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actutrends · 5 years ago

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Comma.ai launches Comma Two, a $999 kit that imbues cars with assisted driving features

Two years ago, analysts predicted that upwards of 10 million self-driving cars would hit the road by 2020. They weren’t the only ones — in 2015 and 2016, respectively, The Guardian and Business Insider proclaimed that people would become “permanent backseat driver[s],” riding in fully autonomous cars from 2020 “without needing any interaction from [drivers].”

Fast forward to today. Despite assurances that as many as 8 million driverless cars will be added to the road in 2025, even operations like that of Alphabet’s Waymo have yet to expand beyond selected metros. The reasons are regulatory as well as technological in nature, but expense plays a role. Conservative estimates peg the cost of outfitting cars at between $100,000 to 250,000 per car.

So why not go the do-it-yourself route? That’s the question George Hotz posed five years ago — he’s the American hacker best known for developing exploits that targeted Apple’s iOS operating system and reverse-engineering Sony’s PlayStation 3. In September 2015, Hotz founded Comma.ai with the goal of developing a semi-automated system — OpenPilot — that would improve cars’ visual perception and electromechanical motor control. Unlike most full-stack solutions in testing, it’s intended to replace OEM advanced driver-assistance systems, effectively imbuing cars with self-driving capabilities.

For the first time in its history, Comma.ai has an official presence at the Consumer Electronics Show. The company this week invited members of the press (including VentureBeat) to test-drive the latest version of its system — and to show off the Comma Two.

OpenPilot

OpenPilot’s development had a bit of a rocky start. The first version’s reveal in a Bloomberg article and video prompted a cease-and-desist letter from the California Department of Motor Vehicles, which accused Comma.ai of testing a self-driving car in the state without a license. Subsequently, OpenPilot was packaged into a shippable device dubbed the Comma One, which again ran afoul of the authorities because of noncompliance with U.S. Federal Motor Vehicle Safety Standards. Under pressure from the National Highway Transportation and Safety Administration, Comma One was canceled, and Comma.ai open-sourced OpenPilot on GitHub.

Much has changed. In the roughly three years since Comma.ai made OpenPilot available to the public, over 1,500 users have racked up more than 14 million autonomous miles collectively, half of which were driven autonomously. (That’s up from 10 million miles as of May 2019.) Moreover, they’ve forked the GitHub repository over 2,300 times, adding features like automatic lane change and support for older Tesla, Chrysler, and Jeep models.

Comma Two

Comma.ai previously sold the Eon Devkit, a self-contained and windshield-mounted modified OnePlus phone. It started at $599, and once OpenPilot was installed to it, it automatically recognized car models by analyzing CAN network traffic. (The presence of certain CAN messages and their lengths is an indication of the model year, car brand, car model, and trim.) Companion devices dubbed the Panda and Giraffe plugged into cars’ OBD-II ports to track RPMs, MPG, cornering G-force, battery life, and more, and to provide access to the communication buses and enable the Eon to interface with the car.

The Comma Two replaces the Eon, but it retains all of the Eon’s features and then some. That said, it ditches the Panda for a single-cord solution, and it’s slightly pricier at $1,000 (though it’s available on a payment plan through Affirm).

The first batch of 300 units are available for purchase today. They’ll begin shipping later in the month, Hotz says.

The Comma Two is powered via OBD-C as opposed to by battery, which Hotz says was a top complaint among current Eon owners, and it has a larger mount as well as a custom fan-based hardware cooling solution. Like the Eon, which used a camera to recognize drivers’ faces and decelerate if it detected those drivers were distracted, the Comma Two performs facial recognition. In point of fact, it’s in improved in that it leverages two infrared sensors as opposed to an RGB sensor, enabling it to work during nighttime.

Other highlights include front and back cameras, as well as a fourth CAN bus to connect the OBD-II port and a low-power mode that automatically shuts off the Comma Two after three days to save car battery.

The Eon was equipped with cellular service and a SIM card supplied by Comma.ai. Data was unlimited (though capped to 512Kbps), and users could spring for Comma Prime if they so chose, a $24 per month service that enables remote access (via T-Mobile) from anywhere and online storage of 14 days’ worth of drive data (compared with the standard three days). The Comma Two also taps cellular for connectivity and plays nicely with new and existing Comma Prime subscriptions, and it comes with a year’s worth of storage.

By default, OpenPilot uploads driving data in real time from the road-facing camera, CAN, GPS, inertial measurement unit, magnetometer, thermal sensors, and operating system to Comma.ai’s servers for machine learning training and development purposes. Much of this data can be accessed locally through the Comma Connect app for iOS and Android or through Explorer, an online dashboard of recent drives from which disengagements (i.e., instances when a driver took control from OpenPilot) can be annotated to help improve the system.

From within the app, Comma Two owners can remotely wake up the Comma Two and snap a picture from either the front- or rear-facing cameras. Additionally, they’re able to switch among multiple units on the fly and to view their real-time geographic locations.

