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Skip to main contentEmphasizing a bold new look and its bumper-to-bumper, wheels-to-roof transformation, the all-new 12th-generation, 2020 Toyota Corolla se …
Emphasizing a bold new look and its bumper-to-bumper, wheels-to-roof transformation, the all-new 12th-generation, 2020 Toyota Corolla sedan continues its legacy as an economical top-selling sedan. The best-selling nameplate in the world with 46 million units sold since its introduction in 1966, Corolla is currently the ninth top-selling vehicle and third best-selling sedan in America. The new-generation Corolla follows last year’s Hatchback launch with a 52mpg-Corolla Hybrid and a trendy new dynamic look for the sedan with Toyota's New Global Architecture (TNGA) platform for improved stability, agility and comfort. The TNGA platform is new to the sedan and imparts increased rigidity, and the rear suspension has beefed up with a new, more sophisticated multilink system.
Also new for 2020 are Toyota Safety Sense 2.0 (standard), a new 169-horsepower, TNGA 2.0-liter Dynamic Force Engine – available in addition to the standard 1.8-liter powerplant, available Dynamic-Shift CVT or six-speed manual transmission, standard Apple CarPlay, Amazon Alexa compatibility and Wi-Fi Connect. My test Corolla SE came with the larger 2.0-liter engine, normal and sport driving modes, front-wheel-drive, 18-inch alloy wheels, Dark Gray Metallic Sport Side Rocker panels and color-keyed rear spoiler, sport mesh Dark Gray Metallic front grille with LED accent lighting, 8-inch touchscreen, and sporty interior coolness with a center stack screen providing access to vehicle settings, audio controls, navigation, and audio multimedia.
From every angle, the new Corolla sedan looks lower and leaner, tauter and tighter. Powerful fender flares and generously curved fender top surfaces accent its sculpted, athletic demeanor. It’s not the econobox your parents drove in the ‘60s. The compact Corolla is shorter, wider and lower in this generation for increased stability, shortening length by 0.8 inches to 182.3 inches; gaining 0.2 inches in width to 70.1 and losing 0.8 inches in height to 56.5 inches, on the same 106.3-inch wheelbase, though the platform is brand new -- Toyota's New Global Architecture. Curbweight goes from 2910 lbs. to 3150 lbs. depending on trims and accessories, putting on from 50 to 100 lbs. Ground clearance is lower by more than an inch, at 5.1 inches.
Corolla has been known for its fuel economy and that continues this year. The 2020 Corolla offers two efficient engines, a 1.8-liter, 16-valve inline-four-cylinder engine and a direct-injection 2.0-liter Dynamic Force inline-4. The base 1.8-liter unit gains 7hp and delivers 139 horses with the same 126 lb-ft of torque as did the last generation. The 2.0-liter is good for 169hp and 151 lb-ft., where the top-tuned engine of Gen-11 put out 140hp. In keeping with the Corolla mission, Corolla’s 1.8-liter is EPA rated at 30mpg/city, 38mpg/highway and 33mpg/overall. The 2.0 is rated at 31/38/34, and one setup can get you 40mpg on the highway.
The front-wheel-drive system may not be a track star, but it did show energy and finished a zero-to-60mph sprint in 7.9 seconds (hand-timed), during a 16.2-second hand-timed quarter-mile. Showing the economical fuel consumption that first built its following, my test ride averaged 30.2mpg in mixed-use driving.
Corolla’s Independent MacPherson strut front suspension with stabilizer bar and rear multi-link with stabilizer bar smoothed out road imperfections better than old econocars did, but it isn’t quite up to lavish ride status.
With seating for five, Corolla provides the same 38.3 inches of front headroom as last year, and 37.1 inches in row two. However, legroom loses a bit from last year at 42.0 inches in the first row and a tighter 34.8 inches in the second seats. Shoulder room is comfortable at 54.0 up front and cozier at 51.7 in row two. The cabin is packed with infotainment, climate features, cool upscale lighting and instrumentation, and various informational displays that are driver-friendly. The cabin is quieter than ever thanks to the new structure, drivetrain improvements and insulation. Cabin environment is improved with Corolla sedan’s fully redesigned air conditioning system that employs smarter climate control, as its innovative twin-layer recirculation/fresh air induction unit reduces glass fogging while promoting recirculation of warm cabin air in lower areas.
From a safety perspective, the 2020 Corolla sedan features eight standard airbags and Toyota’s Star Safety System, which includes Enhanced Vehicle Stability Control, Traction Control, Electronic Brake-force Distribution, Brake Assist, Anti-lock Braking System, and Smart Stop Technology, and all Corolla sedan models come equipped with a standard backup camera. Significantly, all 2020 Toyota Corolla sedan models are equipped standard with Toyota Safety Sense 2.0, an advanced suite of integrated active and pre-collision safety features.
Starting at under $20,000 for the base 2020 Toyota Corolla L ($19,600), Corolla comes in seven trims, including the Hybrid LE, which bases at $23,100. The top XSE trim starts at $25,550, and my test SE trim, second in the lineup, starts at $22,050. Barcelona Red exterior paint was mated to a Light Gray/Moonstone fabric interior and we added one of three SE Premium Packages available, the middle option, for $2315 that included a ton of Siri, Alexa, Apple, Verizon WiFi and remote connect capabilities, GPS, Blindspot warning, remote keyless entry, color-keyed heated outside mirrors, and much more. Bodyside moldings added $209, Door Edge Guards added $125, Mudguards added $129, and Delivery, Processing and Handling fees of $995 put the sticker-as-tested at $25,823.
Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years.
Mazda added the CX-3 subcompact to its crossover lineup for model-year 2016, replacing the similar Mazda2 subcompact. In a world of large and often …
Mazda added the CX-3 subcompact to its crossover lineup for model-year 2016, replacing the similar Mazda2 subcompact. In a world of large and often-expensive SUVs, Mazda’s CX-3 represents a more-economic, fuel-conscious downsize that can take on urban landscapes with crowded traffic and parking challenges, camping and outdoor ventures, long highway cruises and family excursions, looking good and sporty while handling with good manners along the way.
Ready for adventure, and developed with Mazda’s striking design philosophy, athletic driving dynamics and straightforward driving position, CX-3 offers an engaging package for urbanites who don’t settle for the conventional. This unconventional presentation has earned the 2020 Mazda CX-3 subcompact crossover the attention of industry experts, and the fun-to-drive mini-ute has been awarded the title as "Best Subcompact SUV of 2020” by Kelley Blue Book’s KBB.Com while gaining a 2020 IIHS Top Safety Pick+ ranking from the Insurance Institute for Highway Safety.
New for 2020, Mazda has eliminated the Touring and Grand Touring trims that were available last year, reducing the line-up to only the Sport trim. A treasure of advanced safety features have been added as have convenience items including standard Android Audio and Apple CarPlay. Additionally, i-Activesense driver assistance features are now standard. The standard suite of i-Activesense safety amenities includes Mazda Radar Cruise Control with stop-and-go function, Advanced Smart City Brake Support with Pedestrian Detection, Smart Brake Support with Collision Warning, Lane Departure Warning, High Beam Control, Blind Spot Monitoring with Rear Cross-Traffic Alert and a rearview camera.
The 2020 Mazda CX-3 Sport is packed with more than safety. CX-3 is augmented so fully that enhancement packages offered are non-existent. Standard interior installs include cloth door trim with Black armrests, Black center console knee pads, power windows with driver's one-touch down/up feature, power door locks with 2-stage unlocking, push button start, rear window defogger with timer, remote fuel door release, remote keyless illuminated entry system with “answer back” feature, tilt and telescopic steering column, 7-inch full-color touch screen display, Bluetooth® hands-free phone and audio capability, AM/FM audio system with Automatic Level Control and six speakers, MAZDA CONNECT™ Infotainment System, Active Driving Display, Ambient temperature and digital clock, 6-way manual driver's seat, steering wheel-mounted audio and cruise controls and a trip computer.
CX-3’s athletic architecture features smooth, flowing angles that designers market as “creating a sense of motion.” CX-3 Sport now features all LED exterior lighting as standard, including adaptive headlights, taillights and daytime running lights. To add function to form, the LED headlights have automatic on/off and automatic leveling capabilities. Body-colored power side mirrors with integrated turn signals complement body-colored door handles, and rain-sensing windshield wipers, complement the rear window wiper. To bring the entire package together, the CX-3 is styled with 16-inch aluminum alloy wheels, a roof spoiler, shark fin antenna, dual stainless-steel exhaust outlets and an understated black front grille design that brings greater depth and distinction.
