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Kia Niro PHEV Review

by | Dec 7, 2018 | 0 comments

Kia Niro PHEV Review

The 2018 Kia Niro PHEV is an urban runabout and a comfortable commuter — and it fulfills both jobs 

The Kia Niro exterior

The 2018 Kia Niro is available as a gasoline-electric hybrid, a plug-in hybrid, or battery electric. (Photo courtesy of Kia America)

BY MARK MAYNARD

?T/dropcap]he beauty of the Kia Niro plug-in hybrid sneaks up on you. It’s not in its function-over-form body but in how easily this compact-class crossover wagon-hatchback fits into a busy lifestyle.

With around 26 miles of battery driving, it is quick to dispense with errand-running and with engine assist there are more than 500 miles of total driving range; it is an EV that doesn’t fiddle around.

The Niro PHEV is an urban runabout and a comfortable commuter — and it does both jobs well.

The Niro driver area

The Niro driver area is smartly designed as an intuitive command center with a tall 40 inches of front headroom.

A Family of Electrified Cars

The Niro is a family of electrified cars under Kia’s EcoDynamics sub-brand of alternative-fuel vehicles. It is now available as a gasoline-electric hybrid, a plug-in hybrid or battery electric.

Today’s tester is the Niro PHEV, sold in three trim levels with starting prices of $28,840-$35,440, including the freight charge from Hwasung, Korea.  The top-line EX Premium tester had just one factory option of carpeted floor mats ($135) for a total of $35,575.

 Cabin controls are neatly arranged in two tiers.

Cabin controls are neatly arranged in two tiers.

The Niro PHEV qualifies for a $4,543 federal tax rebate, $1,500 from the state’s Clean Vehicle Rebate and San Diego Gas & Electric offers an annual credit of $200 to those who own or lease a plug-in vehicle. The credit is available to qualified customers through 2020. (Details at Cleanvehiclerebate.org.)

In case you’d not heard, Kia has earned the No. 1 ranking by J.D. Power among non-premium auto brands in its 2018 Initial Quality Study. The Korea-based carmaker has claimed the top spot in this category for the last four years and last year’s scoring was the same for 2018, a reported 72 problems per 100 vehicles. The Sorento midsize SUV and Rio small car are in the lead positions with the Optima midsize sedan, Sportage small SUV and Sedona minivan placing second and the Forte compact car in third, for their segments.

Unique Niro

Kia has a safe niche for Niro, so far, in the non-premium segment of small PHEVs. There is only about one true competitor in the Ford C-Max hybrid and PHEV and it is on its way out of production. There are luxury-class offerings in the Mercedes-Benz GLC350e, XC40,
A3 e-tron and Maserati Levante.

Niro back-seat legroom is generous at 37.4 inches.

Back-seat legroom is generous at 37.4 inches.

The body styling has some compact cuteness that wraps around an upright format as tidy and functional as an American Tourister roller bag — ready to travel with a hard shell that feels secure and refined.

The Niro is a sturdy vehicle weighing 4,409 pounds (about a hundred pounds heavier than Kia’s midsize Sorento 4WD SUV), which makes its battery driving range all the more impressive. But there were many weight-saving tricks applied, such as using advanced high strength steel in more than half of the structure with aluminum for the hood, tailgate, brake calipers and many suspension pieces.

You can ID the Niro PHEV by its slightly modified front grille, hybrid blue exterior accents and the charge-port door on the left front fender.

The multifunction steering wheel in the Kia Niro.

Standard EX Premium features include a heated steering wheel, keyless entry and push-button ignition.

Kia Niro PHEV Performance

The performance is adequate for daily driving and there is a Sport mode that dips quicker into engine power. The hybrid powertrain is comprised of a 104-horsepower, 1.6-liter Atkinson-cycle four-cylinder engine, a 360-volt (60-hp) electric motor and a 59-kW lithium ion polymer battery with a six-speed dual-clutch automatic transmission. The system has a total of 139 hp with fuel economy ratings of 48 mpg city, 44 highway and 46 mpg combined on 87 octane. The EPA gives the mileage a 105 mpg-e rating. The 11.4-gallon fuel tank is large for a plug-in and should allow 560 miles of range, but some drivers will get far more range.

A full charge takes about 2.5 hours using a 240-volt (Level 2) charger or around nine hours with the onboard 120-volt (Level 1) charger. I was able to drive mostly on battery power in a week of testing because I’d top off whenever I got home. Shame on me for not using off-peak electricity, but every time I got back into the car, the driving range was 500 miles. About the only time the engine kicked in is when I floored it for merging or evasive power.

Stopping force felt confident to control the weight with the four-wheel-disc regenerative brakes; 11-inch vented front rotors and 11.2-inch solid rotors rear.

The open cargo area of the Niro

The cargo area has a tall floor (because of the batteries), but fold the 60/40 back seats for 5 1/2 feet in length by 39 inches wide.

Interior Function

The interior plastics in Niro have an appealing appearance and are free of rough edges. The contemporary décor uses contrasting hues of shale and black plastics with (reserved) piano-black accents and the blue stitching (on the door trim, seats, steering wheel, and shift boot.