Compatibility

OpenPilot isn’t compatible with every car under the sun. It only works with these models and model years:

Acura ILX (2016-2018) and RDX (2016-2018)

Buick Regal (2018)

Chevrolet Malibu (2017)

Volt (2017-2018)

Cadillac ATS (2018) and Pacifica (2017-2018)

GMC Acadia Denali (2018)

Holden Astra (2018)

Honda Accord (2016-2019), Civic (2017-2019), Civic Hatchback (2017-2019), CR-V (2015-2019), CR-V Hybrid (2017-2019), Fit (2018), Odyssey (2018-2019), Passport (2019), Pilot (2016-2019), and Ridgeline (2017-2019)

Hyundai Elantra (2017-2019), Genesis (2018), and Santa Fe (2019)

Jeep Grand Cherokee (2016-2019)

Kia Optima (2019), Sorento (2018), and Stinger (2018)

Lexus RX Hybrid (2016-2019) and ES Hybrid (2019)

Subaru Crosstek (2018) and Impreza (2019)

Toyota Avalon (2016-2018), Camry (2018-2019), C-HR (2017-2019), Corolla (2017-2020), Corolla Hatchback (2019), Highlander (2017-2018), Highlander Hybrid (2018), Prius (2017-2019), Prius Prime (2017-2020), Rav4 (2016-2019), Rav4 Hybrid (2017-2018), and Sienna (2018)

Equally critically, OpenPilot isn’t capable of fully autonomous driving on all road types in all conditions. It can currently handle lane centering on roads without clear marking thanks to machine learning algorithms trained with user data, and it can maintain a safe follow distance and drive in stop-and-go traffic without supervision.

But it’s complicated. On all supported cars, OpenPilot’s automated lane centering and lane keep assist replace the stock systems. Only on specific supported cars does the system’s adaptive cruise control and forward collision warning slot in for default, however, and on no model does OpenPilot take over things like auto high-beam, blind spot warning, and side collision warning.

Driving experience

So how’s the driving experience with the Comma Two? “Smooth sailing” sums it up. OpenPilot indeed maintains its lane position even when the markings aren’t obvious — or aren’t visible. In a construction site with cones on either side and on an unpaved road without dividing lines, we watched OpenPilot deftly keep centered and maintain a comfortable following distance from the car in front of it.

It doesn’t much matter whether the road ahead is straight or severely curved. OpenPilot used to scrape OpenStreetMap for road curvature and traffic data, but it doesn’t any longer — now, it’s smart enough to calculate the trajectory in real time and to ensure it doesn’t speed along that trajectory too violently.

In this respect, OpenPilot is akin to Nissan’s ProPilot Assist, Volvo’s Pilot Assist, and GM’s Super Cruise, the last of which is one of the few systems that offers hands-free driving thanks to an eye-monitoring infrared camera. But in contrast to Super Cruise, which only engages on about 130,000 miles of U.S. and Canadian highway that GM has mapped, OpenPilot theoretically works anywhere there’s a discernible road.

OpenPilot can change lanes automatically, but it requires signaling from drivers before it does so — they have to first switch on a turn signal and nudge the steering wheel in the direction they’d like to go. It smoothly merging while keeping pace with the traffic ahead in our brief experience. But Hotz noted that OpenPilot won’t prevent lane changes when cars are to the immediate left or right, in the Comma Two’s blind spot.

Of course, Comma Two and OpenPilot can’t anticipate every situation. An SUV rear-ended a hatchback during our driving demo, forcing Hotz — who was behind the wheel — to tap the brake and disengage the system. And OpenPilot doesn’t handle things like red lights or stop signs — at least not yet.

Safety

Whether OpenPilot can be considered truly safe is a semantics question, in part. The driverless car industry lacks an agreed-upon metric for safety — Noah Zych, head of system safety at Uber’s Advanced Technologies Group, told Wired in an interview that miles traveled isn’t a particularly insightful measure without context like location. Derek Kan, U.S. secretary for policy at the U.S. Department of Transportation, echoed that sentiment in remarks at a conference two years ago.

Companies like Intel’s Mobileye and Nvidia have proposed mathematical models that aim to codify good habits like giving other cars the right of way. Essentially, they’re decision-making policies in a motion-planning stack that monitor unsafe actions by analyzing real-time sensor data.

Comma.ai has a safety model of its own, which Hotz said involves several forms of regression testing. Commits aren’t merged to the OpenPilot codebase before they’ve met the test suite’s muster.

This aside, Comma.ai problematically hasn’t committed to regularly publishing any sort of statistics beyond miles driven, like disengagements or accidents. California’s Department of Motor Vehicles mandates that all companies testing autonomous cars report disengagements, but because Comma.ai doesn’t have a permit to test cars, it’s exempt from this requirement.

Hotz for his part asserts that the infrared sensors in Comma Two will improve safety substantially, as will the onboarding video customers are required to watch before they launch OpenPilot for the first time. On the subject of the former, a warning appears on the Comma Two’s screen if a driver diverts their eyes from the road for four seconds, and after six seconds, OpenPilot disengages and begins to slow down. (Unclicking the driver-side seat belt or opening the car door also disengages the system.)

For what it’s worth, we encountered only one disengagement — Hotz’s stop to avoid the accident — over roughly 7 miles and 25 minutes of driving “We pushed on nuance [with this latest version of OpenPilot],” said Hotz. “Intersections have no lane lines — it’s unclear where you should go. [OpenPilot] follows the path that the human would follow.”

Backend improvements

On the backend side of the OpenPilot equation, new is a simulation environment called the Small Offset Simulator that loads in real-world routes and simulates deviations of them. “You can’t just take a lot of data and train a model to mimic the data, because that model doesn’t realize that if it takes action, the world will change,” said Hotz. “The only way to really do that is to build a simulator.”

Using a technique called projected geometry and generative adversarial networks (GANs), or two-part AI models comprising generators that synthesize data samples and discriminators that attempt to distinguish between the synthesized samples and real data, the simulator redraws scenes meters to the left or right or with curvature and other perturbations. Hotz said that the models within the Small Offset Simulator are now training on 200,000 minutes of driving data collected by Eon users.

It’s similar — but not quite the same — as the simulation environments deployed internally by Uber, Waymo, and others. GM’s Cruise, for instance, leverages a replay approach that involves extracting real-world sensor data, playing it back against the car’s software, and comparing the performance with human-labeled ground truth data. Cruise also engages in planning simulation, which lets the company’s data scientists create up to hundreds of thousands of variations of a scenario by tweaking variables like the speed of oncoming cars and the space between them.

