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2018 Audi TT RS: Luxury speedster, streetfighter skills

by | Sep 21, 2018 | 0 comments

2018 Audi TT RS: Luxury speedster, streetfighter skills

The TT RS starts at $65,875, including the $975 freight charge from Gyor, Hungary. The tester was $78,725, with upgrades most enthusiasts would want.

Boys flashed thumbs-up at the Audi TT RS tester and big boys wanted to know horsepower, how fast and how much. The 2018 TT RS is new for 2018 and debuts a new 400-horsepower, 2.5-liter turbocharged five-cylinder engine. It is the most powerful production TT ever, Audi says, that can launch to 60 mph in 3.6 seconds.

It is the halo of the TT lineup with 2+2 seating, standard quattro all-wheel drive and a race-tuned seven-speed dual-clutch automatic transmission. The TT RS starts at $65,875, including the $975 freight charge from Gyor, Hungary. The tester was $78,725, with upgrades most enthusiasts would want — but at a $12,850 commitment. Among them was the Dynamic Plus package, $6,000, which includes a carbon fiber engine cover, front ceramic brakes, RS sport suspension, OLED taillights (organic light-emitting diode) and a top speed limited to 174-mph, up from 155 mph. The ceramic brake upgrade, known for reduced brake fade, adds 14.6-inch ventilated discs front and rear with gray-painted calipers that are more than 8 pounds lighter than the stock cast-iron rotors, Audi says.

The 2.5-liter TT RS engine is a little brute of performance.

And certainly the $1,000 sport exhaust is important, with those giant oval pipes at the rear and a console button to open the sound. It’s a generated sound that is virile but never obnoxious. The Technology package, $3,500, includes a navigation system, Audi connect, smartphone interface, side assist (blind-spot monitoring), 12-speaker Bang & Olufsen audio system (680 watts); Black Optic package, $1,750, includes 20-inch 7-spoke anthracite forged wheels an 255/30 summer tires; black exterior trim kit and high-gloss black side mirrors; carbon fiber inlays $600.

 The Audi TT line (Tourist Trophy) includes hardtops and convertibles, with a serious premium for the TT RS hardtop, which is not offered in a convertible (yet). The hardtop TT is sold in base and TTS models. Pricing starts at about $45,000 with the entry 220-hp, 2.0-liter four-cylinder or $54,000 for the TTS with a 292-hp version of the 2.0. Both have six-speed S tronic transmissions and AWD.

While halos are OK, the TT RS does not let it get in the way of a good time. Drive it as your daily commuter, then tug the shifter into Sport mode and punch up the Dynamic setting to enjoy its streetfighter skills.

The eight-way power seats have inflatable side bolsters and manual thigh extenders.

The interior materials are sport luxury with much use of leather, Alcantara and carbon fiber trim, but tastefully done. Assembly of panels and plug-ins are precise and satisfying to see. The eight-way power seats have inflatable side bolsters, four-way lumbar and manual thigh extenders.

You might not think when looking at the fastback roofline that cabin space would be so accommodating. But there is adequate front headroom (37.1 inches) and legroom
(41.1 inches) for a 6-foot-6 driver.

The Audi virtual cockpit, is a digital dashboard with 3D graphics.

The view out the front and over the fenders is wide open for speedy cornering. Rear views are constricted, but the camera with guidance lines makes up for any lost view in the parking lot. The turning circle is tight at 36 feet and there was little tendency to scrape the chin on steeper driveways or transitioning cross streets.

The center console and 12.3-inch wide gauge array, called the Audi virtual cockpit, is a digital dashboard with 3D graphics that can be configured to highlight your preferences, including the navi map.

I also like the clever multifunction of AC, temp and fan controls integrated into the turbine-style air vents, with seat-heater controls in the side vents. The design is simple and direct to maximize space in a compact cockpit.

The is clever multifunction for AC, temp and fan controls integrated into the air vents.

Back seat space, with upright seatbacks, is better for gear than people with a scant 33.8 inches of legroom and headroom cropped to 28.9 inches. The 50/50 folding seats extend the 12 cubic feet of cargo space. With the front seats at the longest reach, there ain’t no rear legroom. But there should be enough room to haul youngsters to school, if those in front can scoot a bit forward.

