About Corvette … OK, the C8 (Eighth-generation) Corvette Stingray is due out in 2020, and it is arguably as exciting a vehicle as America has seen … maybe ever. From its mid-engine 495 horsepower and 470 lb.-ft. of torque setup to its vanguard sculpting, driver-centric cockpit, luxury and power … 2020 will be an exciting year for Corvette. And the rumor is, it is nearly sold out in presale.

But it is 2019, and if you are looking for a new Corvette now, the 2019 Corvette ZR1 is a supercar with futuristic sculpting, and is the fastest, most powerful production Corvette ever, at 755 hp, and it may even make next year’s C8 owners drool with envy.

I don’t often use the term “supercar”, as the expression is often over-used, misapplied or part of over-hype. But the 2019 Corvette ZR1 certainly enters the discussion for proper use. Supercars are generally thought of as high-end exotic automobiles that are fast, luxurious and handle like race cars, with extraordinarily stylish looks and price tags that are extraordinarily high. One car that certainly fits the definition in all areas but price, is built in Bowling Green, Kentucky -- the 2019 Corvette ZR1 – and is among the final C7 Corvettes to be built.

With a sticker less than one-third that of many supercars, the ZR1 has the horses, is built with exotic lines from exotic materials, and handles like a car destined for the track, but with street-luxury car smoothness for driver and passenger. 

ZR1 wields its Corvette-power record with a new hand-assembled 6.2L LT5 supercharged small-block V8 engine. A Corvette-touted top track speed of 212 mph makes the 2019 ZR1 the fastest production Corvette ever. Now, I didn’t bring my test vehicle to 212mph in my tests, and I didn’t finish off a zero-to-60mph run in the 2.85 seconds Corvette says it will run, but in a test car that wasn’t race-tuned, and on a surface that wasn’t optimal, I did blaze through a zero-to-60 sprint in 3.3 seconds for an 11.4-second quarter-mile, and I achieved a top track speed of 135mpg when I had to slow – there was MUCH more left in her.

More than just a speed car, the 2019 ZR1 advances Corvette’s performance legacy and also provides the most advanced technology in its production history. Offered in 1ZR and 3ZR trims in coupe and convertible body styles, ZR1’s aggressive appearance is driven by function, with a unique front fascia designed to channel air for propulsion-system and drivetrain cooling, including four new radiators bringing the heat-exchanger total to 13. A special carbon-fiber “halo” hood is open in the middle to clear the LT5 engine’s supercharger/intercooler assembly. Additional features, including aero packages with stanchion-mounted wings, help push the ZR1 harder onto the track for more confident handling and faster lap times

Techwise, the Chevrolet Infotainment system comes with an 8-inch-diagonal color touchscreen and includes Apple CarPlay and Android Auto compatibility with built-in Wi-Fi® Hotspot. The cockpit gets a standard leather-wrapped flat-bottom steering wheel, keyless open and start, standard head-up display, nine-speaker audio system, dual-zone automatic climate control, and such standard safety features as four air bags (including side-impact air bags), Rear Vision Camera, four-wheel disc brakes with four-channel ABS, Active Handling with electronic stability control, safety belt pretensioners and tire pressure monitoring with run-flat tires.

Looking sci-fi-future sharp and aerodynamically refined, the ZR1 measures a carved 179.8 inches long, a wide-body road-hugging 77.4 inches wide, and a stable 48.7 inches high (for the convertible) on a 106.7-inch wheelbase. And weighing only 3618 lbs for the Convertible, it proudly thunders out Corvette from every angle.

Inside, my ZR1 Convertible cockpit was cozy and secure. With the top down, wind-in-your hair excitement embodies Corvette, and with the top closed, the driver and passenger are surrounded by leather, electronics and comfortable seating, with headroom a comfy 38 inches, legroom a vast 43 inches and shoulder and hip room an indulgent 55 and 54 inches.

The 2019 ZR1 exceeds even supercar expectations and improves upon Corvette’s supercharging heritage as its dual-fuel-injection, LT5 6.2L V-8 engine rockets out 755 hp and 715 lb-ft of torque. Fuel figures are what you might expect from a 755hp racecar – 13/city and 19/highway for the manual. My tire-smoking tests and exhilarating highway cruises achieved an average of 13.9mpg

Racetrack low and stable, my ZR1 hugged the pavement during quick-maneuvers, and its short/long arm (SLA) double wishbone suspension with cast aluminum upper and lower control arms, transverse-mounted composite springs and Magnetic Selective Ride Control was at one with the surface; and the 15-inch Brembo Carbon-Ceramic brakes stuck and stopped like no other vehicle I have tested this year.