Mazda CX-3 is molded in subcompact dimensions on a 101.2-inch wheelbase, with a length of 168.3 inches, width of 69.6 inches and height of 60.7 combining for a minimum ground clearance of 6.1 inches. Curb weight is 2851 lbs. for FWD and 2994 lbs. for AWD configuration.
Inside, with seating for five, CX-3’s stylish cabin provides full instrumentation including tachometer and fuel level gauge, Black gauges with White lettering and Silver surround, 60/40 split fold-down rear seats and front and rear outboard seat headrests. The cabin affords front headroom of 38.4 inches, with 37.2 inches in row two; legroom is 41.4 inches up front and 35.0 inches for the rear seats, and shoulder room comes in at 53.5 and 50.4.
CX-3 powers up with a 16-valve, 4-cylinder SKYACTIV®-G1 2.0-liter DOHC engine that produces 148 horsepower and 146 lb-ft of torque. In FWD, the system is EPA-rated at 29mpg/city and 34mpg/highway, and in AWD, CX-3 gets 27/32. My week of tests in the AWD averaged 30.8mpg.
The mini-crossover’s electric power-assist rack-and-pinion steering was agile and attentive, with acceptable understeer and stability, and the suspension is set for a premium riding experience, though road feel is lessened in favor of smoothness.
The 148-hp power plant and quick-shifting Skyactiv-Drive six-speed automatic transmission with manual-shift mode and Sport mode accelerated smoothly and predictably, passing at speed with some strategy, and conquering uphill grades with patience. At the track, CX-3 is econo-speeded, with a zero-to-60mph sprint accomplished in 9.6 seconds, during a tedious 17.4-second hand-timed quarter-mile.
The 2020 Mazda CX-3 is available in one trim level, the Sport, starting at $20,640 in front-wheel-drive and $22,040 in all-wheel-drive. I prefer the stability and reliability of AWD and we started there. Soul Red Crustal Metallic exterior paint added $595 and was complemented by a Black cloth interior. No full option packages were available as the CX-3 Sport is loaded with standard items, but a frameless auto-dimming rearview mirror with Homelink® added $325, all-weather floormats added $125, and rear parking sensors added $500. Affixing the $1100 destination fee put the sticker of this 2020 Mazda CX-3 Sport as-tested at $24,185.
<I> Visit www.CarlisleEvents.com for more on the automotive hobby.
Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>
Subaru launched the midsize Legacy badge in 1989, as a flagship that offered standard all-wheel-drive and a BOXER engine. Thirty years of successfu …
Subaru launched the midsize Legacy badge in 1989, as a flagship that offered standard all-wheel-drive and a BOXER engine. Thirty years of successful sales later, Subaru of America introduced the all-new seventh-generation 2020 Legacy sedan – the most advanced Legacy in the model’s history. The 2020 Legacy presents with standard Subaru Symmetrical All-Wheel Drive and EyeSight® Driver Assist Technology, available tablet-style high-definition 11.6-inch SUBARU STARLINK™ multimedia screen, and DriverFocus™ Distraction Mitigation System. A 260-horsepower turbo engine powers up new XT models, and the redesigned sedan is equipped with new technology and safety features, and is based on a platform shared with Subaru’s high-rep Ascent and Forester.
The completely redesigned 2020 Subaru Legacy uptweaks with tech upgrades, turbo engine and new lane-centering add-on, and the platform that has been optimized for the midsize Legacy, boasting a structure that is 70-percent stiffer in both torsional and front-suspension rigidity and 100-percent stiffer in both front lateral flexural and rear subframe rigidity compared to the previous Legacy’s platform. Along with a strengthened suspension and lowered center of gravity, the Legacy’s improved body rigidity provides more responsive steering and handling, smoother and quieter ride, and heightened hazard avoidance in emergency situations. The 2020 Legacy comes with improved crash protection, as the new body absorbs over 40-percent more energy in front/side crashes than the previous model. When a crash is unavoidable, the Legacy protects with eight standard airbags, including a driver knee airbag.
In six trims, some with renewed sportiness, Legacy is still a family sedan, and is nearly 2 inches longer than Gen-Six, as other dimensions remain about the same. The 2020 Legacy is 15 to 50 pounds lighter than last year, and with the exception of 1.4 inches of greater rear legroom, interior accommodations are roughly the same as in 2019.
An aggressive stance and increased athleticism enhance Legacy’s exterior design, further augmented by its evolutionary grille shape, defined wheel arch, chrome accent at the rear pillars and squint-eye headlamps. The 5-passenger midsize sedan measures 190.6 inches long, 59.1 inches high and 72.4 inches wide on a 108.3-inch wheelbase, for a curb weight of 3499 lbs. for the base model and up to 3790 lbs. for uptweaked trims.
My Legacy Sport trim test ride was second up of the six trims, and boldly shows a performance-oriented exterior that features an exclusive rear bumper, front grille with high-gloss black bar, high-gloss black side mirrors, trunk lid spoiler and dark metallic 18-inch alloy wheels. Inside, the Sport comes with aluminum pedals as well as red stitching on the instrument panel, door trim, seats, shift lever boot and leather-wrapped steering wheel. The Sport cabin also upgrades with 10-way power adjustable driver's seat, analog instruments, Keyless Access with Push-Button Start and lots more.
For the first time since 2012, the Legacy lineup will feature a turbocharged engine. Standard on XT models, the 2.4-liter turbocharged BOXER engine delivers 260 horsepower and 277 lb-ft of torque, mated to a high-torque Lineartronic CVT with manual mode and steering wheel paddle control switches, and is rated at 24mpg/city and 32 mpg/highway. My Sport trim was a 2.5 model that powered up with a 2.5-liter DOHC Boxer engine that produces 182hp and 176 lb-ft of torque and is EPA rated at 27mpg/city and 35mpg/highway, though my tests yielded a lower average of 26.4mpg in mixed-use driving.
The turbo might launch a 0-60 mph sprint in an estimated 6.1 seconds, but my 2.5-liter BOXER sprinted in 7.9 seconds during a hand-timed 16.1-second quarter-mile. Slow and steady, the quick-ratio electric power-assisted rack and pinion steering was vague at high speed and in tight turns, but the suspension created a soft, gentle ride, limited body roll, and sightlines were unimpeded.
Subaru touts interior quietness -- 3 decibels quieter at highway speeds than Gen-Six – thanks to special door weather stripping and sound-insulating glass, and I did enjoy luxury-quiet in the cabin.
Inside, Legacy provides a cozy 39.4 inches of front headroom and 37.2 inches in row two – you lose two more inches up front with a sunroof. Legroom is 42.8 inches in row one and 39.5 inches in row two, and shoulder room comes in at 58.1 and 57.4.
Legacy safety is attended to well and the midsize earned a Top Safety Pick+ rating from the Insurance Institute for Highway Safety. Along with items mentioned above, Legacy safety technology includes standard Advanced Adaptive Cruise Control with Lane Centering. Additionally, Legacy has gained a rep for being long-lasting and dependable, with 96 percent of Legacy vehicles sold in the last 10 years still on the road today.
The 2020 Subaru Legacy starts at $22,745 for the base trim. The Legacy Premium trim starts at $24,995, the Legacy Sport starts at $26,945, the Legacy Limited starts at $29,745, the Legacy Limited XT with the 2.4 turbo starts at $34,195 and the Legacy Touring XT with the turbo starts at $35,895. My test Legacy Sport in Crystal White Pearl paint, added Blind Spot Detection with power moonroof, 11.6-inch touchscreen navigation and more for $2245, and moonroof air deflector added $99.99, Destination charges of $900 put the sticker-as-tested at $30,189.
> Visit www.CarlisleEvents.com for more on the automotive hobby.
Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>
The original second-generation C2 Corvette Sting Ray (1963-1967) rocketed into America’s consciousness with a powerful group …
The original second-generation C2 Corvette Sting Ray (1963-1967) rocketed into America’s consciousness with a powerful group of engines that ranged from 327 cubic inches to 427 ci. and galloped as many as 435 horses. Corvette’s Generation-3, or C3, shortened the marque to one word, “Stringray” (1968-1982) and was powered by engines ranging from 305 ci. to 454 ci. engines with ranges of muscle from an un-Vettelike 270 horses to a more appropriate 450 hp.