It is the fifth cylinder and a half-liter of displacement over the now-common use of a 2.0-liter four-cylinder that makes the TT RS engine a little brute of performance.  With max turbo boost of 19.6 psi and 354 foot-pounds of torque from 1,700-5,850 rpm, Audi cites 0-60 mph in 3.6 seconds (in the Dynamic driving mode) and some magazines have clocked 3.4 seconds.

The engine and seven-speed S-tronic dual-clutch automatic transmission work in complete harmony to grab gears and give rev-matching downshifts.

Interior materials are sport luxury with much leather, Alcantara and carbon fiber trim.

Fuel economy ratings are 19 mpg city, 29 highway and 22 mpg combined, on premium fuel. I was averaging up to 30 but long-term was 19.4 mpg.

The standard suspension is an adaptive magnetic-ride dampers (usually an upgrade in other cars).  But the Dynamic Plus package replaces the electronic suspension with a stiffer, fixed suspension and traditional shock absorbers. It feels like a track-ready setup, which can feel steely over rough road.

There are four drive modes: comfort, auto, dynamic and individual. Each mode allows the driver to change shift points, steering, throttle response and damper control (when equipped with magnetic ride).

Back seat space, with upright seatbacks, is better for gear than people.

There will be comparisons to the Corvette (V-8 powered), the Porsche Cayman (with a 2.5-liter flat four cylinder) and Jaguar F-Type (V-6 or V-8), all of which have some assets to outgun the TT RS. But the Audi is a sharp blade in a tight package — 11 inches shorter than the Corvette and more than 7 inches shorter than the Cayman but a little wider.

It is a luxury speedster that will even the odds or settle the score.

2018 Audi TT RS

  • Body style: subcompact, 2+2 seat all-wheel-drive hatchback
  • Engine: aluminum 400-hp, turbocharged and direct-injection 2.5-liter 5-cylinder; max turbo boost 19.6 psi; 354 lb.-ft. torque from 1,700-5,850 rpm;
  • Transmission: 7-speed S-tronic dual-clutch automatic
  • Fuel economy:  19/29/22 mpg city/hwy/combined; premium recommended
  • 0-60 mph: 3.6 secs; top speed 155 or with upgrade to 174 mph
  • Drag coefficient: 0.32

SPECIFICATIONS

  • Fuel tank: 14.5 gal.
  • Cargo space: 12 cu. ft.
  • Front head/leg room: 37.1/41.1 in.
  • Rear head/leg room: 33.8/28.9 in.
  • Length/wheelbase: 165/98.6 in.
  • Curb weight: 3,306 lbs.
  • Turning circle: 36 ft.

FEATURES

  • Standard equipment includes: smartkey locking and steering wheel push-button start button, rearview camera, 8-way power front seats with inflatable side bolsters and 4-way lumbar, 8 air bags, 19-inch 5-spoke alloy wheels with 245/35 R19 93Y XL summer tires, LED running lights and taillights with dynamic turn signals, Nappa leather upholstery with heated front seats, heated side mirrors, LED interior lighting, leather-alcantara steering wheel, parking-system plus

PRICING

  • Base price: $65,875, including $975 freight charge; price as tested $78,725
  • Options on test vehicle: Dynamic Plus package, $6,000, includes carbon fiber engine cover, direct tire-pressure monitoring, front ceramic brakes, OLED taillights, RS sport suspension, 174-mph top speed limiter; Technology package, $3,500, includes navigations system, Audi connect, smartphone interface, side assist, 12-speaker Bang & Olufsen (680-watt) audio system; Black Optic package, $1,750, includes 20-inch 7-spoke anthracite forged wheels an 255/30 summer tires; black exterior trim kit and high-gloss black side mirrors; RS Sport exhaust, $1,000; carbon fiber inlays $600
  • Where assembled: Gyor, Hungary
  • Warranty: 4-years/50,000-miles with free first scheduled maintenance

OLED (organic light-emitting diode) rear taillights, an impressive 3D design.

WD-40 Co. to showcase off-road racing champ Kyle LeDuc at SEMA show

by | Sep 20, 2018 | 0 comments

WD-40 Co. to showcase off-road racing champ Kyle LeDuc at SEMA show

Kyle LeDuc with his 900-hp Raptor.