The driver area is smartly designed as an intuitive command center with a tall 40 inches of front headroom. Cabin controls are neatly arranged in two tiers for audio and AC-vent-fan with an 8-inch touch screen for navigation, phone, radio, apps. And there is a custom button to preset direct access for phone or Kia’s UVO subscription e-services.

The front seats have firm comfort but are short on thigh support for the big-and-tall driver. The EX Premium includes a six-way power driver’s seat with lumbar (but no separate seat-cushion tilt) and a four-way manual front passenger seat with height adjustment. Other useful features are a large driver’s footrest and large sliding visors with covered and lighted mirrors.

Sightlines are basically unimpeded but drivers will want to take a second look right where the wide base of the windshield pillar meets the broad base of the side mirror. The wide rearview camera with guidance is quite helpful.

The hybrid engine in the Niro

Niro’s hybrid powertrain is comprised of a 104-horsepower, 1.6-liter Atkinson-cycle four-cylinder engine, a 60-hp electric motor, and a 59-kW lithium-ion polymer battery.

The shifter console is large with a charging bin that includes a charging pad, USB port, aux-in and two 180-watt 12-volt plugs. And there is another USB charging port in the armrest-console box.

The only low-tech oddity in this very electrified vehicle is the mechanical foot-pumper parking brake.

Back Seat and Cargo Capacity

There are no apparent budget cuts to the back seat and no weirdly tall seat height, even with the batteries below. The space is made roomier by a low exhaust tunnel, which will ease the occasional crunch of three-across seating. The center seat has a head restraint that can be lowered when not needed.

The cargo area does have a tall floor (because of the batteries), which lowers the load-in ceiling height to about 27 ½ inches. But fold the 60/40 back seats (nearly flat) and there is 5 1/2 feet of length by 39 inches wide. The aluminum liftgate is about the lightest I’ve experienced for one-handed opening and closing.

Why Buy the Kia Niro?

The detailed engineering that went into the Kia Niro has created a plug-and-play device that makes our daily lives a little easier, a little quieter and a little more efficient.

A rear view of the Kia Niro PHEV

The Niro PHEV has around 26 miles of battery driving.

2018 Kia Niro PHEV EX Premium

Body style: compact, 5-seat, front-wheel-drive 5-door crossover

Engine: 104-hp, 1.6-liter Atkinson-cycle 4-cylinder with auto stop-start at idle; 109 lb.-ft. torque at 4,000 rpm

Electric motor: AC synchronous permanent magnet with 360-volts, 60-hp, 129 lb.-ft. torque

Battery: Lithium-ion polymer; 8.9 kWh, 59 kW, 24.7-amp hours

Total system power: 139-hp, 195 lb.-ft. torque

Transmission: 6-speed dual-clutch automatic

Electric driving range: up to 26 miles

Fuel economy: 48/44/46 mpg city/hwy/combined or 105 mpg-e; 87 octane

Total driving range: 560 miles

BY THE NUMBERS

Fuel tank: 11.4 gallons

Cargo space:  19.4-54.5 cu. ft.

Front head/leg room: 40.1/41.7 inches

Rear head/leg room: 39.1/37.4 inches

Length/wheelbase: 171.5/106.3 inches

Curb weight: 4,409 pounds

Turning circle: 34.8 feet

FEATURES

Standard equipment includes: keyless entry and push-button ignition, navigation system with 8-inch touchscreen, rearview camera, UVO infotainment, Android Auto or Apple CarPlay, heated and ventilated front seats, heated steering wheel, LED headlights, LED running lights and front fog lights, power-folding (heated) side mirrors with turn signals, 16-inch alloy wheels with 205/60 all-season tires

Safety features include: 7 air bags, hill-start assist, stability and traction controls, autonomous emergency braking, forward collision warning, lane-keep assist, smart cruise control, blind-spot detection, rear cross-traffic alert

PRICING

EX Premium base price: $35,440, including $940 freight charge; price as tested $35,575

Options on test vehicle: carpeted floor mats $135

Where assembled: Hwasung, Korea

Warranty: 10-years/100,000-miles lithium-ion battery and powertrain; 5-years/60,000-miles bumper to bumper with roadside assistance

2019 Toyota Corolla Hatchback: The shape of things to come

by | Dec 6, 2018 | 0 comments

2019 Toyota Corolla Hatchback: The shape of things to come

The 2019 Toyota Corolla Hatchback is now a benchmark in this segment of compact five-door, non-sedans that includes the Chevrolet Cruze, Ford Focus, Honda Civic and VW Golf.

Forget everything you once knew about the Corolla nameplate being synonymous with boring but dependable transportation. The redesigned 2019 Corolla Hatchback is updating the 52-year-old nameplate with youthful styling, sophisticated interior materials, a full integration of safety technologies and a new attitude of sporty drivability.

It might now be the benchmark in this segment of compact, five-door non-sedans, which includes the Chevrolet Cruze, Ford Focus, Honda Civic, Hyundai Accent, Kia Forte, Mazda3, Nissan Versa Note and VW Golf.

