the pavement via a four-speed automatic transmission and portal axles. Its 16.5 inches of ground clearance made it nearly unstoppable off-road, yet it was surprisingly tame in urban centers thanks in part to a four-wheel steering system that reduced its turning radius.

Most sources agree 149 units of the Mega Cruiser were made between 1996 and 2001, though I’ve also seen 151 and 132 listed as the correct numbers, and no one disputes the fact that almost every example was sold new in Japan. Somewhat ironically, it’s such a rare model that a good chunk of the production run quickly ended up stashed in private collections, far from the great outdoors, and kept as investments. Good examples trade hands for over $100,000 in the rare instances in which they come up for sale.

VZJ90W (1996)

Toyota released the original Land Cruiser Prado in 1990 for motorists who needed a rugged off-roader but found the standard model too big. While it was never sold in the United States, it was popular in numerous global markets, including Japan. The second-generation model took the torch in 1996.

The range again included a short-wheelbase two-door variant (pictured) and a long-wheelbase version with four doors. Product planners noticed Prado buyers often used the truck as their only car, and they sensed a growing demand for upmarket features, so they delivered by offering it with leather and wood trim, among other niceties. The museum’s example is a full city-warrior-spec model with two-tone paint accented by decals, a roof-mounted spoiler (in case you suddenly need downforce in the wilderness), and alloy wheels. The full-size Land Cruiser also moved in a posher direction during the 1990s.

Toyota again decided not to sell the Prado in the United States, where its dealers gave buyers in the market for a smaller SUV a 4Runner brochure. However, the Lexus GX released in America for the 2003 model year was essentially a badge-engineered third-generation Prado with a brand-specific interior, a longer list of standard and optional features, a 4.7-liter V-8, and the same dauntless approach to off-roading. The retro-fabulous FJ Cruiser released in 2006 shared many parts with the Prado, too.

Among these eclectic, historic vehicles, which would be first on your list while visiting Salt Lake City’s Land Cruiser Heritage Museum? Let us know in the comments below.

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Las Vegas’ Consumer Electronic Show (CES) used to be the realm of graphics cards, video games, and the latest TVs. Well, it still is, but now those products share floor space with the latest in-car “user experience” systems and even entire vehicles. For 2020, Jeep will use the massive show to highlight plug-in hybrid versions of the Wrangler, Renegade, and Compass.

Both the Compass and Renegade will use a 1.3-liter turbocharged four-cylinder engine and electric motor for the front wheels and a separate, independent electric motor powering the rears. So far, there are no available details on the hybrid Wrangler’s powertrain; that info will trickle out at the Geneva, New York, and Beijing shows. Jeep has announced, however, that all electrified Jeep vehicles will wear a new Jeep “4xe” badge. Jeep says the hybridization will increase vehicle efficiency, torque, responsiveness, and the overall fun of the Jeep driving experience without any compromises.

If you’re attending CES this January 7–10, you can experience the Jeep Wrangler 4xe using a virtual-reality drive through Hell’s Revenge trail in Moab, Utah. Four hydraulic cylinders, one per wheel, will articulate the Wrangler to help the driver become immersed in the simulation, while VR goggles will show the driver footage filmed from a Wrangler on the actual trail.

For now, VR is the best way to experience a 4xe Jeep, but with the entire lineup getting some form of electrification by 2022, those badges, and their corresponding powertrains, should be under the hoods of the Wrangler, Renegade, and Compass and at dealerships very soon.

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Porsche announced the 2020 Macan GTS today, which targets those buyers looking for maximum sportiness and driving enjoyment who also crave the pragmatic advantages of a crossover SUV.

The GTS move is a known (and loved) process by now: take the best, performance-minded options from the top-tier turbo variant, drop the top-level luxury options, and package the go-fast goodies at a considerably lower price. It’s not the top-dog Turbo trim, but you’re also not getting fleeced for top-dog money.

The Macan GTS gets the same 2.9-liter twin-turbo V-6 that you’ll find in the Macan Turbo, but output rings in at 375 horsepower and 383 pound-feet of torque in the GTS, slightly lower than those of the Turbo. This power propels the roughly 4200-pound GTS to 60 mph in just 4.7 seconds, according to Porsche, and that time drops to just 4.5 seconds if drivers opt for the Sport Chrono package. 

Porsche’s world-beating seven-speed PDK gearbox helps mete and dole power to all four wheels via an active all-wheel-drive system called Porsche Traction Management (PTM). Slowing that heft should be a breeze as well—the Macan GTS gets 14.1-inch cast-iron rotors up front and 13-inch rotors out back. For maximum halt, buyers can opt for either the Porsche Surface Coated Brake (PSCB) tungsten carbide-coated brakes or the Porsche Ceramic Composite Brakes (PCCB).

The Porsche Active Suspension Management (PASM) system has been specifically tuned to play nice with the Macan GTS’ chassis, which slumps 15-millimeters lower to the ground. Spring for the optional air suspension, and your driver-focused Macan drops an extra 10mm lower still. Factor that return-to-tarmac ride-height adjustment with the massive 20-inch RS Spyder-design wheels, and the line between “sporty crossover” and a “Golf R on platform shoes” becomes even murkier. 

The Macan GTS gets Porsche’s Sport Design treatment, which includes a new front and rear trim and special side skirts that conspire to pull the car lower to the ground. Toss in a smattering of black accents—a trademark for GTS models across all Porsche models—and the end result is a very handsome package. Inside, the story is the same, thanks to a sprinkling of Alcantara leather inserts adorning the GTS-exclusive eight-way adjustable sport seats.

The 2020 Macan GTS is will start at $72,650 (destination included). Dealers are taking orders now. Expect the first Macan GTS’ to show up in U.S. dealer lots around the summer of 2020.

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Henry Ford is generally credited with inventing suburbs by building cars that any working stiff could afford. His mobility breakthrough inspired Ford employees, not to mention every other worker, to reside farther from their places of employment. In 1935, Chevrolet christened this cultural shift with the first all-metal-bodied station wagon called the Carryall Suburban. Two years later, GMC added a Suburban (without the Carryall first name) to its lineup.

Fast forward a dozen generations: Chevy has a fresh Suburban full-size SUV groomed for the 2021 model year. Little has survived the 85-year evolutionary process beyond the basic concept—a voluminous people and parcels hauler—and the eponymous nameplate. A slightly smaller Tahoe sister ship is also on the ’21 agenda, while both GMC and Cadillac will follow suit with fresh flagships next year.

Responding to customers’ desire for more of everything, the new Suburban and Tahoe are larger, roomier, and 50–200 pounds heavier. The Tahoe gains 4.9 inches of wheelbase and 6.7 inches of overall length, while Suburban gains 4.1 inches and 1.3 inches, respectively. With overall lengths averaging 18 feet, these three-row SUVs are genuine garage stuffers.

Keeping with past tradition, the new Suburban and Tahoe share many chassis and powertrain components with the Silverado full-size pickup. And while every exterior surface except for the windshield has been massaged, the real news is found under the body, where a new multi-link independent rear suspension replaces the classic live axle.

There are three justifications for this move. First, the archrival Ford Expedition has benefited from IRS and air springs since 2003. Second, fixing the differential to the frame allows engineers to drop the body’s floor five inches, yielding major gains in seating and cargo space. Finally, suspending each rear wheel independently enables significant ride and handling improvements.

To one-up the Expedition, there are three distinct suspension configurations spread across the Suburban/Tahoe’s six trim levels: coil springs with passive dampers, coil springs with Magnetic Ride Control (MRC) dampers, and air springs damped with MRC shocks. The new smart, adaptive air suspension lifts the vehicle two inches for off-road excursions, lowers the climb aboard two inches for loading passengers and cargo, and drops the body nearly an inch for more fuel-efficient highway cruising.

Powertrain choices are also expanded for 2021. The base 5.3-liter 355-hp V-8 and the optional 6.2-liter 420-hp V-8 are upgraded with stop-start and cylinder deactivation for improved efficiency. In addition, a class-exclusive 3.0-liter, 277-hp DOHC inline-six turbodiesel will be available in some trim levels. A push-button-controlled 10-speed automatic transmission and rear-wheel-drive are standard fare while all-wheel drive is optional.

To better serve the wealth of creature comforts, safety features, and the eventual move to plug-in propulsion, the Suburban/Tahoe’s electrical architecture has been upgraded to speed communications between electronic control modules by a factor of five. Customers will revel in an interior blessed with up to five electronic display screens: A reconfigurable instrument cluster for the driver, an optional 15-inch head-up display, a 10-inch center-dash touch screen, and two 12.6-inch second-row entertainment screens.

According to chief engineer Tim Asoklis, “To maintain our dominance in the full-size SUV category, 1500 GM engineers invested three years of their time in designing and developing the all new Suburban and Tahoe. We consider our class leadership something we’ve earned and we intend to keep it.”

The new Suburban/Tahoe provides ample room for up to nine occupants. Raising the driver’s seat an inch and dropping the beltline the same amount amount fosters that master-of-the-road feeling full-size SUV operators adore. Tahoe owners will enjoy three inches more second-row legroom and an additional 10 inches of third-row legroom. Suburban gains are roughly two inches for both rows. For the first time, the second row seats adjust five inches fore and aft and lower to create a level load surface when they’re stowed. Gains in cargo capacity are substantial, especially in the Tahoe. With seats in use, there’s 10 more cubic feet of storage space in the Tahoe and a 1.8-cubic foot gain in the Suburban. With both back rows folded, soccer-ball space rises to 123 cubic feet in the Tahoe and 145 cubic feet in the Suburban.

Back seat rides in pre-production vehicles revealed that Chevy definitely has a leg up on the Ford Expedition in ride quality over rough proving grounds test roads. Assessments of the drivability gains will have to wait until production begins next June. The same is true of pricing and fuel economy details. Given today’s base Tahoe costs just under $50,000, and a Suburban starts just over $52,000, these SUVs are definitely not for K-Mart shoppers. A few check marks on the order form could easily haul the sale price north of $80,000.

From an enthusiast’s point of view, grander Suburbans and Tahoes are a mixed blessing. There’s certainly nothing better for towing a racer or vintage car hither and yon. One downside is that moms distracted by texting and/or misbehaving off-springs often monopolize the passing lane in these cruiser-class SUVs. And seeing one in police pursuit trim in your mirrors can ruin your day… and driving record.

But thank your lucky stars that GM’s design staff made the new Suburban and Tahoe pleasing to look at, inside and out. And hope that the return on investment gained selling these new Chevy flagships funds a growing family of Corvettes.

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Technically, the LM002 and Urus are both Lamborghini SUVs. They both sport the black and gold “raging bull” insignia that lends a reputation of supercar performance. Owning one comes with a curb swagger that you see often only in Beverly Hills or Dubai. That’s pretty much where any and all common ground end. 

When Lamborghini announced the Urus, a lot of people thought the idea of an SUV from Sant’Agata Bolognese was blasphemous. How can a company that makes some of the most exotic supercars on earth build something on a shared VW Group platform that comfortably tote a pee-wee soccer team around the ‘burbs? 

The Urus isn’t the Raging Bull’s first official foray into SUVs, however. That honor belongs to the LM002, a chunky 1980s off-roader that was more desert brute than family hauler. Nevertheless, to experience just how much has changed in the ensuing 30 years, we had to arrange a visit between the original bull that raged off road and Lamborghini’s latest high-riding offspring.

The LM002 is one of the rarest and most exotic factory off-roaders ever built. Born from an unsuccessful bid to win a contract to build an off-roader for the United States military—which ultimately went to the prototype that led to AM General’s Humvee—Lamborghini’s initial prototype was dubbed the Cheetah and built in California in 1977. With its rear-mounted Chrysler V-8, the only example of the Cheetah ever built met its demise in a crash.

Lamborghini didn’t stop the project there, though, deciding to press on with a production version it could sell directly to customers. After an initial LM001 prototype in 1981 at the Geneva show, Lamborghini returned to Geneva in 1982 with the LM002 that would ultimately reach production. Out of concerns for handling and stability, Lamborghini relocated the engine from the rear to the front and added a set of doors, as well as the latest creature comforts available in the 1980s—like air conditioning, a premium radio, power windows, and Italian leather rich enough to make a Versace coat jealous. 

Revealed in final production form at the Brussels Auto Show in 1986, the LM002 was a hugely imposing, Hummer-esque symbol of 1980s excess. Only 328 examples of the so called “Rambo Lambo” were ever built. Under its boxy and expansive hood sits a 5.2-liter 450-hp V-12, with 368 lb-ft of torque, lifted from the Countach. Unsurprisingly, the brash machine caught the eyes and deep pockets of some of the world’s most affluent clientele—or at least, the sort you’d expect would find the LM002 appealing.

In 1986, such figures were mind-blowing in a Countach, let alone a giant leviathan like the LM002. The LM002 tips the scales at a chunky 6780 pounds, despite its use of fiberglass aluminum body components. 

Despite its imposing looks, it’s rather easy to egress into the LM002’s purposeful confines. You sit high, propped up on the bucket seats, and the dash and center console sit high, likely a result of the giant prop shaft and transfer case lying beneath.

Instead of a 21st century array of high-definition LCD touchscreens, you have classic analog gauges, controls for the car’s integrated winch system, and other rather enigmatic push-button controls for the HVAC system and auxiliary lighting. Tumble the starter by inserting its one-edged key upside down, which seems more fitting for a bicycle lock, and the LM002 whooshes to life, hunting for a stable idle as it warms to reaching optimal running temperature. Having driven less than a few thousand miles, this specific LM002 sat for most of its life as a display car, meaning everything is nearly as fresh as when it came off the assembly line in Sant’Agata Bolognese. The doors click open and close with a resounding metallic thud, and the leather remains rich, supple, and free of cracks.

Although our time was extremely limited to a brief sprint around the local streets and driveways of a deserted corporate parking lot just outside Princeton, New Jersey, we didn’t need much to get an immediate impression of the way the LM002 drives. Needless to say, the LM002 is a bit, well, taxing, requiring a considerable amount of manhandling at low speed. Despite having power steering, the LM002 requires equal parts upper body strength and focus to alter the front end’s direction from anything but straight, especially around parking lots where the LM002 clearly had the turning radius of a semi hauling a space shuttle.

Getting the LM002 to move from a standstill also requires full attention. With a dog-leg long-throw five-speed and a clutch that hadn’t been bled in years, the LM002 struggled to get its nearly 3.5-ton mass out of its own way without billowing a cloud of clutch and smoke from underneath. But once going, the V-12 whirred smoothly as it climbed through its rev-range with nary a vibration through the chassis.

The V-12 doesn’t sound nearly as good in the Countach. In fact, it sounds industrial and almost unremarkably heavy-duty, but that’s in part due to the design of the intake system, which features barreled catch-can filters designed to filter and keep all sorts of fine silt, sand, and dust from entering the intakes, should the LM002 find its way trekking across the Sahara or the Gobi, which it is very much designed to handle. When new, the LM002 was capable of hitting 60 in just seven seconds and a top speed of 120 mph.

In comparison to its distant relative, the well-proportioned Urus appears somewhat more restrained. That said, the bonkers performance you’d expect from a modern Lamborghini is there in spades. It’s not a V-10 or a V-12 like in the Huracán or Aventador, but the Porsche-sourced twin-turbocharged V-8 in the Urus has a hefty 641 hp and 627 lb-ft of torque, which dwarfs the LM002’s output. On top of that, the Urus has no aspirations to be a rock-crawling desert runner to compete with the Mercedes G-Wagen or Land Rover Defender. It’s extreme, but the Urus is very much a road car, and such high-powered SUVs that can storm the Nürburgring are hardly novel in today’s market. Between the Range Rover Sport SVR, Porsche Cayenne Turbo, BMW X5 M, Mercedes-AMG GLE 63, there’s a now competitive category in place where the Urus neatly nestles. In its day, the LM002 really stood alone.

As you’d imagine, life behind the wheel of the Urus was quite a bit more polished than in the Rambo Lambo. With its underpinnings from Porsche and an interior that feels lifted straight out of the Audi Q7, the Urus felt somewhat neutered in comparison. That is, until you mashed the throttle. Floor it and the Urus whips you backward into its sport bucket seats, until you stomp on the massive carbon-ceramic brakes (17.3-inch rotors with 10-piston calipers up front and 14.5-inch rotors with six-pistons at the rear) that feel strong enough to bring a freight train to a brisk halt.

While performance figures differ greatly, they’re reminiscent of the vastly different eras from which both cars came to fruition. The LM002 is a relic of the 1980s, but it’s also from an era where Lamborghini was trying to emerge from years of business struggles and didn’t have the support it currently enjoys as a member of the larger VW Group. One thing they do have in common is that they are both seriously expensive. When new, the base-price for an LM002 was about $120,000, or roughly $282,000 in 2019 dollars, compared to the $200,000 starting sticker for an Urus (before destination fees). Today, the LM002 is worth around $280,000 in #2 (Excellent) condition, which means it hasn’t even depreciated.

In a world where exotic high-performance SUVs are popular well beyond the paramilitary warlords and Middle Eastern oil baron demographic, the Urus was never going to be as wild as the LM002. Seeing the two side by side is a testament as to how far the SUV market has come, as much as it is evidence of how incredibly capable today’s manufacturers can engineer SUVs. This apple may have fallen very far away from the tree, but its taste is certainly suited to a much broader palate.

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With high-luxe SUVs from Aston Martin, Rolls-Royce, Bentley, and Lamborghini now on the market, it was only a matter of time before Daimler, which considers itself the world’s preeminent luxury automaker, brought a Maybach-branded utility vehicle to that market segment. Sure, there was the gaudy G650 Landaulet variant of the prior iteration of the G-Class. However, that was a very limited production model, unlike the new 2020 Mercedes-Maybach GLS introduced at the Guangzhou auto show in China earlier this week.

In taking on competitors like the Bentley Bentayga and Rolls-Royce Cullinan, Daimler has put itself at a seeming disadvantage. Those SUVs do not share bodies with lower priced models, while the Maybach GLS is, as the name indicates, based on Mercedes-Benz’s full size GLS SUV. While there are some styling changes to distinguish it from the more plebeian GLS, the family resemblance on the outside is hard to miss, which perhaps explains why the Maybach team put so much effort into the sybaritic interior, which even has its own curated fragrance.

To visually separate it from the GLS that doesn’t carry a second M, the Mercedes-Maybach GLS gets a new chrome grille with vertical elements similar to its Maybach S-Class and Pullman siblings. That’s certainly not the only brightwork on the vehicle, as generous helpings of chrome surround the front air intakes and all of the windows, as well as the lower front fascia, rocker panels, and rear end. Even the exhaust pipe tips get the shiny treatment. The aforementioned rocker panels sit over another distinguishing feature of the double-M GLS: automatically extending and retracting anodized aluminum running boards to make ingress and egress for the high riding vehicle a bit easier. Don’t worry if some of your passengers aren’t svelte—the running boards may be made of lightweight alloy, but they have a capacity of 441 pounds each.

Speaking of weight, the press release does not indicate how much the new Maybach GLS weighs, but in an era when Aston Martin introduces a vehicle that’s within hailing distance of three tons, don’t expect it to satisfy the ghost of Colin Chapman.

Twenty two inch alloy wheels are standard, while 23-inch wheels emulating the look of the front grille are optional. The exterior gets a classy two tone finish, with eight color choices, and in case the commoners can’t tell from the shiny trim that it’s a Maybach, there’s a substantial logo from the sub-brand prominently displayed on the D-pillar.

Inside, the differences from the standard GLS become a bit more noticeable. While the 123.4-inch wheelbase of the standard GLS is retained, the rear seat is not, which means even the most demanding Chinese businessmen will bask in an impressive 43.4 inches of legroom—unless, of course, they choose to put the front passenger seat in “chauffeur position,” which increases legroom behind it an additional ten inches or so. The standard configuration is five passengers, but the Maybach GLS can be ordered with four seats as well, which frees up space for the optional refrigerator.

Why a refrigerator? Well, you need someplace to chill the champagne for the bespoke champagne flutes that come with the car, as does a folding table for your champagne-enhanced picnics.

Fitting for a vehicle with a chauffeur position, there is a rear seat entertainment system and all of the luxury features you’d expect, including massaging seats that are heated, cooled, and ventilated, a roller blind for privacy, and an electrochromic panoramic glass sunroof.

The new luxury SUV is powered by a twin-turbo 4.0 liter V-8 gasoline engine that normally produces 550 horsepower and 539 lb-ft of torque, though the EQ Boost system provides an additional 21 hp and a whopping 184 lb-ft more torque for brief periods when more acceleration is needed. Speaking of acceleration, despite its heft, the North American version of the Mercedes-Maybach GLS, in 600 4Matic trim, gets from a standing start to 60 mph in an estimated 4.8 seconds with a top speed electronically limited to 130 mph (155 mph on Euro-spec models).

The chassis is fitted with Airmatic air suspension, which adds Adaptive Damping System Plus to E-Active Body Control, powered by the vehicle’s 48 volt electrical system, and the Maybach GLS gets an additional Maybach-exclusive driving mode for maximum comfort.

The Mercedes-Maybach GLS goes on sale in the United States late next year. Pricing has not yet been announced.

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I saw the RS Q8 in the metal in a warehouse near Munich a few months ago, along with the now U.S.-bound RS 6, the RS 7 Sportback, and the Euro-only RS Q3 twins. The most important thing you need to know about this ridiculously powerful full-size SUV? It’s chunky.

While it packs pretty much the same hardware as the other two V-8-powered RS four-doors, it’s also so wide that Audi couldn’t make its fender extensions out of metal like it did on the RS 6 and RS 7, because the car just wouldn’t fit the assembly line at Volkswagen’s Bratislava plant. Instead, the RS Q8 is 0.39-in wider at the front thanks to some plastic fender flaps, along with a 0.2-in extension at the rear. Under all that, you’ll find 23-inch wheels wrapped in 295-wide rubber. These are Audi’s largest alloys to date.

Other exterior modifications include a frameless grille, more pronounced, sculpted sills to go with the arch extensions, tinted (optional) Matrix-LED headlights and massive air intakes at the front, with plenty of carbon-fiber trim options all around. Black badging? You got it! The RS Q8 can also be yours in nine colors: one solid paint finish and eight metallic or pearl effect shades. Java Green is the new launch color seen here.