Future developments

Going forward, Comma.ai plans to release new hardware on roughly a yearly cadence — Hotz believes its business model of selling devices at profit and eating the cost of software development is sustainable. (Comma.ai has raised $8.1 million in venture capital to date across two funding rounds, the most recent of which closed in April 2018.) As for OpenPilot, achieving a better end-to-end driving experience remains an acute area of focus for the engineering team.

“What we want to do is move away from [lead car following] and move to an end-to-end longitudinal [model],” he said. “One of the problems we as a company have trying to convey is, when it works well, you don’t even notice it. Our company mission is to solve self-driving cars while shipping intermediaries.”

But Comma.ai isn’t discouraging rivals from cloning its hardware and piggybacking off of OpenPilot. In fact, Hotz encourages it, just as he encourages those with proprietary solutions to compete with Comma.ai.

One such challenger — former Yahoo CTO John Hayes’ Ghost Locomotion — emerged from stealth last November promising an aftermarket self-driving kit to retrofit existing cars. Another — Cambridge, U.K.-based Wayve — claims its driverless cars self-improve by learning from safety driver interventions. Mobileye doesn’t sell a consumer product, but like Comma.ai, its driverless tech leans on cameras for autonomous decision-making. And then there’s Tesla, which recently release a preview of an active guidance system (Navigate on Autopilot) that navigates a car from a highway on-ramp to off-ramp, including interchanges and making lane changes.

Hotz is unconcerned. “Mobileye is the Windows [of autonomous driving] that’s going to do Microsoft-style business development deals with big companies, Tesla’s the Mac that’s going to ship sexy hardware to consumers, and we’re the Linux,” he said. “Everybody should use us for whatever they want.”

The post Comma.ai launches Comma Two, a $999 kit that imbues cars with assisted driving features appeared first on Actu Trends.

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bat2018autoreview-blog · 6 years ago

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2019 Lincoln MKC Redesign, Price

2019 Lincoln MKC Release Date

2019 Lincoln MKC

2019 Lincoln MKC Review – After a redesign of the Continental, Navigator and MKZ models, the Lincoln manufacturer has decided to make some improvements to its entry-level crossover known as the Lincoln MKC. This is a compact crossover SUV that will soon join the market as Lincoln MKC 2019. It was presented at the LA Auto Show in 2017 and is expected to enter the showrooms later this year.

The Lincoln MKC is an attractive and well-equipped luxury crossover. It offers a quality and modern cabin, although the rear seats are a bit tight, at least for the larger passengers. The 2019 model year has undergone a mid-cycle update, which means that the MKC will now bring many interesting changes. The most noticeable improvement will be visible on the front panel, including a new grill. Security will finally be enhanced with more standard features and Android Auto and Apple CarPlay will finally be available. The new MKC will be available in four trim levels. These will include the Premiere Base, Select, Reserve, and Black Range-topping levels. Its main competitors in the market will be the Mercedes-Benz GLC Class, the BMW X3, the Lexus RX, the Infiniti QX50 and the Acura RDX.

SPECSDIMENSIONFUEL ECONOMYPERFORMANCESAFETY

Gas Mileage 20 mpg City/27 mpg Hwy Engine Intercooled Turbo Premium Unleaded I-4, 2.0 L EPA Class Small Sport Utility Vehicles 2WD Style Name FWD Drivetrain Front Wheel Drive Passenger Capacity 5 Passenger Doors 4 Body Style Sport Utility Transmission Transmission: 6-Speed Automatic w/SelectShift -inc: paddle shifters

Vehicle EPA Classification Small Sport Utility Vehicles 2WD Weight Information Base Curb Weight (lbs) 3823 Interior Dimensions Front Shoulder Room (in) 56 Second Hip Room (in) 52.8 Front Head Room (in) 39.6 Second Leg Room (in) 36.8 Passenger Capacity 5 Front Hip Room (in) 54.4 Front Leg Room (in) 42.8 Second Shoulder Room (in) 55.3 Passenger Volume (ft³) 97.9 Second Head Room (in) 38.7 Exterior Dimensions Track Width, Front (in) 62.4 Width, Max w/o mirrors (in) 73.4 Wheelbase (in) 105.9 Track Width, Rear (in) 62.5 Height, Overall (in) 65.2 Length, Overall (in) 179.2 Cargo Area Dimensions Cargo Volume to Seat 3 (ft³) 25.2 Cargo Volume to Seat 1 (ft³) 53.1 Cargo Volume to Seat 2 (ft³) 25.2

Fuel Tank Fuel Tank Capacity, Approx (gal) 15.7 Mileage EPA Fuel Economy Est – Hwy (MPG) 27 Fuel Economy Est-Combined (MPG) 23 EPA Fuel Economy Est – City (MPG) 20

Engine SAE Net Horsepower @ RPM 245 @ 5500 Displacement 2.0 L/122 Engine Order Code 999 SAE Net Torque @ RPM 275 @ 3000 Fuel System Gasoline Direct Injection Engine Type Intercooled Turbo Premium Unleaded I-4 Transmission Trans Description Cont. Again NA Fifth Gear Ratio (:1) 1.00 Trans Type 6 Third Gear Ratio (:1) 1.91 Final Drive Axle Ratio (:1) 3.36 Drivetrain Front Wheel Drive First Gear Ratio (:1) 4.58 Sixth Gear Ratio (:1) 0.74 Trans Description Cont. Automatic w/OD Fourth Gear Ratio (:1) 1.44 Trans Order Code NA Second Gear Ratio (:1) 2.96 Reverse Ratio (:1) 2.94 Brakes Rear Brake Rotor Diam x Thickness (in) 12.4 Disc – Rear (Yes or ) Yes Brake ABS System 4-Wheel Drum – Rear (Yes or ) NA Front Brake Rotor Diam x Thickness (in) 13.2 Disc – Front (Yes or ) Yes Rear Drum Diam x Width (in) NA Steering Steering Type Rack-Pinion Turning Diameter – Curb to Curb (ft) 38 Tires Rear Tire Size P235/50HR18 Spare Tire Order Code NA Front Tire Order Code NA Spare Tire Size Compact Front Tire Size P235/50HR18 Rear Tire Order Code NA Wheels Rear Wheel Material Aluminum Spare Wheel Size (in) Compact Front Wheel Size (in) 18 X 8 Spare Wheel Material Steel Front Wheel Material Aluminum Rear Wheel Size (in) 18 X 8 Suspension Suspension Type – Front (Cont.) Strut Suspension Type – Front Strut Suspension Type – Rear (Cont.) Multi-Link Suspension Type – Rear Multi-Link