It is an enjoyably nimble car to drive with a well soundproofed cabin and a forgiving independent suspension this is firm enough for fun but comfortable for everything else.

The completely re-engineered hatchback replaces the previous Corolla iM hatch and is on Toyota’s new global platform for cars. The chassis is 60 percent stiffer and the footprint is a little lower and a wider and about a half inch shorter.

The hatchback’s speed-line body styling might compromise some cargo capacity, but it is a head-turning trade off. And it follows through to the rear with a pair of horizontal dual-exhaust outlets that are integrated into the fascia. It’s not about performance but it does look cool at the curb.

The Corolla Hatchback is sold in two well-equipped trim levels in front-wheel drive with one powertrain of a 2.0-liter four-cylinder engine and a manual transmission or continuously variable automatic. Starting prices range from $20,820 for the entry SE with six-speed manual to $25,010 for the XSE with CVT. Today’s tester is an SE with CVT that was $23,410 with the SE preferred package ($1,400), which adds a blind-spot monitor and Entune 3.0 audio upgrade with app suite.

The cabin has contemporary styling with reserved piano black trim.

The hatchback is a step up in content from the basic Corolla four-door and includes such standard equipment as smartkey locking and push-button ignition, six-way manually adjusted driver seat, electric parking brake, seven air bags and Toyota Safety Sense 2.0, LED headlights and taillights, an 8-inch multimedia touch screen and six-speaker audio system, a phone-accessed Scout GPS Link and 16-inch alloy wheels.

The XSE is a tech-step upward with adaptive (turning) headlights, LED foglights, leather-and-fabric upholstery, heated front seats, eight-way power driver’s seat, 18-inch wheels and more soundproofing.

There are only four factory option packages: adaptive front headlights $415; the SE preferred package, $1,400, includes a blind-spot monitor and Entune 3.0 audio upgrade with app site Toyota Connected Services; the XSE preferred package, $1,600, includes a navigation system, wireless phone charging pad and 800-watt, eight-speaker Entune JBL audio upgrade.

The shift console includes a handy place to lay a phone with adjacent USB and audio input ports. 

The 168-hp engine has 31 more horsepower than the 1.8-liter it replaces and 25 more foot-pounds of torque, now at 151 lb.-ft. torque at 4,800 rpm. The entry SE with CVT gets the top mileage ratings of 32/42/36 compared to 28/37/31 mpg for the manual and 30/38/33 for the XSE CVT. I was averaging 27.7-30 mpg in mostly city driving.

It is an enjoyably nimble car to drive with a well soundproofed cabin and a forgiving independent suspension that is sporty enough for fun, but comfortable for everything else. Braking is well executed with four-wheel discs, 11.5-inch vented rotors front and 10.5-inch solid rear.

The Dynamic-Shift CVT is groundbreaking for its fixed first gear for a solid launch from the traffic light without a wail of motorboating as the transmission tries to catch up with the engine revs. The transmission simulates 10 sequential steps and has a Sport mode and paddle shifters with rev-matching downshifts. With active cornering assist there is more grip in hot turns and the transmission will downshift on hard braking.

Back seat space has a comfortable seatback angle but requires a limber squeeze through the door.

And with the addition of Toyota Safety Sense as standard equipment, the Corolla hatch outdistances the competition and most of those in the luxury class, too. Yet, blind-spot alert is still an option.

The safety-sense suite is the foundation for semi-autonomous driving and it features several driver-assist aids. The pre-collision and pedestrian-detection system uses a forward-facing camera and monitors the road for a preceding vehicle or pedestrian — day or night — or a daytime bicyclist. The adaptive radar cruise control has been enhanced to match speed and distance control and to watch for cut-in by other drivers.

The safety-sense suite is the foundation for semi-autonomous driving and includes:

Pre-Collision System with Pedestrian Detection. It uses a forward-facing camera to detect a preceding vehicle or pedestrian — day or night —or a daytime bicyclist. If the driver does not respond to audible and visual alerts, the system will hit the brakes to help avoid a collision with the help of forward collision warning, brake assist and automatic emergency braking. 

There is a lot of open space in the cargo capacity when the seats are folded, which form a contiguous flat space.

Full-Speed Range Dynamic Radar Cruise Control: For use on the highway, the adaptive system works between 0 to 110 mph and allows stopping and acceleration. It is a well-calibrated aid that has been enhanced to match speed and distance control and to watch for cut-in by other drivers.

Lane-tracing assist keeps drivers between the white lines of sweeping highway curves and exit ramps. While Road Sign Assist identifies signage for speed, stop, yield and do not enter.

The light steering touch, braking refinement and gentle dip of the suspension will be the first hints that the new Corolla hatchback does not share much with its econobox sibling.

The cabin has contemporary styling with a charcoal-tone fabric headliner, reserved use of piano black trim and a neatly stitched dash top, seats and door trim. All controls are easy viewed and adjusted. The little sliding-top armrest has a storage box with a charging USB (2.1 amp) and a 12-volt plug. The shift console includes a handy place to lay a phone with adjacent USB and audio input ports. Visors have extenders and covered, lighted mirrors.