Despite weighing over 5000 pounds, this is a “pillarless” SUV in that it makes do without having a B-pillar. It’s also a mild hybrid, using a 48-volt system to power a belt alternator-starter connected to the crankshaft, like in the standard Q8. During deceleration and braking, this can recover up to 12 kW of power and store it in the SUV’s lithium-ion battery. Off throttle and between 34.2 to 99.4 mph, the system can recuperate or coast for up to 40 seconds with the engine off. The belt alternator starter can also active the start/stop operation at speeds under 14 mph, saving even more gas.

As in the RS 6 and RS 7, the 4.0 twin-turbo V-8 also comes with cylinder deactivation, which switches off cylinders 2, 3, 5, and 8 during low power demand. To compensate for this four-cylinder operation, Audi’s mapping changes the points of the active cylinders, so that the deactivated cylinders can run “largely loss-free as gas springs.”

Of course, all this efficiency goes away in an instant once you mash the gas pedal, which unleashes 591 horsepower, along with 590 lb-ft of torque between 2200 and 4500 rpm. Standard all-wheel steering and the adaptive air suspension will support the sudden change in pace, as it can drop the car by 3.5 inches. As usual, at low speeds, the rear-steer system turns 5 degrees in the opposite direction of the front wheels, and 1.5 degrees in the same direction at higher speeds. Yet to reach nearly 190 mph in this full-size SUV, you may also want to specify Audi’s electromechanical active roll stabilization.

Connected to the 48-volt subsystem, these anti-roll bars feature compact electric motors between the two halves of the stabilizer, which are decoupled in a straight line, but get twisted in opposite directions and locked while cornering. This system can also recover power via the electric motors acting as generations, thus feeding power back to the battery.

Top speed chasers will need Audi’s dynamic package plus anyway. This includes both the active anti-roll bars, the quattro sport differential and the 440-mm 10-piston carbon-ceramic brakes, which save a total of 26 pounds in unsprung weight. With all these onboard, you get the top speed of 189.5 mph, and a whole lot of noise through what seem like Audi’s biggest diameter exhausts ever.

Starting at $140,751 in Europe, the RS Q8 is significantly cheaper than a Lamborghini Urus and a Bentley Bentayga V-8. (Pricing in the U.S. will be finalized later.) In my view, it’s also much better-looking, and there’s no way it will be any slower in the real world than those MLB-platform siblings, nor the Porsche Cayenne, for that matter. A first for Audi RS, but a big one, undoubtedly. And literally.

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Teased since 2015 more as a GT than a crossover, Aston Martin’s first SUV is finally stepping into the spotlight. The 2021 DBX will have five seats, plenty of V-8 power, a top speed of 181 mph, and a base price of $189,900.

Since customers will expect this ultra-posh family hauler to handle like a sports car despite its weight of 5940 pounds, Aston’s engineers threw in a triple-volume adaptive air suspension, along with a 48-volt anti-roll system capable of delivering 1033 lb-ft of anti-roll force per axle, on demand. That hardware should translate to surprising cornering capabilities, while versatility is guaranteed by the air chambers, which can raise the DBX by 1.77 in., as well as lower it by 1.97 inches. Aston Martin chief engineer Matt Becker had this to add about their first SUV’s handling performance:

“In testing, the lateral grip numbers that we have seen on tarmac have been genuinely incredible. Our track and road performance has seen us push the boundaries of what is possible for an SUV and in many instances, we have seen performance credentials more likely seen in one of our sports car models. Yet, in terms of off-road performance, with the suspension we’ve designed and with the wheel travel we’ve achieved, we have also ended up with a car that has exceeded our aims in that arena.”

Like the rest of Aston’s lineup, the 2021 DBX is mostly made of bonded aluminum and is scheduled to be built in a new factory in Wales on Aston’s dedicated SUV platform. Its engine, Aston Martin’s AMG-sourced 4.0-liter twin-turbo V-8 is tuned to deliver 542 horsepower and 516 lb-ft of torque, all sent through a nine-speed torque-converter automatic transmission and an all-wheel drive system featuring an active central and an electronic limited-slip differential at the rear. The result is a 0–62 mph (100 km/h) run in 4.5 seconds, and a top speed of 181 mph. That hard on the loud pedal, you should also hear all eight cylinders at work, thanks to Aston’s active exhaust going wide open.

While Aston Martin’s V-8 sports car, the Vantage, allows for 2.4 turns lock-to-lock, the DBX comes with a speed-dependent 14.4:1 steering ratio resulting in 2.6 turns lock-to-lock. The SUV’s steering wheel is also a new design, featuring Aston’s next-gen switchgear and massive paddles for the nine-speed gearbox.

Behind the driver is what Aston Martin calls “class-leading rear headroom” at 40 inches, along with 41.7 inches of rear legroom and 22.3 cubic feet of cargo space. While it can hide 50-ounce beverage bottles with ease, the cabin was also designed to satisfy Aston’s growing number of female customers in other respects. Aston Martin says all buttons and dials were positioned so that the environment “develops a feeling of instant familiarity… for high-net-worth individuals of mixed demographics.”

The DBX should keep dog owners happy too, since it can be optioned with a “Pet Pack.” This includes a partition in the trunk, as well as a bumper protector that will keep your paint in shape despite those scrabbling paws. There’s also a portable washer with 30 minutes of battery time, which Aston calls “an ideal solution for keeping the countryside on the outside of the car.”

If you’re a high-net-worth-individual who managed to keep the countryside out of the car, you can enjoy Aston Martin’s latest seats, which can be trimmed in either full-grain leather sourced from Scottish hide company Bridge of Weir, or a new fabric made from 80 percent wool. Also available is Alcantara for both the headlining and the electric roof blind, while other materials in the cabin include glass, metal and wood. Q by Aston Martin, the company’s bespoke options source, can also machine a center console from a solid piece of wood, such as walnut.

Gadget fans will appreciate the DBX’s 10.25-inch central screen, along with its 12.3-inch TFT in front of the driver. Apple CarPlay comes as standard, as does a 360-degree camera system and ambient lighting that offers 64 different colors in two zones.

The DBX also comes with standard blind spot warning, automatic emergency braking, and lane departure warning with lane keep assist.

Given the segment, designers came up with a whole range of other accessory packs, including one called Essentials, which bundles the center console organizer, a rear seat entertainment holder, and a heated cup with a warming pad in the front cupholder. There’s also the Interior Protection Pack, which adds seat covers, a rear bumper protector and all-weather mats throughout the car. Unlike Rolls-Royce, Aston Martin won’t provide you with a fancy umbrella, but if you tick the Event Pack option, your DBX will feature storage space for one, along with a modular picnic hamper, picnic blanket, and seating.

Finally, the figure that can make or break an SUV: 5490 pounds. Despite the sporty image projected by its 22-inch wheels, the DBX can tow all that. More importantly, it will have no problem towing a trailer with an Aston Martin DB6 on it, either, as evidenced by Aston’s fluid dynamics tests completed on the subject.

Now, it’s up to you to decide whether this is all worth $189,900, or with options, probably a fair bit more.

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It comes to us via Twitter that, at the Automobilwoche Kongress in Berlin, Daimler CEO Ola Källenius said the following: “There will be a zero-emission EV version of the Mercedes-Benz G-Class. In the past there were discussions whether we should eliminate the model; the way I see things now I’d say the last Mercedes to be built will be a G-Class.” That’s right folks. Long past the final S-Class, G-Wagens shall continue on for all eternity.

It’s a bold statement overall but hardly a surprising one. Last year, when former Daimler boss Dr. Zetsche introduced the 2019 G-Class along with fellow Graz celebrity Arnold Schwarzenegger, he confirmed that each Mercedes-Benz model will be offered with a fully electric powertrain in due time. Schwarzenegger himself owns the first electric G built by Kreisel in Austria, a 482-horsepower SUV with an 80-kWh battery pack granting 190 miles of range. What’s even more impressive? Kreisel’s G-Class EV is also lighter than the similarly powerful combustion models.

When will Mercedes-Benz launch its own electric G-Class remains an open question, but following Källenius’ announcement, the battery-packed G shouldn’t be as far away as the next Landaulet…

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Say hello to the bearer of Rolls-Royce’s first-ever colored brake caliper, the Black Badge Cullinan. The SUV is the newest edition in the brand’s Black Badge family, a line of specially blacked-out editions that Rolls-Royce intends to catch the eye of a younger but still deep-pocketed clientele. Think less Mozart and more Post Malone. 

The Black Badge family takes what was glitzy chrome and makes it black. That’s the most immediately recognizable change across the now-completed Black Badge lineup: the drop-top Dawn, the Ghost sedan, the Wraith coupe, and, most recently, the Cullinan SUV. The Spirit of Ecstasy goes Goth in high gloss black chrome, and the tall grated grille and various handles get darkened. A very special black paint, in the spirit of the line, is an option produced via layers of paint and lacquer and generous amounts of hand polishing. All’s fair in luxury and special editions, though, and Rolls-Royce customers can commission the entire color pallette of the vehicle down to interior veneers. Given that array of customization, these black touches will remain the most recognizable features.

The Black Badge Cullinan gets 29 extra horsepower and 37 more lb-ft of torque out of its twin-turbo, 6.75-liter V-12, sending a total of 600 hp and 664 lb-ft to all four wheels and both steered axles via an eight-speed ZF automatic. That’s impressive for an SUV, though quite below the numbers of the infamous hydroplane that first bore the underscored infinity badge on the Black Badge Cullinan’s front quarter panel. Still, the Black Badge Cullinan scoots its 6069 pounds to 60 mph in an impressive 4.9 seconds. As is appropriate for an SUV advertising ever-present effortlessness, you exert even less movement to haul the Black Badge to a stop, thanks to a raised braking bite point and decreased pedal travel.

Rolls-Royce leans heavily on the SUV’s off-road capabilities in advertisements, although we’re guessing most owners will range purely urban roads under the night sky… which is, conveniently, available inside the Black Badge Cullinan, thanks to the Starlight Headliner—complete with a new shooting star feature. Say what you will about the usefulness of $382,000 luxury SUVs; that would keep one-year-old me occupied for hours in the car seat. 

As melodramatic as the Black Badge Cullinan may seem, Rolls-Royce accurately sees that tastes, they are a’changin’. There are “black aesthetic” boards on Pinterest, and I tell you truly, from behind my dark mode iPhone, they contain matte black Rolls-Royces. It’s only logical that luxury automakers like Rolls would satisfy those who can make said Pinterest boards a reality, and that whatever aftermarket, murdered-out mods are available, Rolls-Royce would elect to offer those options itself.

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Introduced in 2010, the fifth generation of the Toyota 4Runner is entering its 10th year of production with rather minimal changes. Shockingly, it is now selling better than ever. Despite those sales, many so-called professional automotive journalists tend to passively mock it. They point out the ignition key, manual HVAC controls, underpowered engine, and a transmission with only five gears. The really picky ones mock its ladder frame. Yet, the buying public speaks loudly with the thing that really counts: their money. 

Why is that?

A 10-year production cycle is an eternity for a vehicle. A lot of things change in a decade in the automotive industry. It is therefore not a surprise that the journalists who drive brand new, sophisticated vehicles every day of their lives are taken aback with the 4Runner. But did any of them ask if perhaps there is a deeper reason for all that old-school-ness?

The transportation industry, for instance, is very wary of new technologies. For them—the railroads, truckers, and bus operators—reliability is one of the top concerns. Downtime and repairs come at a high cost. New technologies imply that they have not been proven. Proving things takes time. By the time a new tech has proven itself in the transportation industry, the rest of this commercialized world has progressed twice over. 

By that logic, no one should be looking at the 4Runner as old school, even if it does seem that way. It should be looked at it as proven. 

My personal vehicle is a first-year model of fifth-generation 4Runner, 2010. It has only about 65,000 miles. It has spent its life living in a New England city, always outside. For its share of road trips, it had a hundred times more very short city trips, the kind of short trips that are bad for the engine longevity, where it doesn’t fully warm up. It’s been broken into, side-swiped, and rear-ended. I hate to admit it, but the way this vehicle has been utilized can only be described as abusive. 

In those years of abuse, something interesting, surprising, almost shocking has occurred. Or more like, did not occur. It has never broken down. Nothing has ever stopped working on it. Nothing ever failed. And nothing ever didn’t work as intended. In my decades of owning, maintaining, and repairing cars I have not seen anything like this. Having owned a W123 Benz, known world over as one of the best built and most reliable cars of all time, I’d put the 4Runner and some other Toyotas against it without hesitation. 

It’s not like I’ve been obsessively maintaining it. It still has the factory battery, coolant, and transmission oil. I wash it annually, maybe. It’s on its third set of brake pads and second set of tires. It’s going to need some new shocks soon, and I believe that the exhaust is finally beginning to rust through. 

I lied. One thing did fail. After ignoring the intermittent check engine light and occasional shifting glitches for two years, I replaced the $300 transmission selector switch. It was simply rusted over from the extremely corrosive brine that is spread on our winter roads. But that’s it, really. Not even a light bulb has blown out. Three hundred bucks in repairs over a decade. This is roughly the same amount of money I spent monthly keeping my old bimmers running. 

With that in mind, should one still be passively calling the 4Runner old school? 

No. And yes. 

Yes, because all this proven technology that made it reliable, did make the 4Runner outdated. Or perhaps it’s the Toyota way to just not invest much into an existing vehicle, especially one that is selling pretty well the world over under various names: Fortuner, Hilux Surf, and Land Cruiser Prado. 

To be honest, from the driving and comfort perspective, it isn’t that great of a vehicle. It drives like a truck, because it is a truck, but lags behind full-size SUVs. It gets awful gas mileage. It’s low on power. The driving position is weird. The dash, while utilitarian and well laid out, is a bad joke. It’s not that the infotainment system is bad, it’s that it’s rather absent, be it in the 2010 or 2019 model. 

In its 10 years of production, Toyota could have really done more to keep the 4Runner updated. Yes, there was a facelift in 2014, but the changes were purely stylistic. The good news is that for 2020, this old rig will finally get Apple CarPlay. And that’s about it. Whoop-de-doo. 

The red 2019 4Runner pictured here drives pretty much the same as my gray 2010. Interior trim is slightly spruced up. It seems quieter, probably because all the seals are new. But it still has halogen headlights and an ignition key. Those headlights are not automatic and neither are the wipers—you have to turn them on yourself like it’s 1995. The hatch isn’t powered and it certainly won’t open itself when you swing your foot under the bumper. 

Given the lack of updates and great reliability, I have been asked several times why anyone shopping a 4Runner just wouldn’t buy a used one. There is a simple answer to that—depreciation. Or more like lack of depreciation. Chances are that a three-year-old 4Runner won’t save anyone much money. So why not buy a new one and have a choice of colors and options, and that new car warranty which likely won’t get any claims? 

The irony is that all this outdated stuff is what gives the 4Runner a certain charm and personality that other vehicles, perhaps aside from the Jeep Wrangler, just don’t have. And let’s not forget that this is a legit off-roader, at least as soon as you ditch the stock highway tires. It has the ground clearance, the low gearing, and the strength to take on the best in that regard. 

In my recent excursion to the Overland Expo East, I rode in my friend’s stock ’95 4Runner SR5 4×4. It had 235,000 miles on the clock, but you wouldn’t know it by looking at it or riding in it. In those decades, the philosophy of 4Runner has not changed at all. It still is a body-on-frame, five-passenger, V-6-powered rig that has a funky tailgate with a roll-down window. The current generation has grown significantly from that second generation, but that’s about it. Even the four-wheel-drive system is very similar. 

I really hope that the sixth-generation 4Runner, whatever decade it finally arrives in, remains true to what has always been, while improving on the little things. I hope that it will keep giving automotive journalists something to wobble on, while remaining loved by the hundreds of thousands of people who buy it. 

The post The old-school (proven) attributes of a brand-new Toyota 4Runner appeared first on Hagerty Media.

As we learned from this earlier leak, the flashiest party trick of Mazda’s first EV happens to be its rear-hinged door design, which means that from now on, you don’t have to spend Rolls-Royce or even Lincoln “Coach Door” kind of money for this kind of easy access to the rear. And while Rolls-Royce and Lincoln couldn’t go pillarless in the middle, Mazda has, just like with the RX-8 back in 2003. After all these years, Mazda still calls these “Freestyle” doors, and on the MX-30, the front ones open to 82 degrees and the rear ones to 80 degrees, providing better access for all five who can jump onboard.

Other than that, Mazda promises a driving experience worthy of the MX prefix, even if this SUV is powered by a single AC synchronous motor sending 141 horsepower and 195 lb-ft of torque to the front wheels only.

The MX-30’s cabin is all about sustainability. For starters, instead of wood, the EV uses cork leftover from the production of cork bottle stoppers both in the console’s tray section and on the door grips. Mazda developed a dedicated coating to make sure the material will last the test of time, and the cork also pays tribute to the Mazda’s founding in 1920 as the Toyo Cork Kogyo Co., Ltd. Furthermore, the upholstery is made of recycled PET bottles. Mazda says it has developed a new method for integrated molding of textile and plastic fibers, which produces a soft touch fabric.

With a range estimated at 124 miles, the MX-30 is openly tailored for Europe, where Mazda says the average daily commute is just 30 miles and the MX-30 could be a family’s ideal second car. Deliveries there start in the second half of next year, with the MX-30 arriving to the UK in 2021.

America will need to wait for Mazda’s undoubtedly imminent, larger electric cars, or look at other compact EVs for now, like the much more powerful, all-wheel-drive Volvo XC 40 Recharge.

The post Behold Mazda’s FWD electric SUV, the MX-30 appeared first on Hagerty Media.

Wagons, wagons for everybody! So says Audi, the undisputed king of all-wheel-drive performance long-roofs. And while the RS 4 remains outside America, the new A6 allroad joins the 591-horsepower RS 6 and the A4 allroad in Audi’s 2020 U.S. lineup. You’ll even be able to get it in Gavial Green, just to blend in with the outdoors.

As standard, the 2020 A6 allroad features the 3.0-liter V-6 TFSI engine with the 48-volt mild-hybrid starter functionality, a re-tuned adaptive air suspension for improved ground clearance, hill descent control, tilt angle assist and dynamic all-wheel steering, along with all-wheel drive, of course. As usual, the hybrid system’s total output of 335 horsepower and 369 lb-ft of torque goes through Audi’s seven-speed S-tronic dual-clutch automatic.

At its maximum height, the A6 allroad sits 1.8 inches higher than the A6 sedan, with a total ground clearance of 7.3 inches. There are also six driving modes.

In “Auto,” you get 5.5 inches of ground clearance. “Comfort” lightens up the steering while toning down the throttle responses. “Dynamic” does the opposite, along with a more aggressive shifting program. “Individual” is up to you, “Offroad” adds 1.2 inches of additional ground clearance at speeds up to 21.7 mph, and “Lift” provides an additional 0.6 inches above Offroad mode, also under 21.7 mph.

Once off the tarmac, hill descent control limits the speed to your preference while braking with all four wheels selectively and individually as necessary. On even looser surfaces, the system will provide an additional “braking wedge” in front of the wheel, by using the ABS.

As standard, the A6 allroad’s wheel arches and rocker panels are painted in contrasting Scandium gray matte. You can also opt for a single body color, while the wider grille with chrome vertical slats and the allroad’s 20-inch wheels will still set your wagon apart from regular A6 sedans. Finally, the roof rails, rear diffuser, sill trim, and the front blade with the underbody protection sports an aluminum-like finish.

Audi will also offer an Anniversary Edition A6 allroad with an exclusive Gavial Green color option, as well as Sarder brown Valcona leather interior with Nappa accents. Audi’s new green paint pays homage to the Highland Green color of the original A6 allroad from 2000. The special edition also includes Fine Grain Ash Natural Noble Wood inlays, pedals, and footrest in stainless steel, a leather seat base, and a leather airbag cap with contrast stitching.

Anniversary Edition or not, the 2020 A6 allroad is further solid proof that you don’t need a crossover.

The post After 15 years, the Audi A6 allroad returns to America appeared first on Hagerty Media.

The Alfa Romeo Giulia is a great sports sedan that managed to break down under journalist drivers one time too many (although I must say that my test car and its Ferrari-sourced twin-turbo V-6 worked flawlessly, even in the wet). Yet no matter how enjoyable Alfa’s sedans may be to drive, they are far from being cash cows for the company. The same can be said about the Stelvio SUVs, which also offer superior handling and looks compared to most of their competitors, but can’t seem to attract enough of the luxury market’s rather conservative buyers.

Enter Alfa Romeo’s solution, the compact Tonale SUV.

Previewed as a concept at Geneva this year, it seems that Alfa held an internal comparison test with the production version parked next to most of its rivals, from which event the following images were leaked. Unsurprisingly, the Tonale will have to pick up the gloves against other premium compact SUVs like the BMW X2, Audi Q3, and the Range Rover Evoque.

Compared to the concept, the Tonale gets bigger light units front and rear, as well as more robust bumpers. However, Alfa’s unusual integrated exhaust apparently made it into the final cut. Now, the only question on Alfa Romeo’s mind must be: What do you think?

The post Say hi to Alfa Romeo’s new compact SUV appeared first on Hagerty Media.

At Mercedes, everything but the B-Class and the electric EQC will get the AMG treatment, but Audi won’t be far behind when it comes to its RS range of performance cars. Following the RS 6 and RS 7 Sportback duo is the compact SUV RS Q3, also available with the standard or the Sportback body.

What’s cool about it is that Audi went for its punchy turbo-five again instead of a now generally used two-liter four-cylinder, which means these “compact power packs” are no less than bloated rally car wannabes. It’s just the full package with four-wheel drive, a five-cylinder turbo producing 394 horsepower, and the optional RS sport suspension plus with Dynamic Chassis Control (DCC).

Audi is very proud of this engine, which puts down its peak torque of 354 lb-ft from 1950 rpm on. The 2.5’s crankcase is now made of aluminum, which saves 39.7 pounds. The cylinder liners are plasma-coated, while the crankshaft main bearings are 0.2 in smaller in diameter. The crankshaft is hollow bored to save another 2.2 pounds, while the aluminum pistons have integrated channels for oil cooling. Last but not least, to warm up quicker, the water pump doesn’t circulate the coolant in the cylinder head after a cold start.

With the seven-speed S tronic transmission and all-wheel drive, RS Q3s get to 62.1 mph in 4.5 seconds, while top speed can be raised to 174 mph by ticking the right box on the options list. Either way, the bang-bang will go 1-2-4-5-3, delighting all around.