San Diego-based WD-40 has long produced project vehicles for the annual Specialty Equipment Marketing Association trade show in Las Vegas. This year, it’s a 4,000-pound, 900-horsepower EVVO II Ford Raptor from five-time Pro4 off-road racing champion Kyle LeDuc.

LeDuc’s team uses WD-40 for everything in racing, even as a detailer on the body for easier cleanup of mud and dirt. His tube-chassis Raptor has carbon-fiber body panels, which are lighter and stronger (and more expensive) than the traditional aluminum used by most competitors.

LeDuc’s tube-chassis Raptor has carbon-fiber body panels, which are lighter and stronger (and more expensive) than the traditional aluminum used by most competitors.

The SEMA show is about the biggest automotive specialty products trade event in the world. The 2017 show had more than 70,000 domestic and international buyers. The displays are segmented into 12 sections, and a New Products Showcase featured nearly 3,000 newly introduced parts, tools and components.

The SEMA show will run from Oct. 30 to Nov. 2 in the Las Vegas Convention Center. The WD-40 booth will be outside by the South Hall. LeDuc will be in the booth from 9-11 a.m. Friday, Nov. 2.

Info: www.SEMA.org and www.wd40.com/sema. #SEMA2018

VW shows concept I.D. BUZZ Cargo van

by | Sep 20, 2018 | 0 comments

VW shows concept I.D. BUZZ Cargo van

The cargo van is close to production level, Volkswagen said in a release. The van is rear-wheel drive but all-wheel drive is possible.

Volkswagen today debuted its I.D. BUZZ CARGO, an electrically powered commercial van that recalls the vintage Transporter bus. The concept vehicle offers a glimpse into the middle of the next decade, Volkswagen says, with its fully-automated I.D. Pilot driving mode (Level 4).
The transporter concept shown at the IAA Commercial Vehicles in Hannover is a sibling of the I.D. BUZZ concept, shown at the 2017 Detroit auto show. That concept is the people-carrier version of the van format.

The people or cargo vans can be configured with different lithium-ion battery sizes with driving ranges of about 200 (48 kWh battery) or 340 miles.

The cargo van is close to production level, Volkswagen said in a release. The van is rear-wheel drive but all-wheel drive is possible.

The people or cargo vans can be configured with different lithium-ion battery sizes according to the vehicle’s purpose and budget. Based on the Modular Electric Drive Kit, driving ranges of about 200 (48 kWh battery) or 340 miles (111 kWh), are possible. A large solar roof extends the driving range by up to 9.3 miles, Volkswagen said.

Because the rear overhang was extended by about 4 inches, the cargo version is significantly longer than the people carrier.

The cargo van is 77.8 inches wide and 77.3 inches tall, with a wheelbase of 129.9 inches. Because the rear overhang was extended by about 4 inches, the cargo version is significantly longer than the people carrier, VW said. The cargo van has a payload capacity of 1,760 pounds.

Compared to Nissan’s compact NV cargo can, the I.D. BUZZ cargo is 12.5 inches longer, substantially larger van is 198.7 inches long, 9.8 inches wider and 3.8 inches taller on a wheelbase that is 14.7 inches longer.
Automakers are in a rush to develop electric vehicles for many areas of Europe that plan to ban sales of new gasoline and diesel cars and vans by 2040.

Jaguar XF Sportbrake: The runway model of modern wagons

by | Sep 20, 2018 | 0 comments

Jaguar XF Sportbrake: The runway model of modern wagons

Based on the XF sedan, the Sportbrake is the same length but appears longer. And it is roomier inside, which is accentuated by the optional panoramic glass roof.

The ol’ station wagon ain’t what it used to be but it’s still as functional as it once was. This sedan-extension body style is finding new relevance that is not a minivan or an SUV and not looking like either while having more manners.

Wagon’s had become a universal gag reflex among those who grew up sliding around the back seats in the 1960s and ’70s. Even the European and import brands that continued with the body style created such descriptors as Sport Wagen, Touring or estate car.

But wagons have pushed back into the carscape in plentiful numbers, small and large. The styling trick is to avoid the squared off rear — then provide attitude in the stance and make sure it is sporty to drive.

Among the big wagon roundup are such choices as the Porsche Panamera Sport Turismo, Mercedes-Benz E- and S-Class, Volvo V60 and V90 (both in standard longroof or raised Cross Country) and the Buick Regal TourX.