Brought back in 2014, and capturing a carload of awards for performance and appearance, while winning “Best-in-Class” honors, the Corvette Stingray continues to move forward with exterior, connectivity and technology enhancements that offer customers more personalization choices and convenience features. For 2020, the C8 (eighth-generation) Corvette sees a brand new, re-imagined Stingray with the brand’s first-ever production mid-engine Corvette and new levels of performance, tech advances, craftsmanship and luxury. Corvette’s marketing department heralds the new Stingray as a sports car that “… looks and feels like a Corvette, but drives better than any vehicle in Corvette history.” And in terms of the Corvette power legacy, its 490 horses eclipses the original by a herd of thoroughbreds.
Built at GM’s Bowling Green, Kentucky, assembly plant, the 2020 Corvette Stingray is longer, wider and a few pounds heavier, with the same aerodynamic height and with nearly the identical cockpit accommodations as the previous generation. The new mid-engine layout gives the 2020 Stingray better weight distribution, with the rear weight bias enhancing performance in a straight line and on the track and better driver control with driver positioning closer to the front axle, almost on top of the front wheels.
Stingray’s design, inspired by racing and aeronautics, employs a bold, futuristic expression with mid-engine exotic proportions that still evokes Corvette. The 2020 Stingray is enhanced by low profile headlamps designed around all-new projectors; completely hidden door, hood and hatch releases that do not disrupt the sculpted design; large side air intakes for engine cooling and aerodynamic performance; and a canopy-forward stance that was inspired by F22s, F35s, other modern fighter jets and by Formula One racing.
The new 2020 Stingray Coupe gains 5.4 inches in length, 2.2 inches in width and 0.5 inches in wheelbase, with the same height as last year, and now measures 182.3 inches long, 76.1 inches wide and an aerodynamic road-hugging low 48.6 inches high on a 107.2-inch wheelbase. Stingray weighs in with a curbweight of 3366 lbs., though with a full set of options, you could top out at 3650 lbs.
The 2020 Stingray’s cockpit is driver-oriented with passenger comfort, augmented by premium interior materials executed at a high level of quality and craftsmanship. Hand-wrapped, cut-and-sew leather components with thick press stitching and generous use of real metal highlight the environment. The jet fighter-inspired wraparound cockpit is cozy with good sightlines and tech and comfort go hand-in-hand with intuitiveness. Corvette Stingray’s interior combines luxury with a sports car feel, and packed with tech and comfort amenities with seating for two, Stingray provides 37.9 inches of headroom, an accommodating 42.8 inches of legroom and 54.4 inches of shoulder room in luxurious seats. New technology features include Corvette’s next-generation high-res infotainment system; Learn-as-you-go voice recognition; improved real-time traffic; a new 12-inch customizable instrument cluster tailored to all six driver modes; heated steering wheel; premium audio systems and the most personalization options ever for Corvette.
Talking power, the first production mid-engine in Corvette history runs with a small-block 6.2-liter LT2 V8 rated at 490 horsepower and 465 lb-ft of torque. When equipped with the Z51 performance package, maximum horsepower bumps up to 495 and peak torque to 470 lb-ft. Chevrolet says the Z51 will do sub-3.0-second zero-to-60 dashes, and my test 490-hp setup still smoked the sprint in 3.1 seconds during an 11.4-second hand-timed quarter-mile.
Response is rocketlike and steering is attentive with enough predictable understeer to be autocross entertaining. Racecar tight and road hugging, Stingray is fun, highway worthy, in-town maneuverable, versatile and exciting. You can set the exhaust note to quiet mode, but, the exhaust growl is part of the Corvette personality to me sooooo growl away.
The setup is EPA rated at 16mpg/city and 27mpg/highway and I averaged 18.6 mpg through in town errands, highway cruises and lots of tire smoking.
The 2020 Corvette Stingray Coupe bases at $59,995 for the 1LT trim and the Convertible stickers at $67,495. Three Coupe trim levels will take you up to $71,945 for the heavily uptweaked 3LT. More than 50 percent of Corvettes sold are 1LT trims, so my test vehicle started with that. Sebring Orange Tintcoat exterior paint added $995 and was striking against Jet Black Performance Textile interior with Jet Black Leather seats. For $5000 the Z51 Performance package and its 5 extra hp, and performance spoiler, front splitter, exhaust, brakes, suspension, rear axle, tires and slip-differential is popular, but we went without it. Lots of cosmetics, decals and exterior and interior enhancements are available, but my test ride passed on them. Inside, we opted up with the Chevrolet Infotainment 3 Premium System with Navigation and 8-inch diagonal HD color touchscreen for $1795. Destination freight charges of $1095 put the sticker-as-tested at $60,990, which seemed low for this new legend.
You can see the 2020 Corvette Stingray and more than 5,000 Corvettes that cross the 67-year history of America’s sports car, at the world’s largest Corvette event in the world – 2020 Corvettes at Carlisle, August 27-30 at the Carlisle (PA) Fairgrounds. The event represents all generations of “America’s Classic Sports Car,” and includes burnouts, autocross competition, a huge swap meet and a parade and street party in downtown Carlisle. And there are fun events lined up for the entire family.
> Visit www.CarlisleEvents.com for more on the automotive hobby.
Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>
An all-new Ford F-150 is prepared and ready for model-year 2021, but for 2020, the perennial top-selling vehicle in America, for the past 42 years …
An all-new Ford F-150 is prepared and ready for model-year 2021, but for 2020, the perennial top-selling vehicle in America, for the past 42 years is staying the course with only a few small changes.
As the F-150 upgraded its power systems, exhaust setup, interior and connectivity arrangement last year, “America’s Truck” adds Ford Co-Pilot360™ as now standard Lariat, King Ranch®, Platinum, Limited and consists of Auto-High Beam Headlamps, Blind Spot Information System with CrossTraffic Alert and Trailer Tow Monitoring, Lane-Keeping System, Pre-Collision Assist with Automatic Emergency Braking, and Rear View Camera. Ford Co-Pilot360 Assist™ is also now included on Platinum and standard on Limited, and consists of Adaptive Cruise Control with Stop-and-Go, Voice-Activated Touchscreen Navigation System with Pinch-to-Zoom Capability, SiriusXM Traffic and Travel Link®. Several appearance packages have been changed for 2020, and three new colors have been added to the exterior palette -- Iconic Silver, Rapid Red Metallic Tinted Clearcoat and Star White Metallic Tri-Coat.
Additionally, for 2020, FordPass™ Connect with 4GLTE Wi-Fi®, which connects up to 10 devices, is now standard for F-150 XLT and above and myriad technologies can be optioned including SYNC® 3 with Navigation, 8-inch LCD capacitive touchscreen with pinch and swipe capability, Apple CarPlay™ and Android Auto™ and much more.
The 15th-generation F-150 trim levels for 2020 include XL, XLT, Lariat, King Ranch, Platinum and Limited, in addition to the stylish, super-power, 450-hp/510 lb-ft of torque off-road Raptor. Law enforcement can choose the F-150 Police Responder (375hp and 470 lb-ft) – the industry’s first and only pursuit-rated pickup, giving agencies a more versatile and capable patrol vehicle
Built “Ford Tough” at Ford’s Dearborn Truck Plant in Dearborn, Michigan, the 2020 Ford F-150 is constructed with a high-strength steel frame and an advanced, high-strength, military grade aluminum body. The body on frame truck comes in three cab schemes: Regular Cab, SuperCab, or SuperCrew®.
With sculpted creases and angles that modify the truck’s boxiness, F-150’s exterior is enhanced by configurable daytime running lamps, power sideview mirrors on XL and above trims, a quick-release tailgate with lock; and on my text XLT, a chrome, two-bar style grille with chrome nostrils, black surround and black background mesh.
Confidently long, my 4x4 test Ford F-150 XLT with a SuperCrew® cab and 6.5-foot bed measured 243.7 inches long, 77.3 inches high for the 4x4, and 79.9 inches wide on a 156.8-inch wheelbase. Ground clearance is 9.3 inches.
The F-150 is a muscular truck, with six engine choices: a 2.7-liter twin turbo EcoBoost V-6 that produces 325 hp and 400 lbs-ft of torque; the 3.0-liter Power Stroke turbo that pops out 250hp and 440 lbs-ft; the 3.3-liter Ti-VCT FFV engine that develops 290 horses and 265 lbs-ft; the 3.5-liter V-6 turbo EcoBoost engine with twin independent variable camshaft timing that delivers 375hp/470 lbs-ft; the High Output twin-turbo 3.5-liter EcoBoost V-6 engine that increases power numbers to 450 hp and 510 lbs-ft of torque, and the 5.0-liter Ti-VCT VB FFV engine that thunders out 395 hp and 400 lbs-ft. That engine propelled my test ride.
