About: Autolove

Joe Mavilia is a syndicated columnist with more than 35 years in the automotive industry. He is a member of the Motor Press Guild and Automotive Press Association. His reviews have been published in print media including the Los Angeles Times, The Golden Transcript - Colorado, La Feria News - Texas, The Pasadena Weekly - California, and others around the country, including www.theweekenddrive.com where he is the West Coast Editor. Reviews and Opinion Columns may also be seen in Sunnews.org and The Country Journal every week in the Antelope Valley, CA. I hope they are helpful

Recent Posts by Autolove

2019 Mazda3 Hatchback AWD

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2019 Mazda3 Hatchback AWD

By Jim Powell – MPG Automotive Journalist

What separates a great car, from a good car or a regular car? The details! It seems so simple and yet building a great car takes hundreds of designers, engineers, technicians, and scientists; not to mention marketing and accounting professionals, computer programmers, and assembly workers. Mazda is a small company with fewer resources than most manufacturers, yet their attention to detail sets them apart in many small vehicle categories. Mazda has always been just a half a degree off of the mainstream and has built some of the most sought-after and best-driving vehicles like the RX-7, MX-5 Miata, and recently, the CX-5. I would also include the Mazda3 in the category of “very fun-to-drive and affordable-to-own.”

Back in 1980, I worked on and drove a friend’s 323 Sedan and considered it more interesting than just another econobox hatchback.In the late 1980’s, Mazda upped the game with the 323 GTX with a turbo, all-wheel drive, and rally-inspired suspension. Since then, Mazda has improved upon the Mazda3 with the same formula [fun-to-drive, affordable sedans and hatchbacks] with better handling snappy powertrains.

However, today’s buyers are looking for more comfort and conveniences, and less enthusiastic performance. Thus, the 2019 Mazda3 has become an upscale version of itself, leaving behind some of the agile handling and quick steering. Dare I say, the little car that was a little louder and impulsive is now grown up.

Driving impressions of the new Mazda3 has come with mixed results. It is a quieter car and cabin with more insulation and a more compliant ride with better road isolation. The steering ratio has been configured for longer trips and the turn-in is not as crisp as the last generation. The wheels are a little further apart and that has smoothed out the ride- making this Mazda3 more stable on the freeway.

Mazda has aimed for higher ground in the automotive world and wants to compete with the likes of Acura, Lexus, Infiniti, and even some German compact cars. The Mazda3 interior is on par with entry-level luxury cars while better craftsmanship is putting more expensive cars on notice. One significant addition to the Mazda3 lineup is the option of all-wheel drive.

Mazda’s i-ACTIV AWD works similarly in all models and routes 98 percent of power to the front wheels under normal driving. The system can transfer torque up to as much as 50:50 front-to-rear when the front tires are about to slip. 27 different sensors use road, engine, transmission, and even windshield wiper use to calculate the possible loss of traction. Also internal and external temperature, yaw sensors, and steering angleare all computed 200+ times per second to determine the torque transfer.

Driving the Mazda CX-9 to Colorado in heavy snow demonstrated how the i-ACTIV AWD uses more than wheel slip to transfer power for maximum traction. The continuous grip and adjustments in snow and mud were impressive at all speeds. The Mazda3 should be even more planted and fun in slushy conditions.

The newest Mazda3 gets a revised 2.5-liter four-cylinder, Skyactiv-G engine with 186 horsepower at 6,000 rpm and 186 lb.-ft. of torque at 4,000 rpm. Like the Mazda3 of old, the engine likes to run in the higher revs. This version of their 2.5-liter powerplant also provides more mid-range power for passing and steep grades.

For economy, a cylinder-deactivation software is included (Mazda3 hatchback, Mazda3 Premium sedan and Mazda3 sedan equipped with i-ACTIV AWD). The Hatchback FWD with the 6MT is estimated at 25 city / 35 highway / 29 combined mpg. The FWD 6AT achieves another mile per gallon- up to 26 city / 35 highway / 30 combined. The loaded Mazda Premium with AWD (6AT) loses some efficiency with an EPA of 24 / 32 / 27 mpg.

Most competitors like Honda Civic and Toyota Corolla win this round in fuel efficiency due to extra weight in the Mazda3. Even though the hatchback is 7.9 inches shorter than the sedan, it still weighs 100 pounds more than the closest competitor.

Mazda has included their new G-Vectoring Control Plus system which uses torque vectoring and slight braking for more controlled turns. The system is not very easy to detect unless the backend starts to come around, then the G-VCP can be felt when the car regains its original path. Driving this hard is still a joy for enthusiasts, especially when there is a twisty road ahead.

Thankfully, one can still get a six-speed manual transmission but only in the Mazda3 Premium Hatchback FWD. Many carmakers only offer a stick-shift in the base models. Market research might be targeting Baby Boomers who would have the money to spring for more luxury items and the manual gearbox. Most will select the Skyactiv-Drive six-speed automatic transmission and most should if commuting in heavy traffic will be the Mazda3’s intended use.

The base model Mazda3 is called the Select trim and is only found in sedan form. The higher trim Preferred and Premium comes in both 4-door and 5-door models. As for style, the hatchback’ssmooth shape has a love or hate look while the sedan is longer in the trunk and more conventional. My opinion is that both versions of the Mazda3 are attractive cars using the latestKodo design- each with a unique and sophisticated style. See the cars in person before determining your shortlist.

Standard features include a new 8.8-inch widescreen on the center of the dash. Unfortunately, Mazda has decided to not include a touch screen so owners will have to learn the new but awkward commander control (toggle dial) in the center console to work the infotainment system.Another nitpick is the cup holder being located deep into the console area that restricts taller drink containers. Mazda, you offer a touchscreen in the Mazda6 so why not here in the Mazda3?

Other nice amenities include a leather-wrapped steering wheel and shiftknob for the Mazda3 hatchback. Upper trims get leather seats, power moonroof and some premium paint colors. Finally Mazda adds Apple CarPlay™ and Android Auto™, Bluetooth, and a BOSE® premium 12-speaker audio system as standard on Mazda3 hatchback. Preferred and higher trims get aluminum speaker grilles, heated front seats, and a Mazda’s Windshield-projected Active Driving Display (HUD).

The Hatchback’s standard safety systems are similar to other 2019 Mazda’s with New Driver Attention Alert, Lane Departure Warning with Lane-Keep Assist, and Blind Spot Monitoring with Rear Cross-Traffic Alert. Mazda also includes their pedestrian detection called Smart City Brake Support. Using the same cameras and radar, drivers also get radar cruise control. All models include Push-button ignition, rearview camera, and LED headlights and taillights. Also included are a new sound system, new steering wheel, and new knee airbags.

To save some expense and create more cargo space, Mazda used a torsion bar suspensionin the rear. Thankfully, this has not diminished the precise rear-wheel tracking. Mazda3 sedan’s smaller 205/60R16 tires on the Select trim does create some less than desired handling in emergency maneuvers. However, the sedan gets215/45R18 tires on the upper trims. The hatchback Select, Preferred or Premium packages include the same 215/45R18 M/S rated tires on all FWD models and the handling is very competent. We can hope for a MazdaSpeed 3 sportier version but Mazda is not committed to an enthusiast-desired model at this time.

Overall, the shapely Mazda3 is dressed for success. Some faithful followers might find the newest Mazda3 too sedate but others will find this a nice place to be with lots of options. Prices start at $21,000 and can climb north of $31,000 with all the Premium goodies. So shop around for the best value but consider this compact car if you want one of the finest and well-finished compact sedan/hatchbacks to date.

2019 Mazda6 Grand Touring Reserve

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2019 Mazda6 Grand Touring Reserve

By Jim Powell

Mazda remains a smaller company with a small percentage of the US market. Yet, Mazda has been impressing US car buyers and the media with high quality and interesting vehicles for many years now. When compared to the big “Japanese Three” mid-size sedans (e.g., Toyota Camry, Honda Accord, Nissan Altima), the Mazda6 offers a sophisticated car with impressive driving flair. Other competitors include VW Passat, Hyundai Sonata, Kia Optima, and Subaru Legacy. Domestic competition is thinning out these days but the Ford Fusion is still around for another year.