Of course if you prefer to spend more to get less room at the rear, there’s also the option of the Sportback body style. SUV or SUV coupé, the sporty vibe is enhanced by the cars sitting 0.4 in closer to the ground, running on 21-inch wheels—for the right price. Speaking of which: the whole reason why the U.S. won’t get these is that even without options, they would retail well above $60,000, and Audi believes Americans expect a larger car for that kind of money.

Because this car is basically an RS 3/TT RS made bigger, the standard brake setup includes 14.8 in discs at the front and 12.2 in ones at the rear, while the optional ceramic system comes with monoblock aluminum/floating calipers and discs that are 15/12.2 in in diameter. New exterior colors include Kyalami green and Nardo gray, but if you intend to spend even more on Audi’s new sport compacts, Audi exclusive can make most of your RS Q3-related dreams come true.

The post The Audi RS Q3 twins are all about that mighty turbo five-cylinder appeared first on Hagerty Media.

The first-generation Toyota 4Runner was one sneaky little ute. Built in Tahara, Japan, legend has it that it was simply a light truck disguised as a passenger vehicle so Toyota could avoid the infamous “Chicken Tax,” a 25-percent tariff that President Lyndon Johnson imposed in response to French and West German tariffs on U.S. chicken in 1964.

While the Chicken Tax may have been a factor, the 4Runner traces its roots to a Toyota dealer in Wisconsin named Jack Safro. As Donut Media tells it, in 1980 Safro thought the hot-selling Toyota Hilux pickup truck would be even more beloved in the snowy Midwest if it had a rear fiberglass canopy and a few extra seats. So Safro got the OK from Toyota to reach out to Winnebago, and violà: the Toyota Trekker was born. All 1500 Trekkers built were sold, and Toyota took notice. Less than four years later, the 4Runner hit the market.

These days, the 1984–89 Toyota 4Runner is becoming a sought-after collector vehicle in the U.S., so much so that it was recently added to the Hagerty Price Guide after prices and insurance quotes began to rise.

“The number of 4Runners being added to our insurance policies has doubled over the past two years. They can’t be ignored,” says Hagerty valuation editor Andrew Newton. “We recently started formally tracking them because they’ve been getting more expensive over the past 2–3 years, plus they have an enthusiastic following. Some ’80s Toyota pickups have been getting some crazy results at auction.”

Notice he said “pickups.” Officially described as a “two-door, 4×4 utility vehicle,” the 4Runner—a name derived by combining “four-wheel drive” and “off-road runner”—was based on the mechanicals of Toyota’s tough four-wheel-drive pickup truck but had the added comfort of a passenger vehicle. The two-door 4Runner, which offered a removable fiberglass hardtop over the rear cargo area, came in two forms: one that emphasized utility and had more storage space, and the upgraded SR5, which featured a three-passenger seat in the rear that could be folded flat for additional storage space. It also had a larger fuel tank and an upgraded interior.

The 1984–87 4Runner received a 2.4-liter 22RE inline four-cylinder engine that generated 105 horsepower. An optional 3.0-liter, 150-hp six-cylinder arrived in 1988, but Logan Calkins, who has owned a dozen 4Runners over the years, says most enthusiasts avoid the six (“It isn’t very good,” he says) and opt for the four.

Calkins, who currently owns a 1987 SR5, points out that ’84–85 4Runners have a solid axle front end, “which is more popular for the off-roading community but doesn’t offer the smooth ride of later models,” which have independent suspension. Calkins says the 4Runner, the first utility vehicle to be called an “SUV” in marketing materials, became a four-door in late 1989.

“The 4Runner was the one of the last real removable hardtop SUVs of its era,” Calkins says. “The Bronco had a removable top, but for stability purposes Ford didn’t recommend taking it off.”

The average value for a first-gen 4Runner in #3 (Good) condition is $8400, but one in #2 (Excellent) condition jumps to $13,700, while one in #1 (Concours) condition rises to $21,100. It seems finding an early 4Runner that hasn’t been driven hard can be difficult; Calkins says finding one with nice seats is particularly problematic.

Regardless, he says, 4Runners are tough as nails and prove that “a car with more than 100,000 miles can still be considered low mileage.” To prove his point, while 4Runners have yet to make splash at larger public auctions, several 100,000-mile examples have brought decent money on Bring a Trailer. In June, a 100,000-mile 1984 SR5 sold for $19,250, while a 168,000-mile 1986 SR5 sold for $17,500 in May and a 142,000-mile ’86 SR5 went for $14,750 in August.

“Like a lot of vintage trucks and SUVs, 4Runners are very popular with younger buyers,” Newton says. “Millennials make up 34.4 percent of quotes for 4Runners (compared to 21.24 percent for the rest of the market), while Gen-Xers make up 45 percent of quotes (compared to 32 percent for the rest of the market).”

Calkins certainly loves his. “What’s great about 4Runners?” he asks. “Everything.”

Part of the reason for early 4Runners’ rise in popularity and value may be that they provide a cheaper alternative for collectors who’ve been priced out of the Toyota FJ40 Land Cruiser market. Indications are they may not stay that way for long, however.

The post The rise of 1984–89 Toyota 4Runners can’t be ignored appeared first on Hagerty Media.

Although the Chevrolet Suburban is well known by consumers, it wasn’t the only model to wear the appellation.

The name was once a generic term used before World War II to describe station-wagon-type vehicles advertised by such automakers as Chevrolet, Dodge, GMC, Nash, Plymouth, and Studebaker. Although these wagons employed each OEM’s platform, they were finished by outside suppliers using unique wood body panels, and promoted for commercial and delivery use rather than for homeowners. That changed after World War II as newly formed families filled growing suburbs. As the usefulness of station wagons became apparent, and sales increased, they became the vehicle of choice for carpool duty and chores associated with family life. 

As a result, no fewer than five marques used the Suburban model name (some of them concurrently) during the 1940s and ’50s. Amazingly, it wasn’t until 1988, 10 years after Plymouth dropped the Suburban name, that it became a General Motors trademark. 

Here are the vehicles known as Suburban. 

Chevrolet/GMC Carryall Suburban (1935–present)

The 1935 Carryall Suburban was the first eight-passenger, steel-body station wagon, priced at $580. Sold with two, three, or four doors, it was powered by Chevrolet’s 60-horsepower six-cylinder engine. Chevy’s small-block V-8 and two-speed automatic transmission arrived in 1955, followed by four-wheel drive two years later. A conventional four-door model was added in 1973, and full-time four-wheel drive was a new option, completing the formula for all modern SUVs. GMC Suburbans were similar but marketed towards commercial customers, while Chevrolets were geared towards private users.

Nash Ambassador Suburban (1946–1948)

The rarest of the Nash post-war body styles is the wood-bodied Ambassador 60 Suburban Sedan, and Nash’s most expensive car at $2247. Even though the Ambassador was designed to compete with Cadillac and Lincoln, Nash dropped its straight-eight engines in favor of an updated version of Nash’s prewar six, an overhead valve inline six-cylinder engine rated at 112 horsepower. Despite this, it was chosen as the 1946 Indianapolis 500 pace car. Options included air conditioning, a radio, and turn signals. During its three-year production run, about 1000 were built; approximately a dozen survived. 

DeSoto Custom Suburban (1946–1951)

DeSoto’s most expensive model, the long-wheelbase Suburban sedan, featured three rows of full-size seats, and a lack of separation between the cargo hold and the passenger compartment. Its third-row seats fold flat, while the second row folds forward against the front seats, allowing for more than 80 cubic feet of cargo space. DeSoto claimed it easily slept two. Under the hood, DeSoto’s absurdly-named “Powermaster Six” produced 112 horsepower. Mostly forgotten today, the Suburban would gain a scintilla of fame in the 1970s as the Cunningham family car on the ABC-TV sitcom “Happy Days.”

Plymouth Suburban (1950–1978)

Introduced for 1950, Plymouth’s Suburban was a two-door station wagon with room for six passengers and powered by an ancient 97-horsepower six-cylinder engine through a three-speed manual transmission. When Plymouths were restyled for 1955, a four-door Suburban wagon joined the two-door, along with an optional V-8 engine, two-speed automatic transmission, and air conditioning. The Suburban name was used as a standalone series some years, and as a trim level in others until 1962. It was revived for 1968 on Plymouth’s full-size wagons, particularly on Fury, and later, Gran Fury wagons. Plymouth dropped the name, along with their full-size models, for 1979.

Dodge Suburban (1954–1958)

Call it a case of nameplate envy, but Dodge used the Suburban name on its two-door wagons when its lineup was redesigned for 1953, while four-door wagons used the name Sierra. Power came courtesy of the laughably-named “Get-Away Six,” an L-head engine that developed 103 horsepower. The following year saw the six get a power upgrade to 110 horses, along with a new optional “Red Ram V-8” rated at 150 horsepower. Dodge continued to use the Suburban name until 1959, when two-door wagons and the Suburban name were dropped. 

The post Chevy’s mega SUV is the oldest—but not the only—of its kind appeared first on Hagerty Media.

For this year’s Monterey Car Week, Jaguar offered up its latest all-electric vehicle, the I-Pace, so that we could make it across the peninsula, into Carmel Valley for The Quail, and along Highway 68 to Laguna Seca for the Rolex Motorsports Reunion. It was our first time driving the car and we left with a new appreciation for electrics.

The I-Pace offers 234 miles of range on a charge, which was more than enough to shuttle me, and occasionally some of my Hagerty teammates, around over the course of three days without needing any additional charge. Consider me surprised. We expected that being stuck in traffic with the air-conditioning on would sap the range—but it didn’t. The trip odometer counting up and the range indicator ticking down seemed to be in concert the entire time.

Though we never had to charge the car, owners certainly will. The I-Pace will charge to full capacity overnight using Jaguar’s home A/C charger. For longer trips or quick top-offs, public 50kW DC fast charging can take the I-Pace from 0–80 percent in 85 minutes, while 100kW chargers can do it in 45 minutes.

Due to its unique platform and electric drivetrain, Jaguar had much more freedom when designing the I-Pace. Jaguar designer Julian Thomson noted that both the I-Pace’s long wheelbase—nearly 118 inches—and short overhangs hint at a long-distance machine that’s athletic and graceful. We can attest that its range is impressive, especially given its roominess and performance, and its handling was superb—although we admit that we prefer the styling of the F-pace. The Jaguar style is there, it’s just taking us some time to get used to the electric vehicle’s unique proportions. It isn’t a wagon, and it doesn’t look quite like a traditional CUV. Perhaps that’s a good thing for those that want to make a statement driving an electric vehicle.

Inside the I-Pace, Jaguar embraced the flexibility of designing around a new platform that was free of the constraints typically found in an internal combustion vehicle. With no need for a transmission tunnel, the I-Pace could have had a flat front floor. Rather than letting stray coffee tumblers and rogue handbags or sunglasses slide around down there, Jaguar went with a semi-floating console that allows for plenty of legroom. It’s a bit of a pet peeve of mine that too many modern cars take up precious cabin space with a bulky shifter and console that offers little storage, which is often the case in large cars and crossovers. That, or there’s a short console that only serves as a place to bash your shin, which is common on compact cars. The I-Pace avoids all those awkward ergonomics and provides a good balance between usable space —with a perfect road trip snack shelf—without impeding the driver’s ability to get comfortable. Indeed, the ample legroom and power seats were appreciated by our taller passengers.

Without an internal combustion engine to provide some white noise, the road sounds seemed a bit more prominent in the I-Pace at low speeds, such as the crunching of gravel under the tires. At highway speeds, the cabin’s sound dampening was excellent, exactly as you’d expect from a Jaguar. Also as expected from a vehicle with a roaring hood ornament, passing is a simple matter. With no need to downshift and instant throttle response, especially when in Dynamic mode, the I-Pace can rocket around slow traffic effortlessly.

While those brief highway stretches proved it’s a capable fast-lane cruiser, the electric car’s strong suit is in town, where the driver can put its instant torque and all-wheel-drive to use when merging. Even knowing that its electric motors produce 394 horsepower, the off-the-line punch is surprising and instantly rewarding. Some of our passengers were startled by being pressed back into their seats when leaving from a stop light without a hint of wheelspin. The only sound is the increasing frequency heard as the motors spin up. Jaguar claims 0–60 in 4.5 seconds. We’d have guessed it was quicker.

For those looking for a luxury daily driver, the I-Pace delivers on practicality. Second-row passengers have plenty of room, thanks to that long wheelbase. The wide-opening hatch reveals a cargo area that offers 25.3 cubic feet of storage volume behind the rear seat. That space is right between the rear wheel wells, so it’s not as wide as you may expect from a trunk or cargo, but it is easy to access and appropriately sized. How about up front? If you’re expecting a sizable frunk you’ll be disappointed. The I-Pace’s modest front cargo area under the hood could maybe squeeze in three grocery bags or a medium-size duffel. The bottom isn’t flat, it’s stepped, which reduces its usefulness.

Overall, we were impressed with the I-Pace’s mix of practicality, power, and luxury. If funky doors and a third row aren’t necessary, shoppers looking at Tesla’s Model X may want to give the I-Pace a test drive. It beats the Model X on style and starts at $69,500. In the realm of luxury electrics, that’s a bargain—and for now, it has little competition.

The post Jaguar’s I-Pace hits a sweet spot appeared first on Hagerty Media.

Porsche raised the curtain on the 2020 Macan Turbo midsize SUV, revealing that the trim little ute gets a significant boost in power over other Macan turbos. That capital T is significant. You see, all 2020 Macans will be turbocharged, with the base Macan and Macan S models powered by a forced-induction 348-hp 3.0-liter V-6; but the Macan Turbo gets the twin-turbo, 2.9-liter V-6 found in the Panamera sedan and the Macan’s bigger SUV brother, the Cayenne (plus some cousins at Audi). That raises power to 435 horsepower—a pretty big bump—and boosts torque to 406 lb-ft. Equipped with the optional Sport Chrono Package, the new Macan Turbo can get to 60 mph from a standing start in just 4.1 seconds (compared to the base Macan Turbo’s 4.3 seconds) which makes this SUV as quick as some sports cars, including Porsche’s own 718 Cayman GTS. Top speed is 167 mph. That’s 0.3 seconds and 3 mph faster than the previous Macan Turbo.

All-wheel drive tricked out with Porsche Traction Management is standard, and the only available transmission is a Porsche PDK seven-speed dual-clutch automatic unit with paddle shifters. Also standard are Porsche’s Surface Coated Brakes, which have a tungsten-carbide coating on the brake rotors—which Porsche says improves brake response and dramatically reduces wear and brake dust. Carbon-ceramic brakes are optional, as is the Porsche Torque Vectoring Plus system and an air suspension feature that upgrades the standard adjustable dampers with ride height control.

You could buy a Mazda 3 for the premium you’d pay for that capital T. The Macan Turbo is about $25,000 more than the base Macan and about $8000 more than the last Macan Turbo sold (a 2018 model, since there was no Macan Turbo available for 2019); but that gets you plenty of features that distinguish the Turbo from more plebeian Porsches. Up front there is a new, more aggressive fascia and a spoiler perches out back. Twenty-inch aluminum wheels are standard, as are Sport Design side skirts on the sills. The Sport Exhaust, previously an option on the Macan Turbo, is now also standard equipment.

Inside there are leather sports seats adjustable 18 ways, a sport steering wheel similar to that in the 911, an Alcantara headliner, and an infotainment system with a 10.9-inch touchscreen, 14-speaker Bose sound system, and standard Apple CarPlay and Android Auto connectivity.

Pricing for the 2020 Porsche Macan Turbo starts at $84,950, including delivery charges. Sales will begin later this year.

We’ll have more details and photos after the 2020 Macan Turbo gets its first public showing next month at the 2019 Frankfurt Motor Show.

The post 2020 Macan Turbo can give a 718 Cayman a run for its money appeared first on Hagerty Media.

Looking for a great second-row cupholder? You’ve come to the right place, because the Cadillac XT6 has one. At the Washington, D.C.-based launch event for the firm’s kinda-sorta-new three-row crossover, Senior Designer Gary Mack told the assembled press that “We spent a lot of time… to make that feel like quality.” 

It was no empty boast. The piece in question slides out on an expensive-feeling mechanism, halting its travel with a bank-vault thunk. Cups are placed on a stainless-steel-and-rubber plinth which in turn nestles within a sensuously-grained tapering cylinder. 

Other than the fact that the cupholder in question is located about four inches from the vehicle floor, it is easy to see how this singular detail could seduce an otherwise undecided buyer, particularly one with dreams of making a splash in the Uber Black listings. Five-star ratings are all but guaranteed when your fare spots the glass bottle of Voss sprouting from such a device. 

The rest of the XT6, unfortunately, is unlikely to obtain a five-star rating from anyone. Not, mind you, because of execution. The execution is largely outstanding. This bluff-faced sedan-on-stilts fairly bristles with surprise-and-delight features, from USB-C ports in the second row to optional LED headlights that are smart enough to exclude the drivers of oncoming vehicles from an otherwise blinding blast of main-vein beam. (Sadly, this feature is reserved for countries where it’s legal. Here in the States, the XT6 simply, and obediently, dips the lights for oncoming traffic.) 

The dashboard fascia alone is enough to incite flights of fancy in your humble author, featuring as it does two massive planks of glossy, highly-figured wood veneer, chevron-matched in a manner that would cause Paul Reed Smith to weep with joy. It might be the finest use of natural materials in a mass-market automobile since… well, at least since the Series III Jag XJ6.

Which is appropriate, because the XT6 and XJ6 share more than two-thirds of a badge. Both were developed from existing platforms; in the case of the Cadillac, it’s the same bones which underpin the XT5, GMC Acadia, and Chevrolet Blazer. As with the Jag, which received a new roofline courtesy of Pininfarina, the XT6 is new above the beltline, in this case for the purpose of providing surprisingly decent accommodation to adults way back in the cheap seats. And just as the Series III ended up requiring more changes on the line than originally intended, the XT6 has a wheelbase which expands on that of the Acadia for a minuscule, but very real, two-tenths of an inch, presumably because some bit of packaging somewhere required the accommodation. 

This is the same trick Lexus pulled a few years ago with the RX350L: take your best-selling vehicle and cram a third row in the same basic envelope by pulling the tail out a bit. Lexus had good reason to do so; making the RX350L an attenuated attempt preserved some showroom space for the larger and presumably more profitable GX470. 

Cadillac has no such product in the GX470 range—their Escalade is a competitor for the even larger LX570—so why keep this XT6 on the approximate wheelbase of the GMC Acadia? Why not use the longer-wheelbase variant of the platform which underpins the Buick Enclave and Chevrolet Traverse? Your author heard a rumor that the XT6 was kept short, particularly with regards to wheelbase, in order to protect the market position of the Buick Enclave. Surely this is not true; Buick’s brand presence in the United States is, shall we say, uncompelling, based mostly on small crossovers assembled in China and Korea. If the rumor is true, the person responsible should be keelhauled, because the XT6 would be far more convincing on the Enclave wheelbase. Not that it’s particularly cramped at its current size, but there has never been a production Cadillac that would not be more interesting with extra second-row room, and that includes the Fleetwood Seventy-Five.

No sense in mooning over possibilities. Sufficient unto the day is the XT6 thereof, although the buyers will also need to be sufficiently funded. Both of the examples we drove—one Premium Sport and one Premium Luxury—listed for slightly above $72,000. What do you get for that kind of money, which would buy you anything from a no-frills BMW X7 to a 450-horsepower Grand Touring Aviator at the Lincoln showroom? Well, you get a part-time four-wheel-drive system, which will certainly raise some eyebrows. Apparently there’s a reason to do it that way—something about EPA ratings. The XT6, like its XT5 sibling, is also available as a plain FWD vehicle for summer states. 

Power is provided by the corporate 3.6-liter V-6 found in Camaros and Impalas. Some of the pre-production vehicles at the event had a “400” badge on them. Pressed on the topic, Cadillac spokespeople insisted that the number didn’t stand for horsepower or torque, which is good because the XT6 possesses 400 of precisely neither. “It’s… ah… a reflection of the general positioning in the power structure.” 

Let us review. Cadillac calls the car the XT6 for no reason that any consumer might readily understand, and then puts a “400” badge on the back of it for no reason that anyone at all might readily understand. You can laugh all you want at names like “Fleetwood” and “Eldorado” but surely it was better to have a silly name than two silly numbers—particularly when the competitor is evocatively-yclept as “Aviator”.

The XT6 is not fast, particularly not when lined up against the turbocharged competition, and it displays a startling pause-at-redline-then-shift behavior at full throttle that will rock your Voss right out of a premium cupholder. Sport models have handsome fasciae and a trick rear differential which can steer the car into corners, but this seems ridiculous in a seven-seat minivan-by-another-name and, predictably, the Luxury variants of the XT6 make more sense. What’s probably required is the luxury ride with the sport trim, which would satisfy almost everyone. 

The XT6 is also not terribly quiet. The seats are woefully short on adjustment compared to the competition and the ventilating feature is less than convincing. Viewed from the side the Cadillac looks remarkably like a Honda Pilot, which costs much less. It is hard to imagine this vehicle taking the market by storm. 

Yet the same catty comment could have been made about the XT5, which has proven in fact to be remarkably popular regardless. Credit the Cadillac name, which retains some magic still, and the generally high level of service provided by the dealer network. Some percentage of buyers will like the XT6’s pretty face and tidy turning circle. They will appreciate the Bose stereo and the revised infotainment system. That gorgeous dashboard will get a few contracts signed, as will the generally admirable interior fit and finish. Last but not least, the FWD platform and front-heavy AWD will make it quite manageable in foul weather, particularly when compared to its high-powered, rear-driven competition from across the pond and across Detroit. 

As an American alternative to the Lexus RX350L, the XT6 ticks most of the boxes. It is competently and satisfyingly executed. At its heart, however, this is a much cheaper vehicle, with a rental-grade tra(ns)verse engine and front-wheel-drive. Which doesn’t mean it can’t serve as a luxury car; Lexus has been pulling this trick since the early ’90s and Lincoln finally figured it out with the Continental. 

The problem is in the competitive set, which generally features brand-new RWD platforms and superior NVH at similar cost. If you’re looking for a great second-row cupholder, the XT6 has one. Looking for a truly great three-row crossover? Your search may not end here.

The post The 2020 Cadillac XT6 frustrates and impresses in equal measure appeared first on Hagerty Media.