It is an enjoyably nimble car to drive with a well soundproofed cabin and a forgiving independent suspension this is firm enough for fun but comfortable for everything else.

Sightlines are good at the side mirrors, which have a quarter pane for a snip more cornering view (rather than a solid panel at the wide base of the mirror). Rearward views are more complex at the wide wrap of the rear roof pillars, but the head restraints can be folded for a better view and the rearview camera is helpful with guidance lines.

Back seat space has a comfortable seatback angle but requires a limber squeeze through the door.  There are no USBs for guests to use but a fold-down armrest has cup holders and there is a cup holder in each door.

There is a lot of open space in the cargo capacity when the seats are folded, which form a contiguous flat space. The 60/40 seatback folds for about 5 ½ feet of length by 41 inches wide. The cargo floor is somewhat shallow at 23 ½ inches at the opening, but there is room below the floor for a temporary spare.

Toyota appears hopeful that young drivers will pay up for a car that supports their lifestyle without killing their paycheck. But what works for young people, works for all.

2019 Toyota Corolla Hatchback

  • Body style: compact, 5-pass., front-drive 5-door hatchback
  • Engine: 168-hp, direct- and port-injection 2.0-liter 4-cylinder; 151 lb.-ft. torque at 4,800 rpm
  • Transmission: CVT
  • Fuel economy:  30/38/33 mpg city/hwy/combined; 87 octane

Starting prices range from $20,820 to $25,010.

SPECIFICATIONS

  • Fuel tank: 13.2 gal.
  • Cargo space: 18 cu. ft.
  • Front head/leg room: 38.4/42 in.
  • Rear head/leg room: 38/29.9 in.
  • Length/wheelbase: 169.9/103.9 in.
  • Curb weight: 3,060 lbs. *base model
  • Turning circle: 37.4 ft.

FEATURES

  • Standard equipment includes: keyless entry and push-button ignition, rearview camera, 4.2-inch multi-information gauge display, power mirrors with turn signals, power windows (with auto up-down for all), acoustic laminated windshield, LED running lights, bi-LED combination headlights
  • Safety features include: 7 air bags, brake assist, brake-force distribution

PRICING

  • Base price: $22,010, including $920 freight charge; price as tested $23,410
  • Options on test vehicle: SE preferred package $1,400
  • Where assembled: Takaoka, Japan

 

2018 Nissan Leaf EV, Electric Vehicle Review

by | Dec 4, 2018 | 0 comments

2018 Nissan Leaf EV, Electric Vehicle Review

Simple Nissan Leaf EV green without the gimmicks

A front view of the 2018 Leaf EV

The Nissan Leaf EV has about 160 miles of range, but a higher-capacity (60 kWh) model is planned for 2019. (Nissan)

BY MARK MAYNARD

Critics of electric cars point to the obvious downsides of range, range anxiety, and price. But few realize the upsides until they own an EV. The Nissan Leaf EV is a good usher to introduce the simple pleasure of electric driving.

Among the assets of driving a battery-electric vehicle is not having to pump gas. Then there are the obvious incentives of reduced vehicle maintenance and an ever-topped-off tank after an overnight charge. And somewhere on the list of assets will be reduced tailpipe emissions.

There are several mainstream battery-electric models now, including the Chevrolet Bolt, Ford Focus EV, Hyundai Ioniq, VW eGolf, and today’s tester, the 2018 Nissan Leaf.

Chevrolet gave the EV segment a jolt with its 250-mile Bolt. This little hatchback can work as a commuter (with HOV-lane access) to those who have long daily commutes.

The Leaf EV interior

The Nissan Leaf EV provides simple efficiency without gimmicks. (Mark Maynard)

2nd generation Nissan EV Leaf

The second-generation 2018 Nissan Leaf EV debuted with a boost in battery power in a complete redesign. The new Leaf has about 160 miles of range, but a higher-capacity (60 kWh) model is planned for 2019.

A Leaf door panel with bottle holder.The Leaf format seems to be simple efficiency in a mainstream package. It provides useful advanced technologies without the fuss of “premium” add-ons or gimmicky EV tricks.

The five-seat, front-wheel-drive hatchback is about the same size as before. In my week of testing, it did not matter if I was sitting on a battery capable of 160 miles or 250. I seldom drive more than 100 miles in a day, and I’d just plug in when at home. The car can chart a course to a public fast-charging station, but there can be wait times.

The Nissan Leaf EVcenter stack of cabin controls is smartly arranged. (Mark Maynard)

Nissan Leaf EV Pricing

The Nissan Leaf EV is sold in three trim levels with starting prices that range from $30,875-$37,085, including the $885 freight charge from Smyrna, Tenn. Standard equipment includes keyless locking with push-button start, Bluetooth phone and audio connection, and automatic emergency braking.

Today’s tester is the midrange SV that was $36,855, including the all-weather and technology packages. Pricing does not include the federal tax credit of $7,500 or California’s $2,500 EV rebate. (Details at DriveClean.ca.gov).