The 2019 Corvette lineup starts at $56,995 for the Stingray Coupe, $66,995 for the Grand Sport Coupe and $81,995 for the Z01 Coupe. The 2019 Corvette ZR1 starts at $121,995 for the Coupe and $126,485 for the Convertible. I prefer this baby in Black (at no extra cost), but my test ride in sharp Sebring Orange Tintcoat exterior paint added $995 and mated well with the Jet Black perforated Mulan leather seats. The Satin Black hood stinger stripe added $500. Performance packages could add $3000, but my test vehicle was fine as it was. Destination and freight charges added $1095 and the Gas Guzzler tax added $2100 for a price as tested of $130,090.

You can see the car-enthusiast show debut of the 2020 C8 Corvette, the 2019 Corvette ZR1 and more than 5,000 Corvettes that cross the 66-year history of America’s sports car, at the world’s largest Corvette event – 2019 Corvettes at Carlisle, August 22-25 at the Carlisle (PA) Fairgrounds. The event represents all generations of “America’s Classic Sports Car,” and includes burnouts, autocross competition, a huge swap meet and a parade through downtown Carlisle. And there are fun events lined up for the entire family.


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

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

Jaguar earned its rep for creating sleek, catlike, powerful race-worthy sportscars. For nearly a century (founded as Swallow Sidecar Company in 1922), Jaguar has produced luxury street vehicles and track-winning racers. With its new 2019 I-PACE Jaguar moved into a new arena … the electric car niche, as I-PACE is the company’s first all-electric vehicle, and an EV SUV/crossover to boot.  Oh, and it is also fun to drive.

With all-wheel-drive, two electric motors and Jag’s iconic sleekness outside and luxury inside I-PACE still shows off Jaguar muscle with 394 horsepower and 512 lb-ft of torque while attaining an EPA-rated driving range of 234 miles – the X trim can get up to 295 miles. The combination of style, performance and environmental friendliness has made I-PACE an award star, winning 55 awards globally since its launch. 

The first Jaguar to use the highly intuitive Touch Pro Duo infotainment system and artificial intelligence to identify driver preferences to tailor the driving experience, I-PACE uses technology to identify and automate some of the routine tasks that can distract or inconvenience the driver. Also onboard I-PACE are:

• New EV Navigation that factors in route topography, driving style and more to optimize range
• Pre-conditioning of I-PACE’s battery and cabin temperature while plugged in to maximize range 
• Settings for home charging times to match best electricity pricing  
• I-PACE continuous tech improvement with wireless over-the-air updates ensuring customers always have the latest software 
• Rapid public charging from 0-80 percent in less than 40-minutes, with 15-minutes charge giving a 60-mile range
• Zero tailpipe emissions
• Customer peace of mind from eight-year battery warranty and 21,000-mile / two-year servicing

And above all, I-PACE embodies the Jaguar legacy of luxury and performance.

Borrowing its outward demeanor from Jaguar’s innovative C-X75 concept car, which was featured in the James Bond flick “Spectre”, I-PACE is not the know-slung McLarensque coupe that appeared in the film, but as a Crossover, it displays a short, low bonnet (hood), low aero-dynamic roof, roof scoop and hatch-raked rear screen. This is NOT a boxy SUV, even with a squared-off rear, the front is enhanced by a prominent rectangular grille, hood vent and slim eyelike headlights … making it more sedan-like than Crossover-looking.

Weighing in at a robust 4784 lbs (curbweight), the sporty I-PACE fits its midsize crossover niche with dimensions of 184.3 inches long, 61.3 inches high and 74.6 inches wide on a 117.7-inch wheelbase. 

Inside, the luxurious and well-appointed cabin is advanced and trendy, accentuated by high-quality materials, three information displays and touch-capacitive controls. The floating-bridge design for the center console is bold, cockpit-like and not traditional SUV bland. With seating for 5, front headroom is a bit tight at 39.9 inches; legroom is 40.9 and shoulder room is 57.6. In row two, you get a tighter 38.1 inches of headroom, only 35 inches of legroom and 54.6 inches of shoulder room.