Safety Air Bag-Frontal-Driver Yes Air Bag-Frontal-Passenger Yes Air Bag-Passenger Switch (On/Off) No Air Bag-Side Body-Front Yes Air Bag-Side Body-Rear No Air Bag-Side Head-Front Yes Air Bag-Side Head-Rear Yes Brakes-ABS Yes Child Safety Rear Door Locks Yes Daytime Running Lights Yes Traction Control Yes Night Vision No Rollover Protection Bars No Fog Lamps No Parking Aid Yes Tire Pressure Monitor Yes Back-Up Camera Yes Stability Control Yes Other Features Advancetrac w/RSC Electronic Stability Control (ESC) And Roll… ABS And Driveline Traction Control Side Impact Beams Dual Stage Driver And Passenger Seat-Mounted Side Airbags Rear Park Assist Rear Parking Sensors Tire Specific Low Tire Pressure Warning Dual Stage Driver And Passenger Front Airbags Safety Canopy System Curtain 1st And 2nd Row Airbags Airbag Occupancy Sensor Driver Knee Airbag Mykey System-inc: Top Speed Limiter, Audio Volume Limiter, Rear Child Safety Locks Outboard Front Lap And Shoulder Safety Belts -inc: Rear Center Back-Up Camera

2019 Lincoln MKC Design

The biggest change of the new 2019 Lincoln MKC will be its exterior design. The front and rear fairings will be updated. The most notable improvement is a new rectangular chrome grille that was introduced in the Lincoln Navigator. The headlights will also be slightly revised. The rear will also feature a small adjustment and there will be more chrome details and redesigned taillights.

2019 Lincoln MKC Interior

Speaking of the interior of the 2019 Lincoln MKC, the automaker has not done great jobs. He will continue to be calm, comfortable and well equipped. However, there will be changes given the technology. The board will have the same 8.0-inch touchscreen with Sync3, but this time it will have the standard Android Auto and Apple CarPlay connectivity.

Other standard features include an electric tailgate, dual zone climate control, rear view camera, 9-speaker stereo system, keyless ignition and heated seats. In regards to security, MKC will now receive more standard systems. These will include automatic emergency braking, frontal collision warning, airbags, etc. In addition, neutral monitors, lane change warning and active parking assistance will be optional.

2019 Lincoln MKC Engines and performance

In the engine department, this time there will be no changes. The 2019 Lincoln MKC will acquire the equal engines because of the modern model. The base is a turbocharged 2.0-liter 4-cylinder engine that will produce 245 horsepower and 275 lb-ft of torque. The second option is a 2.3-liter turbocharged engine with 4 cylinders. This unit will be able to develop 285 horsepower and 305 lb-ft of torque. Both engines will be paired with a 6-speed automatic transmission. In addition, there will be a choice between a front-wheel drive and an AWD configuration. Its towing capacity will reach up to 3,000 pounds.

2019 Lincoln MKC Release date and price

The 2019 Lincoln MKC is expected to enter the showrooms by mid-2018. The price has not yet been announced.

The post 2019 Lincoln MKC Redesign, Price appeared first on 2018AutoReview.Com.

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robertkstone · 6 years ago

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2019 Acura RDX A-Spec Long-Term Update 1: Sporty?

The RDX’s A-Spec badges promise sportier performance than the average luxury crossover, connecting the new model to the original RDX better than the previous generation ever did.

A 272-hp 2.0-liter turbo-four powers every 2019 RDX, but it’s not the engine’s extra 20 horses over Accord 2.0s that intrigues us. Multiple editors have complimented the RDX’s engine note, which becomes louder as you move from Comfort to Sport and Sport+ modes. From a stop, our all-wheel-drive Acura reached 60 mph in 6.4 seconds, about as quick as a few all-wheel-drive 2019 Infiniti QX50s we’ve tested and our long-term 2019 Volvo XC60 T5 AWD (6.5 seconds).

The RDX’s A-Spec package replaces other trims’ 19-inch wheels and 235/55R19 all-season rubber with dark 20s and 255/45R20 all-season tires. An adaptive damper system is included on the higher Advance trim.

Road test editor Chris Walton called the RDX’s engine peppy, and he appreciated “quick and smooth upshifts” from the 10-speed automatic. The A-Spec package includes 20-inch wheels with more aggressive rubber, suedelike interior accents, ventilated front seats, a 16-speaker sound system, and exclusive-to-the-trim exterior styling modifications.

Twisting the big, centrally located drive-mode dial to Sport+ noticeably changes the crossover’s personality on the street. Suddenly, the 10-speed auto’s heightened responsiveness makes the paddle shifters unnecessary for spirited driving, the Active Sound system turns up the (engine’s) volume, and the steering feels different, too.