All models have the same driving range and powertrain: a 110-kW AC electric motor and 40 kWh lithium-ion battery of 192 cells. Its 147 horsepower with 236 foot-pounds of torque provides instant forward thrust.  The transmission is a continuously variable automatic.

The new lithium-ion battery design packs 67 percent more power but is the same size as before, stored in the floor.

Standard on all models is a 6.6 kW onboard charger and portable trickle-charge cable (120-volt) and a charging timer. A dead battery can take up to 35 hours to charge on 110-volt (household current), but it drops to 7.5 hours on the 220-volt home charger. Or use a public fast charger for an 80 percent charge in 40 minutes.

The new lithium-ion battery design packs 67 percent more power.

And as with other EVs, a smartphone app can monitor the state of charge. The owner can also set a charging schedule or pre-heat or cool the cabin.

The heavy and heavy-duty Level 2 charging cable. (Mark Maynard)

The ePedal

One of the Leaf’s more engaging innovations is the e-Pedal accelerator. It is an electronic function to recapture more braking-energy regeneration on deceleration. The system felt heavy-footed at first, but it didn’t take long to modulate acceleration. The driver can lift gently to decelerate or let the car come to a complete stop.

I quickly learned to anticipate the distance to stopping by just lifting the accelerator pedal to come to a gentle stop.

Acceleration force is quick when needed with a hard push on the pedal. But always use the brake pedal when immediate stopping power is needed. The electric power steering is well calibrated for a “real steering feel.”

Ride and handling

Ride quality is comfortably firm and the car does not feel heavy in its handling; the curb weight of 3,468 pounds is 112 pounds less than the Bolt.

The interior has midsize-car dimensions. The front headroom is tall at 41.2 inches and the legroom is also long at 42.1 inches.

The rear legroom is tight at 33.5 inches and the bench seat is short on thigh support for adults. There is no center position head restraint, so it is a better four-seater than five.

Cargo capacity is large at 23.6 cubic feet and the 60/40 back seat folds for longer items.

Cargo capacity is large at 23.6 cubic feet, or fold the 60/40 back seat for longer items and up to 30 cu.ft.

The roomy front seat space benefits from a cab-forward layout. The large dashboard and outstretched windshield pillars fork at the base of the side mirrors to give more cornering visibility. The fork is helpful, but drivers will need to take a second look for pedestrians in crosswalks. The wide rear roof pillars restrict the rearview, which can complicate watching for traffic at the rear three-quarter.

The wide rear roof pillars restrict the rear view. (Mark Maynard

The EPA calculates that the annual Leaf “fuel” cost is $600. The cost of gasoline for a comparably sized gasoline-powered vehicle would be double or triple that cost.

A driving range of 250 miles is good for bragging rights. But the Leaf’s reasonable price point might be the more reassuring numbers.

SPECIFICATIONS

2018 Nissan Leaf SV

  • Body style: midsize, 5-passenger, front-drive hatchback EV
  • Electric motor: 110-kW AC synchronous electric motor
  • Battery: 40-kWh laminated lithium-ion, 192 cells
  • Power: 147-hp; 236 lb.-ft. torque from 0-3,283 rpm
  • Transmission: CVT
  • Estimated driving range: 150-160 miles
  • Charging:   6.6-kW onboard charger; 35 hours on 110-volt (household current); 7.5 hours 220-volt; quick charge in 40 minutes to 80 percent

BY THE NUMBERS

  • Cargo space: 23.6-30 cu. ft.
  • Front head/leg room: 41.2/42.1 in.
  • Rear head/leg room: 37.3/33.5 in.
  • Length/wheelbase: 176.4/106.3 in.
  • Co-efficient of drag: 0.28
  • Curb weight: 3,468 lbs.
  • Turning circle: 36.1 ft.

FEATURES

Standard equipment includes: keyless locking and push-button starter, 17-inch all-season 215/50 Michelin Energy Saver tires and alloy wheels, a rearview camera with guidance lines, portable trickle charge cable, HVAC timer to heat or cool cabin, 60/40 folding back seat, leather-wrapped steering wheel, Nissan Connect with navigation

Safety features include: 6 airbags, stability and traction controls, automatic emergency braking, blind-spot warning, rear cross-traffic alert, driver-awareness alert

PRICING

Base price: $33,375, including $885 freight charge; price as tested $36,885

Options on test vehicle: All-weather package, $900, includes heated front seats, steering wheel, and side mirrors; SV Tech package, $2,200, includes 8-way power front seat with 2-way lumbar, universal garage opener, auto-dimming rearview mirror, LED headlights and running lights, portable charge cable (120v, 240v), automatic emergency braking, blind-spot warning, rear cross-traffic alert, ProPilot Assist with steering assist, intelligent cruise control, electric parking brake, high-beam assist, lane intervention; splash guards $190; carpeted floor mats and cargo mat $190

Where assembled: Smyrna, Tenn.

Li-ion battery pack warranty:  8-years/100,000-miles against defects and excessive capacity loss.