The chief complaints from journalists and owners about the Mazda6 have been a lack of power and the need for a more straightforward infotainment interface- like Apple CarPlay™ and Android Auto™ and a touch-screen. Mazda’s response comes in a beautifully designed 2019 Mazda6 with a turbocharged engine and a touchscreen infotainment package.

The Mazda6 Grand Touring and the Signature models have some mid-range performance with the available turbocharged Skyactiv-G 2.5T engine. Power can be felt in the lower rev-range so the sedan gets a real boost. A quick drive in the Mazda6 can demonstrate that mid-size family sedans can still be more fun to drive than similar-sized crossovers.

The turbocharged Skyactiv-G 2.5T engine has 310 lb.-ft. of torque peaking at 2,000 rpm which is right where most commuters live. The 250 horsepower is rarely felt when maximized at 5,000 rpm (available with premium fuel- 93 Octane). There is a carryover 2.5-liter four-cylinder engine with 186 lb.-ft. of torque and 187 horsepower when revved up to 4,000 – 6,000 rpm. This engine is more fuel-efficient with a highway mileage of 29 mpg, while the 2.5T gets 3 mpg less on the open road. So buyers can choose between excitement or economy in the lower Mazda6 trim levels. The Skyactiv-G 2.5-liter includes cylinder deactivation when cruising down the road and drivers have achieved more than 30 mpg.

All Mazda6 sedans get a host of high-tech features, including G-Vectoring Control Plus with adjusts wheel torque and brakes in tight turns for better control. The only transmission offered is a new Skyactiv-Drive six-speed automatic gearbox that finds the right gear 99% of the time. Even without a manual, the Mazda6 is still a fun car to drive and paddle-shifters add to the Zoom-Zoom experience. The Sport mode changes throttle response and shift points but it does not feel significantly different than the normal mode.

Safety is also standard for all models with Mazda’s i-Activsense Safety Suite (Mazda loves to create new ways to spell- as unique as their cars). A radar auto cruise control will stop and start the car in heavy traffic. The Blind Spot Monitoring will help with blind spots while the Rear Cross-Traffic Alert system and rearview camera will help with parking lot traffic. Mazda was also one of the first companies to include acomprehensive city braking system with Pedestrian Detection to mitigate crosswalk or J-walking situations. Also included is Lane Departure Warningwith Lane-Keep Assist, Emergency Braking, and auto high beams.

As for the interior, let us just say it is very nice and well-executedin all the trim levels. The Signature trim gets soft Nappa leather seating, Japanese Sen wood treatments with an UltraSuede™ dash and door panels. I am not sure this would be easy to clean but regular care and time will tell. The Grand Touring Reserve receives a heated steering wheel, heated ventilated front seats, and heated rearseats. The new automatic power-folding side mirrors are a nice addition, and they let the driver know when the car is looked without a loud honk to aggravate the neighbors day and night.

As for Apple CarPlay™ and Android Auto™ already mentioned, it now got easier with a new eight-inch,
full-color touchscreen display. This gives drivers the option of using the toggle dial or just a finger. After some practice, all these music and phone features can be used without too much distraction. The Signature also uses the screen for a 360° computer-generated view around the car with front and rear parking sensors. A Heads Up Display (HUD) is also available. Mazda Connect™ works with the owner’s cellphone to contact emergency services. All but the base model gets a BOSE® premium 11-speaker audio system.

As for livability, the 2019 Mazda6 rear seat is a little larger than the 2019 Nissan Altima but is still smaller than the newest Honda Accord, Toyota Camry, or Subaru Legacy. However, the new auto-leveling LED headlights and rain-sensing windshield wipers are offered only on the competitor’s higher trims. Feature-to-feature comparisons don’t tell the whole story so a test drive is the only way to see which mid-size sedan feels the most compatible with the potential buyer.

Overall, the 2019-2020 Mazda6 is a stylish, sporty sedan that offers craftsmanship that rivals luxury sedans-for less money. Compared with previous generations, this Mazda6 goes faster and brakes quicker with larger front ventilated disc brakes.All-wheel drive is not offered. However, the Mazda6 drivetrain does well in most weather conditions. The paint colors and interior finishes are first-class and all of the newest Mazda6 models start at just $23,800. The Mazda6 Grand Touring Reserve MSRP starts at $32,000 and the Mazda6 Signature at $35,100.

There is some tough competition on the road these days but the Mazda6 is still an exciting car to look at and to drive. If one actually gets into a Mazda6 and feels the quality, most will find this an entry-luxury sedan with some performance under the hood.

2020 Toyota Land Cruiser Heritage Edition

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2020 Toyota Land Cruiser Heritage Edition

By Jim Powell – MPG Automotive Journalist

There are few SUV’s in the world that conjure up as many legends as the Toyota Land Cruiser. The Wiley’s Jeep has its place in history and inspired the Japanese to develop 4×4 vehicles post-WWII. The Land Cruiser has crossed every continent on the globe and taken people on adventures for 60+ years. In fact, today a vintage Toyota Land Cruiser can bring a higher price than even the 2020 Toyota Land Cruiser Heritage Edition that starts at $87,645 before DPH fees. Many restored Land Cruisers are selling for more than $100k these days. The Land Cruiser has become a symbol both of journeys to distant trails and reliabletransportation back home again.

The Land Cruiser started in 1951 as the Toyota BJ, a small 4WD military vehicle. After scaling the top of Mt. Fuji, the BJ became the Land Cruiser in 1954. The redesigned 20-Series was one of the first Toyota exports to the United States in 1958. A larger wagon-style model followed in the late-1960s, putting the Land Cruiser into the driveways of Americans seeking family adventures. Even if the driver only dreams of venturing off the byways, many still choose a vehicle like the Land Cruiser to traverse the streets of suburbia.To commemorate one of Toyota’s first off-roading models, Toyota spruced up its flagship SUV and released the 2020 Land Cruiser Heritage Edition.

The interior is big, comfortable, and miles away from the vinyl seats and rubber floor mats of 1958. Some of the charm from the past 8 generations is carried over in the side-folding 3rd-row seats. The 2020 Land Cruiser Heritage Edition, with an increase in cargo room due to the deletion of the 3rd row, comes dressed in a choice of Midnight Black Metallic or Blizzard Pearl exterior colors. It also includes a black-accented grille and bronze-colored BBS 18 x 8.0-inch forged aluminum wheels. Highlighted is also a vintage Land Cruiser exterior badge replicating the historic script font of older models. The body panels are a carry-over from the current generation Land Cruiser but the interior gets a few upgrades.

We took a family vacation of over 2,000 miles in a 2020 Toyota Land Cruiser HE from Southern California to the Rocky Mountains of Colorado, with temperatures down to -10 degrees Fahrenheit. We faced snowstorms, winds, and artic conditions and the Land Cruiser ran flawlessly through mountains of snow and ice. This is one environment in which the Land Cruiser excels.

As for the driving characteristics, the Land Cruiser is not a precise road machine. The Kinetic Dynamic Suspension System (KDSS) hydraulically and automatically adjusts the stabilizer bars to enhance on-road and off-road wheel articulation, but this system cannot overcome the sheer weight on the open road.The articulation of the double-wishbone independent front suspension and the four-link coil-spring rear suspension with solid axle movement means the body leans in high-speed turns but steps over the roughest of trails, sand, rocks, and hillsides.

Like its 4×4 mountain-climbing distant ancestor, the Land Cruiser is still a full-size, body-on-frame utility vehicle. Land Cruiser has evolved with stronger frames, larger bodies (112.2 inches Overall Length; 74.0 inches Overall Height), and new luxurious appointments. It is still a heavy all-purpose four-door weighing in around 5,900 lbs., and is still much more than a pig with lipstick. It remains a full-capability luxury utility vehicle.

The brakes are large and powerful enough to cause the nose to dive under hard stops. However, the Land Cruiser never feels out of control and uses a host of computer-assisted stability controls. And due to the live rear axle, the Land Cruiser can pull a trailer up to 8,100 pounds with their standardtowing receiver hitch and wiring harness with four- and seven-pin connectors.