My test XLT’s 5.0-liter V-8 was mated to an electronic 10-speed automatic transmission, and the combination was powerful and responsive. On the track, a zero-to-60mpg dash was completed in a hand-timed 6.0 seconds-flat during a 14.5-second quarter-mile (hand-timed). Stable and aggressive on the highway, steering is trucklike, but predictable. Rated at 12mpg/city, 15mpg/highway and 13mpg/overall, I daily-drivered my truck in town, on the highway, on a track run and some soft-roading for an average of 14.1 mpg.
With six interior configurations, my test ride’s SuperCrew cabin was packed with safety items and amenities measured a roomy 40.8 inches of front headroom with 40.4 inches for those in the cab. Front legroom was a generous 43.9 inches with second-row passengers getting 43.6 inches. Shoulder room was a spacious 66.7 inches in row one and 65.9 in the rear seats.
For 2020, Ford F-150 is offered in seven basic trims with modifications for six different engines, three bed lengths and three cab sizes. The base XL starts at $28,745; the XLT as was my test truck, started at $34,760 (gaining cosmetics and the Power Equipment Group); the upscale Lariat bases at $42,750; the luxurious King Ranch® model starts at $52,990; the aggressively powerful and stylish Raptor starts at $53,455; the upper-lavish Platinum trim starts at $55,520 and the top-tier Limited starts at $67,735.
My test XLT, which adds SYNC®3, Ford Pass Connect, stylish grillework, the Power Equipment Group and Chrome Front and Rear Bumper to the XL, based with a Regular Cab and 6.5-foot box; the 3.3-liter engine, 6-speed automatic transmission and 4x2 drive, but my test truck was enhanced with several options. The powerful 395-hp 5.0-liter V-8 engine added $1000; and as I am a 4x4-guy, the 4x4 configuration was added in a $3445 package; A SuperCrew cab added $6525; Rear window defroster added $220; Black platform running boards added $250; the Reverse Sensing System and trailer hitch added $425; Destination charges were $1695 and an Acquisition fee of $645 put the sticker-as-tested at $49,005, but cash incentives of up to $2500 may be available to put the sticker price at $46,505, so check with your local dealer.
You can see Ford trucks through the decades, as well as American and foreign trucks from many manufacturers, and more than 2,000 trucks of all eras, at the Carlisle Truck Nationals, August 7-9 at the Carlisle (PA) Fairgrounds. This event and has been one of the world’s largest truck shows since 1991. This celebration of trucks features Pick-ups, Heavy-duty Trucks, Big Rigs, Mini Trucks, Antiques, Custom Vans, 4x4s, Jeeps, SUVs, Vintage Fire Trucks, Monster Trucks and more.
<I> Visit www.CarlisleEvents.com for more on the automotive hobby.
Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>
I test drive everything I can get my driving gloves on for this column, from muscle cars to “Soccer-Mom” vans, and from luxury sedans to econoboxes …
I test drive everything I can get my driving gloves on for this column, from muscle cars to “Soccer-Mom” vans, and from luxury sedans to econoboxes, but seldom do I get to drive a half-million-dollar Super Car. Generally, I make my review cars daily drivers, and use them for everyday life in addition to my cruises and track tests, and usually they are my ride for a week. Well, that changed for this review, as I got my hands on a 2020 Ford GT Super Car – a three-quarter-million-dollar vehicle – but the test was only for a few hours, so I didn’t pick up groceries or building supplies, and I didn’t take a four-hour cruise in it. Nevertheless, the 120 minutes I had in this week’s test car were certainly worth it.
The quick background on the Ford GT is that it shouldn’t be confused with the Mustang GT, and that the Ford GT is a mid-engine two-seater super sports coupe that was launched in model-year 2005 as an homage to the legendary GT40 that won at Le Mans from 1966-1969. It couldn’t be called the GT40, as the “40” referenced 40-inches in height and the new version was taller; also, a British company, Safir Engineering, built continuation GT40 cars, owned the name and wanted $40 million for use of the name, so Ford went with GT. As for the height, I drove a GT40 and even at my 5-foot-9, the 40-inch-tall exterior is tough to squeeze into in the inside, admittedly, while wearing a helmet. Racers including A.J. Foyt had to remove the cushioned seats and pretty much sat on the floorboards to wedge into the GT40 during races, so the 2005 Ford GT was 44.3 inches high for better interior fit. After a two-year run, the Ford GT was on hiatus until Model-Year 2017 when its renaissance began as a two-door coupe, with more power, revised gullwing doors, more interior space, low downforce and aerodynamic efficiency, and a true look and feel of the historical GT line.
The GT40s put out 350hp, and first Ford GTs in 2005, delivered power output of 550 hp 500 lb-ft of torque. This year’s super car gains 13hp over last year and thunders out 660 hp and 550 lb-ft. With production set to conclude in 2022, Ford added a few new items for 2020, including, better cooling with gallery-cooled pistons and higher-energy ignition coils, airflow gains through new buttress air ducts designed to increase air flow by 50 percent while larger intercoolers keep charge air temperatures cooler, preserving peak power. Increased suspension damping enhances handling and body control, and Ford Performance added premium Akrapovič titanium exhaust as standard equipment.
Newly available Ford GT Liquid Carbon places an emphasis on GT’s lightweight sculpted carbon fiber body completely free of paint color. A special clearcoat punctuates each GT’s unique carbon fiber weave in this limited-edition appearance, $250,000 option. Ford has also updated the Gulf Racing Heritage Livery, which now uses a black pinstripe to divide the unique orange and blue color scheme, to invoke the look of the 1968-69 Le Mans-winning Ford GT40. For 2020 models, the number was changed from 2019’s 6 to 9 to reflect the second of the back-to-back winning GTs.
The teardrop shape of the Ford GT is the result of extensive work in the wind tunnel. At 187.5 inches long, 43.7 inches high and 78.9 inches wide on a 106.7-inch wheelbase, GT’s road hugging aerodynamics weigh in with a curbweight of 3354 lbs. Ground clearance has two settings: 4.7 inches at normal and 2.75 inches in low setting. The carbon fiber look is augmented by gullwing doors that taper towards vast vents feeding the mid-mounted engine. At each corner, forged lightweight carbon fiber 20-inch wheels complete the image. In the rear, a large wing can deploy above the twin exhaust outlets, with functional vents, diffuser round taillights and exhaust pipes shout, “look, what I’m driving.”
Inside, you get cozy seating for two with a snug 35.7 inches of headroom, 43.0 inches of legroom and 48.7 inches of shoulder room with 45.1 inches for your hips. The luxury racecar interior has all the upscale niceties, plus leather, environment controls, Driver Configurable 10.1-inch Color LCD Instrument Cluster, 6.5-inch Center LCD Touch-Screen with Swiping and Pinch-to-Zoom Capabilities, SYNC® 3 – Enhanced Voice Recognition Communications and Entertainment System, Voice-Activated Touch-Screen Navigation System, Intelligent Access with Push-Button Start, Rear View Camera and more.
Rear-wheel drive power and performance start with GT’s 3.5-liter EcoBoost® twin-turbo V-6 GTDI engine and 7-Speed, Dual Clutch Automated Manual Transmission with Sequential Shift Controls Paddles. The system is throaty and growls its 660hp and 550lb-ft of torque without hesitation and in racecar fashion. Gearshifts are seamless and handling is slotcar sticky. On the road, passing was completed before I could wave goodbye. On the track, my test GT scorched the asphalt in hand-timed runs of 3.1 seconds for a zero-to-60mph sprint, and blazed the quarter-mile in 10.9 seconds -- the original GT40 was a 4.7-second dash and 13.3-second quarter-miler. The system is EPA rated at 11mpg/city, 18mpg/highway and 14mpg/combined. I averaged 14.4 mpg with tires smoking and highway sprints taking up most of the test time.
My GT test ride had no sticker, but the 2020 Ford GT starts at around $500,000, with the Liquid Carbon option added for an additional $250,000 premium; oh, and there is a gas-guzzler premium.