 

Ride quality is comfortably firm and the car does not feel heavy in its handling. (Nissan)

2019 Ford Mustang Bullitt Review

by | Dec 1, 2018 | 0 comments

2019 Ford Mustang Bullitt Review

History In the Remaking

The iconic 2019 Mustang Bullitt traces its roots to the legendary Highland Green 1968 Mustang GT fastback Steve McQueen thrashed in the action thriller “Bullitt” 50 years ago. (Photos courtesy of Ford Motor)

BY MARK MAYNARD

The 2019 Ford Mustang Bullitt is now in its third sequel and getting better with every evolution.

Ford has made a mini-franchise out of limited-edition Bullitt models that pay tribute to the fastback’s film debut in 1968 with Steve McQueen at the wheel. The now-legendary “Bullitt” film came out 50 years ago on Oct. 15.

I was in the theater then, a car-crazed 14-year-old. After that death-defying car chase with the bad guys in a 1968 Dodge Charger 440 Magnum, I pledged allegiance to the Mustang — a 390 GT 2+2 fastback.

The cabin is compact but quite functional, with much Bullitt jewelry.

The chase lasted just 10 minutes 53 seconds but lives in infamy, in part to Ford’s Bullitt Mustang marketing. Tug on your driving gloves for the 2019 version, which was preceded by movie-tribute models in 2001 and 2008.

2019 Bullit Pricing

Complete with classic cue ball shifter, the 2019 Bullitt builds on the latest Mustang GT Premium with Performance Package, but with a little more power.

The classic cue ball shifter.

Pricing starts at $47,495, including the $900 freight charge from Flat Rock, Mich. Exterior paint choices are limited to Shadow Black and the classic Dark Highland Green. And there are just three factory-installed options:

Bullitt Electronics Package, $2,100, which includes navigation, driver memory seat and mirrors, upgraded sound system and Blind Spot Information System with Cross-Traffic Alert;

 MagneRide semi-active suspension, $1,695;

Recaro black leather-trimmed seats, $1,595.

Classic Bullitt Styling

The Highland Green tester included all three options for a total of $52,885. The Recaro seats were supportive and not severely bolstered as to complicate easy entry or jean-scraping wear. But I’d also prefer a seat with lumbar adjustment; these are one size fits most.

The 19-inch Michelin Pilot Sport Cup 2 Tires (summer only) make every sports car better as does the MagneRide adaptive suspension upgrade (rather than the standard heavy-duty steel springs). It is not a harsh ride and, likely, helps the car adhere when pushed hard on lumpy surfaces.

Performance modes, including drift.

Other Bullitt features include a dashboard badge with chassis number, chrome accents around the grille and front windows, 19-inch five spoke heritage aluminum wheels, red painted Brembo brakes and its own black grille.

The leather-trimmed interior features unique green accent stitching on the dashboard, door panels, center console and seats.

Ford says it is a limited edition, but gives no tally of cars to be built. Possibly 1,968? Or as many as can be sold for $50,000.

Mustang Bullitt Power

The 480-horsepower 5.0-liter V-8 was uprated with a performance open-air intake, Mustang Shelby GT350 intake manifold, a larger 87-mm throttle body and a tweaked control module. Horsepower is 20-up from the Mustang GT and peak torque is the same at 420 foot-pounds but at 4,800 rpm vs 4,600 rpm. Its top speed of 163 mph is an 8-mph boost, for those who dare. But it is the bellow of the active black NitroPlate quad-tip exhaust that is the siren song. It is manufactured sound, but more super-stock than factory and never obnoxious.

The Bullitt model has huge Brembo front brake discs of 15 inches

The Brembo front brake discs are 15 inches. The rear brakes are 13 inches. Both are vented.

With a curb weight of 3,743 pounds, it’s good for 0-60 mph in 4 seconds, according to magazine results. Fuel economy numbers are 15 mpg city, 25 highway, and 18 mpg combined. Premium fuel is required for peak power and mpgs.

The 19-inch Michelin Pilot Sport Cup 2 Tires are part of the Performance pack.

The 19-inch Michelin Pilot Sport Cup 2 Tires are part of the Performance pack.

The only transmission is a sweet-shifting six-speed manual with a light clutch, smooth engagement, and ideal gear ratios for creeping in traffic in second and third. A hill holder function of the ABS takes away the fret of uphill starts. I did not miss a shift or stall the car once in my week. And this is the same clutch and gearing in the basic Mustang GT performance pack. The only other difference is the shift knob.

You can “build” a comparably equipped Mustang GT for about a thousand dollars less, but the Bullitt might have more collector value down the road because it is history in the remaking. Just imagine the damage McQueen could have done with this badass Bullitt.

The 'Bullitt' V8 engine

The 480-horsepower 5.0-liter V-8 was uprated with a performance open air intake, Mustang Shelby GT350 intake manifold, a larger 87-mm throttle body, and a tweaked control module.

2019 Ford Mustang Bullitt Specifications

Body style: compact, 4-passenger, rear-wheel drive coupe

Engine: 480-hp, 5.0-liter V-8; 420 lb.-ft. torque at 4,800 rpm

Transmission: 6-speed manual w/rev-matching downshifts

Fuel economy: 15/25/18 mpg city/hwy/combined; premium fuel

Bullitt features include a dashboard badge with chassis number

Bullitt features include a dashboard badge with chassis number.