Off-road, this big SUV is much more agile and sure-footed. I have successfully driven Toyota’s proven traction control systems on all kinds of terrain with their Torsen™ limited-slip with locking center differential, Crawl Control with Off-Road Turn Assist, and Multi-Terrain Select. I have tested this electronic wizardry across the snow, ice, rocks, and streams of the Colorado Rocky Mountain Continental Divide several times.

Amenities include vented leather front seats with automatic bun-warmers and coolers. The heated steering wheel and four-zone automatic climate control with 28 cabin air vents were also a welcome luxury, especially on our winter trip. The Smart Key keyless entry and push-button start all worked but were a challenge with snow gloves. The Heritage Edition removes a small cooler in the center console of the front seats but it was not needed on this road trip.

The 9-inch touchscreen infotainment system is several generations outdated. An SUV of this price range should include Apple CarPlay™ and Android Auto™. The Qi wireless phone charging is a nice touch, as well as thefirst-rate Toyota Safety Connect (with three years of complimentary service). It uses the driver’s phone to provide Automatic Collision Notification, Stolen Vehicle Location, Emergency Assistance Button (SOS), and GPS-enhanced Roadside Assistance.

The safety features are also comprehensive and worked well–even with the occasional snow and grime-plastered over the sensors. All Land Cruiser models include the Toyota Safety Sense P (TSS-P) which incorporates radar and camera sensors for protecting pedestrians, other vehicles, or your own occupants. The Pre-Collision System only misread one car on a curvy mountain road by warning me of potential danger. The automatic braking was flawless. The TSS-P system also includes Blind Spot Monitor, Rear Cross Traffic Alert, Lane Departure Alert, Dynamic Radar Cruise Control, and Automatic High Beams.It even has a sway warning system that calculates when the driver needs a break.

Toyota still powers the Land Cruiser with its venerable 381-horsepower 5.7-liter DOHC V8 engine. The stout 401 lb.-ft. of torque brought this brute up to speed with a revised 8-speed automatic with intelligence (ECT-i). The full-time 4WD system uses a 2-speed transfer case with an electronic control selecting high- or low-range.

The EPA estimated mileage is 13/17/14 city/highway/combined and I was able to achieve 16.4 mpgwhile traversing 10,000-foot elevations with only 2,000 miles on the odometer. Even with a Land Cruiser that is fully broken in, making long trips can be an expensive experience. The gearing is low enough that fuel mileage is increased by 1.5 mpg if driving 65 mph versus 75 mph. However, fuel economy is not the goal of this vehicle. The Land Cruiser maintains its legendary status as a true all-terrain vehicle that never missed a beat.

One might consider the model that does not delete the running boards and chrome lower bodyside moldings (standard on Land Cruisers), and sacrifice the Yakima Megawarrior roof rack, the darkened chrometrim, and the vintage badging. The Heritage Edition model’s entry height without the running board is almost impossible for persons under 5’6” tall and the huge roof rack restricts use of some parking garages. After all, most will not be hitting the Kilimanjaro Trail for safaris.However, I have to admit the unique Land Cruiser Heritage Edition BBS bronze-colored wheels are pretty cool.

2019 Kia K900

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2019 Kia K900

By Jim Powell

What a surprise to schedule the newest Kia Forte and have a 2019 Kia K900 delivered to our location instead. The all-new 2019 Forte is financially more important to Kia but, in the meantime, I had to drive the composed and smooth K900 AWD through some of the heaviest rains California has experienced in years. It’s a tough job but someone has to do it!

After reviewing the Hyundai Genesis G80, Kia Cadenza, and many other sedans in this luxury category, it was amazing just unique this flagship K900 drives. Most automotive journalists are comparing the K900 against Mercedes E-Class, BMW 5-Series, Lexus GS, and Jaguar XJ due to its $60,000 price-point. I would hold the K900 up to the Mercedes S-Class, BMW 7-series, Audi A8, and the Lexus LS comparing interior space, ride quality, safety features, and even build quality.

In South Korea, the “K9” is a best-seller along the Pacific Rim, known as the Kia limousine for top executives. It offers the best of what Hyundai/Kia offers and stacks up well against world-class competition. Even though these competitors can cost over $100,000, this does not mean they are necessarily superior in the driving experience, materials, or even safety features. The K900 is clean, uncomplicated, planted on the road, and capable of speed. Furthermore, having an extra $40K to spend is more than a small bonus for the buyer.

Yet it was the US price tag of the 2015 V8 model that kept American buyers at bay. It may be hard to see in this 2019 refresh but Kia invested in proportioning the front grille, headlights, and rear end to improve the overall proportions. Grilles seem to be a big deal on luxury automobiles these days and new a “Quadric” signature grille has 176 jewel-like cells to catch the eye. The front fascia is more integrated compared to the last generation and is not overly “in your face” like some other manufacturers.

With some designers out of their California studio, Kia has redesigned the interior with a design language they call “The Gravity of Prestige.” This is a trans-pacific design philosophy that translates into a feeling of solidity and volume in an upscale space. Real walnut, ash, and engineered wood, high-grade aluminum, and soft leather/synthetic leather all complement each other everywhere a passenger lays their hands, elbows, and backside.

The cabin does not overwhelm the driver with too many screens, touchpads, switches or buttons. I do wish the row of switches (found in most Kia models) for climate and audio controls were not chrome-colored with white lettering. These need contrasting word colors for quicker looks while driving. The huge 12.3-inch center screen and intuitive steering wheel controls handled most of the needed adjustments.

Although the K900 has a lot of safety and convenience technology, my friend climbed in and immediately noticed the Maurice Lacroix clock centered between all the controls. A quality, eye-catching timepiece amidst all the modern features can add some prestige to any cabin. Admittedly, the digital dash that rearranges the instrument readout for each of the drive modes. The Pantone™ 64 mood colors (including Aurora Borealis) lighting from the overhead console, door panels, and front/rear foot-wells is all pretty cool.

The Heads-Up-Display (HUD) assists the driver with configurable information- while encouraging the driver to pay attention to the road. Kia does include a multi-function command knob like so many European sedans, but I never had to use it due to duplicate touch screen commands. For many, luxury is a feeling of stress-free control. When it comes to driving, less is more.

Since Asian countries use the K9 to wrap the rear seat VIP with a wide array of high-tech features and comfort amenities, it is tempting to let someone else drive. Tempting, yes, but not convincing for anyone who loves to drive. These passengers will enjoy up to 14 seat adjustments with the ability to recline, adjust headrests forward/aft, tilt cushions, warm or cool buns, and create their own climate and audio environment. Legroom is generous and the headroom is adequate for most people over 6’ tall.

K900 owners are also provided with a dedicated service representative reachable through a VIP phone line. There is a wireless cell phone charger in the front and rear and a wireless Apple CarPlay and Android Auto feature as well. There are no fold-down trays or fancy mustard bottles included but this is a great space for chauffeured adults or spoiled teenagers.

New for 2019 is the Stinger-inspired 3.3-liter turbocharged V6 engine, replacing the V8, and it won’t be missed. This twin-turbo V6 puts out 365 horsepower and a quickly generated 376 pound-feet of torque. The instant acceleration and lack of turbo lag had me rocketing up to speed so easily that I repeated the 30-70 mph test too many times. The Honeywell turbos are integrated into the exhaust manifolds and eliminate any hesitation related to typical turbo-lag. Even with my heavy right foot, I was able to record a real-world 23.8 mpg with 90 percent highway driving.

The standard full-time Dynamic Torque Vectoring Control (DTVC) All-Wheel Drive (AWD) system performed flawlessly. Development of this AWD came straight from the Kia Stinger and supports very spirited driving while transferring the electronically controlled power where it is needed most. This system can also distribute torque from side to side to aid in cornering.

When Sport mode is selected, up to 80 percent of the power moves to the rear, unless wheels are slipping. Sport mode also activates a stiffer suspension, quicker gear shifts, higher throttle responses, and even a driver seat bolster adjustment to hug the driver when activated. All this is highlighted with a large tachometer and a red instrument readout.