Some enthusiasts don’t mind a little body roll in sporty cars, but no one wants brakes described on the track as “spongy.” The RDX’s weakest dynamic link is brake feel, specifically how far down you have to press the pedal before any actual braking occurs. We aren’t fans of the brakes on non-A-Spec models, either, and hope future models will get an updated system. One positive: The 2019 RDX’s brakes help you come to a stop more smoothly once you’re used to it. Even so, there’s a middle ground between this Acura’s approach and the other extreme, a 505-hp Alfa Romeo Stelvio Quadrifoglio with oversensitive brakes we called “brutal” in everyday driving. Braking from 60 mph down to 0 took the Acura 116 feet, compared to 113 feet for the QX50 and 118 feet for the XC60 T5.

Besides our RDX A-Spec’s firm ride—maybe the Advance trim’s adaptive dampers would help—the Acura doesn’t shout its sportiness in Comfort mode when your commute moves at 6.5 mph, not 65 mph. And when you want a sportier response—with the exception of brake feel—the RDX is ready to play.

Read more about our long-term 2019 Acura RDX A-Spec:

Arrival

Unlike most cars with multi-mode drive systems, the RDX can be started in comfort or sport.

2019 Acura RDX SH-AWD A-Spec BASE PRICE $46,495 PRICE AS TESTED $46,895 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 2.0L/272-hp/280-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 10-speed automatic CURB WEIGHT (F/R DIST) 3,967 lb (58/42%) WHEELBASE 108.3 in LENGTH x WIDTH x HEIGHT 186.8 x 74.8 x 65.7 in 0-60 MPH 6.4 sec QUARTER MILE 14.8 sec @ 94.7 mph BRAKING, 60-0 MPH 116 ft LATERAL ACCELERATION 0.81 g (avg) MT FIGURE EIGHT 27.6 sec @ 0.61 g (avg) REAL MPG, CITY/HWY/COMB 19.4/30.9/23.3 mpg EPA CITY/HWY/COMB FUEL ECON 21/26/23 mpg ENERGY CONS, CITY/HWY 160/130 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.84 lb/mile

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enginerumors · 6 years ago

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2019 Acura RDX Dimensions, Review, Price

2019 Acura RDX Dimensions, Review, Price – all-new 2019 Acura RDXought to appear this current year. The actual well-known deluxe brand name because Honda has become noted continuously for it is remarkable autos. Back then it came, RDX ended up being one of the more appealing crossovers out there. Once we may thoroughly assess on the prototype edition, the next era continues similarly. Even though…

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superautoreviews · 7 years ago

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2019 Acura RDX Redesign, Changes, Dimensions, Release Date

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2019 Acura RDX Redesign, Changes, Dimensions, Release Date

2019 Acura RDX Redesign, Changes, Dimensions, Release Date – Launched in 2012 the RDX is just not, particularly what you will surely call a classic design. The vehicle is based on the same method because of the Honda CR-V. However, Acura managed to get significantly better to drive. It can also be amid one of the coziest solutions within its class, and while not just about the most efficient, it is absolutely among one of the more reasonable choices with a variety of deluxe attributes. Because the marketplace is shifting with an abnormally higher price, not really that long rear gossips concerning a brand new 2019 Acura RDX come about on the net. This new design is the first, along with the new 2018 CR-V, to utilize Honda’s upcoming and newly created modular system.

2019 Acura RDX Full Review

2019 Acura RDX Price

2019 Acura RDX Redesign

It appears that this system has remained from the support quite some time presently, and Honda is going to be pushing it to virtually all their variations. The newest structure will make it possible for this automobile to get front-wheel travel model. However, it furthermore enhances the capability of Acura producing far better use space supplied. Likewise, it would certainly improve NVH (sound, shake, cruelty) levels substantially, and it needs to be much safer as well. Every one of these features will certainly include an apparent weight lessening which should allow it to be that a lot better.

At this time, Acura has not explained a word about this gossip. We are rather certain that the new Acura RDX is in the works, especially after one of several long-term Acura crossovers has been snooped assessing quite some time rear. Some even recommended the new Acura RDX can be supplied as being a 7-car seat variation; nevertheless, we think that this might come as being an option and that it might happen in two types. In our perspective, this 2019 Acura RDX is very not likely to deliver this kind of design. This would enable Acura to supply a lot less limited cabin which must be able to residence 4 or 5 adults with the greatest efficiency. Some reported the Acura RDX could get a very exciting product with four particular seating.

2019 Acura RDX Engine

This will not be enough from the impending 2019 Acura RDX Review. Acura will possibly take a hybrid powertrain like they managed with all the 2018 Acura NSX Type R Review and Price. Another chance would indeed become a 3 or 3.5-liter turbocharged V6 oil engine. It needs to be an incredible selection for all those buyers that are seeking one thing somewhat more particular, but after that yet again, Acura hasn’t reported anything regarding this just.

2019 Acura RDX Exterior

2019 Acura RDX Changes

By far the most present 2019 Acura RDX Review will possibly be made of light-weight resources like lightweight aluminum and carbon dioxide nutritious fiber content. The automobile might have yet another grille that looks adjusted whatever the opportunity that it features a comparison proportions. It can possess late taillights and gatekeepers equipped and reestablished headlamps.

It is discussed how the 2018 Acura MDX Hybrid Review might have the summarize that could brighten the plan of the new cars. It composed of its type receiving it and a precursor which every other rival have to make an attempt to exceed, however as concentrates arrive now, Honda is on but another path and can not allow anyone pull near. The main exterior operate that may undoubtedly find the attention when observing the 2019 Acura RDX is the curved body platform put together with expansions in the right section of the body. The 2019 Acura RDX will inevitably become a beast, an original master of all the terrains.