The optional panoramic glass roof can handle 220 pounds.

And now Jaguar is testing the niche in the U.S. with its new XF Sportbrake with standard all-wheel drive. The moniker goes back to ye olde England when hunters boarded a “Shooting Brake” truck or wagon to be carted off to the countryside to harvest game.

If prestige and sex appeal sells wagons, then the XF Sportbrake is the runway model. The silver tester was a constant conversation starter all week with plenty of photos taken home on smartphones.

So far, the XF Sportbrake is sold in Jaguar’s sportiest S model configuration, which adds exterior elements of sportier front and rear bumpers, gloss black side sills and trunk lid spoiler. Pricing starts at $71,445, including the $995 freight charge from Castle Bromwich, U.K. The tester was $84,245 with four packages and the Indus Silver paint ($565).

The driver area is simple but with many touch-screen controls.

XF DNA

The starting price of the Sportbrake is $3,585 more than the powertrain-comparable XF sedan.

While the XF sedan has engine choices of 2.0-liter turbodiesel and turbocharged gasoline four-cylinder, the Sportbrake gets Jaguar’s top XF engine:  the 380-horsepower supercharged 3.0-liter V-6 with 332 foot-pounds of torque at 4,500 rpm. All XF models have an eight-speed automatic transmission with steering wheel shifters. In addition to a Sport mode, which adjusts steering, transmission, throttle and suspension settings, there are configurable modes of Eco, Dynamic, Normal and Adaptive Surface Response (for low-grip situations).

The advanced AWD system puts most power to the rear until there is slippage and power is transferred as needed to the front wheels.

As old-school as the Jaguar brand once was, the modern re-incarnation is completely contemporary with compelling design and graceful interiors of fashionable arcs and bevels, solidly built and handsomely stitched.

The large cabin is rewardingly roomy.

Based on the XF sedan, the Sportbrake is the same length but appears longer. And it is roomier inside, which is accentuated by the optional panoramic glass roof.  And is a functional roof that can handle 220 pounds. The overall roof height is 57.4 inches (less than 5 feet) so it should be a simpler process to load bikes and other gear. And the Sportbrake can tow up to 4,408 pounds but the sedan is not rated for towing.

The large shifter dial rises from the console on ignition — for a little (too much) British theater.

Inside, there’s almost an inch more rear headroom (than the sedan) and the same comfortable rear legroom of 37.2 inches. The rear structure added 165 pounds, but you don’t feel it on the road because of the retuned front suspension and the S model’s self-leveling rear suspension.

With much aluminum throughout the body and architecture and a polymer (plastic) tailgate, the curb weight of 3,880 pounds is diminished by the big engine.

Fuel economy

But fuel economy does take a hit compared to the AWD sedan with the big motor: 18 mpg city, 25 highway and 21 mpg combined vs the sedan’s 20/28/23 mpg, using premium fuel.

I was averaging around 18.5 mpg and not sparing the Sport and Dynamic modes. But a 19.5-gallon tank gives a wide range.

The Sportbrake gets Jaguar’s top XF engine, the 380-hp supercharged 3.0-liter V-6.

Jaguar says the Sportbrake has a near-perfect 50/50 weight balance. While Sport mode has a desired effect, it is Dynamic mode that transforms the driving experience. It is easy to get hooked on its decisive launch acceleration among the faint whine of the supercharger. The ride stiffens but not harshly so and the steering is sensitized for minimal inputs when carving up blacktop roads. It just feels good to hold the nose to the apex and then roll on the power — and this much pleasure from a wagon.

Braking is absolute but never grabby from ventilated, four-wheel-disc brakes with 13.8-inch rotors front and 12.8-inches rear

Sightlines are mostly clear but the base of the righthand side mirror is wide and is worth a second look for pedestrians in crosswalks. The driver area is simple but with many touch-screen controls rather than switches and buttons.

The large cabin is rewardingly roomy, which also leaves room for many storage places. But there is a little too much British theater with the large shifter dial that rises from the console on ignition. It’s a cool detail for about a hundred times, then the owner might wish for a more functional e-bin charging area with an array of USB and 12-volt plugs.