Cadillac was once the Standard Of The World—but in 2019, the standards of the luxury business are set by the Lexus division of Toyota, which invented the two-row upscale crossover with its RX300 and thus turned the industry upside down. Lumbering Sedan de Villes or staid LS430s no longer pay the bills at premium divisions. Instead, it’s the front-wheel-drive, five-passenger anonymous-boxes driving traffic. It’s true here, and, far more importantly, it’s true in China, which has captured the attention of luxury brands the way a young woman in a red dress might steal the attention of a flannel-shirted man on the street.

The remarkably anonymous-looking XT5 is Cadillac’s volume leader both here and in China. As such, it is receiving an expensive mid-cycle refresh in just its fourth year on the current platform. The list of improvements is both extensive and impressive. Outside, a sharpened front and rear fascia incorporates standard LED headlights while recalling both the Escala show car and the new XT4 cute-ute which slots in below the XT5.

Most of the changes, however, can be found inside. The center console now features the combination of large multi-function dial and smaller volume knob which appears everywhere from Mercedes-Benzes to Miatas. The instrument clusters are revised, as is the center console infotainment. Android phones can be one-touch paired with Near Field Communications. The XT5 can park itself and charge phones via a special enclosure.

Cadillac’s new “Y-Strategy” offers five trim levels, starting with base “Luxury” then splitting into sporty or premium trims before terminating in Platinum variants. The Sport badging is more than just cosmetic, as the rear differential becomes capable of torque-steering the car. Still, experience suggests that these cars are best experienced in comfort-oriented trim.

The XT5 facelift aligns with, and is no doubt made much easier by, the arrival of the three-row XT6, which shares a platform and an approximate wheelbase with both the XT5 and the GMC Acadia. Pricing starts at the $45K mark, which Cadillac says reflects an increased level of standard equipment.

There’s one more alignment at play here; the previously universal 3.6-liter V-6 is now an option on lower trims, with the standard engine downsized to a 237-horsepower 2.0-liter turbo four. It sits somewhat forlornly in a very spacious-looking engine bay. One cannot help but think of that previous two-liter transverse Cadillac, the Cimarron—but this has nothing to do with dreams of downsizing. It’s all about China, which has taken to the two-liter turbo with enthusiasm. Will Americans do the same, now that the standards of the world are set outside our shores?

The post Cadillac’s cash cow gets a trip to the vet for a heart transplant appeared first on Hagerty Media.

Audi has given its largest SUV, the three-row Q7, a refreshening to match the recently introduced, two-row “flagship” Q8 SUV. The new Q7 gets a new eight-sided grille, revised front and rear fascias to more closely resemble the Q8, and new LED headlamps and taillights. Many of the more substantial changes are on the inside, however.

The Q7 gets the latest version of Audi’s MMI infotainment system, which has eliminated the console-mounted knob controller and instead uses two touch screens. When the MMI knob was first introduced, some critics said it was clunky and hard to use. Now that Audi has eliminated the knob, it’s not entirely certain that the haptic-feedback touch screens are a step in the right direction. The lower screen controls HVAC and vehicle settings, while the upper screen is responsible for navigation and the audio system.

The rest of the interior has had a major revision to match the new Q8’s cabin. If you like the new Q8’s passenger experience, you’ll feel at home in the Q7.

We’ll have to wait for powertrain details pertaining the North American market, but for the time being, we know that in Europe the Q7 will offer two diesel powertrains that incorporate 48-volt mild hybrid systems. (In the U.S., the 48-volt system for the Q8 is, in practice, only used for the stop-start system.) Power and torque figures were not released. Audi promises gasoline and PHEV versions, as well. As has become commonplace in the industry, a turbocharged 2.0-liter four-cylinder engine will likely continue as the base powerplant, and it is expected that the new gasoline-powered turbo V-6 fitted to the Q8 will replace the supercharged V-6 in the outgoing Q7.

The Euro-spec Q7 features matrix LED headlights with incorporated lasers that don’t meet U.S. federal motor vehicle safety standards, but we might see the Q7’s new all-wheel-steering system on this side of the Atlantic.

The new Q7 will launch in Europe in September as a 2020 model, with U.S. sales likely to start soon after that. No pricing information has been released as of yet. The current Q7 starts at $54,545, including destination charges.

The post Audi Q7 refreshed with beefier Q8 looks appeared first on Hagerty Media.

Some vehicles enter your mind like a virus, wrapping themselves around your cerebral cortex, where they every-so-often put a gentle squeeze on your cognitive processes.

Maybe you’re watching a movie, and you see one in the background of a street shot.

*Squeeze*

Perhaps you’re out walking one evening and one rumbles by you, mere feet away.

*Squeeze*

Or it could be that you’re casually browsing online classifieds and you keep typing those same keywords in over and over again, silently building a mental map of each for-sale example within a 100-mile radius of your home.

*Squeeze*

It’s this last flex of the sickness that presents the most potential danger to anyone with a little disposable income or access to easy credit. In my own case, the disease had taken root so deeply that last year I passed the passive stage and took step of creating my own “Wanted To Buy” post that would, hopefully, connect me to the source of my affliction: a Jeep Grand Wagoneer.

Why a Grand Wagoneer?

A little background. I absolutely did not need another project vehicle when I clicked on the “submit” button a little over a year ago and sent my hopes out into the wastes of cyberspace. Ultimately, that didn’t matter, because I had become laser-focused on the fantasy of owning one of these hulking throwbacks to 1960s Brooks Stevens design, boring my friends as I waffled about things like practicality (doubtful), reliability (see: practicality), and the constant specter of rust (unavoidable).

I don’t even know how it happened. I’d never driven a Wagoneer, or even ridden in one as a passenger. And yet I’d already made a few tentative visits out to inspect the kind of poor condition stragglers that populate the northeastern swatch of North America, and seriously considered launching myself into the kind of corrosion-mitigation hell that each would have required.

It was a desperation brought on by the paucity of clean models within driving distance, combined with the steady trickle of serotonin from the SUV-shaped virus inhabiting my brain that caused me to get proactive and roll the dice with a “wanted” ad. An acquaintance had mentioned that it was how he had found his own hard-to-locate vehicle, and combined with my own low expectations the process made me feel like I was actually doing something about my Jeep problem despite, well, not doing something.

I was therefore surprised when, a little more than a week later, I received a reply from a gentleman named Eric who told me that he was in possession of a well-kept 1987 Grand Wagoneer, and that while it “wasn’t for sale,” he would sell it to me. This led to a visit to a parking garage nestled beneath an old folk’s home not 10 minutes from my own abode, filled with a number of antiques riding out the winter months, including one extremely clean survivor of a Jeep.

Eric gives me a very reasonable price, I confirm with him that it’s a reasonable price, and then whatever’s left of my immune system kicks in to spend the following week patiently talking over my Grand Wagoneer virus’ protests to explain all of the reasons why I don’t need this particular truck and why buying a much newer Subaru WRX instead is a much better idea.

A year goes by. Despite declining Eric’s offer, the truck is never far from my mind. I buy and sell the WRX, and a long-term relationship ends roughly around the same time, which is always a particularly vulnerable period for me from a car-buying perspective. During the holidays, almost 12 months later to the day, I text Eric to ask if the vehicle is still available.

He replies yes, and that he is moving out of town and now actually needs to sell. Once he lowers the price, I drive it around the garage for roughly three minutes, and suddenly I’m a Grand Wagoneer owner.

Dinosaur, Jr.

Here’s a crash course on Jeep’s classiest classic: it first went on sale in the early 1960s, and its general design has changed very little since then. Twin solid axles, leaf springs at all four corners, and an ancient 5.9-liter AMC-built V-8 engine are its hallmarks, as is a reasonably rugged 4×4 system. Over the years the Wagoneer would graduate to Grand Wagoneer status, which by the ’80s meant wood paneling inside and out, a fair approximation of leather upholstery, and the kind of effortlessly comfortable on-road comportment that seems mechanically impossible if you’re at all familiar with the extremely basic nature of the vehicle’s construction.

That’s the 30,000-foot view of Wagoneer country. Now that I’m down in the trenches, however, and have been driving my Jeep for a couple of months, I’m starting to discover a number of hidden details about the SUV that can’t necessarily be gleaned from a spec sheet.

The most shocking surprise of my time in the Grand Wagoneer so far has been its fuel consumption. I read all of the warnings, but until you’re staring 9-miles-per-gallon in the face it doesn’t quite sear its way into your psyche. My best road-trip mileage so far has been 11.9 mpg, according to the app I’m using to document how much I have to spend at the pump before Exxon starts sending me a Christmas card, but single digits are the average, and I’m trying not to cry as I write this sentence.

That humbling thirst comes in exchange for the modest reward of roughly 130 horsepower from the Jeep’s slow-to-rev iron block eight. The first time I floored the gas in an attempt to pass on the highway, absolutely nothing happened, outside of a louder wheezing sound emanating from under the hood. I have since learned that the truck’s two-barrel carb setup isn’t exactly tuned for bursts of acceleration, and instead works in concert with a slew of anti-smog controls to strangle the engine’s output. Passing in the Grand Wagoneer is more chess game than anything resembling athleticism, but the flip side of this deficit is that I drive in a more relaxed manner when behind the wheel since, let’s face it, I’m not going to get anywhere quickly regardless of how hard I stab the accelerator.

Further enhancing my calm is the fact that the Jeep’s steering setup only vaguely represents the intersection of my wheel inputs and the wanderings of its beefy front axle. It’s less like being at the tiller of a ship and more akin to using a single oar to guide a multi-ton barge through a vat of Jell-O, during a minor earthquake. Initially the experience was off-putting, but somehow I was able to learn how to automatically adjust for the Grand Wagoneer’s willingness to course-correct on its own by subconsciously feeding in minor wheel adjustments on a near-continual basis. I can compare the experience to finally getting your sea legs—once it happens, you begin to wonder what the fuss was about in the first place.

Retro city

Putting aside the drivetrain and chassis, another eye-opener for anyone coming from a modern vehicle is just how incredible the sightlines are from the Jeep’s driver’s seat. You are surrounded by railroad observation car levels of glass in this rig, with the thinnest of pillars front and rear conspiring to allow as much light into the cabin as possible. It’s an absolute delight when transitioning from the heavily-armored pillboxes that meet modern safety regs, and while I know I am fated to die in almost any wreck (although not before my lap-belt-only rear seat passengers), it’s lovely while I’m here.

Other quirks abound throughout the Grand Wagoneer’s interior. The tailgate has no exterior handle—you have to roll down the window (either with the key in the lock at the back, which works on my Jeep, or from the switch up front, which doesn’t), and then reach in to unlatch it. The back seat unstraps itself from the floor and tumbles forward, but only so far as it can lean against the front two buckets, freeing up a bit more cargo space that’s constantly under gravity’s sword of Damocles.

The air conditioning is fully functional, with the row of four vents at the bottom of the dashboard giving me the coolest knees in town. The glove compartment is mounted at the center of the dash and contains just enough room for a few audio cassettes and the registration. There’s no center console, so you’re either balancing a beverage in your lap or trusting its safety to the 3 mm of circular lip on the glovebox door.

Speaking of tapes—the deck in my Jeep works quite well, especially after I replaced the original paper cone Jensen speakers in each front door (and at the back of the cargo compartment, where they fire directly into empty space). I’ve gone on something of a scavenger hunt for missing analog links to my musical past, and suddenly that clattering pile of plastic at each and every thrift shop doesn’t seem quite so silly anymore.

Infatuation comes standard

I didn’t expect to enjoy driving my Jeep Grand Wagoneer as much as I do. Rather than coming across as a crude curiosity that is a handful in traffic and a headache on a road trip, the SUV somehow transcends the sum of its ancient parts to create an easy to live with personality that I could never have guessed was part of the GW package.

I make up excuses to roll down the rear glass (despite the owner’s manual warning me, correctly, that this exposes me to deadly carbon monoxide fumes) and cruise around in the woody. It’s comfortable even when chattering over Montreal’s horrendous potholes, and remarkably solid-sounding, despite needing an adjustment to keep the tailgate snugly in place.

It puts more smiles on more faces than any vehicle I’ve piloted in recent memory. It has the patina of an aged warrior, with the single stage brown paint faded at the edges just enough to let you know it’s lived a little, but managed to avoid any permanent damage in the most pit.

But now that it’s being driven almost every day, I’m starting to feel the effects of its absurdly inefficient drivetrain on a more regular basis, which has lead me down an Internet rabbit hole of research into the various methods out there (aftermarket fuel injection, improved electronic ignition, different camshafts) to improve its crippling taste for crude.

Perhaps a more radical solution: an LS engine swap. Initially, I was reluctant to consider cutting the still-beating heart out of a legitimate, nearly rust-free survivor. For roughly $5k, however, this would likely triple my horsepower and double my fuel mileage, all while dramatically improving the reliability of the truck. That’s not all that much more than the keep-the-AMC-mill solutions would run me, with considerable advantages to go with it.

It’s still early going in our relationship. Will I still be loving the Grand Wagoneer‘s unique character on a regular basis six months from now, or will I be hankering for mod-cons? Is it worth transforming a classic into a tow rig for my other classic, or should I be focused on safety and overall reliability rather than falling in love with an aging workhorse?

One thing’s for certain: I’m definitely going to spend as much time as possible behind the wheel this summer in a bid to find out.

The post I bought a 1987 Jeep Grand Wagoneer, and now I’m in love appeared first on Hagerty Media.

How times have changed for the Toyota Land Cruiser FJ40. Once upon a time, the FJ40 was an old farm hand, a rugged master of function that may have lacked modern amenities but could always be counted on to get the job done, even if that job was on another continent—and maybe even featured on the pages of National Geographic. (That’s where I remember first seeing one, anyway.)

Today the FJ40 is an auction fixture, often over-restored and generally living the good life as a collector vehicle, its hill-climbing days in the rear view. Similarly, it seems the classic FJ40’s values have also leveled off.

The 4×4 utility vehicle, a Japanese version of the famed WWII-era jeep, was launched in 1960 and began being imported to the U.S. in 1963. Within two years, the FJ40 Land Cruiser was the best-selling Toyota in America, and it wasn’t even close. Cosmetically, the FJ40 didn’t change much through the years. Available with an open body or fully enclosed, it was essentially the same truck from the beginning to end, except for some evolutionary mechanical improvements and a slight drop in horsepower in the mid-1970s. Production ended after 1984.

As FJ40s reached the secondary market, it became very common for owners to take on engine swaps, most notably by replacing the FJ’s stock six-cylinder power plant with a small-block Chevy V-8. The Chevy engine certainly yielded more power, but Toyota’s six –essentially a reverse-engineered 235-cubic-inch Stovebolt-six Chevrolet engine that produced 135 horsepower–was virtually indestructible.

When classic FJ40s began to trickle into major auctions and high-end restorations found willing bidders with lots of cash, prices shot up and FJ40 owners across the country began to cash in. Potential buyers had plenty to choose from, and prices came back down to earth. Since 2016, a Land Cruiser FJ40 in #2 (Excellent) condition has fallen an average of 7.6 percent to $47,375.

For comparison, the average value of a 1968 FJ40 in #2 (Good) condition is $49,100, while a 1975 model in similar condition has an average value of $44,800.

Meanwhile, the Hagerty Value Rating for a 1968–84 FJ40 is 62, which is unchanged from last month. [The data-driven Hagerty Value Rating is based on a 0–100 scale and considers the number of vehicles insured and quoted through Hagerty, along with auction activity and private sales results. A 50-point rating indicates that a vehicle is keeping pace with the overall market. Ratings higher than 50 show above-average interest, while vehicles with a sub-50-point rating are lagging. The HVR is not an indicator of future collectability, but it says a lot about what’s trending hot and what’s not.]

According to Hagerty valuation analyst John Wiley, although FJ40 values are down overall, interest is growing among younger enthusiasts. In 2018, the number of Millennials quoting the FJ40 increased by 2 percent to 16 percent of all Land Cruiser quotes. Gen-Xers remain the vehicle’s biggest fans and accounted for 47 percent of all quotes in 2018 (unchanged from 2017). Overall, the number of quotes increased 9.5 percent from 2017 to 2018, and the average quote value increased 2.6 percent to $27,082 in 2018. That dollar amount is significantly lower than the FJ40’s average #2 value, regardless of model year, which means there are still some deals to be had on lesser-condition Land Cruisers, if you can find them.

“With the FJ40 market settling and demographics shifting,” Wiley says, “now might be a good time to look for one.”

And if something newer is more your flavor, there’s always the beefy, FJ40-inspired FJ Cruiser, which has its own energetic following.

The post As the Toyota FJ40 market settles, now might be the time to buy appeared first on Hagerty Media.

Bookending the Hyundai Palisade full-size SUV introduced a few months ago, the Korean automaker filled in the slot at the other end of the SUV market with the world debut of the subcompact Venue, today at the New York International Auto Show.

The entry-level SUV wears Hyundai’s new face, first seen on the Kona, and the rest of the vehicle has a strong family resemblance to the other six SUVs the company offers, with accented wheel arches and a character line that extends into the rear tail lamps. Steel 15-inch wheels are standard, with optional 17-inch alloy rims available.

Riding on a 99.2-inch wheelbase, the Venue is 158.9 inches long, about five inches shorter than the next-smallest Hyundai SUV, the Kona. Cargo capacity is 18.7 cubic feet, which opens up to 31.9 cubic feet with the 60/40 split and flat-folding rear seat folded down. A dual level cargo floor can accommodate taller items when needed.

Recognizing that many small businesses use SUVs, Hyundai is hyping the Venue as “empower(ing) urban entrepreneur lifestyles,” with references to farmers’ markets and musicians’ equipment. Small business owners or not, consumers today expect the latest technology and connectivity features. The Venue comes with an 8-inch color touch screen for controlling the infotainment system that features standard Android Auto and Apple CarPlay.

Optional tech features include navigation for that 8-inch screen with real time traffic information, Bluetooth for hands-free phone operation, and the Blue Link Connected Car System integrated with Amazon Alexa and Google Assistant so you can use your Amazon Echo or Google Home device to start your car from home with a voice command. Other tech options are dual USB ports with fast charging, a rear camera, heated front seats and side mirrors, and a 3.5-inch TFT digital instrument cluster display.

Advanced safety and driver assist systems include camera-based forward collision avoidance assist, lane keep assist that senses road markings, blind spot collision warning, driver attention warning that monitors for driver fatigue and inattention, rear cross traffic alert, and drive modes with a new snow mode.

The Venue will be powered by Hyundai’s 1.6-liter four-cylinder that has been upgraded for improved fuel economy and reduced NVH. Changes include optimized port and valve shapes, a cross-flow cooling system, dual-port electronic fuel injection, Integrated Thermal Management System that prioritizes coolant flow for better passenger warming in cold weather and better engine cooling in hot weather, and a High Ignition Energy EGR system with external cooler for better gas mileage.

A six-speed manual transmission is standard while Hyundai’s first in-house-developed CVT is optional. Hyundai estimates 33 miles per gallon on the EPA combined cycle. Power and performance data has not yet been released.

The Venue will be available in eight “fun, youthful colors,” including Denim, which can be matched with a leatherette and denim fabric interior. Shades of the Levi’s Edition Gremlin. Other interior choices are gray or black cloth. Privacy glass, a power sunroof, and a two-tone roof are also optional.

If you’re wondering about the Venue’s name, other Hyundai SUVs have had place names, like Tucson, Santa Fe, Kona, and Palisade. Hyundai named its new little crossover “Venue” to reference a place where people want to be, no matter where they are.

The post The subcompact Venue is Hyundai’s newest, cheapest crossover appeared first on Hagerty Media.

Mercedes-Benz is splitting the luxury SUV market into yet even thinner slices with the introduction of the Concept GLB at the 2019 Auto Shanghai auto show. The three-row, seven-passenger SUV will slot between the GLA compact utility and the midsize GLC.

It appears that M-B will position the production version of the GLB as a larger, more rugged alternative to the “coupe-like” GLA. The 111-inch wheelbase and large greenhouse provide a more spacious interior, while the short front and rear overhangs (overall length is 182 inches) are more suitable for off-road use.

A “muscular” shoulder, rising beltline, and gloss black protective cladding are supposed to accentuate the Concept GLB’s off-road cred, as are front and rear underguard panels, the fronts with integrated air inlets. Inside, “off-road-type” milled aluminum tubes accent the dashboard.  Other tubular brushed aluminum elements carry the rugged look to the center console, and are incorporated into the door handles.

Since it’s nominally a concept vehicle, the Concept GLB has additional features to emphasize its rugged character, including faired-in roof-mounted LED lighting, black roof rails, a roof box at the rear of the vehicle, and aggressive off-road tires that likely won’t be on the production GLB.

The off-road cred is fine for marketing but most potential buyers, who will likely be looking for something to carry their family, will probably focus on the seating.

The GLB is M-B’s first small three-row SUV, with the third row featuring two individual seats that can be folded into the floor for additional storage. The automaker says they are more than just temporary-use jump seats but rather offer enough space for “medium-sized occupants,” which probably means school-age children.

The middle seat, which can also be folded down for more cargo space, has 5.5 inches of adjustable travel for either more cargo space in the back or more leg room for second row passengers. The backrest of the second row seating can also be reclined.

The second row seats have what M-B is calling an Easy-Entry function, with a lever on the outer edge of the backrest that enables the seat to flip and slide forward.

The Concept GLB is powered by M-B’s M260 2.0-liter turbocharged four-cylinder engine with 224 hp and 258 lb-ft of torque, driving through an eight-speed dual clutch transmission. The engine features Camtronic variable valve timing with two-stage intake lifts for lower gas cycle losses under partial load. The pistons have low friction rings and integral cooling ducts. Like most big inline-fours, the M260 has balance shafts, and to make the GLB run even smoother, there is a centrifugal pendulum damper on the drivetrain. Mercedes’ 4MATIC all-wheel-drive system with three selectable modes is standard. Power split ranges from an 80/20 front axle bias in Eco/Comfort mode, to 70/30 in Sport, and in off-road mode the center clutch locks up and power is distributed equally to the front and back axles.

There is no word whether a production GLB will come to the United States, but like the 2013 Concept GLA, the Concept GLB appears production-ready so we’ll likely find out within the next 12 months.

The post The compact, three-row Mercedes-Benz GLB fills a tiny market niche appeared first on Hagerty Media.

After teasing photos of the new CUV duo, Chevrolet finally unveiled the upcoming Tracker and Trailblazer models at Auto Shanghai 2019. The two CUVs, bound for the Chinese market, have a strong family resemblance and share a lot of their design cues with the Chevrolet Blazer. In fact, looking at photos of the Blazer and Trailblazer side by-by-side, the two have nearly identical proportions.