As is typical with an electric vehicle, the cabin is quiet, though you do get some tire and road noise on the highway, and the touchscreen takes a beat to respond. Sightlines are good up front and on the sides, but the small rear window and rear shoulders create a blind zone.

I-PACE introduces the Touch Pro Duo infotainment system to Jaguar. Utilizing an innovative combination of touchscreens, capacitive sensors and tactile physical controls, Touch Pro Duo is intuitive to use. A new EV navigation system assesses the topography of the route to destination and insights from previous journeys, including driving style, to calculate personalized range and charging status with exceptional accuracy for maximum driver confidence. And to ensure owners always have access to the latest infotainment, telematics and battery energy control software, I-PACE is the first Jaguar to provide software over-the-air -- providing seamless updates. 

I-PACE power come from its state-of-the-art 2-electric-motor powertrain and its vanguard 90kWh Lithium-ion battery using 432 pouch cells, to deliver an expected range of .234 miles on a full charge – though I would plan for less than that. Owners will be able to achieve a 0-80 per cent battery charge in less than 40 minutes using DC rapid charging (100kW). Home charging with an AC wall box (7kW) will achieve the same state of charge in just over 10 hours – ideal for overnight charging. The high torque density and high-energy efficiency characteristics of the motors deliver sports car performance, launching the I-PACE from a standing start to 60mph in just 4.6 seconds (hand-timed) in tests. My fun-to-test quarter-mile was accomplished in an un-crossover-like 13.2 seconds (hand-timed), accelerating easily and handling like a sedan.

The 2019 Jaguar E-PACE starts at $69,500 for the Base model and tops at the First Edition trim at $85,900. My I-PACE in SE trim based at $75,850. Firenze Red exterior paint added $575 and came with 20-inch 6-spoke wheels, Ebony grained leather sport seats with Ebony/Ebony interior, 10-way electric memory front seats, soft grain leather sport steering wheel and 11-speaker/12-amp channel Meridian sound system. A high-res Head-up information display added $970; a 360-degree surround camera and adaptive cruise control added $1300; four-zone climate control added $800; and delivery and destination charges added $1025 for a sticker-as-tested of $80,520.

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

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

Redesigned and all-new from the ground-up, the Next Generation Sierra is differentiating itself from its sibling, the Chevrolet Silverado, after years of badge engineering and shared body panels with new styling, performance enhancements, a GMC-exclusive, industry-first MultiPro Tailgate, segment-first Multi-Color Head-Up Display, six engine set-ups, three cab sizes, and six trim levels that are all GMC.

New for 2019 is a reconfigured footprint that is larger in almost every dimension, including a longer wheelbase and longer crew cab body that offers about 3 inches more rear legroom than the previous model, yet the new model is lighter than the previous version, thanks to a mixed materials approach — including aluminum for the doors, hood and tailgate, with steel for the fenders, roof and standard cargo box. Also onboard is a GMC-exclusive, industry-first CarbonPro carbon fiber cargo box, developed to increase durability, efficiency and functionality, while offering best-in-class dent, scratch and corrosion resistance. The innovations don’t stop there as Sierra gets a segment-first Rear Camera Mirror that can function as a traditional mirror or as a camera screen, helping to eliminate obstructions such as rear seat passengers and head restraints while providing a wider, less obstructed rear field of view. And the 2019 Sierra offers a ProGrade Trailering System with Trailering App for a connected and comprehensive suite of trailering technologies, enhanced front and rear suspensions and an improved brake system featuring electro-hydraulic power assist, larger-diameter Duralife brake rotors and larger brake pads.

Of the six trims, I tested the top-of-the line Sierra Denali, the luxury flagship of the next-generation Sierra lineup, distinguished by iconic design cues, more upscale appointments, purposeful technologies and capability in a professional grade truck. Along with its bold design and premium features, the new Sierra Denali ups the ante in the segment with the most powerful V-8 engine in its class, and exclusive ride, handling and performance technologies designed for comfort, control and capability.

Denali stands tall, with a strong, purposeful stance, bold bodywork, chiseled shoulders and a tall, powerful hood, which is capped with a grille that’s bigger and bolder than any prior Sierra. New “light blade” signature lighting elements within Sierra Denali’s headlamps help accentuate the pickup truck’s exterior design, providing a distinctive appearance.