BY THE NUMBERS

Fuel tank: 16 gallons

Trunk space: 13.5 cu. ft.

Front head/leg room: 37.6/45.1 inches

Rear head/leg room: 34.8/2913.5 inches

Length/wheelbase: 188.5/107.1 inches

Curb weight: 3,743 pounds

2019 PRICING

Base price: $47,495, including $900 freight charge; price as tested $52,885

Options on test car: Bullitt Electronics Package, $2,100, which includes navigation, driver memory seats and mirrors, upgraded sound system and Blind Spot Information System with Cross-Traffic Alert; MagneRide semi-active suspension, $1,695; Recaro black leather-trimmed seats, $1,595.

Where assembled: Flat Rock, Mich.

A rear view of the iconic green Bullitt mustang

Inside and out, the 2019 Ford Mustang Bullitt has minimal badging; only the circular faux gas cap Bullitt logo on the rear center is visible on the exterior.

2019 Infiniti QX50: More luxury, more sophistication, more complexity

by | Nov 5, 2018 | 0 comments

2019 Infiniti QX50: More luxury, more sophistication, more complexity

The QX50’s new 2.0-liter VC-Turbo four-cylinder engine is getting much attention in advertising and in road-test evaluations, but not all of it is progressive.

The 2019 Infiniti QX50 is fresh start with striking exterior styling, a more luxurious presentation, Level 2 semi-autonomous driving and a first-of-its-kind engine with variable compression.

There are a lot of moving parts to the redesigned QX50, the brand’s midsize five-passenger SUV crossover. Its new 2.0-liter VC-Turbo four-cylinder engine is getting much attention in advertising and in road-test evaluations, but not all of it is progressive.

Infiniti says the engine’s variable compression ratio technology is a breakthrough in combustion-engine design. But it is a complex engineering design that took about 20 years to exorcise the demons for mainstream application.

The once-simple engine piston gets sophisticated bottom-end internals, with a multi-link connector at the crankshaft that connects with another control shaft then an actuator arm and an electric motor-controlled rotating unit called the Harmonic Drive.

Cabin materials are immaculate, but the traditional cabin layout does not set any new standards for functionality or creativity.

The movement is robotic-like syncopation to continually adjust the engine’s compression ratio by raising or lowering the reach of the pistons. The consumer benefit is more power and fuel efficiency from a four-cylinder engine — and it does have impressive power numbers.

The 2.0-liter VC-Turbo replaces a 3.7-liter V-6 with 325-hp and 267 foot-pounds of torque at 5,200 rpm. With a seven-speed transmission, it had mileage of 17/24/20 mpg city/hwy/combined.

Headroom is tall at 40 inches — with the panoramic roof — and driver controls are reasonably intuitive.

The VC-Turbo, with direct-and-port injection, has 268 horsepower and 280 lb.-ft.  torque from 1,600-4,800 rpm. All-wheel-drive fuel economy ratings are 24 mpg city, 30 highway and 26 mpg combined on the recommended premium fuel. I was averaging just 16.9 mpg in a week with little freeway driving and much use of Sport mode. Oddly, there was no auto stop-start at idle, but I don’t think there’s much mileage benefit for the driver with that feature.

The panoramic roof is wide and long.

The efficiency gains are apparent on paper, but my driving experience was variable and made somewhat annoying by the continuously variable automatic transmission. At times the power delivery was quick and assertive, mostly around town, and at times the spooling of the turbo (as the engine reached 1,600 rpm) and the rubberbanding uptake of the CVT had the feel of a small powertrain trying to move a heavy vehicle. But the QX50 is not heavy at 3,857 pounds. At speed, the engine response is quicker and almost frenzied.

Only AWD models are recommended for towing and have a 3,000-pound rating.

The steering weight is very light, which I like when tooling the city, and the overall drivability is comfortable, not sporty, particularly with the Bridgestone Ecopia 19-inch runflat tires. There is noticeable road noise on concrete Interstate despite a well-soundproofed cabin.

The VC-Turbo, with direct-and-port injection, has 268 horsepower and 280 foot-pounds of torque from 1,600-4,800 rpm.

The QX50 is sold in three trim levels with front- or all-wheel drive. Pricing starts at $38,540 and ranges to $46,145 for the top-line Essential AWD; pricing includes the $995 freight charge from Aguascalientes, Mexico. The Essential tester was $59,585 with four major packages and three stand-alone options for premium paint ($500); illuminated kick plates ($465); and welcome lighting ($425), which shines at the ground from below the door opening.

The once-simple engine piston gets sophisticated bottom-end internals. The electronics of the variable compression ratio engine can detect the car’s driving condition and driver inputs, and seamlessly select the most suitable compression ratio, Infiniti says. The engine is able to offer any compression ratio between 8:1 (for high performance) and 14:1 (for high efficiency).

Competitors include the Acura RDX, Audi Q5, BMW X3, Cadillac XT5 or XT4, Lexus NX, Mercedes-Benz GLC and Porsche Macan.