The transfer of torque while driving through inches of standing water was seamless and kept the K900 tracking true, even around sharp corners on a canyon road. Also, the 8-speed transmission found the right gear every time.
Rivaling or even surpassing other safety suites, Kia’s Advanced Driver Assistance Systems include their Surround View Monitor, giving a 360-degree perspective for slow-speed maneuvering. Also standard is a door lock override that keeps the occupant from opening the traffic-side door when there is an oncoming car. The Blind Spot View Monitor (BVM) uses cameras that instantaneously display a video image in the instrument cluster when changing lanes. Other standard equipment includes Lane Keep Assist System (LKAS), Forward Collision Avoidance Assist (FCA), and their driver attention monitor which advises the driver to stop the vehicle and get rest if it detects drowsiness or fatigue.

The automatic steering control is active when the Advanced Smart Cruise Control (ASCC) is engaged. Using lane markings and radar out the front of the sedan, this is one of the better systems, even during heavy rain. K900 is not designed for autonomous driving and the driver needs to stay engaged but this sedan can reduce stress and fatigue during conditions I experienced.

As for livability, one should be so lucky as to “live” in this car for long periods of time. The 20-way adjustable driver’s seat design achieves comfort with standard quilted Nappa leather. The trunk is huge and can store more luggage than needed or even walkers and wheelchairs, which many manufacturers have overlooked in recent years. After all, people who can afford such luxury might just need some assistance when getting out of the car.
There is a modem-based Premium Navigation6 system which comes with features accessible via Kia’s UVO luxe1 sub-brand, dedicated exclusively to K900 owners. UVO luxe1 offers a full suite of remote features and telematics accessed from desktops, tablets, or dedicated UVO luxe1 apps. These access points allow for remote starts, setting cabin temperatures, or even “Find My Car.” All of this luxury is surrounded by a 900-watt 17-speaker Lexicon audio system featuring Kia’s QuantumLogic Surround Sound. This sound system has to be heard to be appreciated.

Even though the 2019 K900 has a longer wheelbase and a wider stance, it has more body rigidity with increased front and rear lateral stiffness. Through more adhesives and four times more hot stamping than the previous model, the new K900 is a very solid platform. Torsional stiffness increased by 33 percent over the outgoing K900, helping to give the vehicle a more solid and premium on-road feel.

At the same time, the K900’s handling was tweaked by Albert Biermann, president of Kia’s Vehicle Test and High-Performance Development. “The goal for the K900 was to achieve ‘confident comfort’ on the road,” stated Biermann. “To deliver this result, we focused on four main categories: drivability, NVH, comfort and steering precision.” They tuned the electromechanical, rack-mounted power steering assembly to near perfection.

Obviously, I am impressed with this flagship sedan. There are some annoying sensors and sounds frequently coming from the dash and the driver-assist computer systems reengage every time one starts the car. Overall, the 2019 Kia K900 is a beautiful premium sedan offering great value. Kia’s flagship might not stay in the US market for long but the success of the Kia Telluride might bring enough higher-end buyers through the showroom to change some people’s minds.

2018 Toyota Highlander XLE

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2018 Toyota Highlander XLE

By Jim Powell

When a vehicle becomes a benchmark in the automotive industry, it means it has been at the top of its class and category for more than a few years. The Toyota Highlander has been a benchmark for mid-size SUV’s for a few decades, and one of Toyota’s best-selling vehicles. As the buying public started craving a unibody-based utility vehicle in smaller proportions like a Land Cruiser, Chevy Suburban, Ford Expedition, or any van, Toyota has been anticipating the right size SUV. The newest generation of the Highlander seemed to fit the bill. The 2018 Highlander generation is almost as large as a GMC Yukon/ Chevy Tahoe and is similar to a Ford Explorer.

Overall, the Highlander is still is more comfortable to drive than all of these other vehicles and seats up to 8 people. All three rows are roomy enough for adults [158.7 cubic feet total], and the rear seat has enough legroom for trips around town. However, kids will be the most comfortable for longer trips. To highlight how great a family SUV the 2018 Highlander can be, our XLE came standard with a “Driver Easy Speak” system which amplifies the driver’s voice in the rear speakers. This will give new emphasis to “Don’t make me stop the car and come back there!” This audio system would have also enhanced the history lessons I gave my kids when driving across our great country in our 1988 Suburban.

The challenge for all 3-row SUV’s is luggage space behind the 3rd seat. The 60/40 split and reclining rear seat increased flexibility, and 7-8 passengers can fit a lot of their gear [42.3 cubic feet] without strapping items on the roof rack. A driver and passenger side, one-step second-row sliding seats make climbing into the third-row convenient. Not having a side-sliding door like a mini-van, these sliding seats are the next best parent assist.

The Highlander went through major renovations for 2017, so the 2018 Toyota Highlander continues with a newer design, more safety features, and some high-tech amenities. With a new silver-painted finish on the front grille on LE, LE Plus and XLE models, the Limited and Platinum grades get chrome finishes. This year all the Highlanders have LED taillights.

All Highlander models are equipped with their advanced Toyota Safety Sense P (TSS-P) driver-assist systems. To start, the Highlander can detect pedestrians and vehicles which are approaching from all sides and will brake when moving unsafely toward an object using radar and camera sensors. TSS-P also includes a Lane Departure Alert with Steering Assist (LDA w/ SA) function, Dynamic Radar Cruise Control (DRCC), and Automatic High Beams (AHB). Although the MSRP has increased just slightly, this is all standard across the line.

Our XLE also came with a Blind Spot Monitor with Rear Cross Traffic Alert (BSM w/ RCTA)- an extra eye on traffic hiding in the blind spot which is included on higher models. Toyota could offer these more useful safety monitoring fields as part of the TSS-P package for very little extra expense. Additionally, the Limited and Platinum receive these and the 360 monitor. The question becomes what of these features are considered significant safety systems and which are considered features reserved for the higher price tags.

Power is provided by a new 3.5-liter Direct Injection V6 engine, producing 295 horsepower and stronger 263 lb.-ft. of torque for full-loads. The smooth 8-speed automatic transmission is perfectly matched to the extra 15 ft.-lbs. of torque, while also increasing mileage estimates up to 20 mpg city/26 mpg highway (AWD). I was not on the highway long enough to get a real-world measurement, but these are impressive numbers for an all-wheel drive SUV with this much room and capacity.

The 18-inch wheel and tire combination gives the Highlander a solid but comfortable ride that matches much more expensive luxury SUVs. It also has the capacity to tow up to 5,000 lbs. with the integrated hitch. This would pull a boat or a light-weight travel trailer without much trouble, but the Gross Vehicle Weight (GVW) needs to include all the people and cargo. Therefore, if a travel trailer that sleeps 7-8 persons is desired, a truck-based SUV would be a stronger choice.

Toyota continues to offer great seats, and armrests in the trim levels; from fabric upholstery, up to SofTex© synthetic leatherette, to smooth or perforated leather seating. Now the LE Plus grade and above feature contrast stitching to give some class. The Limited Platinum models are fully loaded and include a unique wood accent. However, all Highlanders include satin or chrome-plated accents, and padded dashes. Cup Holders and storage are everywhere, and the roll-top center console provides one of the best armrest/hidden compartments for digital pads and snacks in the industry.

The LCD Multi-Information Display (MID) is mounted high to keep the driver’s eyes closer to the road line-of-sight. Information for our XLE AWD Highlander was displayed in clear color with stats such as fuel economy, cruising range, and an ECO driving conditions. Our LCD MID also provided caller information, turn-by-turn directions, and an energy monitor (Hybrid models only). It also displays the torque-vector distribution (AWD) and cruise control guides which, in my opinion, are pure entertainment and very distracting to the driver. It is always a judgment call as to what is helpful and what is “play” with these screens and I for one, have to turn them off at times when traffic is heavy.

As for the road manners of the Dynamic Torque Control All-Wheel Drive (AWD) system, the Highlander is a sure-footed SUV that can safely transport a family through snow, rain, mud, and windswept mountain passes. Most modern vehicles have dozens of computers monitoring even more sensors (i.e., vehicle speed, steering speed and radius angle, throttle angle and yaw rate) to adjust the engine torque and transmission to match the road conditions. The Highlander AWD system also continually adjusts the power to each wheel through a computer-controlled transfer case and an electromagnetic coupling in the rear differential. The front-to-rear torque distribution varies from a 100:0 to a 50:50 ratio which is great for on-road and some back-road adventures.