The Sierra1500 trims fill out their muscular demeanor with three cabs styles: regular, double cab and crew cab and run in length from 210.8 inches with a regular cab and 6-foot-6-inch box, to 231.7 inches with either a double cab and 6-6 box or the crew cab and a 5-foot-8 box. This represents a gain of from 2 inches to 6 inches depending on configuration. The Denali I tested, with Crew Cab and short box, sat on a 147.4-inch wheelbase (regular cab models are on a 16.5-inch wheelbase). Width goes 81.2 inches and height is 75.5 inches. Curbweight for the 4WD Crew Cab is a confident 5015 lbs. (regular cabs go as low as 4531), and the max trailering rate is 12,100 lbs.

In a you-want-it-we’ve-got-it-for-you approach to power, GMC trims comes with six different engine choices: 4.3-liter V-6 or 5.3-liter V-8 mated to a 6-speed automatic; 2.7-liter turbo or 5.3-liter V-8 coupled with an 8-speed automatic; and a 6.2-liter V-8 or a 3.0-liter turbo-diesel matched with a 10-speed automatic. Fuel economy runs from 15 to 20mpg in city driving and from 19 to 23 mpg on the highway. Powerwise, the 4.3 gets you 285hp and 305 lb-ft; the 5.3 rates at 355hp/383 lb-ft; the 2.7 turbo runs 310hp/348lb-ft; and the 6.2 delivers 420hp/460 lb-ft.

My 6.2-liter Denali was an upgrade over the standard 5.3 and was rated at 15mpg/city and 20mpg/highway -- I averaged 17.7 mpg in my heavy-footed tests. But the 6.2 really came alive when asked. While handling was big-truck loose, and steering was a bit vague, power was king. The 6.2 gave me a 6.2-second zero-to-sprint during a 14.6 second quarter-mile. Acceleration at speed took a beat, then exploded with power. At slow speed and around town, acceleration was a bit hesitant. Firm suspension feel was exhibited through an independent front with coil-over-shock with twin-tube shock absorbers working well with a solid axle rear with semi-elliptic, variable-rate, two-stage multileaf springs and splayed twin-tube shock absorbers. 

Inside, Denali is luxuriously appointed and is augmented with advanced connectivity, 
an 8-inch-diagonal GMC Premium Infotainment System with a high-resolution color touchscreen, and a seven-speaker Bose® Premium Sound System with Richbass® Woofer in the center console personalization features. Sierra Denali’s crafted cabin is spacious with 43 inches of front headroom in the crew cab version and 40.1 in the rear. Legroom is a comfortable 44.5 inches up front and 43.4 in the cab, and shoulder room is 66 and 65.2. 

The base regular cab, standard box 2019 GMC Sierra 1500 starts at $29,000 for 2WD and moves through multiple trims, cabs, beds and engines, topping out with the Denali basing at $54,700 and apexing at $66,590 for the Denali Yukon. My test Denali was the Yukon, so that I could try out the 6.2-liter engine. The 2WD setup was upgraded to 4WD for an additional $3000. Onyx Black exterior paint actually discounted the price by $1095 from the Summit White price, and Denali in Black looked powerful and luxurious. Jet Black perforated leather appointed seats were at no charge; The Denali Ultimate Package of power sunroof, power retractable assist steps, 4-wheel antilock disc brakes, 22-inch bright aluminum wheels with Midnight Silver premium paint, 22-inch all-season tires, inclination sensor, Enhanced Security Package with self-powered horn, interior movement sensor and vehicle inclination sensor, and Adaptive Cruise Control with Advanced with Forward Automatic Braking added another $7055 to the price. Roof rack cross rails added $265; premium all-weather floormats added $235; and destination and freight added $1295, for a stick-as-tested of $79,550, but package discounts and cash allowances trimmed the MSRP-as-tested to $76,050.
  
You can see GMC trucks through the decades, and more than 2,000 trucks of all eras, at the Carlisle Truck Nationals, August 2-4 at the Carlisle (PA) Fairgrounds. This event and has been one of the world’s largest truck shows since 1991. This celebration of trucks features Pick-ups, Heavy-duty trucks, Big Rigs, Mini Trucks, Antiques, Custom Vans, 4x4s, Jeeps, SUVs, Vintage Fire Trucks, Monster trucks and more.