2019 Acura RDX Interior

The 2019 Acura RDX Review interior is made for fans of region and deluxe. Inside the auto review, you possess accessibility for anything you could at any time want. The 2019 Acura RDX is a trustworthy, risk-free of charge and beautifully tailored up in the modern technologies section. The structure to suit your needs is recent and sleek however it will be the inside of summary that is a strategy to attain especially concept. It expected exactly how the in might have the more portion of the alleviation and simpleness and trimmings of your respective top quality car but precisely what all of these are will not be by any extent of your creativeness nevertheless shown.

Transferring with the news that this is the motor vehicle in the foreseeable future with offer time perceptiveness. We can foresee the 2019 Acura RDX to have accurately the same we identify in modern day cars like ventilated seats, appropriate lodges, sustains resolved with touchscreens. It revamped infotainment method; weather issues maintain, satellite radio, Bluetooth and possible Wi-Fi associations, Universal serial transport harbour and likewise different deals with modules and dials. The glossy new capabilities and solutions will provide you with more endeavors to produce safety we have now-now found in other extraordinary cease auto sorts.

2019 Acura RDX Release Date and Price

AS invigorated as anyone could be about the opportunity of finding the most updated 2019 Acura RDX Review absolutely nothing whatsoever keeps on being looked over. It is prepared for how the automobile will make its dialogue towards the end of 2017, and with a little great fortune, we have to hurt far more details about just what it shows like or what it has or lacks.

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dwiautozone · 7 years ago

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News Redesign - 2019 Acura RDX Crossover - First Look - New York Auto Show 2018 Look for the 2019 Acura RDX to hit dealers before the end of the year. Pricing will be announced closer to its on-sale date. 2019 Acura RDX Crossover - First Look - New York Auto Show 2018 Built on a new chassis architecture, the 2019 RDX is larger than the outgoing model in nearly every respect. The wheelbase increases from 105.7 inches to 108.3, overall length grows from 184.4 inches to 186.9, and height is up from 65.0 inches to 65.7. Despite this exterior inflation, the interior passenger volume remains about the same, although cargo capacity behind the rear seat increases from 26 cubic feet to 30. The new platform also ditches the conventional driveshaft tunnel, providing a fully flat rear floor for improved rear-seat footroom. #dwiautozone DwiAutoZone Help us to be better - Subscribe This Channel : https://www.youtube.com/c/DwiAutozone - Likes me on Facebook : https://ift.tt/2HB81Xi - Follow me on Twitter : https://twitter.com/dwiautozine - Feed me on Blogger : https://ift.tt/2CGtN8a Backsound Free Royalty license by Kat And Tanner by Twin Musicom (twinmusicom.org)

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jonathanbelloblog · 7 years ago

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First Drive: 2019 Infiniti QX50

LOS ANGELES, California — Despite countless obituaries predicting its gasping, sputtering demise at the sleek hands of the electric revolution, the 132-year-old automotive internal combustion engine has a watershed moment. The culmination of 20 years of R&D, the all-new 2019 Infiniti QX50’s VC-Turbo is the world’s first variable compression engine, making it quite possibly the most important leap forward for the technology since the proliferation of forced induction.

Additionally, along with the first-gen Q45 and the third-gen G35, this is one of the most significant cars to wear the Infiniti crest, leading the brand into a future with an increased focused on design and technology. The decision to launch the VC-Turbo in a compact crossover speaks volumes about Infiniti’s confidence surrounding the revolutionary powertrain. Even removed from the powertrain hype, the new QX50 is an exceptionally important car for the brand, and no one would have batted an eye if they played it safe and launched the engine in a lower-volume model like the Q60 or QX30 as a market test.

Then again, there’s nothing unsure or prototype about the new engine. Two decades of work have created a fully realized product, one that will surely find its way into nearly every nook and cranny of Infiniti’s lineup. I’m not going to go super in-depth on the VC-Turbo here, as it would surely pale in comparison to Senior Editor Nelson Ireson’s excellent deep drive, but I’ll give a few key points.

Essentially, this turbocharged four-cylinder engine infinitely adjusts between the min/max compression ratio of 8:1 and 14:1, continually switching on the fly depending on throttle input. This is achieved through a motorized lever that adjusts the length of the piston’s stroke, increasing or decreasing compression to either maximize performance or efficiency.

The result is 268 hp and 288 lb-ft of torque routed through a CVT. Compared to the ubiquitous 3.7-liter V-6 that the VC-Turbo (VCT) seeks to replace, power seems a little down from the sixer’s 325 hp. To compensate for the power dip, the VCT packs noticeably more torque than the six-cylinder, available from lower rpm to boot. On the flipside, thanks to the temporary high-compression cycle, efficiency is better than ever before, seeing a 35 percent boost in combined MPG when compared to the outgoing QX50, and ostensibly the most efficient non-hybridized CUV in the segment with 27 combined mpg for the front-wheel-drive model.

In practice, the engine is deceptively pedestrian. In a blind experiment, I would be hard pressed to pick the VCT out from a lineup of turbo-fours. From the commuter crawl to on-ramp blasts, the engine feels like a regular–if not noticeably punchy–turbocharged four-pot. It’s not buzzy, clunky, or unfinished in any way. All the changes occur behind the aluminum block curtain, and its only better for it. The regular, nine-to-five driver will be none the wiser.

Don’t think the QX50’s new threads are just a shiny wrapper for the VCT. From front to back, this is one of the most cohesive and well-designed Infiniti’s I’ve ever driven. Dimensionally, it fits right in line with the compact crossover segment, vastly differentiating itself from the outgoing QX50, a car which suffered from dated hatchback proportions and ancient platform architecture. The new QX50 is 2.1-inches shorter, 3.9-inches wider, and a whopping 4.2- inches taller, resulting in a proportional design that’s often lost in this segment.