The back seat has wide and upright door openings for easy entry and exit. But the three-seat bench has a butts-down orientation to maximize foot and legroom.

I also griped about the noisy cabin fan at higher speeds and the maddening door-lock sensors that require massaging, gripping or slapping to coax into locking, and even that often didn’t work and I had to dig into my pocket for the fob. Just put a little button on the door handle to lock and unlock.

The big glass roof is barely noticed in the front seats, but it is majestic for back seat passengers.  The back seat has wide and upright door openings for easy entry and exit.  But the three-seat bench has a butts-down orientation to maximize foot and legroom. The center seat is compromised by the tall transmission tunnel and the 40/20/40 folding seatback leaves a narrow center position. Three air vents in the right places are a luxury.

Cargo space is wide at 49.5 inches with about 6 ½ feet of length with the seat folded.

Cargo space, stacked to the headliner, spans 31.7-69.7 cubic feet. It is wide space at 49.5 inches with about 6 ½ feet of length with the seat folded.

Wagons were once a “life-stage” choice, but the XF Sportbrake is a lifestyle choice.

2018 Jaguar XF Sportbrake S AWD

  • Body style: large, 5-passenger, AWD wagon
  • Engine: 380-hp, supercharged 3.0-liter V-6; 332 lb.-ft. torque at 4,500 rpm
  • Transmission: 8-spd automatic with shift paddles
  • Fuel economy:  18/25/21 mpg city/hwy/combined; premium fuel
  • 0-60 mph: 5.3 secs
  • Drag coefficient: 0.30

SPECIFICATIONS

  • Fuel tank: 19.5 gal.
  • Cargo space: 19.1-31.3 cu. ft.
  • Front head/leg room: 39/41.5 in.
  • Rear head/leg room: 38.2/37.2 in.
  • Length/wheelbase: 195/116.5 in.
  • Curb weight: 3,880 lbs.
  • Turning circle: 38.1 ft.

FEATURES

  • Standard equipment includes: smartkey locking and push-button ignition, rearview camera, panoramic glass roof, LED headlights and running lights with high-beam auto assist, power heated and folding side mirrors, soft-grain heated steering wheel, metal sill plates, carpeted floor mats front and rear, 40/20/40 folding back seat, cargo-area cover, blue ambient interior lighting, foot-gesture activated tailgate, 380-watt Meridian audio system, front and rear parking tones, 8-inch touch infotainment screen,  S body kit with tailgate spoiler, 20-inch wheels
  • Safety features include: 6 air bags, lane-keep assist, driver drowsiness alert, blind-spot monitor, rear cross-traffic alert

PRICING

  • Base price: $71,445, including $995 freight charge; price as tested $84,245
  • Options on test vehicle: Indus Silver metallic paint $565; carbon fiber trim finisher $810; Tech package B, $3,265, includes 10-inch touch screen with navigation, WiFi hotspot, 825-watt Meridian surround sound system; Driver assistance package B, $3,495, includes adaptive cruise control with queue assist, traffic-sign recognition, 360-degree parking camera, blind-spot assist, parallel and perpendicular parking assist; Comfort and convenience package B, $1,805, includes heated and cooled front seats, heated rear seats, soft door closers; Premium interior package B, $2,860, includes four-zone climate control, manual rear sunshade, microsuede headliner, premium front and rear floor mats, lighted sill plates, 10-color ambient lighting
  • Where assembled: Castle Bromwich, U.K.
  • Warranty: 5-years/60,000-miles bumper to bumper with free scheduled maintenance and roadside assistance

Wagons were once a “life-stage” choice, but the XF Sportbrake is a lifestyle choice.

2019 Lexus ES 300h: Larger, more luxurious, more fuel efficient

by | Sep 19, 2018 | 0 comments

2019 Lexus ES 300h: Larger, more luxurious, more fuel efficient

The fourth-generation ES 300 hybrid has starting prices of $42,335-$45,985, including the $1,025 freight charge from Kyushu, Japan.

The Lexus ES has been a consistent Golden Goose of sales since its debut in 1989. It found a fan base as a luxury-comfort midsize sedan that was not trying to be fast or flashy. And in today’s SUV-heavy car marketplace, the ES is still an enduring choice.

Re-engineered and redesigned for 2019, the seventh-generation Lexus ES went on sale in September in front-wheel-drive V-6 and hybrid models. Pricing starts at $40,525, a $550 increase over the outgoing model.