Our 2018 Toyota Highlander XLE AWD came to $43,409 with the optional rear-seat Blu-ray™ video system. A long list of features also gets leather heated seating, tilt-slide moonroof, sun shades, and an auto-dimming rearview mirror.

The Entune Premium Audio with Integrated Navigation and App Suite can be upgraded with Toyota’s Entune Premium JBL Audio system. There are plenty of features with this infotainment system, but the telecommunications and cell phone control does not measure up to the simplicity of the Apple CarPlay and Android Auto™ software. Fortunately, Toyota is beginning to use this newer and more stable integration beginning this year in several models and should be available in the Highlander soon.
Still a benchmark, the 2018 Toyota Highlander is a great choice for family transportation for many reasons. Reliability, value, comfort, controlled driving characteristics, and safety features are all evident, just to name a few. What I have found is that driving a Highlander almost convinces me that this SUV could replace a great mini-van as the ultimate family road-trip machine. Almost! For those who want to imagine greater back-road adventures, the Highlander is a top choice.

2018 Hyundai Ioniq PHEV

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2018 Hyundai Ioniq PHEV

By Jim Powell

After being released in 2017, it has taken the American public awhile to notice a new line-up of Hyundai small hatchbacks. The Ioniq [Eye-On-Ick] can be configured with three distinct powertrains including an all-electric, a hybrid, and now a plug-in hybrid gas/electric. Kia’s cousin 5-door SUV/Crossover shares this platform and is called Niro. Hyundai has forged ahead with a 2019 model year Ioniq, with new active safety features and remote charge management for the plug-in hybrid and electric models.

One real criticism of the Ioniq layout is the poor viewing angle out the back window. I could see only the road just 75 feet behind the Ioniq due to the low rear window, and this could not be improved with seat adjustments. The real differences between the Ioniq and the Niro economy platforms are found in the rear quarter and cargo space; Niro through a lift gate and the Ioniq through a hatchback. The Niro’s rear visibility is marginally better while, oddly enough, the Ioniq has more cargo space behind the second seat with the hatchback design.

Hyundai and Kia both call these raised small hatchback/wagons “SUV’s.” For this category, one would expect an all-wheel-drive option which is not available on this small platform. In reality, this is almost false advertising because the Ioniq is not sporty or capable of off-road utility. None of these shortcomings can take away the fact that the Hyundai Ioniq is a very affordable and efficient hatchback which is actually fun-to-drive.

Hyundai has added more safety equipment for 2019, including the new Driver Attention Alert which uses a camera and algorithm to monitor the driver. This system alerts the driver when it “notices” a sleepy or non-reactive face. The car is watching you as you watch the road- freaky isn’t it? Included for 2019 is also standard High Beam Assist, Automatic Emergency Braking, Lane Keep Assist and Smart Cruise Control on the SEL trim level.

Our test 2018 Ioniq Plug-in Hybrid Electric Vehicle (PHEV) Limited came with an advanced infotainment system. Let me note first and foremost, how good the Apple CarPlay and Bluetooth systems work on this car. The integration was seamless, simple, and took 2 minutes to figure out. The clarity of the phone conversations had my administrative assistant guessing if I was in my office or on the road due to no background noise and crystal clear vocals, all while traveling at 75 miles per hour down a highway.

The instrument panel and center console are full of easy to use controls and knobs. Hyundai continues to group climate controls and infotainment controls separately, in addition to a great touch-screen. Also, there is now standard remote charging management for Plug in and Electric models via Hyundai’s Blue Link®. Think of this as the Korean version of General Motor’s On-Star.

The shift lever is not a confusing dial or joy stick, but rather a very intuitive shift lever, connected to a six-speed EcoShift® dual-clutch transmission (DCT) which is driven like a regular automatic. This is rare for a PHEV and adds to the fun-factor. All this familiar gear does not take away from the fuel efficiency of the Ioniq.

The Plug-in Hybrid uses a 1.6-liter direct-injected Atkinson-cycle four-cylinder engine (104 horsepower) and a 44.5 kW (60 horsepower) electric motor. This combination gives very solid acceleration up to 50 miles per hour. Easing off of the pedal means up to 27 miles on pure electric power and the ability to run on the plug-in battery pack in all-electric up to 75 MPH. There are ways for the driver to control all of these drive modes with an EV button but most of this just happens with the right foot.

I was able to drive my 2019 Ioniq Plug-in Hybrid up a grade from the Colorado River to the main highways of California, climbing 2,500 feet in elevation, on all-electric. This 29-mile range helps the Ioniq achieve an estimated 119 MPGe in EV mode and 52 MPG in hybrid mode. These are real numbers with an impressive performance.

Due to the 8.9 kWh lithium-ion polymer battery being stored under the rear seat, we could fold that seat down and carry all our gear (199.2 cubic feet) for a long weekend of boating and waterskiing. If the driver wants to have more options in performance, there are driving characteristic buttons for SPORT or ECO modes. The SPORT function holds lower gears longer and applies both gas and electric power to the front wheels. The ECO mode upshifts the DCT for optimized gear selection and controls all the electric components, like air conditioning, for the best fuel efficiency.

The Ioniq Plug-in Hybrid gets the great driving dynamics from a multi-link rear suspension system with dual lower aluminum control arms and good anti-sway bars up front. Then Hyundai engineered a low center of gravity and a very light unibody structure of high-strength steel, aluminum, and composites. This gives the Ioniq agile handling and a composed ride over rougher pavement.

Being focused on fuel conservation, Hyundai chose Michelin low-rolling-resistance tires on 17-inch wheels (Ioniq PHEV Limited) with great high-silica compounds. These tires are good for all-around performance but not very sticky for cornering or mountain driving. However, I found that driving the Ioniq at speeds over the legal limit was no problem, and I still averaged over 60 mpg for a week and more than 700 miles- with regular over-night charging.

Hybrid and Plug-in Hybrid models both have steering-wheel paddle shifters, but these are just for a little fun because this is not a sports car. The Hyundai Ioniq Plug-in Hybrid is a good looking economy vehicle that falls somewhere into a small wagon/crossover, designed for on-road use. Due to capable handling on tight city streets or runs on the open highway, Ioniq can work in the city or in the country. Best of all, prices for the 2018 Hyundai Ioniq Plug In Hybrid starts at $28,300 (Limited).

Finally, the Hyundai Ioniq is easy on the eyes, if not a little plain, with the Hyundai’s hexagonal grille and the vertical C-shaped LED daytime running lights. Most of the lights on the Ioniq Plug-in Hybrid are LED, including the bright headlamps. The front and middle sections of this car are stylish, without being overly sculpted. The driver’s seat is supportive for long drives, and the ingress and egress into all the seats is very easy. Now, if Hyundai would just address the rear window visibility….

2019 Mazda MX-5

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2019 Mazda MX-5

By Jim Powell

2019 Mazda MX-5 Grand Touring RF- Convertible Hard-Top Still at the Top

Just a year ago, I climbed off my motorcycle following several close calls on Southern California freeways in which my life was spared by 12-inches and excellent brakes. An oblivious woman on her cellphone crossed 5 lanes of traffic and headed straight at me traveling 80 miles-per-hour. Catching a peripheral glance of her car, I was able to grab both brakes of my Honda CXT-1300 motorcycle and avoided becoming yet another statistic for the NTHSA.

With the bike sold, $8,000 in my pocket, and a desire to not give up my passion for driving the backroads of America, I began the search for an affordable and fun sports car with an open-air experience and better protection from distracted drivers with some airbags. This kind of thinking has led driving enthusiasts to the Mazda MX-5 (Miata) for 30 years. The Mazda 30th Anniversary MX-5 was just revealed in “Racing Orange” and makes a statement about the million+ Miata roadsters sold worldwide since 1990. Originally revealed in 1989 as a concept racing car, all four generations have demonstrated this automobile’s special appeal.