You can see the 2020 Ford GT and more than 3200 Ford, Lincoln, Mercury and Euro Ford vehicles – some vehicles more than 100 years old, some brand new and thousands in between – by visiting the largest all-Ford show in the world, this year’s Carlisle Ford Nationals at the Carlisle, PA Fairgrounds, July 31-August 2. From trucks to muscle cars, you can see them all. And there will be a special 15-year-anniversary display of the Ford GT, a 50-year celebration of Capri, and displays on Merkur, Thunderbird, Starliner, Euro Fords, Grabbers, Mustangs and more. You can also see Ford’s newest in the new vehicle walk-round and join in or watch the Ford Parade and Street Party in downtown Carlisle with some 400 vehicles on parade Saturday night, June 6.
> Visit www.CarlisleEvents.com for more on the automotive hobby.
Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>
Acura raised the bar in the luxury crossover segment in 2006, when it launched RDX. Redesigned for its third generation in 2019, RDX essentially st …
Acura raised the bar in the luxury crossover segment in 2006, when it launched RDX. Redesigned for its third generation in 2019, RDX essentially stands pat for 2020 except for a new Platinum White exterior paint scheme and a few cosmetics. Even without massive changes, RDX has received industry accolades including taking home a “2020 Best Family Luxury Car” honor by Parents magazine; earning “Best-Buy” status from Consumer Guide® and receiving top-safety pick recognition by the Insurance Institute for Highway Safety (IIHS).
Preferring to load the basic vehicle and allow buyers to modify and tailor the vehicle to fit personal needs and desires, the 2020 RDX is packaged as a single model with no trim levels, but as a model that can be equipped with appropriate upwteaking packages.
Interior augmentations include Acura True Touchpad Interface™ with 10.2-inch HD display, Acura sports seats with available full-grain perforated Milano leather and up to 16-way power adjustment (12-way standard), Natural Language Voice Recognition, Frameless interior rearview mirror with integrated HomeLink™, available heated steering wheel and available Surround-View Camera System
Last year, RDX became the first in a new generation of Acura models designed and engineered around Acura's innovative Precision Crafted Performance brand values. A top-seller in the premium compact SUV niche, the current RDX generation model is the first RDX model to be designed and engineered in America, with styling design conducted in the Acura Design Studio in Los Angeles, California. Its development was conducted by Acura’s engineering team headquartered in Raymond, Ohio, adjacent to the RDX's manufacturing home in East Liberty, Ohio where RDX is produced, using domestic and globally sourced parts.
The 2020 RDX commands the road with an aggressive and athletic pose, long and wide stance, wheels pushed to the corners and sharply sculpted design details. RDX exterior highlights include exceptional aerodynamics with specially shaped front-end components, a rigid, lightweight and acoustically sealed chassis, purposely positioned rear spoiler, and a rounded in-motion demeanor. Premium exterior details include all-LED lighting featuring the next generation of Acura's Jewel Eye™ LED headlights and an ultra-wide power tilt and slide panoramic moonroof, standard on all grades. Measuring a robust 186.8 inches long, 65.7 inches high and 74.8 inches wide on a 108.3-inch wheelbase, RDX weighs in with curb weights of 3783 lbs. to 3829 lbs., depending on added packages. Ground clearance is a generous 8.2 inches.
The RDX power system is available with either front-wheel drive or all-wheel drive configurations, and the luxury SUV delivers with an attentive direct-injected and turbocharged 2.0-liter 16-valve DOHC inline-4-cylinder engine with VTEC® valvetrain. Mated to a niche-first 10-speed automatic transmission, the set-up delivers a peak output of 272 horsepower and 280 lb-ft of torque. The system shows virtually no lag, with solid off-the-line acceleration, and passing is power-plus. Uphill dominance is effortless and around-town smoothness is the order of the day. In track tests, RDX performs much better than one would expect, with steady and exciting time trials -- 5.7-second (hand-timed) zero-to-60 dash and a 14.4-second (hand-timed) quarter-mile.
While not an autocross champion, RDX handling was above average for the segment, with aggressive steering compliance, predictable understeer, a smooth and confident surface ride and average body sway and top wobble during autocross maneuvers.
From a fuel-efficiency perspective, RDX did well for the niche and met its EPA rating of 22mpg/city, 28mpg/highway and 24mpg/combined, with a mixed-use test average of 23.8 mpg.
The RDX cabin offers a high level of convenience and technology in a comfortable environment. High-end appointments fill the interior and include authentic brushed aluminum accents, available genuine Olive Ash wood trim, hand-wrapped and stitched leather trim, and soft full-grain Milano leather seating surfaces. Filled with tech, infotainment and comfort, the RDX cabin affords ample room for five, providing 40.0 inches of front headroom and 38.0 inches in row two; front legroom is 42.0 inches and rear legroom is 38.0; while shoulder room is 60.0 inches up front and 57.0 inches in the rear seats.
The 2020 Acura RDX has earned the highest possible safety ratings from the Insurance Institute for Highway Safety (IIHS).The third-generation RDX offers the highest level of standard safety and driver-assistance features in the model's history – and in its class. The AcuraWatch™ suite of driver-assistance technologies is now standard on all RDX grades, along with a Multi-Angle Rearview Camera, while the Technology Package and higher grades add Blind Spot Information, front and rear parking sensors and Rear Cross Traffic Monitor.
The 2020 Acura RDX starts at $37,800 in Front-Wheel Drive. Apex Blue Pearl exterior paint required several package upgrades including changing the standard Ebony interior to Red and the standard 19-in Glitter Silver Wheels to A-Spec 20-in. Shark Gray Wheels. The change also added the $3200 Technology Package with Navigation, Premium Sound, Leather Seats and Driver Assistance; and the $3000 A-Spec® Package with Exterior Design and Interior Detail tweaks, Surround Sound and 20-Inch Wheels. I am a believer of All-Wheel-Drive in most cases, and we upgraded to Super Handling All-Wheel Drive™ for $2000. With a Destination Charge of $1025, my 2020 Acura RDX test vehicle stickered at $47,425.
Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years.
America’s only four-door muscle car, the Dodge Charger, has added a Widebody exterior to its high-performance lineup for 2020, and by tweaking its …
America’s only four-door muscle car, the Dodge Charger, has added a Widebody exterior to its high-performance lineup for 2020, and by tweaking its supercharged 6.2-liter HEMI® Hellcat V-8 engine to produce 717hp, the 2020 Dodge Charger SRT Hellcat takes home the honor of being the most powerful and fastest mass-produced sedan in the world. The top-selling American sedan on the market, and America’s only four-door muscle car, the Dodge Charger continues its strong sales in the seventh year of its seventh generation, with a full redesign, expected for 2021.
With seven trim models and four power options from 300hp to 717hp, the 2020 Dodge Charger lineup, adds a new aggressive and modern Widebody exterior, standard on Charger SRT Hellcat and available on Charger Scat Pack, with new front and rear fascias with integrated fender flares, adding 3.5 inches of width over wider wheels and tires. Also for 2020, the Dodge SRT offers a wide variety of newly designed wheels, wheel finishes, new and updated packages and Equipment Groups, new premium interior materials, three new exterior colors and new badges.
Also in 2020, Dodge offers the Daytona 50th Anniversary Edition on the Dodge Charger SRT Hellcat Widebody, powered by the supercharged 6.2-liter HEMI® Hellcat V-8 engine with an extra boost of power: 717 horsepower and 650 lb.-ft. of torque. Other new items include cosmetic tweaks -- performance hood, fascia, sculpted side sills, spoiler and high-bolstered seats -- on Charger R/T and Charger GT models.
Drawing design cues from its historic 1969 model, Charger is muscular with a pavement-hugging wide body. My Charger R/T test vehicle was 200.8 inches long, 75.0 inches wide and 57.8 inches high on a 120-inch wheelbase, with a curb weight of about 4286 lbs. and ground clearance of 5.2 inches.
Charger has been a muscle beast since inception, and the 2020 version explodes past the original 1965 Charger’s 230 horses with rocketlike set-ups. The standard Pentastar 3.6-liter V-6 engine is efficient and brawny with 292hp and 260 lbs-ft of torque for an EPA rating of 19/city and 30/hwy for AWD. The optional Super TrackPack upgrade increases the power to 300hp and 264 lbs-ft. My R/T trim test ride was powered by the 5.7-liter HEMI V-8 with a throaty 370 hp and 395 lbs-ft. My power mill was rated at 15mpg/city and 24mpg/highway and my pedal-mashing town, highway and track trials averaged 22.6mpg. The Street & Racing Technology (SRT) Scat Pack and Daytona 392 trims benefit from a 6.4-liter HEMI V-8 that muscles out 485 hp and 475 lbs-ft of torque for a rating of 15/city and 24/hwy and street-legal/track-worthy speed. The SRT Hellcat monsters supercharge their 6.2-liter HEMI for a pro-tracklike 707hp to 717hp and 650 lbs-ft of torque for racing and performance capabilities at an EPA rating of 12/city and 21/hwy.