Chevy’s press release was short on details like interior or exterior dimensions or powertrain options, but it looks to us that the Trailblazer, described as a “compact SUV” is a bit smaller than the Blazer. That should put the new Tracker, the even smaller and more sleekly designed of the two, around the same size class as a subcompact. The Tracker’s platform is one designed for emerging markets, so it is unlikely to make the jump to U.S. shores.

Chevrolet sold a third of a million Equinoxes in the U.S. last year, and they’re on pace to sell 350,000 in 2019. Considering their success and the fact that it was totally redesigned for 2018, we’re not sure where the Trailblazer would fit in the brand’s U.S. lineup. However, Chevrolet did note that the Auto Shanghai event marked a “global debut” for the vehicles, and there’s no reason to think China will be the CUVs’ only market.

The current Chevrolet Trax is sold in Russia and South America as the Chevrolet Tracker, so while Chevrolet hasn’t hinted at either of the two new additions to their CUV lineup coming to the U.S., perhaps the naming convention suggests the Tracker will eventually replace the Trax in other markets. If so, it would mean a big move upmarket, as the new Tracker is larger and wears perhaps the best interpretation yet of Chevrolet’s new crossover design language we’ve seen so far.

We reached out to Chevy to clarify the future of these two vehicles fresh off an auto show debut, but representatives would not specify what markets other than China would receive the pair of CUVs.

The post Chevrolet debuts Tracker and Trailblazer at Auto Shanghai appeared first on Hagerty Media.

It’s easier to write a long letter than it is to write a short one—and it’s easier to make a big luxury car than it is to make a small one. Plenty of automakers have foundered on these particular shoals, from Cadillac (with the Cimarron) to Aston Martin (with the badge-engineered Cygnet). Even Lexus has occasionally struggled with the idea; the first-generation ES was assembled like a Grand Seiko but there was nothing particularly upscale about it, while the hybrid HS and CT all too frequently showed economy-car bones beneath translucent luxury skin.

With the occasional Versailles-shaped exception, Lincoln has long held itself above this particular fray, a diffidence assisted not inconsiderably by the long march upmarket of the blue-oval Ford brand beneath it. Like it or not, however, there’s simply too much market—and markup—in the compact side of the luxury SUV business nowadays, so everybody from Acura to Porsche has at least one iron in the fire. That now includes Lincoln, which has fielded the Escape-based MKC since the summer of 2014.

The arrival of a new Escape platform means there’s a chance to revolve the alphanumeric MKC into a properly-named Corsair, which debuted this morning at the New York Auto Show. As you’d expect, the Corsair translates Lincoln’s post-Continental vibe into the compact-crossover format, the same way the Navigator, Nautilus, and upcoming Aviator do for their own segments. If our early look at the vehicle is any indicator, however, Lincoln’s might have managed to build the first true luxury car in the mini-SUV space.

Lincoln’s design director, David Woodhouse, quipped that the Corsair “looks like Monica Bellucci, not like… the Predator,” taking a good-natured swipe at the hyper-aggressive moon-lander-meets-alien styling of the class-leading Lexus NX F-Sport. In truth, the Corsair’s resemblance to Ms. Belliucci starts and ends at the remarkable (and, no doubt, expensive to produce) curvature of the body side stampings. The current corporate nose is more at home on the Continental or Aviator than it is on this modest FWD-platform crossover, while the gloss-black appliques on A- and C-pillar just look unfinished. Woodhouse refers to the Corsair’s silhouette as “anti-wedge”, and it is a bit of a welcome change compared to the relentlessly doorstop-shaped competition.

It’s when you open the doors, however, that the Corsair truly shines. The materials are first-rate, the sliding rear seat performs the same magic here that it does in the Escape, and there’s a Revel sound system to take the sting out of long commutes. It’s remarkably similar to what you’d get in a Navigator or Continental, which amounts to a minor miracle in this segment. While the Black Label trim which elevates those bigger vehicles into extravagance won’t be making an appearance—Joy Falotico, Lincoln’s preternaturally composed president, describes it as “not a good fit for this size vehicle”—there’s a radical-looking “Beyond Blue” interior which, frankly, makes the Japanese-branded competition look like taxicab-spec Camrys in comparison.

The Corsair is so unapologetically luxurious that one can’t help but wonder if the larger, and more popular, Nautilus (nee MKX) won’t suffer by contrast. “The Nautilus is wider, larger, and more powerful,” Falotico notes. “We expect it to continue as a volume leader.” Truth be told, if you don’t absolutely require the 2.7 twin-turbo V-6 from the Nautilus, the Corsair might be all the Lincoln you need, particularly when specced with the 280-horse 2.3-liter turbo four.

We’re told the Corsair will be exceptionally quiet, and that it will do everything from help steer around collisions to park itself at the touch (and hold) of a single button. As with the Navigator, the instrument panel has been replaced with a single large LCD capable of displaying animations for the five different drive modes. You’ll also be able to use your smartphone in place of a key. Barring any other new introductions between now and the Corsair’s arrival this fall, it should be the most completely equipped and most luxurious offering in the segment.

It’s tempting to conclude that Lincoln’s finally cracked the small-car luxury code… but who’s going to buy it? A company representative suggested that it might be popular with female buyers who are “hitting their career stride” and might want a “quiet moment” in traffic, but the other, and likely more numerous, segment mentioned was the “empty-nest” crowd.

The irony of this targeting is that it was the older Generation X buyers who were the first to abandon Lincoln (and Cadillac) en masse for BMW, Mercedes-Benz, and Lexus. For many of them, the Corsair will be the first Lincoln they’ve ever seriously considered. Happily for them, and for Ford, this looks like an exceptionally competent effort. Which sounds like faint praise, until you remember: it’s easier to make a big luxury car than it is to make a small one.

The post Lincoln’s slick Corsair flirts with boomers, escapes its predecessor appeared first on Hagerty Media.

Well, that didn’t take very long, did it? Jeep celebrated “4×4 Day” yesterday (April 4) by taking preorders for a special Launch Edition of the new Gladiator pickup truck, set to arrive at dealers later this year. Just 4190 examples of the special-edition Jeep truck will be made (in honor of Jeep’s Toledo factory in the 419 area code) and if you didn’t get in line yesterday, you’re out of luck. Tim Kuniskis, who heads the Jeep brand for FCA, announced that the Launch Edition sold out in just one day.

The 2020 Gladiator Launch Edition starts out with loaded Rubicon trim and can be identified by its body color removable hardtop roof, body color fender flares, and a forged aluminum “One of 4,190” tailgate badge. It will come with 17-inch black alloy wheels specific to the Launch Edition, LED head and tail lights, adaptive cruise control, keyless entry, and black leather seats with contrasting red stitching. Driver assists include a front trail camera, blind-spot monitoring, and rear park assist.

Jeep fans are chomping at the bit to get a Gladiator, if demand for the Launch Edition is any indication. Considering that one can buy an entire Jeep Wrangler (MSRP: $28,045) for not much more than the $27,310 premium the Launch Edition costs over the  Gladiator’s $35,000 MSRP, some folks must have really, really wanted to be the first family on their block with a new Jeep pickup.

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Audi’s first all-electric vehicle since the killed-off, super-low-volume R8 e-tron, the e-tron midsize SUV will have a 204-mile range, according to a company announcement today.

By comparison, the just-announced Tesla Model Y (slated for delivery in early 2020) has at least a 280-mile range. The Jaguar I-Pace has a range of up to 234 miles.

If Audi recognizes the uphill battle it faces with the e-tron’s lesser range than its competitors, the company’s response is to stress that luxury cars are typically driven just 30 miles per day, on average. Audi is also claiming that the e-tron will have the fastest charging in its class, with a 30-minute charge from a public 150 kW charger providing an estimated 163 miles of driving. A quick 10-minute plug-in will give drivers about 54 miles of range. (Enough to hopefully make it home and plug in some more.)

Owners of the e-tron will also get 1000 kWh of charging, or about 2000 miles worth, at Electrify America’s public charging stations. That’s included in the cost of the vehicle.

From a utility standpoint, the e-tron has 57 cubic feet of cargo space with the rear seats folded, compared to the Model Y’s 66 cu-ft and the iPace’s 51 cu ft. With an optional towing package, the e-tron will be able to pull up to 4000 pounds. Air suspension is standard.

Powered by a 95-kWh battery pack, the e-tron has an electric motor on each axle to provide what Audi is branding “electric quattro all-wheel drive, ”with a total of 355 horsepower. In Boost Mode, which lets the motors draw the full level of current available from the batteries, that rises to 402 hp, allowing the e-tron to get to 60 mph from a standing start in just 5.5 seconds. Audi also touts its “revolutionary” cooling system that separates the battery modules from their cooling fluid.

Audi’s MMI infotainment system has been upgraded for the EV to display the SUV’s range on the navigation maps as well as suggesting where to recharge along your route. That information can also be displayed on the driver’s cockpit display. The e-tron is the first Audi to feature an integrated toll module, compatible with the EZ Pass system, so you won’t have to mount a transponder on your windshield. Also built in is advanced vehicle-to-infrastructure (V2I) technology like Traffic Light Information and Green Light Optimized Speed Advisory. Advanced driver assists include Audi’s thermal-imaging-based Night Vision Assistant.

Another built-in feature is Amazon’s Alexa so you can order things or listen to ebooks while you drive. Audi is also partnering with Amazon’s Home Services division for the sale and in-home installation of Level 2, 240 volt, NEMA 14-50 chargers, which will be able to fully charge the e-tron in nine hours.

The e-tron will arrive at dealers in May, with deliveries to reservation holders to start at the same time. The electric SUV will start at $75,795, before any federal or state tax incentives.

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Following the successful “Polestar Engineered” edition of the Volvo S60, which sold out in less than an hour, Volvo Cars USA is expanding the 415 horsepower performance and styling package to the XC60 SUV and V60 station wagon.

The XC60 T8 Polestar Engineered and V60 T8 Polestar Engineered models start with the T8 drivetrain, which is based on an inline four-cylinder gasoline engine with both a turbocharger and supercharger, plus an electric motor on the rear axle. All together, the T8 system makes 400 hp. The powertrain is then recalibrated to add 15 horsepower and 22 lb-ft. Throttle response sharpens, while handling improves by diverting more power to the rear electric motor.

Famed suspension maker Öhlins supplies its dual flow valve struts and shock absorbers as well as a stiffening brace between the front struts. Stopping power is provided by Polestar’s signature gold-colored, six-piston brake calipers. Enhanced brake cooling comes courtesy of unique Polestar wheels, shared with the S60 variant.

These models will be distinguished on the outside with a blacked-out grille, black chrome exhaust tips, fender flares, and Polestar Engineered badging. The charcoal colored interior is highlighted by aluminum mesh panels with seating that combines Nappa leather with open-grid fabric. Leather also trims the steering wheel and gear shifter. Another trademark Polestar element, gold colored safety belts, provides contrast to the dark upholstery.

We’ll have price and availability information when Volvo releases it.

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The 1959–71 Land Rover Series II/Series IIA is a rugged off-road vehicle known for its ability to overcome obstacles and climb hills. Its values have done nothing but climb too.

In fact, the value of a Series II/Series IIA in #2 (Excellent) condition has never slid backwards since Hagerty started tracking it—not even a smidge.

“The Series II Land Rover is the one that solidified the company’s reputation for utility, and it’s the reason why you think of a Land Rover when imagining an African safari or trek through the Australian Outback,” says Andrew Newton, Hagerty’s valuation editor. “It also established the barrel-sided shape worn by Land Rovers well into the 21st century and, since they weren’t sold in large numbers in the U.S., there’s something a little exotic about a Land Rover, compared to the equivalent Jeep or Land Cruiser.”

The median #2 value for Land Rover Series II/IIA models has increased 18 percent in the past two years, standing now at $39,000. Series II and IIA values increased by almost 2 percent across the board in the last two months, which is a larger increase than most other vehicles in the we track.

Some history: Rover designer Maurice Wilks had been using an old military Jeep on his farm, which gave him the idea to build a similar vehicle for Rover. He constructed the 1948 Rover body in alloy because steel was rationed in postwar Britain, but he continued using aluminum even after it became more expensive than steel.

The Series II included a wider track (distinguished by the curved upper edge of the body rather than the totally flat sides of the Series I) and a larger 2.25-liter engine. The Series II 88 is the shorter, two-door-only model (88-inch wheelbase), while the Series II 109 is the longer, two- or four-door model (109-inch wheelbase).

Series IIA came out in 1961, and by 1968, the 109 models has a 2.6-liter straight-six gasoline engine. Engines included a 2052-cc diesel or gas four-cylinder, a 2286-cc diesel or gas four, and 2625-cc gas six. Body styles for the 88 were a two-door soft top and two-door wagon, while 109 body styles included a two-door pickup, two-door soft top, two-door wagon, and four-door wagon. For 1969, the headlights moved outboard instead of on either side of the grille.

The median value for a soft top is 2.2 percent more than the wagon, and the median value for a gasoline engine is 6.2 percent more than a diesel.

The most valuable IIA 88 models are two-door soft tops with a 2286-cc/77-hp gas engine, specifically 1962–68 models. Average values are $58,500 in #1 (Concours) condition, $44,900 in #2 (Excellent) condition, $31,300 in #3 (Good) condition, and $13,000 in #4 (Fair) condition.

The least-expensive 88s are early-Series II two-door wagons with a 2052-cc/51-hp diesel. Average values are $52,500 in #1 (Concours) condition, $38,900 in #2 (Excellent) condition, $27,200 in #3 (Good) condition, and $12,500 in #4 (Fair) condition.

The most expensive 109 is the 1968 two-door soft top with 2625-cc/94-hp six-cylinder. Values are $56,500 in #1 (Concours) condition, $43,400 in #2 (Excellent) condition, $30,200 in #3 (Good) condition, and $12,500 in #4 (Fair) condition.

The least expensive 109 is the early-Series II (1958–61) two-door pickup with 2052-cc/51-hp diesel. Values are $45,800 in #1 (Concours) condition, $35,100 in #2 (Excellent) condition, $24,600 in #3 (Good) condition, and $10,100 in #4 (Fair) condition.

Recent auction results include $31,360 paid for a 1965 Series IIA 88 at Bonhams’ 2019 Scottsdale sale. Newtons says the Rover was in #4+ condition but sold for #3 money, and it was the third-highest price paid for this model in the last three years. At Mecum’s Phoenix/Glendale sale in March, a #3- example sold for #3- money, as a 1967 Series IIA went for $15,400. Of the 11 examples inspected by Hagerty at auction the past three years, Newton says eight of them were in #3 (Good) condition.

Insurance quoting activity, which is a strong indicator of overall interest, is also up for 1959–71 Land Rover Series II/Series IIA vehicles. “The 12-month average of quoted values steadily increased 37 percent from 2016 to a peak of $27,500 in November 2018,” Newton says. “From late 2018 to early ’19, there was a 15.6-percent increase in the number of quotes.”

Gen-Xers quote Land Rover Series II/IIA models the most, making up 43 percent. Millennials only make up 17.1 percent (versus 20.9 percent across the entire market). However, in the last six months the portion of quotes from Millennials increased 55 percent (from 11 percent to 17.1 percent).

In other words, with relatively young buyers increasingly entering the fray, the Series II looks like it will keep climbing. No surprise there.

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What’s the best-selling Ford passenger vehicle in America? Everybody knows the answer to that question—the F-Series!—because it’s also the answer to “What’s the best-selling passenger vehicle in America, period, point blank?” Let’s try a tougher one. What’s the second best-selling Ford passenger vehicle?

The answer to that question has traditionally served as a reliable barometer of the automotive zeitgeist. It was “Fairmont/LTD” through the 1970s and ’80s, then it was “Taurus,” then it became “Explorer.”

Today, it is “Escape.” Hard to believe, right? The unassuming little wagon began as an afterthought take on the contemporaneous Mazda 626, clad in Millennial-Ford jellybean anonymity and frequently sporting a sad pair of matte-grey bumpers which gave the Escape’s face a look of deep and abiding sorrow. It seemed born to be a used car and resembled nothing so much as a Renault Twingo upsized for American freeways.

Yet it was the right car at the right time, a CR-V competitor available from hometown dealerships and frequently priced at the bleeding edge of affordability. An ambitious styling job for the third generation promoted the Escape from “basic transportation” to “mildly desirable,” but the old one had already broken the quarter-million annual sales mark. It’s now cruising at 300K per year, which puts it comfortably ahead of both sagging Explorer and failing Fusion. Like it or not, the Escape is now very important—to the dealers, to the accountants, to the Louisville Assembly Plant.

With the 2020 model, Ford is now acknowledging that importance in ways that are impossible for an automaker to fake, and ones that are consistent with the company’s oft-discussed move to mildly premium market positioning. Start with the powerplants: The standard-equipment three-cylinder 1.5L turbomotor is only 10 horsepower short of the optional 190-hp 1.5L four-banger in Honda’s CR-V, and a two-liter turbo four takes that up to 250 hp. There are now two hybrid variants, one of which is a plug-in with 30 miles of full-electric range.

All four of these powertrains have an easier task than their predecessors, thanks to curb weights that are generally more than 200 pounds lower. Ford credits high-strength steel and more extensive use of aluminum for some of the reduction; we’ve also heard mutterings about lower levels of sound insulation. The company also says that the two-liter turbo variant can tow 3,500 pounds, although that is likely to be of more interest to European customers than it is in the Land Of The Free where you can often lease an F-150 for less money than you’d pay for a top-spec Escape.

Inside and out, the new Ford is handsome and sleek, if slightly cross-eyed and piscine when viewed from some angles, much like the new Mustang from which the general idea of this front fascia is derived. The interior boasts a full suite of luxury options, including a heads-up display and a B&O sound system. A second-generation self-parking mode requires much less driver feedback than the one that debuted on the Flex a decade ago. The Evasive Steering Assist is claimed to aid drivers in avoiding stopped or slow-moving vehicles ahead.

The interior is suitably premium as well, with brushed-metal accents everywhere and an available full-width LCD instrument panel. Owners of recent-generation smartphones will be able to unlock, lock, locate, and start their Escapes through an app, and we cannot imagine that anything could ever go wrong with that particular feature.

Ford’s rather bizarre press-preview event for the new Escape involved dragging hapless autowriters down the “Main Street” of “Escapeville,” a series of facades laid onto existing buildings, each of which touted a particular excellence of the 180-inch crossover. This might have been a slightly hyperbolic acknowledgement of the Escape’s critical contribution to company coffers, but a more practical one can be found in the sliding rear seat. Moved all the way back, there’s a Suburban’s worth of legroom on offer for growing children. Shoved forward, the resulting extra cargo space will accommodate a full-sized dog crate for your “furbaby.”

If you want room for both… too bad. Escapeville is not a place where all your dreams can come true; that’s for the folks who can stretch to the new Explorer, an example of which was glowering handsomely at the citizens of Escapeville from a parking spot near the “SUV-ou-sel.” It’s hard to imagine anybody buying an Escape if they could get an Explorer, but that was also true for the Fairmont and the full-sized LTD.

Don’t worry. Ford has always done good volume, and made decent money, selling small family cars to the middle class. Once upon a time, that meant Model T. Today it means Escape—although for many of its owners, the name will be a caustic commentary on the fact that they would rather slip the surly bonds of earth and land behind the wheel of an F-150, preferably one with Platinum or Limited trim. And why not? It’s the best-selling passenger vehicle in America.

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We recently reported, based on information presented at a Ford dealer meeting, that the new Ford Bronco will have a removable roof to go with its removable modular doors. Motor Trend‘s detectives have now uncovered a possible clue to how that roof might work, according to an application by Ford Global Technologies for a German patent. The plans detail a three-roof system, so to speak,with two retractable fabric covers beneath the removable hardtop.

The two cloth covers fit in a framework that itself is removable, allowing a choice between a mesh sunscreen and a more solid woven fabric that presumably will provide some protection from rain. The covers can be fully opened, or partially retracted if the driver wants more sun than the folks sitting in the back.

Once you arrive at your destination, the fabric panels can also be extended beyond the back of the vehicle, where they can be supported by portable stakes, to make a protective awning. You may recall that the late but unlamented Pontiac Aztek had a fold-up tent you could attach to the back of the vehicle, though this would be a much more basic shelter.

The new Bronco will be competing directly with the Jeep Wrangler, and while the Wrangler does have an optional soft top that can be installed when the hardtop is removed, Ford appears to be trying for something more convenient. The system may work simply from the user perspective, but the mechanism looks robust, so it will likely be an extra-cost option if it actually is offered on the Bronco.

This is, of course, speculative. Ford isn’t saying anything publicly about the Bronco’s roof. We’ll just have to wait until late next year, when the new Bronco launches, to see if the retractable fabric roof panels make it to production.

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Was Lincoln’s decade-long experiment in nonsense nomenclature a brilliant strategy to restore luster to tarnished nameplates, or was it an Acura-esque, Me-Too-Iguana attempt to imitate the Germans? We may never know. What’s important is the brand which once befuddled customers with an MKS/MKC/MKX/MKZ/MKT lineup now gratifies them with names which suggest the romance and excitement traditionally associated with the purchase of a prestige automobile. MKS yielded to Continental a few years ago, the MKT replacement is an Aviator, MKX customers are now directed to the Nautilus… and of course the Navigator was always far too important and profitable to ever be sullied with something like “MKExpedition.”

That leaves us with the MKZ compact sedan (which should become a Zephyr, but in this crossover-centric era is likely to simply go away instead) and the MKC compact crossover. The Escape-based MKC has been a steady volume driver for Lincoln over the past five years, but its nearest rivals from Acura and Lexus each sell more than two units for every MKC that leaves the showroom. There’s clearly room for improvement here.

Luckily for Lincoln, there’s a new-generation Escape on which to base an MKC successor. If insider information recently provided to Hagerty is correct, the aforementioned Escape will feature significant reductions in sound and vibration dampening, suggesting it’ll be more aggressively priced and positioned against the competition from Honda and Toyota. Expect Lincoln’s new crossover, now called “Corsair,” to have a little more clear air between itself and the previously premium-ish Ford from which it’s derived.

Spy shots of the new car indicate that it follows the general style of its Aviator and Nautilus siblings. Look for a small range of turbocharged four-cylinder engines, with the possibility of a hybrid option. The existing MKC was already well-integrated into the Lincoln lineup, featuring a Black Label trim level with multiple “themes,” and it’s unlikely that the Corsair will be any different.