Even though many scoffed at this small Japanese 2-seat roadster with a 116 horsepower engine and manual top, Mazda Motor of America sold every one of the early Miata’s and had waiting lists. Even with a curb weight of just 2,100 pounds and excellent handling, hardcore convertible owners sneered at this Asian roadster, touting it as a college girl’s driver. Many are eating their words now and seeking used Miata MX-5’s for club racing and weekend drivers three decades later.

My test 2019 Mazda MX-5 RF came to live with me for a winter week of driving. The rain and cold wind was no match for the multi-piece hard-top which seals the mini-cabin up for winter driving. Other than needing to be a bit of a contortionist to get into and out this 2-seater, the newest MX-5 RF is a nice place to be in all kinds of weather. With the power top folded down behind the cabin, the B-pillar remains behind the passenger’s heads and creates a “targa” top configuration and leaves the roof assembly up for extra safety. The newest MX-5 RF looks like a 7:8 scale model of other targa-style roadsters, but with ingenious engineering so the rear window retracts with the roof panel. Unique!

Wind noise has been eliminated due to triple seals around the windows and thicker glass. However, even with insulated roof panels, the road noise was still loud enough to make Bluetooth phone conversations a challenge. The Bose 9 speaker system and speakers in the headrests help overcome this level of sound, especially when the phone call voices come from behind one’s head directly into the ears. Clever!

The car fits like a leather glove with comfortable leather seats and just enough hip and legroom. For someone my size (6’3”), another couple of inches of headroom would be great. In the RF, this is only accomplished with the roof in the stored mode- which can happen in just 13 seconds. Even so, the interior is still cramped for wider people and it is still hard to reach the rear storage between the occupants when sitting down. The glove box is still non-existent due to that multi-stage airbag the passenger would be counting on in an accident.

The RF power hard-top adds some weight to this MX-5, which lost significant weight in the 2016 remodel in a cooperative arrangement FCA- creating the Fiat 124 Spider. This 2019 MX-5 RF weighs in at just under 2,500 lbs. and feels heavier in the corners, compared to the soft-top convertible model. Even so, I would choice the RF if driving this car year-round and not just as a four-wheel motorcycle on sunny days.

Mazda has added some nice standard amenities for 2019 like a tilt/telescoping steering wheel and rear-view camera. With the rear roof section remaining in place, the driver’s blind-spot is unusually large so a backup camera does help for those of us who are not actually contortionists. Forward visibility is rather good for a smaller windshield and the adaptive headlight system (Grand Touring) is a nice addition.

Unlike most hard-top convertibles, the roof panels store between the cabin and trunk, leaving some storage space. We could manage 1.5 carry-on suitcases and a backpack or 6-7 bags of groceries. The soft-top version comes with a 4.6-liter trunk compared to the 4.43-liter trunk in the RF. With all the advanced safety features and extra weight, Mazda still is able to fit a lot of car into a very small package.

Our Grand Touring model included the new Smart City Brake™ system which automatically brakes for traffic and pedestrians in emergency situations. This camera/radar system also recognizes traffic signs and displays the sign on the digital readout in the instrument binnacle. This could be helpful at night if visibility is limited but it briefly drew my eyes off the road every time I approached an intersection, which does not add to safer driving. Where your eyes focus is where your vehicle goes- these are lessons learned after riding a motorcycle for 45 years.

The original 1.6 liter engine has been upgraded every generation. 2019 brings a 2.0-liter SKYACTIV-G four-cylinder engine which generates 181 horsepower at 7,000 rpm and 151 lb.-ft. of torque at 4,000 rpm. Redline is now increased up to 7,400 rpm and I found this engine loves to run from 3,500-6,800 where drivers can have the most fun. When driving in the city under normal conditions, the manual 6-speed and this engine perform well in traffic and can keep the driver from growing fatigued with a light clutch pedal and a very precise shifter. There is enough power now to stay in 3rd gear when traversing city streets.

As for mileage ratings, our manual has an EPA estimate of 26 city/34 highway/29 combined and I saw these mpg numbers after only a few hundred miles. The 6-speed automatic adds 1 mpg on the highway but still has an overall combined mileage of 29. Economic driving habits will produce well over 30 mpg, even though this car was designed for spirited driving. Remember, it is more fun to drive a slower car fast than it is to drive a faster car slowly.

Speaking of which, I was able to run our MX-5 RF on one of the greatest mountain roads in America- namely Hwy 2 through the San Gabriel Mountains. Not being the Club Trim model with Bilstein™ shocks and additional strut bracing, this car had a slight roll in the corners. When entering the corners at lower speeds and accelerating through the turns, I was able to keep this roadster balanced. The turn-in is quick, and the steering is fairly responsive, although it does not give the instant feedback of the 1st Generation Miata.

The RF Grand Touring is not set up for racing a circuit. It does handle the highways with control, soaking up uneven pavement at higher speeds. This MX-5 stayed planted when passing semi-trucks and when buffeting high wind gusts. These are the conditions most drivers will experience in their MX-5. Thus, it is truly more fun to drive in places like Southern California.

The MX-5 (Miata) continues to define what a modern roadster can be. Mazda continues to improve upon their original concept of the affordable roadster racer, track or no track. This car is not a motorcycle. However, if you like sitting inches off the ground, zipping through the gears, and experiencing a car where every speed feels fast, the 2019-2020 Mazda MX-5 is still a serious consideration.

2019 Kia Sorento SXL

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2019 Kia Sorento SXL

By Jim Powell

“The needs of the many outweigh the needs of the few.” is attributed to many writers such as Shakespeare, Dickens, and especially Mr. Spock in the Star Trek™ movie “The Wrath of Khan.” A Biblical proverb predates all these, which emphasizes the importance of community and states, “No man (woman) is an island unto themselves.” We might think our journey through life is alone, but all persons eventually find out that we are better together.

This is my lofty introduction for the 2019 Kia Sorento SUV. This is a terrific mid-size SUV that functions well with one, several, or up to seven people, and drives like a sport-wagon. I believe that Kia has hit the mark for engineering a vehicle that works well for a few and excels when carrying the “many.”

Recently I took my family in a caravan of SUV’s to Utah on a snow skiing vacation. We stayed in a cabin in Duck Creek Village, UT where the elevation is 8,507 feet, and the daytime temperatures never got above 25 degrees Fahrenheit. While other SUV’s might claim to provide safe and comfortable transportation for families who venture off the beaten path, our 2019 Kia Sorento AWD delivered. It transported us in luxurious comfort, exceptional traction-control, and whole-cabin climate control up into the snowy mountains.

Through LA, Las Vegas, and open roads across the Southwest of America, we put over 1,200 miles on the Sorento- while carrying a variety of people and loads. The overall length (189.0”) of this upgraded 2019 Sorento worked equally well in tight urban streets and parking lots, and on cross-country trips. The overall height (with roof-rails) is 66.5 inches, so it slides comfortably beneath under-ground parking garage beams and still provides optimal ride heights and headroom.

The Sorento gives a raised view of the road for all passengers through large windows and excellent visibility for the driver. The side view of the Sorento exterior is almost wagon-like, and the visibility is not compromised by rising belt-lines or huge angular D-pillars. These proportions were introduced in a 2016 remodel and inspired by the strikingly simple Cross GT concept from 2013. The tweaks for 2019 are mostly in fascia and trim pieces, and new LED lights. The new adaptive LED headlights were brilliant for mountain driving, illuminating around corners before we reached potential hazards.

Our family of 4 adults and 3 children in car seats had adequate seating space with enough leg and headroom. Even though the Sorento is not a mini-van, the tilt-and-slide 40/20/40 middle row seats worked well in providing ingress and egress from the 3rd row. There was room for 8 bags of groceries or 3 duffels behind the 3rd row when all of us were on-board. With the seats folded flat, there is 73 cu.-ft. of cargo space- large enough for bulky cargo. The 7-passenger 3-row seating is now standard on all trims.

On our night drives home from dinner, with ice, snow, and -7° temperatures on the digital readout, the Sorento never slipped or searched for traction around corners or up the grades. The computer-controlled all-wheel drive system continually moved torque from front to rear tires. It always delivers power to all-four wheels from 0-10 mph for more stable launches. Kia’s Torque Vector Cornering Control (TVCC) system uses a yaw and a steering sensor to keep the SUV from developing dangerous understeer or oversteer.