The traditional cabin layout does not set any new standards for functionality or creativity, but Infiniti is a master tailor at high-luxury interiors. The tester’s three-tone cabin was neatly dressed in white perforated and quilted leather upholstery, etched metallic trim and a brown Ultrasuede headliner with accent swaths of blue Ultrasuede across the instrument panel and upper doors. All of the plastic pieces felt sturdy with spot-on panel fit.

The tight turning circle of 36.4 feet is empowering, as is the around-view monitor, which shows all sides of the vehicle. Braking is confident with light pedal pressure from vented four-wheel disc brakes, 13-inch discs front and 12.1-inch rear.

The ride height is ideal for command of road visibility without a big step-up to the cabin. Sightlines are open over the shoulder, but the wide base of the windshield pillars at the side mirrors can block views of pedestrians in crosswalks. Eight-way power front seats are firmly supportive and not overly bolstered; but only the driver gets two-way lumbar adjustment.

The back seat is quite functional with fore-aft slide and a reclining seatback.

Headroom is tall at 40 inches with the panoramic roof. Driver controls are reasonably intuitive, but the dual stacked screens in the center console are low and not conducive for parallel eye movement from screen to road. The 8.8-inch navigation screen is at the top but there is no ability to swap the screen functions to have the more used 7-inch infotainment screen in the upper position.

The back seat is quite functional with fore-aft slide and a reclining seatback. There is almost adult-class thigh support and the low center exhaust tunnel improves center-seat footroom. Extra features include temperature control (but no fan speed), a charging USB and 12-volt plug and a fold-down padded center armrest with cup holders.

The cargo area is deep and wide with room for three golf bags, Infiniti says.

The cargo area is deep and wide with 31.1 cubic feet of storage that will fit three golf bags. Or fold the seats for about six feet of length and up to 64.4 cubic feet. Extras include usable basement storage, two lights, dual seatback releases and a bag hook.

The QX50 has glints of engineering brilliance in a setting rich in luxury. The next evolution should include a brilliant transmission.

2019 Infiniti QX70 Essential AWD 

  • Body style: midsize, 5-passenger, AWD SUV crossover
  • Engine: 268-hp, turbocharged and direct-and-port injection 2.0-liter 4-cylinder; 280 lb.-ft. torque from 1,600-4,800 rpm
  • Transmission: CVT w/manual shift mode and rev-matching downshifts
  • Fuel economy:  24/30/26 city/hwy/combined; premium fuel
  • 0-60 mph: 6.2 secs

SPECIFICATIONS

  • Fuel tank: 16 gal.
  • Cargo space: 31.4-65.1 cu. ft.
  • Front head/leg room: 40*/39.6 in. *41 in. w/o moonroof
  • Rear head/leg room: 38.4/38.7 in.
  • Length/wheelbase: 184.7/110.2 in.
  • Curb weight: 3,857 lbs.
  • Turning circle: 36.4 ft.

FEATURES

  • Standard equipment includes: smartkey locking and push-button ignition, around-view monitor, power panoramic roof with sunshade, LED headlights, leather-trimmed upholstery, 8-way power adjustable front seats, 2-way power lumbar for driver, electric parking brake, around-view camera, navigation and infotainment apps, 4 USB ports, 19-inch runflat Bridgestone Ecopia tires
  • Safety features include: 8 air bags, forward collision warning, forward emergency braking with pedestrian detection, blind-spot warning, hill-start assist 

    The 2019 Infiniti QX50 is fresh start with striking exterior styling, a more luxurious presentation, Level 2 semi-autonomous driving and a first-of-its-kind engine with variable compression.

  • PRICING
  • Base price: $46,145, including $995 freight charge; price as tested $59,585
  • Options on test vehicle: lighted kick plates $465; premium paint $500; welcome lighting $425; ProASSIST package, $550, includes backup collision Intervention, distance control assist, intelligent cruise control, rear cross traffic alert;

ProASSIST Package, $2,000, adds ProPILOT Assist with steering assist and intelligent cruise control with full-speed range, blind-spot intervention, lane departure warning, lane departure prevention, high-beam control;

Autograph package, $2,000, adds, white, quilted semi-aniline leather upholstery, blue Ultrasuede upper door, upper instrument panel and center console lid accents, seat quilting stitch; blue piping between white leather and blue Ultrasuede;

Sensory package, $7,500, adds 20-inch dark painted wheels with 255/45R20 all-season run-flat tires, climate-control seats; 2-way passenger power lumbar, motion-activated liftgate, rear side window sunshades, advanced climate control system, cube design LED headlamps (LED high-low beam), adaptive front lighting system, open pore maple wood trim, black Ultrasuede upper door, upper instrument panel and center console lid accents, Ultrasuede headliner, metallic cargo-area finishers

  • Where assembled: Aguascalientes, Mexico
  • Warranty: 4-years/60,000-miles bumper to bumper with roadside service and a free loaner car for scheduled service;6-years/70,000-miles powertrain

With a 3,857 pound curb weight, the QX50 feels heavy when leaving the stoptlight until power builds.