Current MKC pricing structure offers a $35,000–$45,000 transaction range; the Corsair should bump that by a few grand at most. Unlike the Navigator and Aviator, which face relatively limited competition from a narrow range of brands, Lincoln’s little crossover will be cross-shopped against approximately a dozen offerings ranging from the small but jewel-like Lexus NX to the street-styled Chevrolet Blazer. The Corsair’s truest competition, however, is likely the new Cadillac XT4, which will shortly be adopting that brand’s torque-based engine designation scheme. Can the Corsair, which is named after a lightweight pirate ship, benefit from Cadillac’s doubling down on alphabet-soup badges, or will it confuse a buyer base which had finally habituated to MKSomethings? Let’s hope for the former; in the opinion of this author, it’s long past time for the numbers-and-letters crowd to walk the plank.

The post Lincoln’s Corsair SUV makes alphabet-soup names walk the plank appeared first on Hagerty Media.

“How many things there are here that I do not want!” That’s what Socrates supposedly told a companion as they strolled through a bustling marketplace, but after 32 years working in one facet or another of the automotive industry, I often find myself saying, “How many things there are here that I do not know!” Which is fine, because the last person to understand the car biz in its entirety was probably Karl Benz. 

What worries me more than what I don’t know is that long list of facts and figures which seem to be universally unknown. Consider, if you will, the following: What is the true cost of building and selling an automobile? You would think that someone knows the answer to that question for, say, the 1984 Ford Tempo LX sedan. All the bills have been paid, all the warranty work has been done, all the lawsuits are concluded. What did Ford really pay, from cradle to grave, for each Tempo? Surely there is someone in accounting who has that number, right?

Wrong. Even if you could properly measure all the costs involved, you wouldn’t be able to get anyone to agree on how they should be assigned. The cost to develop the Chevrolet LT1, for instance, was nontrivial. How would you divide that cost across vehicle lines? The traditional method is by distribution percentage, but doing so fails to consider that LT1 was critical to the continued success of the C4 Corvette while making almost no difference whatsoever to would-be owners of the Buick Roadmaster. (Original owners, that is; for those of us buying and selling the “Beige Bettys” in 2019, the presence of an LT1 will be the first question asked.) 

Let’s not even get into the mechanics of CAFE, import quotas, and other externally-imposed costs. It’s generally agreed that the 1981 Escort was a financial catastrophe, while the 1981 Town Car was a roaring success—but that obscures the fact that Ford needed to sell about two Escorts for every Town Car, just to balance the CAFE books. From a financial perspective, you might say that the American side of the “World Car” Escort program was simply a negative line item on Town Car P&L. 

You get the idea. Nobody knows what it costs to build and sell a car. Which means, in turn, that new cars cannot be priced on any kind of cost-plus-profit basis. As old Polonius said, it follows therefore, as night doth day, that the pricing of new cars must be set almost entirely by marketing considerations. You don’t sell a car for what it costs to build; you sell it for what people will pay. Those of you who made it through ECO101 in school will nod your heads condescendingly at this point: “Yes, dummy, that’s how it works.”

Ah, but it’s not as simple as ECO101. There’s no simple demand curve. There was a year in human history where the Mercury Villager was the hottest minivan on the market, with most examples staying in dealer inventory for just a week or two before finding buyers. The mechanically identical Nissan Quest was showroom poison, even though:

1. It was cheaper
2. At the time, Nissan was understood to have a LOT more brand equity than Mercury.

Riddle me that, armchair economists, because there’s no rationality in this rational market.

My favorite example of pricing schizophrenia, however, is the curious case of the “prestige” SUV, as observed from 2000–19. Let me ask you a few questions. No cheating, and no searching. Just answer from your own preconceptions.

1. Which one cost more in 2000: a mid-sized BMW sedan or the equivalent SUV?
2. What about the same products from Mercedes-Benz?
3. How about in 2019, for both manufacturers listed above?
4. Which cost more in 2000: a mid-sized Ford sedan or the equivalent SUV?
5. And today, in 2019?

Here are the answers:

1. The 5-series sedan was more expensive than an X5, adjusted for equipment.
2. The ML350 SUV was MUCH cheaper than the E350 sedan.
3. BMW charges more for an X5 than it does for a 5-series sedan now; for Mercedes-Benz, the prices of SUV and sedan are almost perfectly equal. 
4. The SUV, obviously, by 50 percent.
5. The SUV, obviously, by about 30 percent. 

It gets weirder. Euro-brand luxury SUVs are far, far cheaper than their sports car or sedan equivalents. Bentayga, Urus, Cayenne—they’re the entry points. Rolls-Royce prices the Cullinan with the small Ghost and Wraith, not with the Phantom. As I discussed last week, the Audi Q8 is something like 20 grand cheaper than the equivalent A8. On the American side of things, however, the Navigator and Escalade are vastly more expensive than their sedan counterparts, and the Jeep Grand Cherokee Trackhawk is, by far, the most expensive way to buy a 707-horsepower FCA product. 

As a consequence of the above, we find ourselves in a market-price bizarro world where the base Bentley Flying Spur costs four times more than a base Lincoln Continental, but the equivalent Bentayga is just $35K more than a loaded Navigator Black Label. That ultra-premium, limited-edition Cadillac CT6-V “Blackwing” driven by Ray Donovan on Showtime? It will be cheaper than the mid-grade Escalade your neighbor uses to take her kids to swim practice—and that Escalade, in turn, will cost more than the swanky Mercedes GLS550 sitting in the driveway of the next house over. 

How did this state of affairs come to pass? Why are American-brand vehicles seemingly sold by the pound (or the vertical inch) while the Europeans seem to think the larger vehicle is often worth a substantial discount over the equivalent sedan? Does this reflect the quality of the products involved? Should it affect your buying decision, or change your brand loyalty?

I can’t claim to have the definitive answers to those questions—but I do think that I can at least partially explain how we got to the current state of the market. On the American side, it started in earnest when the product-planning team at Ford noticed the sales mix for the first few years of the 1991–94 Explorer. The Ranger-based SUV was pretty thin gruel, put together partially to address a growing interest in four-door body-on-frame wagons and partially to address the inconvenient truth of Bronco II rollovers, and the top trim level was an Eddie Bauer 4WD at $20,369. This was just $1500 higher than a Ford Taurus LX wagon, and you got considerably more equipment for your money. 

I was working for Ford Credit at the time, and we expected that model mixes would mirror those enjoyed by the outgoing Bronco II—which is to say, XLT would be the main trim level, with XL following and Bauer sales as a minor frosting on the cake. We were wrong. The Bauer took off. Just as importantly, the XLT wagons going out the door were almost all fully loaded. 

Ford responded in two important ways. The first was to introduce the Explorer Limited. The second was to make sure that the primary volume build for the revised 1995 model was the XLT 945A, which cost $29,500 in 4WD trim. That’s a pretty big jump over the $19,602 of the 1991 XLT 4WD. Customers happily paid full sticker—and the race was on. All of a sudden it wasn’t just Jeep which could charge premium money for compact-pickup-sized SUVs. It was everyone. Even Chevrolet, which dragged the S-10 Blazer upmarket into the TrailBlazer.

Shortly afterwards, Cadillac and Lincoln introduced their minimum-viable-product luxury SUVs and found that they, too, sold at full price. Imagine being a Lincoln product planner of the day. You’ve developed the Continental, which is a full-aero-styled modern FWD luxury sedan with a rip-roaring 32-valve V-8, and you have the Mark VIII, perhaps the last truly elegant American car and just as fast as any BMW or Mercedes big coupe—but those engineering superstars have to be supported by massive rebates, while an F-150 with a crass grille tacked to the nose creates waiting lists at the dealers. The original Escalade didn’t even bother to have a different nose; it was a Yukon Denali with the wreath and crest awkwardly applied.

The pattern was then well and truly set. American SUVs were luxury goods, at least compared to their sedan counterparts, and the prices rose to match. At the same time, Mercedes-Benz and BMW were preparing to build and deploy their first-gen SUVs to the market.  Both vehicles were American-assembled and both featured some, ahem, visible cost reductions. They were sold cheap: the ML350 was $33,500 while the E320 sedan was $45,500. I can’t tell you if this was a deliberate strategy or a simple recognition of the fact that the original German SUVs were obviously cut from a lesser cloth than their sedan cousins. 

The net effect, however, was that an ML350 and an Eddie Bauer Explorer cost the same money but an E320 cost fully twice as much as a Taurus LX. Over the two decades that followed, the prices of the German SUVs and the American sedans were gradually adjusted upwards. As a rule of thumb, however, you can expect that a European-branded SUV will seem like a bargain next to its be-trunked counterpart, while an American SUV will seem like a luxury item. This is truest for the truck-based Titanosaur-class entries like the Suburban and Navigator; don’t compare the prices of otherwise-identical Sierra and Yukon models unless you want to feel really bad about your inevitable Yukon purchase.

In the case of the ultra-luxury SUVs, I believe the price break stems from a priggish belief that the SUV product is not a “real” Bentley or Lamborghini or whatever, and that the customer shouldn’t have to pay full price. It’s also driven by a desire to preserve the prestige of, say, the Mulsanne or the Aventador in a market where Veblen rules supreme and it is possible to make a car more desirable simply by inflating the sticker.

In a world where the first ML320 and X5 had been made in Germany with rich leathers and soft plastics, would everybody be paying premium prices for their descendants today? Would Lamborghini have been better-off putting a V-12 in a bespoke chassis for the Urus instead of restyling a Q7 and slapping turbos on the thing? What about the resale market? A decade-old Suburban is worth quite a bit more than a decade-old X5 with a similar Monroney sticker. What does that tell us about the desires of second and third owners? Finally, how much profit, and potential market position, has been thrown away by the European attitude to SUV pricing?

As I wander through these questions like an old philosopher in the market, I can only reply: How many things there are here that I do not know!

The post Why German SUVs were once cheap and American SUVs are now expensive appeared first on Hagerty Media.

The more you know about cars, the less you will understand the Audi Q8, at least upon first impression. The model designation, “Q8,” suggests that it is larger than an Audi Q7 and equal in driving experience to the Audi A8; it is neither. It is designed and proportioned to dwell in some purgatory between SUV and station wagon, yet the seating position is almost pure 2010 Ford Taurus. The technology, equipment, and materials involved are appropriate to an S-Class competitor, but the dynamic experience of driving the thing is strongly reminiscent of what you’d get from a well-optioned Nissan Murano. Not since Cadillac rustled up the first-generation Seville has there been a luxury vehicle capable of sending so many contradictory messages.

Your neighbor, by contrast, knows exactly what the Q8 is. It is an object of desire, an alpha SUV made all the more prestigious by shedding most of the “S” and virtually all of the “U,” the same way that Victorian ladies of quality announced their standing by wearing garments which made it impossible for them to perform any labor. It’s a competitor for the BMW X6 minus that particular car’s hunchbacked unloveliness. Most importantly, it offers more street cred than the brand-new, but fundamentally old-fashioned, A8 sedan while being about 20 grand cheaper.

As tempting as it is to compare the Q8 to the A8 and catalog the many and manifest ways in which the latter is a vastly more satisfying automobile, to do so is to miss the point. We might as well take a time machine back to 1977 and try convincing your grandfather to buy a proper Day-Date instead of that frisky new Rolex Oysterquartz. SUV “coupes” are hot right now. Let’s give this Q8 a fair shake.

As previously suggested, this is probably the best-looking car in its class, particularly when viewed in profile or straight-on from the rear. Inside, there’s no sense even mentioning the competition; the Q8 is an aesthetic tour de force, from the elegant simplicity of its aviation-style “glass cockpit” featuring two stacked glass touchscreens to the enviable quality of the wood trim and rough-finished leather. At night, the headlights and taillights perform a “Knight Rider”-style animation upon remote unlocking, and the interior performs a brief color-wheel trick, flipping the interior LED mood lighting through a few hues before settling down to blue. You could own this car for a decade and never grow tired of the exacting attention to detail evident throughout the cabin. The seats possess an astounding array of massage features and position adjustments, although this author would trade all of it for the unadorned, but correct, thrones of an ‘80s Saab.

With just 335 turbocharged horsepower to move two and a half unladen tons, the Q8 will never threaten specialized vehicles like the X6M, but the eight-speed automatic helps make up the gap with frequent but thoughtful shift choices. The four-corner air suspension, which can be cycled through modes from “offroad” to “dynamic,” is less adept. “Exhibits almost unnaturally good body control over elevation changes,” Managing Editor Eric Weiner stated, “keeping the cabin steady and even. Yet on rough roads it rocks side-to-side, and over large potholes the massive wheels send shockwaves through the whole vehicle.” Photo Editor Andrew Templeton concurred: “The ride quality wasn’t as smooth as I expected.” The most disturbing trick the Q8 performs is an odd bit of self-leveling which takes place after moderate-to-hard stops; the nose will rise, then dip, with no apparent goal in mind.

Releasing the brake a touch upon seeing the nose rise, which is an old chauffeur’s habit beaten into your humble author by years spent ferrying my corporate betters from airport to dealership, causes the auto-stopped engine to restart with a vengeance, inching the nose forward, to which the best reaction seems to be firmer pressure on the brake, which starts the whole rise-and-dip dance again. This is a 48-volt “mild hybrid” car, but for the U.S. market the system is limited to a particularly aggressive auto-stop program.

The cabin noise level, like the ride, is more appropriate to an A4 than an A8. Blame the frameless door glass and the optional 22-inch wheels fitted to our Prestige-trim-level tester. On concrete freeways it can be difficult to hold a quiet conversation. The optional Bang & Olufsen 3D Premium sound system, which is the middle tier of three available configurations, provides good staging and adequate power — although it fails to match the Revel Ultima options in the Lincoln Navigator despite the fact that both systems were engineered by the same team at Harman Audio. Rear-seat passengers who have no desire to chat with their drivers can focus on the effective, if loud, four-zone climate control and the remarkable amount of leg and shoulder room on offer.

Some of that rear legroom comes at the expense of the cargo area, which is somewhat less than what an RX350, or even a CR-V, would offer. It’s best to think of the Q8 not as an upscale family truckster but, rather, as a nice way for two upper-middle-class couples to visit a nice restaurant—the same brief that was once filled in this country by the Cadillac Coupe de Ville, minus the fold-forward front seats.

Former de Ville owners, or Escalade owners for that matter, will be surprised at a few of the Q8’s concessions to modern European nanny-state sensibilities. There is no remote start available and the Audi will shut itself off within thirty or so seconds of being put into Park in most situations. The adaptive cruise is remarkably capable, even if its idea of a safe following distance is enough to accommodate five New York cabbies, but it also requires the driver to frequently reassure it with a wiggle of the steering wheel. As Weiner discovered one frosty morning, the system is also completely defeated by a light coating of winter frost. Should you leave your mobile phone in the cabin after shutting the Q8 down, it may choose to announce that fact in a pleasant artificial voice, loud enough for anyone in the parking lot to hear.

There are a few detail flaws in the execution, albeit minor ones. The steering-wheel shift paddles are cheap plastic—presumably they will be aluminum in the upcoming SQ8. As stunning as the glass touchscreens may be, they become visibly greasy in daily use. The rear wiper is, to put it mildly, incompetent.

None of that matters much once you consider the value proposition. It’s just 67 grand to start, nearly $90k equipped to Prestige level. For that money you get a car with significant family ties to the Bentley Bentayga and Lamborghini Urus, one that stirs envy in the neighbors and interest among the private-school set. It’s cheaper than the equivalent Escalade or Navigator, if considerably less capable in the tow-and-haul department.

Most importantly, the Q8 takes the Audi philosophy of the past 20 years—plenty of design, plenty of tech, indifferent dynamics, weapons-grade suburban desirability—and cranks it up to a reasonably logical conclusion. The cognoscenti can spend the extra scratch for the A8, which is a better car. The horsey types can get an American SUV or a Mercedes GLS. Everyone else will be perfectly happy with this one. Like that first-generation Seville, this is the right product at the right time. Unlike the Seville, the Q8 is a bit of a bargain. That much, at least, we can all understand.

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Porsche today announced the expansion of the Cayenne SUV range to include a Coupé variant. This is no two-door, however—the latest Cayenne is a “coupé” in the same way the Mercedes-AMG GT 4-Door Coupe is (or isn’t). If you thought SUVs were safe from this trend, you were wrong.

Along with a sloping, fastback roofline, the Cayenne Coupé has wider rear doors and fenders to give the SUV a sportier, more muscular look. A panoramic glass roof is standard, with a lightweight carbon fiber roof optional. Airflow is managed with both a fixed roof spoiler and an active rear spoiler. The adaptive rear spoiler deploys at speeds of 54 mph and up, and the glass roof comes with an integrated roller blind for insulation and shade.

I doubt many Cayenne Coupés will end up anywhere near a track, but Porsche is offering three different lightweight sports option packages, and reduced-weight 22-inch wheels.

The Porsche Cayenne is built on the same Volkswagen Group MLBevo platform as the Audi Q7. That means, at least philosophically, the Cayenne Coupé is to the Cayenne as the sportier, roof-chopped Audi Q8 is to the Q7.

To maintain headroom with the lower roofline, the rear seats have been lowered more than an inch. The second row of seating is now only for two passengers rather than three in the standard Cayenne. Cargo capacity in the Coupé is 22 cubic feet with the rear seats up and 54.4 with them folded, which is a fair bit less than the 27.1 cubic feet and 60.3 cubic feet you get in the standard Cayenne. Capacity is 21.2/51.3 cubic feet in the Cayenne Coupé Turbo model, likely because of a high-performance exhaust system.

The base Porsche Cayenne Coupé comes with a 3.0-liter turbocharged V-6 with 335 horsepower and has a zero to 60 mph time of 5.7 seconds, with the sport packages making the vehicle a tenth of a second faster. Top speed is 151 mph. The 541-hp 4.0-liter, twin turbo V-8 in the Cayenne Turbo Coupé propels it to 60 mph in 3.7 seconds, with a top speed of 178 mph.

The Cayenne Coupé and Turbo Coupé will arrive in U.S. Showrooms this fall as 2020 models. Pricing starts at $76,550 for the Cayenne Coupé, with a steep premium for the Turbo Coupé, which starts at $132,350.

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Every affluent neighborhood and booming vacation town in America is packed bumper to bumper with luxury SUVs from the likes of BMW, Mercedes-Benz, and Jaguar. Even Rolls-Royce and Bentley make them, for crying out loud. America’s love of comfy, high-dollar 4x4s is a fairly recent craze, but its roots go way back, further even than Range Rover’s rise in the 1970s, to Jeep.

Yep. Jeep.

To be fair, General Motors essentially invented the SUV when it introduced the Suburban in 1935, but Jeep pushed SUVs beyond utility toward luxury when the Wagoneer made its debut in 1963.

4×4 faithful

The Wagoneer’s production run stretched nearly 30 years and spanned Jeep’s ownership odyssey from Kaiser Jeep to American Motors to Chrysler. Although Wagoneer didn’t change a whole lot in all that time, people tend to consider the Grand Wagoneer of 1984-91 the best of the bunch. The last of the Wagoneers offered a wonderful mix of amenities, power, and utility in a V-8-powered woodgrain box that could go anywhere and do anything.

With the collector market shifting toward vintage trucks and SUVs, Grand Wagoneers have steadily gotten pricier. With the nameplate slated to return on a new Jeep model in 2021, originals will only grow more relevant and desirable.

The first Wagoneer used the same platform as the Gladiator pickup, with two more doors and a back seat. In replacing the Willys Station Wagon, Jeep opted to give consumers something decidedly more comfortable than anything Ford, GM, International, and others sold, but still perfectly suited to working on the farm or going camping. In the years after its debut in 1963, the Wagoneer was the first production 4×4 with independent suspension and the first with an automatic transmission. Power steering, a radio, and air conditioning were other goodies rarely seen in trucks.

Over the years, Jeep added still more features, including Quadra-Trac four-wheel drive, power seats, power disc brakes, and cruise control. The biggest change came with a shuffle in the AMC lineup for 1984 that introduced a line of smaller XJ-body Cherokees and made the Wagoneer name a trim level on the two-door Cherokee. Yet demand for the original Wagoneer, known as the SJ-body, remained so high that Jeep renamed it the Grand Wagoneer and kept building it.

Piling on the luxe—and the quality

Jeep pushed the Grand Wagoneer further upmarket by packing it with features like a power rear window, leather upholstery, and a roof rack. This, of course, drove up the price. The less expensive Grand Wagoneer Custom ditched a few features and the glorious woodgrain trim, but it never really caught on and Jeep discontinued the model for 1985. It dropped the base six-cylinder engine two years later, making the 360-cubic inch V-8 standard.

Chrysler bought AMC and the rights to the Jeep name in March, 1987, but wisely chose not to mess with the Grand Wagoneer. The model remained highly profitable and quite popular despite the age of Brooks Stevens’ boxy design.

Chrysler didn’t tinker much with the Wagoneer—it even kept the same engine—but build quality improved under its stewardship. It added an electric sunroof in 1988, and redesigned the leaky a/c compressor in 1989. It also gave the Wagoneer the same overhead console found in Chrysler’s minivans.

Still, the Wagoneer was on the way out by 1990. Rising gas prices and the start of a recession made a $28,000 (55 grand in today’s dollars) gas-guzzler far less appealing to consumers. It didn’t help that looming federal safety standards pushed Jeep to drop the aging SJ-body. The last Grand Wagoneer rolled out of the factory on June 21, 1991, the last of just 1,560 built for the model year—just a sliver of the 15,000 or so Jeeps built each year. That last batch wore an optional “Final Edition Jeep Grand Wagoneer” badge on the dash.

Demand—and prices—keep ballooning

Given their rarity and reputation for being the best of the breed, 1991 models command the greatest prices, with a condition #2 (“Excellent”) value of $36,900. That’s a premium of more than $4,000 over an equivalent 1990 model, and a jump of 54.5 percent from two years ago. The best of the best condition #1 (“Concours”) examples are worth $62,200.

Maybe it’s the woodgrain, but Grand Wagoneers have only grown pricier. Hagerty has consistently raised values an average of 2 to 6 percent with each bi-monthly update for the better part of a decade. The last two updates saw prices rise 27 percent and 10 percent on average.

With plenty of AMC and Chrysler bits, many things can go wrong on a Grand Wagoneer and you’ve got to keep an eye out for rusty rockers and floorboards, so there can be a wide gap between a rough early Grand Wagoneer and a perfect one. A condition #4 (“Fair”) six-cylinder 1984 model stands at $6,300, while a perfect condition #1 commands nearly six and a half times that: $40,900. A nice driver in #3 (“Good”) condition with some miles and flaws shouldn’t cost you much more than 20 grand.