It certainly looks the part as well. The 2019 QX50 is a mass of taut, flowing lines that incorporates the best from the Q50, Q60, and QX30. The familiar gaping Infiniti grille is there, as are the raised hood lines and the kinked rear window. It’s a handsome, on-brand design that will do well in a hyper-competitive segment.

Inside, it’s a revelation. Gone are the acres of upscale Nissan trim and switchgear, replaced with a portfolio of new buttons and panels exclusive to Infiniti. It feels more upscale than any previous model, incorporating small changes that add up to an impressive package, including a solid metal engine start/stop button mounted flush in the center console next to an electronic metal shifter. Infiniti’s familiar dual-screen center stack still provides separate displays for infotainment and navigation, controlled by buttons piled below and on either side of the bottom screen. It’s one of the few carry-over designs from an existing Infiniti model, but it’s well incorporated enough that it doesn’t detract from the otherwise excellent cockpit.

I spent most of my time in a QX50 Essential wearing the $2,000 Autograph package that added excellent white quilted leather seating contrasted with brown leather accents and excellent deep blue trim. From the material finishing to the design, the top-spec QX50 is one of the most well-executed interiors the automaker has ever offered.

While you’re distracted by the posh new threads, the QX50 is doing its best to keep you safe with the brand’s first use of Nissan-developed ProPilot Assist. This is a package of driver assist systems that add up to a Level 1 self-driving system, incorporating standard tech like rear backup collision mitigation, emergency braking, and lane departure/blind spot warning and prevention. ProPilot also includes semi-automated cruise control with steering assist, a system that manages speed, braking, and minor steering inputs to conceivably remove stress from the driver while in stop-and-go traffic.

In practice, it works as well as you would expect, especially on the eternally clogged highways just north of Malibu. Steering assist and distance control for stop-and-go was a welcome relaxant, but the system’s intrusive alert chime that directs the driver to take over dings more than I would like. It’s far from a dealbreaker, but it slightly lessened the stress-relieving effect.

Once I was sick of letting the QX50 do most of the work, I turned onto tight California canyon roads en route to lunch. Like other Infinitis, the QX50 uses a steer-by-wire system, adapting the ratio and steering weight to both the driving mode and the steering inputs. The steering is light and artificial, as is the brake feel, but these are hardly the most relevant factors to a potential QX50 buyer.

In regular day-to-day driving, the 2019 QX50 is as amenable and easy-to-drive as any other crossover, so any complaints I or anyone else has regarding the driving experience (or lack thereof) are close to irrelevant. Regardless, the V-CT provides more than enough passing speed and the vehicle handles twisty roads better than expected. If you’re looking for a more engaging experience in an SUV, you’ll have to wait for the next-gen QX70.

Prices for the base QX50 Pure FWD begin at $37,545, putting it a smidge above the Lexus NX and Acura RDX, and within $5,000 of the more expensive Mercedes-Benz GLC and Audi Q5. Hopping up to the Pure AWD adds an additional $1,800 to a $39,345 sticker. From there, two additional trims are available that add additional equipment and trim – Luxe FWD ($40,395), Luxe AWD ($42,195), Essential FWD ($44,345) and Essential AWD ($46,145).

For the internal combustion engine, the 2019 QX50 is a milestone car. For Infiniti, it’s a long, large stride toward a very bright future, one hopefully filled with the same level of technology, quality, and design as the QX50.

2019 Infiniti QX50 Specifications

ON SALE Spring 2018 PRICE $37,545 (base) ENGINE 2.0L 16-valve Variable Compression Turbocharged Inline-4/268 hp @ 5,600 rpm, 288 lb-ft @ 1,600 rpm TRANSMISSION Continuously Variable LAYOUT 4-door, 5-passenger, front-engine, FWD/AWD SUV EPA MILEAGE 24/31(FWD), 24/30 (AWD) city/hwy L x W x H 184.7 x 74.9 x 66.0 in WHEELBASE 110.2 in WEIGHT 3,810 lb (base FWD) 0-60 MPH 7.0 sec (est) TOP SPEED N/A

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enginerumors · 6 years ago

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2019 Acura RDX Image, Review, Price

2019 Acura RDX Image, Review, Price – The particular more modern 2019 Acura RDXis actually all-new not to mention your third age group on this small-luxurious SUV. It is car atmosphere has evolved considerably from the ten years considering that the original edition is unveiled. In those days it again possessed just one well-known competitor your BMW X3. Currently, them confronts 12 competitors…

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bat2018autoreview-blog · 6 years ago

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2019 Land Rover Discovery Sport Changes

2019 Land Rover Discovery Sport

2019 Land Rover Discovery Sport Review – After seeing it last year as a test mule, the Land Rover Discovery Sport 2019 no longer appeared. Anyway, we are still looking for a reliable source to confirm the next generation SUV. The crossover belongs to the luxury middle class, which offers a seating arrangement with two or three rows. For the new Discovery Sport, the same platform receives updates to make this vehicle more efficient on the roads.

Changes to the next generation of Land Rover Discovery Sport 2019 will include changes to the transmission system. The new units will also add a new suspension system. With it, the off-road SUV skills will attract more buyers. In addition, the dimensions of the Discovery Sport are about to change. We still do not know the details, but the changes will result in a decrease in the total weight. In general, we look forward to the end of this year to find all the details about the second generation crossover. There are already some rumors about the delay, but nothing is official yet.

2019 Land Rover Discovery Sport Trims

The current generation of the Land Rover Discovery Sport is a medium-sized crossover that can accommodate five or seven people. In both cases, the total length is 181 inches and the wheelbase is 108 inches. The next generation Discovery Sport could be a little bigger. Because of this, the interior will offer more space for passengers and cargo. On the other hand, the extra size will not affect the agility. The lighter materials will be in the body panels so that the total weight could even fall. It will not be a great economy.