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

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

The Toyota Tacoma is a truck whose grasp has far exceeded its original reach. Launched in America in America in 1995, Tacoma was marketed as a compact pick-up until its second generation began in 2005, when it became classified as a mid-size. Following a full third-generation redesign for 2016, the 2019 Tacoma remains the best-selling mid-size pickup as it has for 12 years running. Those consistent sales have also made Tacoma the 4th top-selling truck in America and No. 13 best-selling vehicle in the U.S., and sales are up nearly 8 percent so far this year.

Along the way, Tacoma has gained a rep for ruggedness in look and in function, and Toyota has offered its mid-size truck for a wide array of tastes -- available in 32 models based on two cab types, the extended Access Cab and four-door Double Cab, each available in 4×2 or 4×4 configurations. Tacoma is available in six model grades, each with its own purpose and unique appearance, including the work-ready SR; the high-style, high-value SR5; the athletic TRD Sport; the adventurous TRD Off-Road; the top-of-the-line Limited; and the ultimate off-road TRD Pro.

Uptweaking the rugged factor for 2019 Tacoma revises the TRD Pro trim with more off-road ready equipment, and offers an available TRD Pro high-mounted "snorkel" air intake and makes the JBL Audio and moonroof standard. Also new for 2019, Toyota Safety Sense is now standard on all grades and includes a precollision system with pedestrian detection, lane departure warning, sway control, auto high beams and adaptive cruise control; two additional USB ports are now in the center console, and Toyota offers a wide variety of optional packages to personalize the 2019 Tacoma.

Designed in Newport Beach, California, and Ann Arbor, Michigan, Tacoma employs extensive use of high-strength steel in the frame and hot-stamped ultra-high strength steel in the body for a strong foundation for hard work, hard play, and durability. While Tacoma does not offer a regular cab, it does come in Access Cab (an extended cab with rear-hinged rear doors) and Double Cab (crew cab with conventional rear doors) configurations. Tacoma Access Cab and Double Cab models are built on a 127.4-inch wheelbase with a 60.5-inch bed, or a 73.7-inch long bed on a 140.6-inch wheelbase. My test Tacoma was the base 4x4 with an Access Cab, and it measured 212.3 inches long, 74.4 inches wide and 70.6 inches high with 9.4 inches of ground clearance. My test truck weighed in at 4325 lbs. and had a tow rating of 3500 lbs. (an optional tow package is rated at 6,500 lbs.).

From a power perspective, Tacoma is available with two engine options. The more economical engine is the 2.7-liter inline 4-cylinder, DOHC 16-valve cast iron block system with aluminum alloy head and VVT-i. With the 2WD 6-speed manual, it is EPA rated at 19mg/city and 23mpg/highway, and the 4WD manual is estimated at 19/22 (the 6-speed automatic gets an 19/23 estimate). The inline-4 provides 159 hp and 180 lbs-ft of torque. The 5-speed manual transmission was discontinued in 2018, and you can choose from between a 6-speed manual transmission or a 6-speed automatic trans.

My test Tacoma 4x4 automatic was powered by the larger and more powerful aluminum block 3.5-liter Direct and Port Injection, Atkinson Cycle V-6 engine with Variable Valve Timing-Intelligent Wider Intake and Variable Valve Timing-Intelligent Exhaust. EPA rated at 18/23 for 4WD automatic, I averaged 21.1mpg around town, on the interstate and even some soft-road treks. The electronic fuel-injected system provides 278 hp and 265 lbs-ft of torque. In tests, the Tacoma was able to haul some heavy loads, and with an empty bed, was quick and responsive to the tune a sprint from zero to 60mph in 7.9 seconds (hand-timed) during a 16.2-second quarter-mile.

Tacoma’s suspension is tight and creates a good pavement feel, while being generous for soft-road activities, while its rack-and-pinion power steering is attentive at slow speeds, but a but vague in quick high-speed maneuvers.

With seating capacity for four (2/front and 2/cab), Tacoma provides 39.7 inches of headroom in row one and 34.9 in the Access Cab (the Double Cab affords 38.3 inches) and 42.9 inches of first row legroom, with a childlike cramped 24.6 inches in the Access Cab (32.6 in the Double Cab). Shoulder room measures 58.3 inches in front with 56.5 for the rear passengers (58.9 in the Double). 