Buyer interest, measured by insurance quote activity, continues climbing. Hagerty saw a 16 percent increase in quotes during the past year, and long-term prospects look good because Gen X and Millennial buyers make up 41 percent and 25 percent of quotes, respectively.

Grand Wagoneer prices may have seen their biggest surge in recent months, and you can expect continued growth as younger buyers continue flocking to them, Chrysler introduces a new model, and vintage trucks and SUVs grow increasingly popular. Nothing else looks like a Grand Wagoneer, and the truck was something of a status symbol in its heyday. And it offers a remarkable mix of luxury and practicality for a truly off-road-capable truck that’s more than 20 years old.

Everything that made the Wagoneer great back then makes it great today. Time has only made it cooler, and its rising value suggests that climb won’t change course anytime soon.

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The midsize electric crossover market just got a little bit more crowded. Maybe. Mere days after Elon Musk introduced Tesla’s $47,000 Model Y, Fisker Inc. announced an as-yet-unnamed all-electric SUV that it says will be have a range of close to 300 miles and a price below $40,000. The new SUV, which the company says will go on sale in late 2021, is the first of three all-new “affordable” EV models planned.

Fisker is the project of BMW Z8 and Aston Martin Vantage designer Henrik Fisker, whose first foray into the world of new car brands was the short-lived Fisker Karma. Since that brand failed and in 2014 Karma was spun off into a separate Chinese-run operation out of Fisker Automotive’s assets, Henrik Fisker relaunched his namesake brand and promised a sedan called the Atlantic, a sub-$40,000 plug-in hybrid, and an all-electric four-door called the EMotion. None of that came to pass.

Fisker released just a single head-on photo of the new SUV’s front end. Fisker is describing the styling as a “futuristic, elegant muscular look.” The front-end styling is dominated by a “parametric pattern” that looks very much like a grille, although Fisker acknowledges that with reduced cooling needs, an EV does not need a radiator grille, and says the traditional grille has been replaced by a small glass panel covering a radar sensor.

The new SUV will apparently have some kind of retractable roof—Fisker is promising an open-air experience at the touch of a button. “Never-before-seen” technology features are mentioned in the press release but not actually described beyond a large head-up display and an “intuitive user interface” to control unnamed “emerging” in-car tech.

Four-wheel drive, with a motor on each axle, will be “available,” which suggests that like the Tesla Model Y, the base Fisker SUV will come with just two driven wheels. Those motors will be powered by a battery pack with at least 80 kWh of capacity. No performance specifications have yet been announced.

The battery pack will use conventional lithium-ion cells, not the Fisker Solid State Battery technology the company has patented and is developing in-house. Fisker promises that new tech will be capable of more than 500 miles of range on a quick charge. We’ll believe it when we see it.

Fisker says those solid-state energy storage devices will undergo vehicle testing next year. When those battery replacements are ready for production, they will power the previously-announced EMotion luxury sedan, which Fisker now says will arrive following the aforementioned three planned models that will be more affordable.

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With the venerable G-Class SUV approaching the end of the road, Mercedes-Benz finds itself in need of a competitor to the ultra-luxe Bentley Bentayga and Rolls-Royce Cullinan SUVs. Nothing says luxury quite like Maybach, and so Merc will build a Maybach GLS. The ultra-luxury Maybach SUV will be built alongside the standard full-size GLS at Benz’s Alabama facility outside of Tuscaloosa. With a list price of about $200,000, it almost certainly will be the most expensive vehicle built in the United States.

After briefly offering Maybach models as standalone luxury vehicles, Mercedes now uses the Maybach name as the ultra-elite trim level on its most luxurious models, much like AMG represents its highest-performance vehicles.

Dietmar Exler, CEO of Mercedes-Benz USA, told Automotive News the Maybach GLS is a “halo” car representing the pinnacle of luxury, and the name will appear on other models. “We’ll logically extend [the Maybach brand] where it makes sense,” Exler said. “I cannot imagine you will have a Maybach A class. But on the top luxury cars, to have the luxury edition makes a whole lot of sense for us.”

Slapping the Maybach label on an SUV makes a lot of sense because the passenger vehicle market has shifted from sedans to crossovers and SUVs, especially among the affluent. “Luxury SUVs are taking off,” analyst Tim Urquhart of IHS Markit told Automotive News. “It’s what a big section of the market wants.”

Ed Kim, automotive analyst at AutoPacific, agreed. “The ultra-high-net-worth kids want something different, and these ultra-luxury SUVs certainly fit that.”

AutoForecast Solutions predicts that the worldwide market for such elite-tier SUVs will grow from 7500 units sold in 2018 to more than 20,000 by 2023. Small wonder that companies like Ferrari and Aston Martin are planning super-luxe behemoths to compete with those from Lamborghini, Bentley, and Rolls-Royce. Such vehicles can be highly profitable, particularly when based on existing platforms that keep development costs relatively low.

Mercedes-Benz introduced the Vision Mercedes-Maybach Ultimate Luxury sport utility vehicle last year at the Beijing auto show. About 75 percent of ultra-luxury SUVs are sold in the United States and China, and the new Maybach likely will debut in China, with American sales to follow. With a rear passenger compartment described as “loungelike,” the Chinese market, where luxury car owners prefer to be chauffeur driven, is obviously a key target.

The Maybach SUV won’t be built in China, however, due to tariffs and logistics. Mercedes already builds the GLS, GLE, and GLE Coupe at its 6,000,000-square-foot factory in Vance, Alabama, which has the capacity to build more than 300,000 vehicles annually. It makes more sense to build a couple thousand Maybach SUVs there.

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About a year ago, when Mahindra Automotive started building its Willys-Jeep-derived off-road Roxor at an Auburn Hills factory, that facility was hailed as the first new automotive assembly plant in the Detroit area in decades. Now company officials say it will soon need more capacity and hopes to eventually sell fully compliant road vehicles in the U.S. market.

The Roxor side-by-side, which is not legal on U.S. roads and is meant for 4×4 trails, is selling faster than Mahindra anticipated it would. The 150,000 square foot factory in Auburn Hills, is currently assembling about 30 units of the utility vehicles every day.

Since last year, Jeep and Mahindra have been battling it out in court over the Indian company’s right to sell the CJ clone in Jeep’s home market. Mahindra argued that its license to build and sell the Roxor is based on an agreed-upon grille that differed from the trademark seven-slot grille of the Jeep.

That the North American market is important to Mahindra’s corporate direction can be seen from the fact that Pawan Goenka, the managing director of parent company Mahindra and Mahindra Limited, gave some insight into the firm’s U.S. plans to the Detroit News.

Brand awareness is a key place to start. “People were asking ‘Who is Mahindra?'” Goenka said. “We have to do more work to make sure people don’t ask that.” Goenka said that Mahindra’s relationship with Ford could help. Mahindra and Ford work together on SUVs and electric vehicles for emerging markets. It’s a mutually beneficial arrangement, and Ford wants to expand its market share in India and Mahindra wants to expand outside of the subcontinent.

One route towards gaining a foothold in North America is government contracts. Mahindra has put in a bid to build the United States Postal Service a new fleet of delivery vehicles to replace its aging Grumman-built mail trucks.

Another option is bringing a minivan to this market. Mahindra received a fair amount of press coverage for the Marazzo minivan it had on display at the Detroit auto show in January, despite the fact that it was rather hidden in the back of the show stand.

Goenka told the Detroit News that a small van, something other automakers don’t offer in this market, might be the way to expand the brand here. His emphasis on “tough, rugged” vehicles wouldn’t disqualify the Marazzo, as it has durable body-on-frame construction, a rarity among front wheel drive vehicles, to cope with the poor quality of Indian roads.

The Mahindra director said that if the brand expands to street-legal vehicles in North America, it will compete in part on price, but don’t expect that to be the only selling point.

“If we try and play that game of coming in with an inexpensive vehicle, then we are playing a commodity game,” Goenka said. “And that’s not a game that’s fun. Then there’s no reason to come to the U.S. to play that game.”

When it comes to the Roxor, Mahindra’s path forward to U.S. sales is still cloudy at best. Back in January, FCA won the right in court to pursue its claim that Mahindra’s grille violates Jeep’s trademark look. The Roxor’s road ahead, perhaps fittingly, is a rocky one.

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Mazda recently launched a new generation of vehicles with its redesigned Mazda 3. Now, at the 2019 Geneva International Motor Show, the Hiroshima-based automaker has introduced what it is calling a new “core model” in the CX-30 compact crossover.

Motor Trend reports that it will fill the slot between the company’s CX-3 and CX-5 models, with a wheelbase close to that of the CX-3. We asked Mazda to confirm but haven’t received a response. A global product, the CX-30 will start sales in Europe in mid 2019, with North American sales beginning the following year.

The CX-30 will be powered by a version of the new Mazda 3’s 2.0-liter inline-four cylinder Skyactiv-X spark-controlled compression-ignition engine (now there’s a mouthful), which puts out about 180 horsepower.

With exterior styling based on Mazda’s “Kodo” design language, the new crossover has a slanted roofline, giving the vehicle a bit of coupe style. Mazda has a reputation for making fun-to-drive cars and crossovers, and the corporate press release says that acceleration, cornering, and braking have been “dramatically enhanced,” with emphasis placed on vehicle balance and responsive control.

To give the new crossover more of a premium feel, Mazda says that it will have its market segment’s lowest noise, vibration, and harshness. The CX-30 will come with the same special seats Mazda developed for the Mazda 3, said to match the S-shaped curve in the human spine. Other premium features are a new sound system and Mazda’s “plus i-Activesense” driver assistance systems, including adaptive cruise control, pedestrian sensing automatic emergency braking, and lane-departure warning. All-wheel-drive will also be optional on the front-wheel-drive CX-30.

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What we frequently call Aston Martin is actually Aston Martin Lagonda. The cars, likethe DB series, are Aston Martins. The company is Aston Martin Lagonda. Why does that third name matter? Because it will soon be a standalone brand of ultra-luxury EVs, and the Lagonda All-Terrain concept is one step closer to an eventual production car coming in 2022.

This concept car, though, is full of fantasy. The gee-whiz good kind of stuff you see on concept cars that you wish could be real. Instead of an array of screens for panoramic distraction, the All-Terrain concept has the instrument cluster set into the steering wheel. A bit tough to make work with an airbag in real life, but this is a concept car and its purpose is to express themes.

One of those themes is the personal nature of the relationship between the car and its occupants. Or, as Aston Martin Lagonda design chief Marek Reichman states in the company’s press release:

“We wanted the technology in the Lagonda All-Terrain Concept to bring a sense of personality to the vehicle. Just as with the materials and the exterior design, the technology should be warm and involving rather than cold and impersonal. This is the future and it should be something that people are inspired and delighted by rather than perplexed and frightened by.”

Thus the All-Terrain concept doesn’t have a lot of screens or visible air conditioning vents, but front seats that swivel around to face the rear seats. There is a shelf that slides out of the rear floor when the hatch is open, designed expressly to sit on. And then there is the All-Terrain Concept’s key: a floating puck. Magnets suspend the fob in mid-air above a small dish in the center console.

It’s a reasonable assumption that the reborn Lagonda’s first production vehicle, coming in 2022, will be an SUV similar to the All-Terrain. The taller proportions of a crossover make it easier to package battery packs. What’s more is that Aston Martin’s own SUV, the DBX, will be built at the same factory in Wales where Lagonda models will come to life.

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If the 577-horsepower AMG GLE 63 sport utility from Mercedes Benz has a bit more power than you need, Daimler’s performance brand is now offering the GLE 53. It features a mild-hybrid inline six-cylinder engine, along with fully variable all-wheel-drive, seven drive modes, some special to the GLE 53, and AMG Active Ride Control.

An AMG-exclusive radiator grille with 15 vertical strips visually distinguishes the new SUV from more plebeian GLE models. Your ears will also be able to separate the 53 from its more common siblings, as it has driver-adjustable exhaust flaps to tune the exhaust note to the driver’s liking.

The highlight of the new seven-seat AMG is what Mercedes is calling an “electrified” 3.0-liter gasoline engine with both exhaust -powered turbocharging and an auxiliary electrically-powered compressor. The engine alone produces 429 horsepower and 384 lb-ft of torque. The EQ Boost starter-generator can provide an additional 21 hp and 184 lb-ft of torque when assisting the combustion engine. That unit also provides power for the GLE’s 48-volt electrical system.

The EQ Boost device relies on the fact that electromagnetism works in both directions. If you mechanically spin a direct current motor, it will generate electricity, so the EQ boost can be used to both start the engine and provide electrical current once the engine is running and spinning the EQ Boost. Conversely, the motor can take the spinning energy of the engine during coasting and braking to charge the 48-volt batteries. The device is located between the engine and transmission. The goal is to improve performance while reducing fuel use and emissions. The result is a 5.2 second 0–60 mph time.

To prevent turbo lag, an auxiliary electric compressor builds boost while the exhaust powered turbo is spinning up to speed.

When operating in generator mode, the EQ Boost supplies the 48-volt main electrical system of the GLE, with a DC-to-DC converter dropping things down for the electrical components that still run on 12 volts. The 48v system allows for greater battery capacity as well as weight reduction. Higher voltage also means it can use lower current, and fewer amps means thinner wires, allowing for some weight reduction in the wiring harness. The relatively high power of the EQ Boost when in starter mode is said to allow for “virtually imperceptible” restarting when in start/stop mode.

The EQ Boost also let the engineers eliminate the ancillary drive belt on the front of the engine, creating more space to locate the exhaust gas aftertreatment emissions control system where it will work more efficiently.

The AMG GLE 53 comes with an AMG-tuned nine-speed automatic transmission with a Sport+ mode, which provides snappier shifting (in both automatic and paddle shifted modes) than in the stock GLE. AMG has also modified the stock Mercedes 4Matic all-wheel-drive system, now billed as “AMG Performance 4MATIC+ all-wheel-drive.” The rear axle drives the vehicle all the time. Sensors on the steering help determine how much torque is applied to the front wheels. AMG says in addition to improving traction and handling, this improves “longitudinal dynamics,” a fancy way of saying it’s faster off of the line.

The Airmatic suspension-based AMG Active Ride Control is used to improve agility, optimize traction, and provide for neutral cornering through active roll stabilization and fully variable torque distribution.

The active roll stabilization has electro-mechanical actuators that independently control the front and rear axles to reduce body roll when cornering. Handling is also improved by rack-and-pinion steering with an AMG-specific steering ratio.

I doubt you’ll ever see an AMG GLE 53 on a course, but should you desire to track your SUV, an AMG Track Pace data recorder is an option.

Sales will begin late next year. No pricing details have been released yet.

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Two storied nameplates will return in early 2021 when Chrysler begins production of the Jeep Wagoneer and Grand Wagoneer, and some of those Jeeps will run on electricity. FCA is spending $1.5 billion to upgrade its Warren, Michigan, truck plant to assemble those new models. That’s part of $4.5 billion the company is investing in five of its Michigan facilities that the company says will create almost 6500 jobs.

Part of those billions are being allocated to convert the Mack Avenue Engine Complex into an assembly plant for a planned all-new, three-row Jeep SUV and the next-generation Grand Cherokee. Other funds have been set aside for upgrades to the Toledo, Ohio, Jeep factory. All three assembly plants will also be able to make hybrid and fully battery powered electrics, indicating that Jeep is going electric, or at least will be offering some Jeeps that run on electrons.

The Jeep Wagoneer was originally in production from 1963–93 and is considered by many to be the first modern sport utility vehicle. Independent front suspension on two-wheel-drive models, available power accessories, optional air conditioning, and a long list of options made the Wagoneer a bit more comfortable than the average truck. Affluent owners took notice. In 1984, Jeep’s owner at the time, American Motors, introduced the high-trim Grand Wagoneer, likely the first luxury SUV, long before the Land Rover Range Rover moved upscale.

The investments are part of FCA’s rejiggering of their manufacturing facilities to better match consumer demand. As the market has shifted from sedans to pickup trucks, crossovers, and SUVs, the company has discontinued the Dart compact sedan, and converted plants in Michigan, Ohio, and Illinois for increased production of better-selling Jeeps and Ram trucks.

The new investments are conditional on land acquisition near the Mack Avenue facility and approval of the development plans by state and local government entities.

Construction of the Mack Avenue plant is scheduled to begin in the second quarter of this year, with job one of the new three-row SUV rolling off the line in late 2020, with Grand Cherokee production beginning the following year. It would be the first new automotive assembly plant in Detroit since FCA’s Jefferson North factory was completed in 1991.

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First-generation Ford Broncos have never been hotter. The boxy SUVs are showing up at almost every major auction or event, and their popularity and desirability continues to skyrocket. If you want to join the crowd and make a rather loud statement in the process, this RMD Garage built 1969 Bronco is for sale and awaiting your offer.

RMD Garage is best known for its Motor Trend network show of the same name, where the southern California shop creates custom cars of every flavor. This particular Bronco, dubbed “Urban Madness,” was built to promote the shop at SEMA in 2017 and sold at the Barrett-Jackson Scottsdale auction in 2018 for $143,000. Now, Chicago Motor Cars is offering it up for $149,800.

This custom build involved a complete overhaul of the donor vehicle, but there is still no mistaking the Bronco’s classic silhouette. Massive lights, sprinkled all over the truck, ostensibly ensure you can see the trail ahead. Practically speaking, it’ll more likely make sure everyone on the road can see you. Chicago Motor Cars’ ad indicates there are just 11 miles on the vehicle since the build was finished, meaning this lifted and flared SUV hasn’t seen anything rougher than a parking lot curb yet. It looks prepared for an excursion. A six-inch lift kit, Monster wheels wrapped with 35-inch tires and a Warn winch will make sure you don’t get stuck on the trail.

Under the hood sits a 302-cubic-inch engine topped with a Borla throttle-body injection system, backed by a four-speed manual transmission. Big 14-inch Wilwood brakes seem like plenty to bring the Urban Madness Bronco to a stop. It looks like RMD bolted on most of the Go Rhino catalog, including heavy bumpers, rocker panel guards, and a custom hood.

When compared to the other new Broncos on the market these days, $150,000 for a one-of-a-kind, totally tricked-out Bronco seems oddly reasonable. Giddy up.

The post For a taste of SEMA in your garage, buy this RMD Garage-built Ford Bronco appeared first on Hagerty Media.

The legend of the Chevrolet Blazer is well established, and known to many enthusiasts: Ford introduces Bronco in ‘65 as a 1966 model year, in a fit of equine-themed offerings starting with the Mustang. Dearborn enjoys wild success for four model years while Chevrolet/GMC sits on its hands and waits for the commotion to blow over before introducing its own sport-utility vehicle, the K5 Blazer and Jimmy.

On the 50th anniversary year of the original K5 Blazer, an all-new Blazer hits the showroom. It’s a shadow of its former (cool) K5 self, but its arrival is a good opportunity to set the record straight about the development of the K5 Blazer and what was going on in those long four model years before GM finally introduced a two-door SUV of its own.

These photos, courtesy of the GM Media Archive, show that GM was contemplating a completely different direction for the Blazer—one that could have packed on a few sales in those years when the company simply had no competitive product to take on the Bronco. But how much of a difference would it have made?

The crowded field

Let’s backtrack to the years before August 1965, when Ford officially launched the Bronco. The idea was that the Bronco was a literal “stablemate” to the Mustang, conceived by the major players who greenlit the pony car: Donald Frey (supervising product manager) and Lee Iacocca (vice president of all Ford cars and trucks).

The brief for the vehicle that Ford developed wasn’t really new, especially with the International Harvester and Jeep already in the market. It was new for Ford, though, and it featured several advantages over existing competitors. The big difference was a standard inline-six-cylinder engine, when many vehicles in this class had four-cylinders as either the base or only available engine. Add in the availability of a 289-cubic inch V-8 and the Bronco left the gate with a major powertrain advantage.

Still, the Bronco trotted into a saturated field of what were considered off-road vehicles. The 400-pound gorilla was the Jeep CJ5, which wasn’t new, but had an all-new Buick Dauntless V-6 that countered the gripes that the Hurricane four-cylinder didn’t have the gusto to work as an on-road vehicle. International Harvester had its own updated contender with the all-new Scout 800 for 1965. It didn’t look all that revised but had a host of creature-comfort improvements including bucket seats, better heat, more complete instrumentation and an available 232-cu in inline six. IH would offer its own 266-cu-in V-8 to counter Ford in 1967.

If you were an ambitious off-road vehicle shopper, Ford, Jeep, and IH were just the start. By 1965, the FJ40 Land Cruiser was the best-selling Toyota in the United States. Nissan made a few inroads with its own second-generation Patrol. British Land Rovers had been selling in the United States since the 1950s, and with the introduction of the Series IIa in 1961, it came with a much more reliable 12-volt, negative-ground electrical system.

GM’s pre-Blazer prototype

GM was paying close attention to what these competitors offered. “We knew there was something happening here,” said Harry Bentley Bradley in a terrific, wide-ranging interview about Chevrolet truck design in the May 2003 issue of Classic Trucks.

Bradley and the Chevrolet Truck Studio quickly clay modeled its own Bronco/CJ/Scout/FJ/Patrol/Land Rover competitor, which is the Blazer you see in these photos.

Bradley notes that this Blazer concept shared nothing (presumably other than a powertrain) with any other Chevy product, and it’s abundantly clear that it shares nothing with the C10 pickup, in particular. The concept rides on a wheelbase much closer to the 97 inches between the wheels of the Bronco. It’s also much narrower than the C10, again to fit a similar footprint as the Jeep CJ and the rest of the competitive field..

Bradley suggests that this pre-K5 Blazer, which could’ve hit the streets and trails as quickly as 1968, was a lot further along than these studio mockups suggest. “It was fully engineered, completely tooled, and it was gorgeous!” he told Jim Ault in 2003. “I mean, brochures were done. The tooling was finished. Pre-production prototypes were tested. It was like this far away from being at the Chevrolet showrooms in 1968.”

In the Classic Trucks interview, there’s no mistaking Bradley’s frustration that those long-standing designer and engineer foils—the accountants—killed the project. “We thought that little thing was just glorious. It was a really beautiful, truck-like piece and then suddenly it was cancelled. I was so disgusted when they scrapped it that I did [a] rendering just as a slam against corporate decision-making.”