I would have preferred the muscle control of a manual shift, but my 5.7 HEMI was mated to a responsive TorqueFlite 8-Speed Automatic Transmission. Highway passing at speed is bold, and in track tests, my Charger R/T finished off a hand-timed zero-to-60mph sprint in 5.8 seconds, and completed a quarter-mile in 14.2 seconds.
Charger is wide and low and hugs the road, while the responsive rack and pinion steering with electric power assist displays autocross worthiness. Charger’s independent SLA front suspension with high upper “A” arm, coil spring over gas-charged monotube shock absorbers and stabilizer bar and the rear’s one piece lower-control arms on the AWD models provide stable handling.
The driver-oriented interior is luxury-oriented, outfitted with premium, soft-touch materials, a full-color driver information display gauge cluster, and an instrument panel center stack with the newest Uconnect system. The interior harkens back to the 1960s in room with only 38.6 inches of front headroom and 36.6 in the rear seats – fine if you are under 6-feet tall. Legroom is good for even taller drivers and passengers, at 41.8 inches in row one with 40.1 in row two, and wide-body shoulder room of 59.5 inches in front and 57.9 in the rear.
With seven trims and multiple variations and power options, the 2020 Dodge Charger starts at basing from $27,570 for the Charger SXT and $29,490 for the GT, both with a 300-hp set-up, to $66,520 for the 707hp SRT Hellcat Widebody. My 370-hp test 2020 Charger R/T was third on the trim list, base priced at $34,290.
In F8 Green exterior paint, with a Black Carbon dual hood stripe (for $995), we upgraded the standard Black cloth Performance seats with Nappa/Alcantara Performance seats. The Plus Group added $2695 for a cornucopia of items including 20-Inch x 8.0-inch machined with Granite pocket wheels, automatic adjust in reverse exterior mirrors, blind-spot indicator with memory/power/heat mirrors, blind-spot and cross-path detection, heated front and second-row seats, heated steering wheel, power front driver and passenger seats and more. The Driver Convenience Group for $795, added Blind Spot power heated mirrors, Blind Spot and Cross-Path Detection, Auto-Dimming Mirror and more; and the $995 Navigation and Travel Group with SiriusXM® Traffic Plus and Uconnect® 4CNAV with 8.4-Inch Display. Adding Destination charges of $1495 put the sticker-as-tested at $42,475, but 2020 National Retail Consumer Cash incentives of $3700 cut my price to $38,775, so check your local dealer for available discounts.
You can see five decades of the Dodge Charger on display at the Carlisle Chrysler Nationals, at the Carlisle (PA) Fairgrounds, July 10-12. The largest Mopar event in the world, the event features more than 2,800 vehicles from all eras of the Chrysler brand. View classic, muscle cars and high-performance vehicles including displays showcasing 50 years of the Plymouth Duster, 50 Years of the Superbird, 50 Years of Pro Stock and 50 Years of the AAR ‘Cuda and Challenger T/A. There is also a display of the 25th Anniversary of the Neon, and Thrill Rides in Dodge Hellcats, as well as cars, parts, tools, memorabilia, collectibles and more for sale in the event’s Mopar Automotive Flea Market.
<I> Visit www.CarlisleEvents.com for more on the automotive hobby.
Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>
If you are a fan of muscle cars from the 1960s and 1970s that often ran under 200hp and topped out in the 450-hp range, then you have to love the 2 …
If you are a fan of muscle cars from the 1960s and 1970s that often ran under 200hp and topped out in the 450-hp range, then you have to love the 2020 Dodge Challenger, an icon from the “Muscle Car Wars” that offers a 797-hp version.
Dodge fought the American “Muscle Car” Wars beginning with the 1970 Challenger, debuting in fall 1969 with a Chrysler “E-body” short-deck, long-hood platform it shared with the Plymouth Barracuda. With powertrain choices that ranged from a 145-hp 225-cubic-inch I-6, to a 426-ci HEMI V-8 that thundered out 425 horses (there was also a larger 440-ci V-8 that produced 390 horsepower), Challenger’s first run ended in 1974.
Back as a retro-luxury-muscle car in 2008 and tweaked well in 2015 building on the 1970s architecture, Challenger has added a few trim and wheel options and along the way kept adding horses …from the 707-hp Hellcat in 2016 to the 797-hp SRT Hellcat Redeye this year. Aging, but still vital and iconic, at age 50, Challenger remains in its 2008 generation, updating this year with cosmetics, badging, wheel and exterior color upgrades.
New for 2020 are a limited-production 50th Anniversary Edition available on most trim levels; Shaker hood scoop options; high-impact Gold Rush exterior paint among six new colors; 50th Anniversary logo badges; nine new wheels and finishes throughout the lineup; all-new premium-stitched dash and upper door panels on all models equipped with leather; new flat-bottom leather steering wheel option; and new exterior and interior instrument panel badges.
The five-passenger rear-wheel drive Challenger is assembled in Brampton, Ontario, Canada, with a unitized steel body, a 1971-style split grille, projector headlamps with halo light-emitting diode surrounds and LED tail lamps. In the rear are a body-colored rear spoiler and dual-chromed exhaust tips integrated into the lower rear fascia. My 4182-lb. test Challenger R/T measured an aerodynamic 197.9 inches in length, 75.7 inches in width and 57.5 inches in height on a 116.2-inch wheelbase, providing running ground clearance of 5.2 inches.
Power is a Challenger legacy and the 2020 Challengers continue the muscle history. 2020 Challengers are available with five engine choices and either manual or automatic transmissions. The supercharged 6.2-liter high-output HEMI SRT Hellcat Redeye V-8 engine thunders out an eye-popping, heart-racing 797hp and 707 lb-ft of torque. The “regular” 6.2-liter supercharged HEMI V-8 that muscles-up the Challenger Hellcat is next, with 717 horsepower and 656 lb.-ft. torque, and is EPA rated at 13mpg in the city and 22mpg on the highway -- but at 717hp, who is quibbling over mileage per gallon? A 6.4-liter HEMI V-8 is also available that delivers 485 hp / 475 lb.-ft. torque and is rated at 13/city and 21/highway, The 5.7-liter HEMI V-8 and its 375 horses and 410 lb.-ft. of torque that powered my test Challenger R/T, is EPA rated at 16/city and 23/highway; and a 3.6-liter Pentastar V-6 is also offered, delivering 305 hp / 268 lbs.-ft., rated at 19/city, 30/highway.
My Challenger R/T test car was muscle car quick, both on the highway and on the track. I took on the dragstrip in a 5.9-second (hand-timed) zero-to-60-mph dash, and a 14.3-second quarter-mile. For comparison, the 700-hp engines have hit a 3-second 0-60mph factory sprint and a National Hot Rod Association-certified quarter-mile elapsed time of 11.2 seconds with street tires (10.8 seconds on race slicks). Without apology, my
Challenger R/T and its 375-hp 5.7-liter HEMI engine mated to a 6-speed manual transmission is the model that most buyers will wind up purchasing, and this valid test ride was a joy and a heart-pumper as it was. While there is slight hesitation when pedal stomping at speed to pass or overtake a hill on the interstate, it is undeniably powerful and attacks the highway confidently while being smooth and a head-turner around town. Steering is a bit soft on autocross turns, but tail-slides were controllable and tons of fun.
The 2020 Dodge Challenger cockpit is focused and high-tech. With the 1971 Challenger as inspiration, the cabin is accommodating, intuitive and trendy. The cabin seats five and is provides 39.3 inches of front headroom and 37.1 inches in row two; leg room of 42.0 inches in front and 33.1 inches in the rear, and shoulder room of 58.5 and 53.9.
Safetywise, the 2020 Dodge Challenger has earned a five-star overall safety rating from NHTSA and includes more than 70 standard safety and security features.