Toyota offers six basic trims in 32 configurations, including 2x4 or 4x4 setups, multiple bed sizes, cab designs and engines with each trim. Tacoma trims for 2019 include SR, SR5, TRD Sport, TRD Off-Road, Limited and TRD Pro. The base Tacoma SR with the Access Cab starts at $25,850 and the line-up runs through the TRD Pro at $42,960. My test Tacoma in SR5 trim (second on the list) started at $30,770 with Access Cab and 6-foot bed, 3.5-liter engine, 6-speed automatic transmission and 2WD. A step up to 4WD (I always prefer 4WD), raised the ante by $3340.

My test Tacoma in Silver Sky (Gray) Metallic paint with Cement Gray (Dark Gray) fabric seats added Chrome, 5-inch oval tube steps (running board) for $535; and delivery and processing added $1095, for a price-as-tested of $35,740.

You can see Toyota Tacomas and more than 2,000 trucks that span decades, in a celebration of trucks featuring Big Rigs, Mini Trucks, Half-tons, Antiques, Custom Vans, 4x4s, Jeeps, SUVs, Vintage Fire Trucks, Monster trucks and more, at the Carlisle Truck Nationals, August 2-4 at the Carlisle (PA) Fairgrounds. This event and has been the epicenter for all things truck since 1991.

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

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

The most popular roadster/two-seat convertible sports car in the world, with more than a million vehicles sold since its launch, Mazda’s MX-5 Miata enters the fifth year of its fourth generation, by adding more power and a higher redline, courtesy of a thoroughly reworked engine. The 2019 MX-5 also adds a standard telescoping steering wheel, standard rear view camera, expanded safety features including traffic sign recognition, Smart City Brake Support, Lane-Departure Warning and Blind Spot Monitoring with Rear Cross-Traffic Alert; new cosmetics and some minor interior enhancements.

I tested the RF (Retractable Fastback) convertible version that lives up to Mazda’s marketing mantra of Jinba Ittai – “horse and rider as one” – and plays into the MX-5 mission to “innovate in order to preserve.” The RF is not just a convertible, not just a hardtop, it is an innovative fastback that slips its retractable roof away in about 13 seconds and keeps its fastback profile. Then in another 13 seconds, the roof and true fastback can resume function. Upon opening, the roof section immediately above the passengers folds and stows below the buttresses, which lift temporarily out of the way. The glass rear window between the buttresses rolls down to give a more open-air feel and the entire power-folding roof mechanism occupies the same space as the standard manual-folding soft-top, so there’s no loss of trunk space.

Utilizing Mazda’s full range of SKYACTIV Technology and “KODO-Soul of Motion” design, Miata was designed with emotion and cues borrowed from the Lotus Elan. Development engineers created MX-5 to appeal, “to the senses and the sensations through which people enjoy cars.” This was achieved through a sculpted, elegant, refined, sleek and powerful personality on the outside, and upscale amenities inside.

For 2019, MX-5 remains 154.1 inches long, 68.3 inches wide and 48.6 inches high (my RF trim was 49 inches high), on a 90.9-inch wheelbase. And it continues to be light at 2432 pounds (for my test model, and some trims go as low as 2338 pounds). Minimum ground clearance for my RF trim was 5.32 inches – some trims are under 5 inches.

The cockpit adds a tilt and telescoping steering wheel that offers drivers the opportunity for a comfortable and precise fit. Interior design and enhancements are elegant, cozy, intuitive and tech-filled. Visibility is excellent even with the top up, but the cabin is a bit noisy even with the top in place. The infotainment screen is easy to read, and controls are easy to reach. If you want trunk space and a glove box, MX-5 won’t provide them, but if you want a fun ride, you are in the right left seat. Spacewise, headroom remains the same as last year, at 37.4 inches (36.8 for the RF), as does legroom at 43.1 inches. Shoulder continues to be 52.2 inches.