In Bradley’s eyes, the decision to pass on the design was a huge missed opportunity for GM. “Then all of a sudden the sales on Broncos, Scouts and the Jeepster [Commando] went up like gangbusters.”

Keeping it all in perspective

“Gangbusters” is a huge stretch, though, if you take a look at the actual sales numbers. Despite being a sport-utility icon and a benchmark in Ford design, the numbers for the Bronco were not great. In the ‘64 ½ and ‘65 model years, Ford blew out 686,000 Mustangs. For 1966, Ford sold just 23,776 Broncos in all three body configurations, according to data provided from Tom Commero at Hemmings Motor News. A year later, that number dropped to 14,130. In the years later, Bronco sales would always hover around 20,000 units a year.

That’s almost exactly as successful as the International Harvester Scout 800. In 1965, I-H sold 20,216 Scout 800s (with a few remaining Scout 80s in the mix). Same story at Jeep: Between 1965 and 1969, the American icon only broke the 20,000 unit mark twice. Land Rover, Toyota and Nissan wouldn’t sell that many Series IIas, FJs, and Patrols combined.

If you’re a GM executive looking at Ford selling as many Broncos as I-H sold Scout 800s, that has to look like an act you do not want to follow.

It’s not unheard for GM to sell a vehicle on a completely separate platform in 1965; just take a look at the Corvair. But doing so requires volume. Chevrolet sold more than 237,000 Corvairs in 1965. Harry Bentley Bradley commented: “GM management suddenly said ‘Look [laughs] there’s not nearly enough buyers out there to support International, Jeep, and now Ford. If Chevy comes out, nobody’s going to buy it.’”

And they were 100 percent on the money. That market was completely and demonstrably saturated.

Blazer flavor

When it finally introduced a K5 Blazer in 1969, Chevy hit on a formula that made sense: A shortened version of an existing vehicle that wouldn’t cost a lot in development; one that could double as a daily driver for a lot more Americans than a Bronco ever could. The first generation K5 Blazer wasn’t an instant success, selling just a few thousand units the first year, but by its last year in 1972, it sold twice as many units as the Bronco did in its best year ever. In 1973 and 1974, the second-generation K5 sold more than 175,000 units.

Ford would find itself in the same position between 1973 and 1977 as GM was when the Bronco launched, watching from the sidelines without a competitive product. Only this time, those sales represented real numbers. Ford finally introduced a full-size Bronco in 1978. In its second of a two-year production run, Ford quintupled the best sales year of the 1966 to 1977 Bronco.

Ford never looked back. The full-size SUV was here to stay.

The post The old-school Chevrolet Blazer that never was appeared first on Hagerty Media.

A few months ago I wrote about my favorite muscle trucks and SUVs. The story didn’t discriminate in regards to brand, power plant, age, or country of origin, but instead focused on what I considered to be some of the baddest muscle rigs in existence. However, once it was published I read through the comments and realized that, by golly, I’d not only left a few out, but the suggestions were not only on point, but warranted their own blurb.

So in part two of “10 great muscle trucks and SUVs that can’t be caged,” we’ve factored in your suggestions and added a few more.

1998 Jeep Grand Cherokee Limited 5.9L

Back in 1998, Jeep’s ZJ platform was coming to an end, and as opposed to letting it go quietly into the night, Jeep instead sent it off with a bang. A one-year only model, the ’98 JGC Limited was fitted with the same 5.9-liter V-8 that came in the Ram 1500 pickup of the era. It cranked out 245 horsepower and 345 lb-ft of torque, had hood vents, special 16-inch rims, and required premium fuel. Then there was the exhaust that was supposedly sourced from Mopar Performance, along with the addition of a more robust four-speed automatic transmission to cope with the extra torque.

The 5.9L JGC Limited was also the first Jeep that was targeted towards those looking for a performance-oriented street SUV with four-wheel drive, as opposed to a full-fledged off-roader. Was it still capable when the payment ended? Sure, but with street tires and a reduced ride height, it was better suited to pavement than bombing around in the mud. Performance for the day was also very impressive: 0–60 mph in around 7 seconds with a top speed just shy of 130 mph. So what did that all mean? It meant that back in 1998 the 5.9L JGC Limited was the fastest SUV you could buy, and it would go on to set the stage for performance-oriented Jeeps for the next 20 years.

2007 Mercedes-Benz R63 AMG

There are those of you out there who will give me crap for putting this on the list, but frankly, I don’t care. Perhaps the 2007 Mercedes-Benz R63 AMG is what happens when engineers drink Schnapps while on prescription medication? Mercedes-Benz hates the term “minivan” and instead would have you refer to the now-defunct R-Class as a “Performance Oriented Family Hauler,” but with fewer than 200 R63s in existence, I suppose you can call it whatever you’d like.

Under that massive hood sat a naturally-aspirated 6.2-liter 32V hand built V-8 that produced 503 hp and 465 lb-ft of torque, with power put down through a seven-speed automatic transmission. Thanks to its advanced all-wheel drive system, from a dead stop the R63 would hit 60 mph in just 4.6 seconds. It would then trip the quarter-mile in about the same time as a 1970 Hemi ’Cuda, and then scream up to an electronically limited top speed of 155 mph.

The kicker was that the R63 was not only fast, but it also handled way better than it should have thanks to an air suspension system and massive 20 x 8.5-inch rims that wore 265/45-series tires at all four corners. I personally can’t see any reason for the R63 to exist, other than maybe it was a proof-of-concept of some sort. If, however, you guys have further insight into this AMG oddity, please post it in the comment section, because I’m seriously curious about this thing.

2006 Porsche Cayenne Turbo S

Back in 2002, when Porsche announced it would be releasing an SUV, the motoring world was somewhat perplexed. After all, this was Porsche, the same company that created the Le Mans-destroying 917, the four-wheel-drive 959, and, of course, the iconic 356. It’s no wonder that when Porsche decided to go full SUV, many P-Car purists saw red.

However, in 2006, three years after the first Cayenne hit showrooms, Porsche released the Cayenne Turbo S, a 5600-pound behemoth that boasted a twin-turbocharged DOHC aluminum V-8 that cranked out 520 hp and a whopping 530 lb-ft of torque. It shot to 60 mph in less than 5 seconds and was drag limited to a top speed of 166 mph (righteously quick). Aside from being fast, the Turbo S was also usable as a truck. Not only did it boast a 7700-pound towing capacity, but it also had a low-range 4×4 gear for those who wanted to go off-road (where it was quite capable). Say what you will, but Porsche didn’t just hit a home run with the Cayenne, it knocked it clean out of the park. And they could soon even be collectible.

1970 Chevrolet El Camino 454 SS

It has so many nicknames. The Mullet, El Cabongo, The Elco, Party Bucket, Cowboy Cadillac… Make no mistake: the Chevrolet El Camino IS a piece of Americana. It combined the usability of a pickup truck with the performance and drivability of a muscle car. Yet somewhere along the way the El Camino was penned as something only Joe Dirt lookalikes would gravitate to, when in reality nothing could be further from the truth. And while multiple versions of the Elco have come and gone, it was the 1970–72 454 big-block-equipped rollers that really cemented them into the history books.

With a front-end redesign for the 1970 model year, the El Camino also received the option of having Chevrolet’s SS Performance Pack fitted (similar to that of the Chevelle). That meant an upgrade from the old 396 big-block to the 7.4-liter 454. Not to be outdone by itself though, Chevrolet offered not one, but two versions of the 454. Option code Z15/LS5 meant 360 hp, but those in the know checked off the Z15/LS6 box, which meant 450 hp and a monstrous 500 lb-ft of torque. Mate that mill to the Muncie M22 four-speed gearbox that was offered, and back in 1970, you were driving around in the fastest pickup truck on the planet—one that would run the quarter-mile in 13 seconds at over 100 mph.

1978 Dodge Warlock

If the 1978 Dodge L’il Red Express Truck is Spiderman, then the Dodge Warlock is most certainly Venom. Built from 1977–79, the Warlock was part of the “Adult Toy Line” from Dodge. Unlike the L’il Red Express that came in only one form, however (all red, chrome stacks, 360 small-block), the Warlock could be had in any number of configurations. One could get a 4×2 or 4×4 in a variety of colors and engines that ranged from a 225-cubic-inch slant-six all the way up to the big daddy 7.2-liter 440.

The thing about the Warlock though was this: IT WAS MENACING, especially when it came decked out in black paint with gold rims and pin striping. As for power, well, there’s no doubt that the L’il Red Express was a bit quicker, but the Warlock was no slouch. In fact, equipping the Warlock with a 440 meant 220 hp and 300–320 lb-ft of torque, which was more than enough to light a fire under those back tires. Another interesting tidbit is that engine choices aside, the Warlock was also available with air conditioning and cruise control, making it one of the first “luxury” pickup trucks available.

2018 Ram 3500 6.7L Cummins

What you’re seeing here is a workhorse. It’s not overly fast, nor does it handle that great. However when thinking about the subject of muscle trucks, I felt that it earned itself a spot due to the sheer amount of torque it produces. This is a 2018 Ram 3500 equipped with a 6.7-liter inline-six Cummins Turbo Diesel engine. And while the 385 horsepower isn’t super impressive, the fact that it makes 930 lb-ft of torque is. That’s enough torque to basically pull a house from its foundation and then drag it to the next state.

It’s also got a max tow rating of 31,210-pounds and a 6700-pound payload capacity. Then there’s the added fun of knowing a six-speed manual transmission is available, along with a luxurious cabin that rivals some living rooms. So while some may feel this is an oddball for this list (and it is), the sheer fact that it can haul so much damn stuff makes it qualify.

2008–09 Saab 9-7x Aero

I’ve been in this game a long time and consider myself to be more knowledgeable than most when it comes to vehicles. However, just when you think your game is dialed in, someone comes along and proves you wrong. That’s what happened when commenter named Mark dropped the bomb that Saab had actually dumped the same 6.0-liter LS2 V-8 from the 2006–09 Trailblazer SS under the bonnet of its 9-7x Aero.

I suppose it wasn’t rocket science that this happened, as the Trailblazer SS and Saab 9-7 share the same platform. It’s just that when I think of a Swedish SUV, the last thing that comes to mind is a pushrod V-8 with 390 hp and 395 lb-ft of torque. No matter, since I think this may be one of the best SUV sleepers of all time (now that I know it exists).

Sixty mph comes up in less than 6 seconds, thanks to the all-wheel drive system. And because it shares its underpinnings with the Chevrolet Trailblazer, it can also tow up to 6600 pounds. It also came with a performance-tuned suspension, beefy 12.8-inch disc brakes up front, and a Torsen center differential that split torque evenly between the front and rear wheels. Plus, with only 442 produced in 2008 and another 109 in 2009 (according to Mark), an LS2-powered Saab 9-7x Aero is one of the rarest performance SUVs ever produced.

1992–93 GMC Typhoon

Fast and hilariously fun, the GMC Typhoon picked up where the Syclone pickup truck left off. Based on the GMC Jimmy (1982–94), the Typhoon utilized the same mechanical underpinnings as the Syclone, with the big difference being that as an SUV it housed five occupants instead of two. Plus, back in the early ’90s there was simply nothing else on the road with the sleeper factor (or speed) of the Typhoon, which made the lofty entry price of nearly $30K seem like a bargain.

Sharing the same 4.3-liter turbocharged V-6 and all-wheel-drive system as the Syclone, meant that the Typhoon would sprint to 60 mph in 5.3-seconds and run the quarter mile in just over 14 seconds. Total power output came in at 280 hp and 360 lb-ft of torque, with a curb weight of around 3800 pounds. I’ve got to hand it to General Motors, because back in the late 1980s and early ’90s, GM was the king when it came to building the coolest sleepers on the planet.

2018 Jeep Grand Cherokee SRT TrackHawk

As I’m sure you’re well aware, we’re living in the golden age of horsepower. We have so-called economy cars pushing 300 hp while still getting 30 mpg, pickup trucks with close to 1000 lb-ft of torque, and SUVs like this 2018 Jeep Grand Cherokee TrackHawk that’ll hit 60 mph from a dead stop in less than 3.5 seconds. As a car enthusiast, it’s a wonderful time to be alive.

You can’t have this list without including the 2018 Jeep TrackHawk. It’s a full-size SUV with 707 hp and 645 lb-ft of torque that weighs 5300 pounds and that will do 180 mph. It also has massive 15.75-inch rotors that are covered by Brembo six-piston calipers to bring it to a stop, and it’ll still tow 7200 pounds. These are straight-up supercar numbers, not family-hauler numbers. Combine that with the fact that it’s also luxurious with every modern amenity you could ask for and what you have is perhaps the best super-SUV bargain currently on sale.  

2019 Lamborghini Urus

It seemed only fitting that since our previous list concluded with a Lamborghini SUV, that this one should as well. It’s been 26 years since the last LM002 Rambo Lambo rolled off the assembly line. And while there had been rumblings about a successor for more than two decades, it wouldn’t be shown to the world until this year. The 2019 Lamborghini Urus is more hyper-crossover than SUV, and like performance-giant Porsche (which now loves SUVs and crossovers), the URUS comes to us as a must-have item for the current world.

In the looks department, it’s not as polarizing as the LM002, but instead it follows the company’s current stealth-bomber design trend. Under the sculpted hood lives a twin-turbocharged 4.0-liter V-8 that produces 641 hp and 627 lb-ft of torque through an advanced all-wheel drive system. The eight-speed transmission (with manual shift paddles) was sourced by ZF and helps the Urus to achieve numbers worth of the Lamborghini badge. We’re talking about 0–60 mph in 3.4 seconds, the quarter in 11.8, and a top speed of 190 mph.

My one caveat with this is simple. When I was a kid, a Lamborghini was a mythical beast. We had posters of them on our walls, and if you saw one in person, you’d talk about it for weeks. The Urus, however, takes the company in an entirely new direction that dare I say is pedestrian. So while I do appreciate the Urus for its technology, speed, and comfort, the one I’d like in my garage hit the streets more than 30 years ago.

The post 10 great muscle trucks and SUVs that still can’t be caged appeared first on Hagerty Media.

Mother Nature used a lot of her best ideas while sculpting the red-rock canyons, fins, spires, and arches around Moab, Utah. You can’t get a bad photo, even if your technique amounts to drop-kicking the camera in the air. Which is no doubt why Honda chose Moab to expose the media to its new, in-between SUV, the 2019 Passport.

Taking its name from the 1993-2002 Honda Passport, a quickie slam-it-to-the-dealers job that was just a rebadged Isuzu Rodeo, the new Passport is here to fill exactly the same role as the old Passport: plug a gap in the lineup as quickly and cheaply as possible. But this time Honda has done the work itself, and with a lot more polish.

Pilot-lite

Honda SUVs currently come in small (HR-V), medium-small (CR-V), and pretty large (the three-seat-row Pilot). The company figures its losing about 35,000 owners a year to other brands because it doesn’t offer a medium-ish two-row SUV, comparable in size to the Nissan Murano. The Murano is a very healthy seller at over 70,000 units a year and no doubt a pretty good profit generator for Team Nissan. Not everyone has kids. And not everyone wants to drive a compact or a seven-seat bus.

So Honda figures that it needs to plug that leak, and it has done so by chopping 6.2 inches off the Pilot, adding 0.8 inches to its ground clearance, and tossing the third row. Besides that, it put a new version of the current Honda corporate racoon face on the car and changed a few other pieces of sheetmetal, plus massaged the driveline, steering, and stability control software a bit. But most of what is there, including the front and rear seat mounting positions, is straight up Pilot minus about 75 pounds of steel and upholstery.

Passport to on- or off-road fun

Honda modestly figures it will sell—surprise—about 35,000 of the Alabama-built Passport per year, maybe 45,000 if they take off. And unlike the Murano, which is very sleekly city-oriented, Honda is pitching the Passport as an outdoorsy lifestyle buggy. Hence the Moab launch, where Passports were sent over slickrock trails and up sandy tracks that were far tougher than what 95 percent of owners will ever do.

Indeed, when nobody was looking, this driver went up a track to Monitor and Merrimac, two towering buttes of ancient Entrada sandstone near Arches National Park. The trail there, a winter mix of iced-over slickrock shelves and muddy troughs, was fully 100 percent tougher than anything a Passport owner will do, and the car did it with aplomb, not even scraping bottom.

Back on the blacktop it’s a nimble handler, thanks in part to a slight quickening of the steering ratio, from 16.0:1 in the Pilot to 15.8-15.9 in the Passport depending on the driveline. Indeed, the steering is so pleasant and reactive in the Passport that we hereby call on Honda to make this small but noticeable change to the Pilot. Honda says it also shortened the brake travel throw for the Passport, another change Pilot would benefit from.

All-wheel-drive is an option on all except the top-tier Elite trim, and an expensive one at $1900. But at least it is one of the most sophisticated systems out there. An evolution of Honda’s old Super Handling AWD, this unit is shared with Pilot and packs a clump of clutches, planetary gears, and computer circuit boards into a hefty box astride the rear axle. For the money it gives you both on-road handling agility and off-road traction chops. Really, we’re not exaggerating here, this is a do-it-all system.

On pavement it can supply extra torque through its clutch-controlled planetary gearset to the outside rear wheel, which helps turn the car in the same way a canoe paddler can turn her boat by paddling harder to the outside. Off road, the system works almost like a set of lockers to send up to 70 percent of the engine torque aft, then narrow that torque down to one wheel. When you’re stuck in wet muck spinning the wheels, as we often were, the computer needs a second to figure out what to do. Your job: be patient, give it light throttle, and just wait for the microchips to catch up. Eventually, with some gentle clunking from the back, the diff will find and engage the right wheel that can move you up the trail. One graphic display available in the instrument cluster lets you monitor the torque distribution to each wheel. It’s kind of fascinating though, occasionally, you’ll want to look up at where you’re going. Lockers? Who needs ‘em?

The Passport is more fun if you explore the different drive modes, selectable via a button on the center console. There’s a normal mode for, well, normal driving, plus a snow, mud, and sand modes. Mud was by far the most entertaining, as it greatly reduces the stability control interference while ramping up the rear torque bias. We were able to get a Passport full on sideways in greasy slime, red ooze pea-shooting off the rear tires, occupants grinning stupidly. Not in a national park, of course.

Niche filled, and wisely so

The base price on the low-line Passport Sport is $31,990 including destination charge. So it’s not cheap, but Honda says buyers in this segment don’t want taxi-grade strippers, and the Passport comes pretty well equipped in base form. The 20-inch wheels, the auto climate control, the LED exterior lighting, the Honda Sensing suite of safety gadgets—all are standard. So is the 280-hp 3.5-liter V-6, the Passport’s only engine, as well as its only transmission, a nine-speed automatic. Honda figures the bulk of buyers will go for the $36,410 EX-L trim, which installs leather upholstery, a one-touch power sunroof, the all-important power tailgate, and a juiced audio system that runs Apple Carplay and Android Auto. The gimme-everything version is the Elite, at $43,680. It indeed has everything, including a heated steering wheel and rain-sensing wipers, plus the all-wheel-drive system thrown in.

Honda says cars are still important to the company, and it would say that because it makes two of the market’s best-sellers, the Accord and Civic. But SUVs are on the march, and Honda feels it needs one in all the popular sizes. By sharing so much of the Pilot while shaping the package just enough to have its own winning personality, Honda has delivered a fresh product to the hungry public at fairly minimal cost to itself. And that is what smart car companies do.

The post The 2019 Honda Passport fills a niche while following a trail appeared first on Hagerty Media.

For weekend camping getaways and light towing, 1981-93 Dodge Ramchargers are a roomier V-8 alternative to Jeeps of the same era. They’ve kept their niche among Mopar fans, too. Many Ramcharger diehards shun these later models, as they have a fixed roof as opposed to the removable tops like their Blazer and Bronco competitors, yet their short wheelbases and optional 4×4 utility make them nimble and capable off-roaders.

If you’re not familiar with our Hagerty Vehicle Rating, it’s the result of crunching the numbers we collect from the industry, which includes insurance quote activity and auction sales. Comparing the data to other models allows us to rank vehicles performance in the market overall. A vehicle that’s keeping up with the market would have an HVR score of 50, and those that are outperforming the market are scored as high as 100.

With a solid HVR score of 67, it should come as no surprise that 1981-1993 Dodge Ramchargers are enjoying the same rise in popularity as their two-door full-size SUV brethren, the Ford Bronco and Chevy Blazer. Both have been topping the Hagerty Vehicle Rating lately and were the last remaining full-size SUVs on the market after the SJ Cherokee was retired in 1983. The median Ramcharger value over the last two years has increased 6.5 percent from $15,450 to $16,450. That’s keeping above the rate of inflation over the same time period.

Interestingly, it’s the two bookends of the second-generation Ramcharger production that have the highest values. The most expensive Ramcharger is the 1981 Macho 4×4 equipped with the 175-hp, 360-cu-in V-8, with a condition #2 value of $20,600. Closely following it is the 1993 Ramcharger 4×4 Canyon Sport and LE submodels powered by the 5.9-liter Magnum V-8, the LA-V-8’s successor. The #2 values for those are $20,200 and $20,300, respectively. Its Plymouth Trail Duster stablemate just barely edges it out, with 1981 Macho getting a $1000 premium over the Dodge in its final year of production.

Average prices rose about 4.6 percent in the last two months, but Blazers of the same era were up about 16 percent and Broncos of the same period about 2-5 percent. The number of Ramchargers coming to auction peaked in April of 2016, with 21 crossing the block over the previous 12 months. Since then, that number is steadily down to 15 in the last year.

While the number coming to auction has dropped, the three highest sales that we have seen have been in the past year: A 1988 Ramcharger sold in Kissimmee for $26,950 and a 1989 sold for $23,100 at Indy. This low-mile, two-owner Ramcharger also did well, selling for $23,200 in Scottsdale early in 2019.

The late-production models with the Magnum V-8 engines are the best performers, as the big-blocks were lone gone by the time the second-generations models debuted. Earlier carbureted and TBI models are weak by comparison and the Magnum engines have the best cylinder heads of the bunch. There’s also quite an online community in tuning the Magnum V-8s.

As with the the half-ton pickups they’re based on, both the Bronco and Blazer outsold their Dodge counterpart when these vehicles were new, so Ramchargers are harder to come by today. That mirrors the muscle car scene, where Mopars have a smaller (but fiercely dedicated) audience. If you’re not absolutely set on the Ford or Chevy, keep Ramchargers in mind in your search for an off-road weekend vehicle. They might not be soaring to the top as fast as Broncos and Blazers, but it’s something a little different that’s sure to stand out.

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