The fourth-generation ES 300 hybrid, also sold in three trim levels, has starting prices of $42,335-$45,985. All pricing includes the $1,025 freight charge from Georgetown, Ky., where the ES V-6 is built or from Kyushu, Japan, from where the ES hybrid hails.

The interior is handsomely designed with arrow-straight panel alignment.

The price difference between the gasoline and hybrid is just $1,810, which Lexus hopes will grow ES hybrid sales, which had been running at 15 percent of sales. Lexus would be happy with 20 percent, but isn’t expecting a big swing yet because its SUV crossovers are growing faster.

ES hybrid competitors include the Lincoln MKZ and the sport-infused Infiniti Q50 and plug-in versions of the BMW 330e and Mercedes C350e PHEV.

Also new for 2019 is the ES 350 F Sport, starting at of $45,060, which has a stiffer suspension, 19-inch wheels and tires, special aluminum interior trim, a rear spoiler and a dark lower valance.
Today’s tester is a midrange hybrid Premium model that starts at $43,510 and was $50,465 as tested.
The ES once left the impression of being an enhanced and pricier Camry, from which it shared the majority of its architecture, but the 2019 is more of a Lexus pureblood. It is built on Toyota’s global GA-K platform, which also is the foundation of the Toyota Camry and Avalon sedans. The new body has about the same dimensions as the new Toyota Avalon, which has an inch more front headroom and 1.2 inches more rear legroom. And the ES even beats the big LS flagship for a little more front head and leg room.

The wide multimedia display at the top of the dashboard includes a generous camera screen.

But the 2019 ES has more compelling exterior styling and is a definitive destination for luxury and prestige. The new body is 2 ½ inches longer, 1.8-inches wider and just a bit lower on a 113-inch wheelbase that is 2 inches longer than before. The wheels have been pushed closer to the corners and the stance is wider by 0.4 inch at the front axle and 1.5-inches rear.

There also are many buttons for quick adjustments of fan speed, temperature, audio volume and seat heat and ventilation.

The body is more rigid now with laser-screw welding and more industrial glue to secure (and silence) body panels. There is much more soundproofing throughout and the hybrid model gets a three-layer pad at the engine’s firewall to cut down on whirrs and whines from the motors and inverter. The aluminum hood and fenders help hold curb weight to 3,704 pounds, which is the lowest of the competing hybrids by a couple hundred pounds.

The hybrid powertrain (also used in Avalon) is a 176-horsepower, 2.5-liter Atkinson cycle four-cylinder gas engine (with Toyota’s direct and port injection) that is integrated with a 29.1 kw nickel-metal-hydride battery pack (204 cells) and two motor generators. One motor drives the front wheels, the other charges the battery and starts the car. Total system power is 215 hp, including the 39-hp battery. The transmission is a continuously variable automatic. Fuel economy ratings are an achievable 43 mpg city, 45 highway and 44 mpg combined, on 87 octane. I was averaging 42-44.3 mpg in my test week.


Mileage ratings of 43/45/44 mpg makes the ES 300h the most fuel-efficient luxury vehicle without a plug, Lexus says.

The battery is now under the passenger seat rather than below the trunk space, which is now fully functional at 16.7 cubic feet (for the gasoline model, too).

The ES 350 is powered by a 302-hp, 3.5-liter V-6 with direct and port fuel injection (D-4S) and an eight-speed automatic transmission. Fuel economy of 22 mpg city, 33 highway and 26 mpg combined is 2 mpg more than before with a larger car and 34 more horsepower.

While the V-6 has definite force, I never wished for more power — or more responsive power — from the hybrid tester. And its fuel thrift is a definite incentive.

All models have large four-wheel disc brakes with ventilated 12-inch rotors front, 11.1-inch solid rear.

The interior is handsomely designed with arrow-straight panel alignment. Unless you are 6-foot-5, the ES is very accommodating. The doors open quite wide (front and rear) and the seats that without overly sporty bolsters. The perforated NuLuxe leather-like upholstery is just as appealing as the real thing and more lightweight. But the lower roofline trimmed front headroom to 37.5 inches and the protruding ridge of the side-curtain air bags encroaches on the tall-person’s peripheral sense of space.