There is a center differential lockup override available if the driver encounters some deeper mud or snow, but I never needed it for our on-road adventures. On all surfaces, the revised electric motor “rack-and-pinion” style system has better feedback for the driver and communicates where the front wheels are going. .

Our 2019 AWD Sorento SXL came with the larger of the two Kia venerable engines. Although their 2.4-liter inline-4 GDI works well in other applications, the 3.3-liter V6 GDI is the right powerplant for this SUV. The 2.0-liter turbo I-4 has been dropped from the Sorento lineup and can be found in sportier Kia and Hyundai models. There is also a new clean-burning diesel engine in the works, but there is no need to wait because the 3.3-liter engine is one of the best on the market. This Gasoline Direct Injection (GDI) high-compression engine cranks out 290 horsepower and 252 lb.-ft. of torque. It pulls the Sorento and up to a 5,000-pound trailer without much struggle. All this happens on regular-grade gasoline.

The transmission is also impressively smooth with 8 gears and not a lot of noticeable hunting around when driving over mountains or on freeways. This 8-speed automatic transmission is shared with the Cadenza luxury sedan and is well-matched to this SUV’s task. Additionally, the AWD powertrain is estimated at 19 mpg city, 24 mpg highway, and 21 mpg combined. With all the various loads, extreme weather, and slippery road conditions described above, we averaged a solid 23.5 mpg. Impressive for a 7-passenger SUV.

Even though traction and power were never an issue, small things separate a crossover like the Sorento from a true sports-utility vehicle. For example, due to the ground clearances under the Sorento, deep road ruts and larger rocks can scrape the undercarriage. With a 2.5” clearance between the 19-inch tires and the wheel-wells, mud and snow accumulated after just a day on the frozen mountain. True off-road SUV’s are designed for such things, and modern SUV/Crossovers are engineered more for on-road use. The AWD Sorento hits the sweet spot between form and function.

As for nice additions to the 2019 model, Kia has added new driver-assist features like Driver Attention Warning and Lane Keep Assist. It is a little weird to have the car watching you while you are watching the road. However, a gentle reminder suggesting a coffee break was not too intrusive. The same is true for the computerized steering assist helping keep the SUV between the lane lines. Both these features can be disengaged without going through several menus which could further distract the driver. In fact, the Sorento has clear, simple, and logical controls. Larger buttons, knobs, and a 7 or 8-inch touchscreen assist the driver in getting things adjusted while driving- without a course on infotainment interfaces! This might be Kia’s greatest safety feature.

As for luxury for the masses, our SXL model came with the new Harman Kardon audio system with QuantumLogic™, wireless charging, and an upgraded navigation system with Android Auto and Apple CarPlay. The available heated and ventilated front seats, heated rear seats, 14-way power driver and 8-way power passenger seats, and 4-way headrests were all welcome and warm extras. The seat memory also remembered the power driver thigh extension setting so my 5’2” wife and I could easily switch drivers. This is one of the most comfortable Nappa leather seats on the market. Kia is thinking about the needs of many different sized drivers.

Speaking of the needs of the many, Kia delivers a host of safety features to help protect occupants inside the Sorento and to protect those who get in the way. Their suite of Advanced Driver Assistance Systems (ADAS) is now standard on EX trims and higher. This includes Forward Collision Warning System (FCWS) which worked flawlessly even with snow on the windshield; Smart Cruise Control (SCC) which worked well in stop-and-go traffic; Blind Spot Collision (BCW); Rear Cross Traffic Collision Warning; and a clever 360° view monitor that can be customized. Additional technologies such as a Roll Over Mitigation (ROM) and Cornering Brake Control (CBC) system was working in the background and fortunately did not fail us.

The Sorento stands out as a quiet, comfortable and composed SUV with great road manners and hardly any road noise. This SXL is exceptionally quiet at high speeds, and wind noise was only heard when gusts exceeded 40 miles-per-hour. (This added to our artic conditions.) If buyers want a medium-sized SUV that does almost everything well and actually has more than 2 persons to transport, I recommend checking out the 2019 Kia Sorento.

Instead of simply putting more video monitors in the headrests of a truck to distract the children, how about engaging them with a view of the world out the windows or out the panoramic glass roof and teach them something. I believe the future “needs of the many” will be to learn how to explore the world beyond small screens and fantasy games. In short, the new Sorento is the right size for most families. So let us travel together.

2018 Lexus LC 500

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2018 Lexus LC 500

By Jim Powell

2018 Lexus LC 500- Art with Attitude

Wow! I have never started an automotive article with an exclamation expressing astonishment or admiration. However- wow! It has been a long time since I have seen a car so beautiful. The first time was in my teens as I just stood gawking at a poster of a 1961 Jaguar XK-E (North American Model). Enzo Ferrari called it “the most beautiful car ever made.” and I agreed. The next time that happened was at the 2012 Auto Show when the LF-LC concept car was revealed.

The last time I stood entranced was when the new 2018 LC 500 sat on the Willow Springs tarmac, with the sun rising behind this Infiniti Red Coupe. The event was the 2017 Motor Press Guild Track Day, and the keys were in the LC 500, just calling my name to drive this work of art around the track. It has already won a number of design awards including several from the coveted “EyesOn Design.” Based on the same platform as the new LS 500 sedan, the LC 500 sits as the flagship automobile for the Lexus brand as their international grand touring coupe.

And like the first 12-cylinder Jaguar E-Type, this car has the go to match the show. In the gas-only version, Lexus has installed a muscle-car worthy naturally aspirated 5-liter V8 engine.
Based on the drivetrain in the Lexus GS F and the RC F models, the LC 500 version is tuned to 471 horsepower and 398 lb.-ft. of peak torque. The real story is how such a large displacement engine can rev so effortlessly- using lighter weight forged connecting rods and titanium intake and exhaust valves. The torque-curve launches the LC 500 and runs it all the way up to a 7,300-rpm redline with intoxicating mid-range power.

Even though this coupe can grab 60 mph in less than 4.5 seconds, the sound is even more impressive. There really is no reason to include a premium sound system with this exhaust growl and burble. There really is no sound like a properly resonated V8 engine, and the LC 500 made me smile mile-after-mile. Lexus has accomplished this with a resonance tube that connects the intake to the firewall, plus an electronic exhaust valve which opens in the Sport+ drive mode.

The Lexus LC 500 uses a high-performance 10-speed automatic transmission which always finds the right gear. The manual shift paddles change gears very quickly and give added control. I enjoyed the engine and transmission synchronizing- almost dancing is perfect harmony. When set to Sport or Sport+, the shift points and throttle responses get sharper, while the suspension tightens up the active dampers. The LC 500 can drive like a GT coupe for long-distance road trips, and it can beat most in an autocross event over the weekend.

Lexus LC 500h (hybrid) can get down the road with authority with a similar suspension and handling dynamics but lacks the muscle of a super-sports car. The Multi-Stage Hybrid System utilizes an Atkinson-cycle 3.5-liter V6 gasoline engine and two electric motor/generators. This new system keeps the planetary-type continuously variable transmission from Lexus Hybrid Synergy Drive and also adds a unique four-speed automatic transmission.

So why not pay the $5,000+ premium for the hybrid Lexus LC 500h, starting at $96,510? It all comes down to the feel and sound of the V8 engine. A clean-burning naturally-aspirated 5.0-liter V8 is a rare thing these days, and this is the soul of the LC 500. Additionally, Lexus has not forgotten fuel mileage because they engineered this V8 to switch to an Atkinson-cycle when cruising the open road, to enhance fuel efficiency, and an Otto-cycle for power when pressed hard.

All this high-tech wizardry pays off in better efficiency. Posted mileage for the LC 500h range from 26 mpg city up to 35 mpg highway. Published mileage for our LC 500 with the gas-powered V8 was 16/26 in city/highway driving. I achieved a very impressive 24.6 mpg with a combined of 25% city driving and 25% mountain roads, and 50% highway driving over 600 miles. Again, wow!