MX-5 power comes from a SKYACTIV 2.0.-liter DOHC 16-valve in-line 4 VVT multi-port electronic fuel injection engine, either manual or coupled to a 6-speed manual transmission. The system hums out 181-hp, an increase of 26 horses over previous engine setup, and 151 lb-ft of torque, up 3 lb-ft, which helped propel the lightweight Miata (with manual shift) complete a zero-to-60mph dash in 5.8 seconds during my track tests –a half-second faster than my tests two years ago. My quarter-mile was finished in 14.5 seconds, also about a half-second quicker than with the lower-hp engine.

The system is EPA rated at 26mpg in city driving and 35mpg on the highway (automatic), and my week of top-down, summer-weather tests, enabling off-the-line power whenever possible, finished with an average of 30.3mpg.

A fun drive, the MX-5 was balanced on the road, though quick auto-cross turns exhibited some exciting-to-compensate-for body roll. The suspension allows you feel the road beneath you for full driver engagement.

The 2019 Mazda MX-5 comes in three trims – Sport, Club and Grand Touring -- and a different classification that really is another trim subset – the RF. The Sport bases at $25,730 with a manual transmission and 181-hp 2.0-liter engine, and $27,080 for a 6-speed automatic. The Club starts at $29,590 for the stick and $30,190 for the automatic, and adds a rear spoiler, cosmetics and tech; and the Grand Touring trim bumps up to $30,780 for the manual and $31,855 for an automatic trans, and adds dark finish wheels, rain-sensing windshield wipers, auto-dimming driver's side mirror, automatic climate control, leather-trimmed seats, Mazda Navigation System and more. But I went with the RF, which comes in two trims, starting with the Club in manual at $32,345 (automatic at $32,945) and the Grand Touring at $33,335/manual ($34,410/automatic) with the same upgrades that Touring has over Club in the straight MX-5..

For me, a roadster’s destiny is to be a stick shift, so my test MX-5 Miata RF Grand Touring was set up with a manual transmission, saving more than $1000. The Snow White Mica Pearl exterior paint cost $200, but the look was clean and sexy, and was mated to a Black leather interior with Red stitching. Already packed with standard items, no other cosmetic or weather packages were in my build. With a destination fee of $920, my test MX-5 Miata RF stickered at $34,455.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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



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

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

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

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

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

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

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

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

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

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

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

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

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

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


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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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


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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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


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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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


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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The 2019 Volvo S60 starts at $35,800 for the Momentum trim with the 250-hp T5 engine and 18-inch Momentum Alloy wheels. The R-Design trim starts at $42,545 and the Inscription level is $42,900. I tested the Momentum and upgraded to the T6 AWD and 316hp, to start the build at $40,300. Fusion Red Metallic exterior paint added $645 and was mated to a Charcoal (Black) Leatherette interior. A rear diffuser with split end pipes added $595. Inside, the cabin added the Premium Package ($2050) for automatically dimmed exterior mirrors, Blind Spot Information System and Cross Traffic Alert with auto brake, compass in rear view mirror, HomeLink™, keyless entry with illuminated door handles and hands-free trunklid, retractable side view mirrors, and
front and rear Park Assist. The Multimedia Package added a 12.3-inch digital instrument cluster, a Harmon Kardon Premium Sound system and Sensus Navigation Pro, for $2500. The Advanced Package added Active Bending Lights (as you steer, the headlights turn to illuminate the curve ahead), Graphical Head-up Display, Headlight High Pressure Cleaning, LED Front Fog Lights with Cornering Function, Pilot Assist - Driver Assistance System with Adaptive Cruise Control and Visual Park Assist + 360° Camera, for $2500, and the heated rear seats and heated steering package added $750. Rear mudflaps added $85 destination fees added $995, for a sticker-as-tested of $50,420.
 
<I> Visit www.CarlisleEvents.com for more on the automotive hobby.

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

The Infiniti Q60 is a 2-door sport luxury 4-seater coupe, not to be confused with the cross-over QX60. The Q60 is the successor to the Infiniti G Coupe and convertible, and began as a rebadged “G” for the 2013 model year. Unlike other alpha-numeric nomenclature in which the number is directly related to engine size (e.g. the old G37 stood for a 3.7-liter engine), the “Q” stands for sedan-class and the “60” is for the proposed relative ranking in the “Q” universe, where the entry-level Q is the Q50, the sporty convertible is called the Q60, the luxury Q is the Q70 and the cross-over is the QX with its own number placements.

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

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

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

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

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

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

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


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

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