Every ES gets the new Lexus Safety System+ 2.0 technologies. Among the features are precollision warning with oncoming vehicle, all-speed dynamic radar cruise control with road-sign assist, lane-tracing assist and daytime bicyclist detection.

Other safety features include 10 air bags, parking assist (parallel and perpendicular), rear cross traffic alert and braking, lane-change assist, blind-spot monitor, LED cornering lights and Intelligent Clearance Sonar, which adds automatic braking to the rear cross traffic alert and intuitive park assist functions.

The center console packs a lot in a limited space to integrate a device-charging area with dual USBs, two cup holders (one of which has dual levels), the gear shift lever (stubby and handy to use) and a much more user-friendly touch-pad controller (less darty) to access features such as navigation, audio, phone and apps.

All models have large four-wheel disc brakes with ventilated 12-inch rotors front.

The wide multimedia display at the top of the dashboard includes a generous camera screen. There also are many buttons for quick adjustments of fan speed, temperature, audio volume and seat heat and ventilation.

And this is the first Lexus to offer Apple CarPlay infotainment and Amazon Alexa for Android devices, which allows voice commands to use car functions and connect with the home.

Back seat comfort, attention to detail and roominess are outstanding.

But there were some budget constraints at the rear trailing-arm suspension, which can be clunky over rough patches of road. And using the nickel-metal-hydride hybrid battery rather than the higher-tech (and higher cost) lithium-ion, seems a shortfall for a luxury-class car. But Toyota favors the lower cost, proven dependability and packaging capabilities of nickel-metal.

ES buyers are very loyal to the brand Lexus says. And those returning owners will have a more prestigious ES that is not an upscale Camry. You might be attracted to this car for its styling, but it will be a long-term destination for its accommodating efficiency.

Re-engineered and redesigned for 2019, the seventh-generation Lexus ES has just gone on sale in front-wheel-drive V-6 and hybrid models with a base price of $40,525, a $550 increase over the outgoing model.

2019 Lexus ES 300h Premium

• Body style: midsize, 5-seat, front-drive sedan
• Hybrid powertrain: 176-hp, 2.5-liter Atkinson cycle 4-cylinder gas engine with direct and port injection, integrated with a 29.1 kw nickel-metal hydride battery pack (204 cells)
• Total system power: 215 hp, including 39-hp battery
• Transmission: CVT
• Fuel economy: 44/45/44 mpg city/hwy/combined; 87 octane
• 0-60 mph: 8.1 seconds

SPECIFICATIONS
• Fuel tank: 13.2 gal.
• Trunk space: 16.7 cu. ft.
• Front head/leg room: 37.5/42.4 in.
• Rear head/leg room: 37.4/39.2 in.
• Length/wheelbase: 195.9/113 in.
• Curb weight: 3,704 lbs.
• Turning circle: 38 ft. *38.8 w/18-inch wheels

FEATURES
• Standard equipment includes: smart key entry with push-button ignition, 10-way power adjustable front seats, Perforated NuLuxe upholstery, Bi-LED adaptive (turning) headlights and LED cornering lights, hands-free power trunk lid, 10-speaker Pioneer audio system, 12.3-inch color touch-screen infotainment, 7-inch multi-information (gauge) display, 3 USB ports, glass roof, 18-inch noise-reducing wheels, Enform app suite with Amazon Alexa, LED cornering lights
• Safety features include: 10 air bags; precollision system with oncoming vehicle; all-speed dynamic radar cruise control with road-sign assist; lane-tracing assist; daytime bicyclist detection; parking assist (parallel and perpendicular); rear cross traffic alert and braking; lane-change assist; blind-spot monitor; and intelligent clearance sonar

PRICING
• Base price: $43,510, including $1,025 freight charge; price as tested $50,465
• Options on test vehicle: Navigation $1,920; blind spot monitor with panoramic view camera $1,900; triple-beam headlamps $1,515; 18-wheels $770; hands-free power trunk opener $550; wood steering wheel $300
• Where assembled: Kyushu, Japan.
• Warranty: 4-years/50,000-miles bumper to bumper; 6-years/70,000-miles powertrain

The battery is now under the passenger seat rather than below the trunk space, which is now fully functional at 16.7 cubic feet (for the gasoline model, too).