The exterior needs to be seen in person to appreciate the sculpted aerodynamic lines. Although some do not take to the Lexus “Darth Vader” shaped grills, the LC 500’s unique grill changes design throughout its flow down to the low front splitter. The front end lighting is also unique with L-shaped daytime running lights, and compact triple LED headlamps. Lexus is also using a combination of glass panels and blacked-out rear pillars to create what designers call a floating roof line. Lexus states that the LC 500 and 500h “echo the lines of a traditional Japanese sword.” Optional is a carbon fiber reinforced plastic (CFRP) roof in place of the glass.

Functional vents add to the engine and brake cooling. The beauty is not just on the exterior and interior. You have to get on your knees to see the almost completely smooth undercarriage. Even the mufflers are designed to let air rush under the car to create even more downforce. There is even a super-car active rear spoiler available which automatically deploys when the vehicle goes over 50 mph. Even without this extra aero-trick, the LC 500 went down the Willow Springs big track straightaway at 135 miles per hour without any drama. The only drama was the adrenaline in me! Top-speed is limited to 168 mph, which I simply report and did not experience.

The instrument binnacle is clean and easy to read with an antilog tachometer and a digital speedometer. The center tach bezel and readout can slide to the right if the driver wants larger gauges for every day cruising. Otherwise, one can keep the speedometer and tachometer front and center for more spirited driving. Lexus took the latest instrument binnacle thin film transistor (TFT) display technology from the Lexus LFA supercar, the huge digital display from the GS, and created a very user-friendly driver’s center.

Unfortunately, Lexus continues to use the newest touch-pad controller in the center console. If owners can sit in the driveway just long enough to set up the car, all attention can be focused on driving this amazing car, without much distraction at all. The excellent vocal controls can be used for all other infotainment adjustments. Toyota/Lexus continues to offer knobs for volume and other controls. All the driving controls are easy to reach.

Unlike most supercars, the driver’s position has great visibility out the front and both sides. Lexus lowered the instrument panel, the hood line, and the beltline to give a commanding view of the road ahead. Also, the narrow A-pillars give the driver and passenger a feeling of control. The lower seating position does not feel claustrophobic, and the seats are very comfortable and supportive. This is truly a 2+2 coupe, so the rear seats and the cargo space is limited.

If one really needs some tunes with all the other wonderful sounds this car produces, there is a standard new 12-speaker Pioneer surround sound system and optional Mark Levinson 13-speaker system which now includes a Clari-Fi music restoration technology. This actually enhances playback sound by automatically improving the sound quality of compressed, digitized music sources. But enough with all the many amenities one can expect from a Lexus flagship. Back to the driving….

“We spent more than triple the usual amount of R&D time to pursue linear steering and to find the sweet spot for road contact feel,” said LC Chief Engineer Koji Sato. There is an available Lexus Dynamic Handling system (LDH) for those who seek performance. This uses a variable steering and rear steering. With the drivetrain weight being mostly behind the front axles, the LC already drives like a mid-engine coupe. There is a lot of high-strength steel, aluminum, and some carbon fiber used in the LC chassis to keep it lighter and tighter. With no spare tire and the 12v battery to the trunk, Lexus managed a 52:48 weight distribution in the LC 500h and nearly this balance in the LC 500.

Our performance package came with the optional Bridgestone Potenza S001 run-flat tires, sized at 245/40RF21 up front and 275/35RF21 in the rear, wrapped around 21-inch wheels. Yet, even with these performance tires, the ride is never punishing or abrupt. The handling is precise, as are the high-performance brakes. Lexus uses 6-piston front brake calipers and 4-piston rear calipers for very short stops under all conditions.

The LC’s response at initial turn-in is instant. The controlled body motion is precise. The Drive Mode Select features CUSTOM, ECO, COMFORT, SPORT AND SPORT+ settings which conform to the driver’s desire for the road ahead. Based on lessons learned from the LFA supercar, Lexus has given the LC lots of character and linear driving experience. The car simply goes where you point it and then gives the driver all the help she/he needs. The LC 500’s electric power steering (EPS) is one of the best, giving the option of a sports car ratio or a GT ratio with a very natural on-center feel.
  
All of this happens while the passengers are wrapped in the finest leather, Alcantara suede, wood, and soft materials. The interior color schemes are stunning and bright, almost too bright when the sun pours over the dash and reflects into the driver’s eyes. The Bespoke White and Toasted Caramel are new, together with Rioja Red and Black. Takumi craftsmanship and attention to details is evident. Also evident is how quiet the LC 500 is on the highway. Conversations can be as soft as the suede that surrounds the passengers.
 
Along with all Toyota and Lexus models, the LC includes the Lexus Safety System+. Using a camera and radar to monitor the road, the LC is faster than the driver in deploying a Pre-Collision System with Pedestrian Detection. The very attentive dynamic radar cruise control and Lane Departure Alert with Steering Assist can be active in daily driving or switched off. Adding a “sway warning system” is a little annoying when “swaying” around mountain curves is a goal. These Toyota/Lexus systems are almost too effective because the driver still needs to pay attention and anticipate dangerous situations.

Lexus has fully committed to designing and building a car that is truly a Grand Touring coupe with a muscle-car heart. It is stunning inside and out- and continues the excellent build-quality one would expect from Lexus. The LC 500 starts at just over $91,000 and ours came with a performance package, which brought the price to just over $100,000. Not affording the 2018 Lexus LC 500 today, I would sign up for another drive in this Lexus 2-door flagship in a heartbeat. Wow!

2019 Lexus GS 350 F Sport

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2019 Lexus GS 350 F Sport

By Joe Mavilia

Overview:
This is the 2019 Lexus GS 350 F Sport. Perhaps the sportiest versions that can be compared with the BMW M5 by some and the Mercedes – AMG E63 even though they are top of the line German cars. The M550i and the E53 are closer in performance but the price tends to align closer to the M5 and the E63.

The GS is a recent offering at about 3 years old.

General Information:
Assembly: Aichi, Japan; Classification is Midsize; Vehicles from Lexus:  ES, GS, GX, IS, LC, LS, LX, NX, RC, RX, UX.

Handling & Performance: :
It doesn’t get much better than Lexus and if you have a need for speed and cornering like glue on the road you will love the GS F. It passed the mountain curves with flying colors.

Styling
You know, the days of old (today we call them classics) cars were unique one from the other brands but today they look too much alike for my taste. The French have a term that fits; Vive la différence.

Fit and Finish:
Lexus traditionally pays close attention to detail and you feel the quality the moment you take the seat for the first time

Cost:
Priced starting at $52,360

Conveniences and comfort:
It has all the cool features noted below.

Consumer Recommendations:
Toyota / Lexus products are special, but you must compare and test drive Hyundai and Kia luxury cars. Trust me it will be worth your time because the Korean’s are hot on the trail crafted so well by Toyota.

Good News:

Fast, fun to drive and super smooth with fabulous cabin space

Bad News:
As you age low slung cars are to be avoided.

Standard Equipment:
3.5 liter V6 311 horsepower engine, 8-speed auto trans., with paddle shifters, Drive mode select with Eco/Normal and Sport modes, 18” 5-spoke alloy wheels, 10 airbags, VDIM (vehicle dynamic integrated management), Stability control, Brake assist with EBD (electronic brakeforce distribution, traction control, ABS braking system, Safety system with pre-collision and pedestrian detection, dynamic cruise control, auto high beam headlights, blind spot monitor and rear cross traffic alert, backup monitor, Nav system with12.3” screen, DVD/CD players, Remote touch interface controller, Voice command, Siri Eyes Free, Lexus Enform Safety Connect and service connect complimentary for first 10 years, Sirius XM radio, Destination assist (1-year trial), rain sense wipers, power rear sunshade, power tilt/Slide moonroof, auto dimming inside and outside rearview mirrors, power folding exterior mirrors, wood interior trim, leather wrapped steering wheel and shift knob, power tilt and telescopic steering column with auto tilt-away feature, leather seats, 10-way power heated and ventilated front seats, keyless entry and start / stop with push button start, climate control.
 

Gas Stats:
19 City and 27 Highway MPG

$3.95 / Gal avg. November 2, 2019
www.fueleconomy.gov
for more information.

Pricing:
MSRP $52,000.

Your comments are welcomed. My e-mail is joe@autolove.com
Copyright © 2019 – An Automotive Love Affair

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