The base Challenger SXT and its 3.6-liter engine starts at $28,095 and the line-up runs through nine trim versions, with a special 50th Anniversary package available on four middle-trim levels. The top trim is the SRT® Hellcat Redeye Widebody at $76,595 base. My review R/T is third up and gets the 5.7-liter HEMI to base at $34,995 in RWD. Mine had the fun-to-drive 6-speed manual transmission (an automatic 8-speed trans would have added $1595). In TorRed, with an Houndstooth Cloth Performance interior, my test Challenger added Black R/T Classic Side Stripes for $395; Uconnect 4C NAV with 8.4-inch display for $1095; SiriusXM for $295; and a Power Sunroof added $1295. The Driver Convenience Group added Blind Spot and Rear Cross Path Detection, and power multi-function mirrors with manual fold-away and remote start system for $1295. Destination charges of $1495 put my 2020 Challenger R/T at $40,570, but incentives of up to $3750 may be available in some regions, so check out your local dealer for applicable incentives.
You can see 50 years of the Dodge Challenger on display at the Carlisle Chrysler Nationals, at the Carlisle (PA) Fairgrounds, July 10-12. The event is the largest Mopar event in the world featuring more than 2,800 vehicles from all eras of the Chrysler brand. View classic, muscle cars and high-performance vehicles showcased at this Mopar-lover's paradise. Fifty years is the key this year as Carlisle will pay homage to: 50 years of the Plymouth Duster, 50 Years of the Superbird, 50 Years of Pro Stock and 50 Years of the AAR ‘Cuda and Challenger T/A. There is also a display of the 25th Anniversary of the Neon, as well as cars, parts, tools, memorabilia, collectibles and more for sale in the Mopar Automotive Flea Market.
> Visit www.CarlisleEvents.com for more on the automotive hobby.
Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>
Since its 1989 launch, the Mazda MX-5 Miata has become the most popular roadster/two-seat convertible sports car in the world, with more than a mil …
Since its 1989 launch, the Mazda MX-5 Miata has become the most popular roadster/two-seat convertible sports car in the world, with more than a million vehicles sold. The fourth generation MX-5 was unveiled in 2014, and in late 2016, a new MX-5 RF (Retractable Fastback) model was added to the mix, featuring a rigid roof and buttresses that give the silhouette a more coupé-like appearance than the soft-top convertible.
In the sixth year of its current generation, MX-5 Miata gains a few small tweaks including adding as standard, Mazda's i-Activsense suite of driver-assistance features. The package includes forward-collision warning, automated emergency braking, blind-spot monitoring, and lane-departure warning. Also new for the 2020 sports roadster are a trendy new badging font, new keyfob, new exterior and interior color choices, and some top-trim add-ons. Apple CarPlay and Android Auto capability is now standard on Club and Grand Touring models, and the Grand Touring trim gets the sport suspension and limited-slip rear differential that also steadies the Club model.
The rest of the fun-driving sports car that added power and safety upgrades a year ago, remains intact.
I tested the RF (Retractable Fastback) convertible version that seems to be more than simply a convertible, and not quite a hardtop. The RF is more of a fastback that changes at your will, by slipping its retractable roof away in about 13 seconds while keeping its fastback profile. Then in another 13 seconds, the roof and true fastback can resume function. Upon opening, the roof section immediately overhead folds and stows below the buttresses, which lift temporarily out of the way. The glass rear window between the buttresses rolls down to give a more open-air feel and the entire power-folding roof mechanism occupies the same space as the standard manual-folding soft-top, so there’s no loss of trunk space.
The 2020 Mazda Miata MX-5 measures 154.1 inches long, 68.3 inches wide and 48.6 inches high (my RF trim was 49 inches high), on a 90.9-inch wheelbase. Light, at 2432 pounds curbweight for my test ride, and going as low 2338 pounds in some configurations, the MX-5 Miata performs in sports car fashion without sports car power. Minimum ground clearance for my RF trim was 5.32 inches – some trims are under 5 inches.
The interior fits like a cockpit, and seems to glove around the driver and passenger. Interior design and enhancements are upscale, cozy, intuitive and tech-filled. Visibility is excellent even with the top up, and while one would expect a noisy cabin from a roadster, engine and road noise and vibration permeate the environment even with the top in place. The infotainment screen is easy to read, and controls are easy to reach. Fun-driving is the two-seater’s mission, delivered in a tight space of 37.4 inches of headroom (36.8 for the RF), legroom of 43.1 inches and shoulder room of 52.2 inches.
MX-5 power numbers won’t knock your socks off, but they are fine for this light two-seater. MX-5 Miata uses a SKYACTIV 2.0.-liter DOHC 16-valve in-line 4 VVT multi-port electronic fuel injection engine, either manual or coupled to a 6-speed manual transmission. The system delivers 181 horsepower and 151 lb-ft of torque, easily accelerating the light roadster past traffic, up steep inclines, and excitingly along highway cruises, while finishing off a zero-to-60mph test track sprint in 5.7 seconds during a 14.4-second quarter-mile (hand-timed).
The system is EPA rated at 26mpg in city driving and 35mpg on the highway for the automatic and 34mpg for my manual shift. My mixed-use testing that was peppered with a lot of tire smoking and dragstrip acceleration showed an average of 29.9mpg.
A fun drive, the MX-5 was balanced on the road, though quick auto-cross turns exhibited some exciting-to-compensate-for body roll. The suspension allows you feel the road beneath you for full driver engagement.
The 2020 Mazda MX-5 is available in three trims – Sport, Club and Grand Touring -- and the RF is available in two trims – Club and Grand Touring. The MX-5 Sport bases at $26,580 with a manual transmission and 181-hp 2.0-liter engine, and $27,930 for a 6-speed automatic. The Club starts at $30,290 for the stick and $30,890 for the automatic, and adds a rear spoiler, cosmetics and tech; and the Grand Touring trim starts at $31,670 for the manual and $32,195 for an automatic trans, and adds dark finish wheels, rain-sensing windshield wipers, auto-dimming driver's side mirror, automatic climate control, leather-trimmed seats, Mazda Navigation System and more. My test roadster was the RF, starting with the Club in manual at $33,045 and Grand Touring at $34,425. For me, a roadster isn’t a roadster if it doesn’t have a stick, so I saved $325 by NOT getting an automatic on my Grand Touring trim.
The Eternal Blue exterior paint was at no extra charge, but I would have preferred Jet Black Mica (no charge) or Soul Red Crystal Metallic for $595. Already packed with standard items, no other cosmetic or weather packages were in my build. With a destination fee of $945, my test 2020 Mazda MX-5 Miata RF stickered at $35,370.
<I> Visit www.CarlisleEvents.com for more on the automotive hobby.
Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>
When General Motors began the GMC truck line in 1912, it stood on its own as a durable work truck. Over the next century, GMC seemed to be a Chevy …
When General Motors began the GMC truck line in 1912, it stood on its own as a durable work truck. Over the next century, GMC seemed to be a Chevy truck clone with different trims, power and pricing variances. Building its own rep that included a perception of extra strength and ruggedness, GMC has sought to distance itself further from its Bow-tie sibling. With the 2020 GMC Sierra, the truck badge differentiates itself from its sister, the Chevrolet Silverado, with exclusive features and five engine options.
Mechanically, a Silverado twin, Sierra’s carbon-fiber bed option, six-function Multi-Pro Tailgate, and new Enhanced ProGrade Trailering System with 15 cameras, help give Sierra its own personality.
New for 2020, the Sierra Denali trim gets a 10-speed automatic transmission, up from an 8-speed last year. The new industry-first Carbon-fiber cargo box is available and was developed to increase durability, efficiency and functionality, while offering best-in-class dent, scratch and corrosion resistance. New features include adaptive cruise control, trailer tow mirrors, HD Surround Vision with two trailer camera provisions, and a trailer-tow bed-view camera system.
Sierra 1500 offerings include 6 trims, regular cab, double cab and crew cab body styles — all offered with 2WD or 4WD, and various box configurations.
Built for lightness with a mixed materials approach — including aluminum for the doors, hood and tailgate, with steel for the fenders, roof and standard cargo box, each of Sierra’s trims have styling nuances. I tested the top-of-the line Sierra Denali, distinguished by iconic design cues, a tall, strong, purposeful stance, accented by bold bodywork, chiseled shoulders and a tall, powerful hood, capped with a grille that’s big and bold.
The Sierra 1500 trims are muscular and versatile in three cab styles. Sierra’s length runs from 229.6 inches with a regular cab and 8-foot box, to 231.7 inches with either a double cab and 6-6 box or the crew cab and a 5-foot-8 box. The Crew and 6-foot-6-inch box is 241.3 inches long. The Sierra Denali I tested, with crew cab and short box, sat on a 147.4-inch wheelbase (regular cab models are on a 157-inch wheelbase). Width goes 81.2 inches and height is 75.5 inches. Curbweight for the 4WD short-box Sierra Denali Crew Cab is a robust 5040 lbs. (regular cabs go as low as 4520), and the max trailering rate is 12,200 lbs
GMC offers an engine for every taste … five of them -- 4.3-liter V-6, 5.3-liter V-8, 2.7-liter turbo, 6.2-liter V-8 or a 3.0-liter turbo-diesel. Fuel economy runs from 15 to 23mpg in city driving and from 19 to 26 mpg on the highway. Powerwise, the 4.3 gets you 285hp and 305 lb-ft; the 5.3 rates at 355hp/383 lb-ft; the 2.7 turbo runs 310hp/348lb-ft; the 6.2 delivers 420hp/460 lb-ft. and the 3.0-liter I-6 turbo pops 277hp/460 lb-ft.
My 6.2-liter Sierra Denali was an upgrade over the standard 5.3 and was rated at 15mpg/city and 20mpg/highway -- I averaged 18.0 mpg in my heavy-footed tests, and I pedal mashed often, with power answering when called. Handling was floaty and big-trucklike, and steering was a bit vague, but power was never in question. The 6.2 responded with a 6.1-second zero-to-60mph dash, and a 15.5-second quarter-mile, with excellent passing power and hesitant low-range response in town. The independent front suspension with coil-over-shock and twin-tube shock absorbers works well with the solid axle rear with semi-elliptic, variable-rate, two-stage multileaf springs, and splayed twin-tube shocks to glide over road ruts, but there is some float at speed and sway in quick turns.
Inside, Sierra Denali is a luxury truck with leather and the latest advances in connectivity, tech, environmental controls and safety included. Sierra Denali’s luxuriously crafted cabin is roomy with 43 inches of front headroom in the crew cab version and 40.1 in the rear. Legroom is a comfortable 44.5 inches up front and 43.4 in the cab, and shoulder room is 66.0 and 65.2.
The base regular cab, standard box 2020 GMC Sierra 1500 starts at $31,195 for 2WD and long box, and moves through multiple trims, cabs, beds and engines, topping out with the Denali trim short-box, basing at $50,690 with 2WD and the 5.3-liter engine. I upgraded to 4WD, which gave me the option to also upgrade to the 6.2-liter engine. The 4WD configuration added $3500, and the 6.2-liter was $2700 more than the 5.3, to change the base to $56,385. Carbon Black Metallic exterior paint added $495 and was mated to Jet Black Forge perforated leather appointed seat trim -- and black-on-black was a beast. Playing on the Black Carbon Fiber, my test truck added the CarbonPro Carbon Fiber Composite Bed, 22-inch High Gloss Black Wheels and Multi-Pro Audio System by Kicker, for an additional $3555 with the Denali CarbonPro Edition package. That set-up also came with a power sunroof, rear camera mirror, Automatic Emergency Braking, Lane Keep Assist with Lane Departure Warning, Forward Collision Alert, Following Distance Indicator, Head-Up Display, Adaptive Cruise Control – Camera, GMC MultiPro Power Steps, and more. Destination Freight charges of $1595 put the sticker-as-tested at $63,185, but a massive cash allowance discount of $6500 put my net price at $56,685, so check with your dealer and see if you can cash in on discounts.
> Visit www.CarlisleEvents.com for more on the automotive hobby.
Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>
Hyundai’s Sonata began life in 1985 as a car built solely for use within Korea. It came to North America for the first time in 1988 as a second-gen …
Hyundai’s Sonata began life in 1985 as a car built solely for use within Korea. It came to North America for the first time in 1988 as a second-generation mid-size, with an Italian design by Giorgetto Giugario. Following a refreshening in 1991, Sonata replaced the Stellar as the core family sedan in the Hyundai line-up.
For 2020, Hyundai’s most enduring and most successful model begins its eighth generation following a complete redesign. According to Hyundai, the 2020 Sonata is unlike any of its predecessors, showcasing a new design philosophy, an all-new Smartstream G2.5 GDI engine and segment-first technology that can be personalized.
Hyundai’s signature product is the first sedan designed with Hyundai’s Sensuous Sportiness design language, creating a fully transformed vehicle empowered with a sporty four-door-coupe look that focuses on delivering emotional value using proportion, styling and technology. From the front, the 2020 Sonata is all-new, with cues that don’t immediately appear Hyundai-like.
In addition to its design change, new for 2020 Sonata are vehicle platform improvements in safety, efficiency and driving performance; Sonata’s Digital Key, a Hyundai first that allows the vehicle to be unlocked, started and driven without a physical key, via a smartphone; and hidden lighting lamps that turn chrome when off and lit when on. The new Sonata also uses an extensive application of advanced technologies to boost comfort, convenience and active safety. It is also the first model to premiere a new collaboration with Bose® to deliver an upscale audio experience.
Sonata’s new look blends two sharp character lines, and concave and convex forms are carefully orchestrated to provide a sexy, coupe-like character. A newly designed Digital Pulse Cascading Grille spans the front, finishing at the innermost points of new combination headlamps that feature a distinctive and innovative new lighting architecture. At the rear, a wide horizontal line extends across the center of the trunk, stretching to the edges of the car.
About 2 inches longer and an inch lower than last year, the new Sonata is more stable and confident, standing 192.9 inches long, 73.2 inches wide and 56.9 inches high on a 111.8-inch wheelbase.
From a power perspective, the light, (from 3120 lbs to 3336 depending on trim and engine), Sonata performs well with small-block engine choices. The base engine is a 2.5-liter 191-hp engine that shows a 6-hp gain over last year’s 185-hp 2.4-liter. Torque is up 3 lb-ft at 181 lb-ft, and fuel economy gains an estimated 4 mpg at 32mpg/combined, 28/city, 38/highway. On the SEL Plus and Limited trims, a 1.6 liter turbo is offered, that produces 180hp and 195 lb-ft. and fuel estimates of 31/combined, 27/city and 36/highway. Both engines are in FWD configuration and linked to an 8-speed automatic transmission. My tests in the 2.5 averaged 31.1mpg in mixed-use tests.
Performance was confident, and I was able to put down a zero to 60mph sprint in 8-seconds flat (hand-timed) seconds with a best quarter-mile of 16-flat (hand-timed).
While the engine was loud and produced in-cabin vibration and sound, the ride was smooth, the handling true and the overall experience was relatively luxurious.
Suspension is meant more for passengers than the driver, as some drivers like the feel of road nuances, and the Sonata ride was pampering, as the MacPherson strut front suspension with coil springs and the multi-link independent rear take most irregularities out of the road surfaces. Column-Mounted Motor Driven Power Steering was attentive and predictable, with only slight understeer.
In the lush cabin, bathed in ambient mood lighting enhanced by a rich, modern instrument panel, and driver/passenger comforts and environmental and entertainment amenities, Sonata is generous except for tight rear headroom. The cabin provides 40 inches of front headroom with 37.8 in the second row; 46.1 inches of front leg room with 34.8 inches in row two; and shoulder room of 57.9 up front and 56.1 behind.
Hyundai has made safety features a priority with this new generation, and the 2020 Sonata earned a five-star top rating from the National Highway Traffic Safety Administration and was named a Top Safety Pick by the Insurance Institute for Highway Safety. Hyundai's SmartSense package of driver-assistance features is standard, and includes forward-collision avoidance, lane-keeping assist, automatic high-beam assist, adaptive cruise control, and a driver-attention warning that can sense drowsy or distracted driving. The new Sonata maximizes occupant safety throughout, from a comprehensive nine-airbag set-up to a range of active and passive safety technologies.
The 2020 Hyundai Sonata is available in several packages from entry-level to packed. The midsize sedan starts at $23,600 in SE trim, $25,700 for the SEL, $27,650 for SEL Plus and $33,500 for the top-of-the-line Limited trim. My test SEL was nicely accessorized, and added the Convenience Package for $1200, furnishing a 12.3-inch LCD instrument cluster, Hyundai Digital Key, Wireless device charging, auto-dimming rearview mirror with HomeLink®, leather-wrapped steering wheel and more. A Panoramic Sunroof added $1000, mudguards were $115, exterior color options added $300, and freight added $995 for a sticker-as-tested of $29,290, but retail bonus cash programs of up to $1500 might be available, and $500 Military and First Responders programs may be available, so check with your dealer.
> Visit www.CarlisleEvents.com for more on the automotive hobby.
Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years. </I>
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