2019 Land Rover Discovery Sports engine

It is true that the Land Rover Discovery Sport 2019 will add at least one new engine to the existing lineup. So far, we can only find a 2.0-liter unit under the hood of the current vehicle. This will be part of the 2019 lineup. However, there are two tunings for this four turbo transmission. The lightest variant can generate 237 hp and 250 lb-ft of torque. The highest version offers 285 horsepower and almost 300 lb-ft of torque power.

Interestingly, both engines return the same fuel consumption. It should be increased with a new engine next year. We still do not know exactly what it is, but it is obvious that a V-6 is no longer in the combinations. Some of the older rumors have been reported, but this information was quickly destroyed. The Land Rover Discovery Sport 2019 will maintain its nine-speed automatic transmission and four-wheel drive configuration.

Diesel engine

There is another possibility, but for non-US buyers. The Discovery Sport crossover is also diesel in the United Kingdom, Australia, and other markets. But in North America, that is not the case. And that will not change for the Land Rover Discovery Sport 2019 as well. We will continue to monitor the situation, but it would be a great surprise if we saw a diesel engine in the United States.

For buyers in other parts of the world, this unit can offer 150 horsepower and a much better fuel economy than gasoline. In addition, the level of torque is higher. However, emissions are obstacles and 123 g / km is quite acceptable.

2019 Land Rover Discovery Sport Price

For a luxury SUV, the initial price of $ 40,000 is not that high. Even the superior HSE model is not much more expensive. For around $ 4,000, buyers will get high-end accessories that are worth the money they invest. Well, there is an HSE Luxury version, which will probably be very close to $ 50,000. These are all base prices, but the Land Rover Discovery Sport 2019 will offer most additional services through additional packages. Therefore, with a highly equipped HSE Luxury model, the price will amount to $ 70,000. Audi Q5, BMW X3, and Acura RDX are just some of the competitors waiting for full information on the next generation of Land Rover Discovery Sport 2019.

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robertkstone · 6 years ago

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2019 Acura RDX A-Spec Long-Term Arrival: Wallflower Days Are Over

Acura’s new best-seller has become a risk-taker. With a more emotional design and divisive infotainment system, the 2019 RDX will dumbfound those accustomed to the previous model’s forgettable competence. Attracting new buyers to the brand may require just such an approach, and the RDX unapologetically makes a statement. With a bright red 2019 RDX A-Spec long-termer, we’ll have a year to determine whether we like what the Acura has to say.

The RDX’s extraordinary value story makes a good first impression. Even $38,295 base models include LED headlights, a panoramic moonroof, a package of active safety tech, and interior spaciousness you won’t find on some competitors at any price. The rear seats don’t recline, but there’s still room to stretch out. The RDX’s people-space doesn’t require sacrificing stuff-space, and I’m thankful for the crossover’s sizable cargo area and underfloor storage compartments.

The Acura’s most controversial feature is also standard. A touchpad controls the 10.2-inch infotainment screen mounted at the top of every RDX’s dash, perfect for optimal visibility. Users who insist on touchscreens may be frustrated by the touchpad, but we’re looking forward to evaluating how well the system works on a daily basis.

The same goes for the powertrain. Like the first-gen model, the new RDX is turbocharged, but our long-termer boasts twice as many forward gears. A 10-speed automatic pairs to a version of the same 2.0-liter turbo-four offered in the Honda Accord. The RDX’s version puts out 272 hp and 280 lb-ft of torque and emits a guttural engine note when you step on it.

Our A-Spec model doesn’t add extra power, but it does sport enormous 4.0-inch exhaust tips. Not excited yet? The A-Spec is also the only 2019 RDX to come with dark 20-inch wheels wrapped in wider and lower-profile tires than you’ll find on the other three trims rolling on 19s. Other upgrades, such as the black trim around the grille, side windows, and lights, add more visual pop in person than can be appreciated in photos. Functionally, A-Spec premium features include ventilation for the heated front seats already standard on the base car, suedelike trim on the seats and dash, and a 16-speaker sound system that even has speakers on the ceiling.

For $2,000, we opted for the latest version of Acura’s Super Handling All-Wheel Drive system, which can send 70 percent of engine torque to the rear wheels, with all of that torque shifting to either rear wheel depending on conditions. Blind-spot and rear cross-traffic monitoring as well as front and rear parking sensors are standard on the Tech, A-Spec, and Advance models, and to top it off, the $400 Performance Red Pearl paint contributes to our well-equipped RDX A-Spec’s $46,895 price. It’s a ton of money for a two-row crossover, but spec out a few RDX competitors with similar equipment, and you’ll start to see that price in a different light.

Through the new RDX, Acura hopes you’ll begin to perceive the brand differently, too. The 2019 model seeks to banish the idea that Acura’s compact luxury CUV will stir no more emotion than a well-built, premium toaster. And with our RDX A-Spec long-termer, we’ve got 12 months to see whether passion and rational considerations can coexist peacefully in one car.

2019 Acura RDX SH-AWD A-Spec BASE PRICE $46,895 PRICE AS TESTED $46,895 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 2.0L/272-hp/280-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 10-speed automatic WHEELBASE 108.3 in LENGTH x WIDTH x HEIGHT 186.8 x 74.8 x 65.7 in EPA CITY/HWY/COMB FUEL ECON 21/27/23 mpg ENERGY CONS, CITY/HWY 160/125 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.83 lb/mile

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robertkstone · 6 years ago

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Ford F-150 Diesel: 2019 Motor Trend Truck of the Year Finalist

WE LIKE Good fuel economy, quiet ride

WE DON’T LIKE Poor towing performance, ponderous acceleration

Fresh off last year’s TOTY win, the Ford F-150 returns with a diesel engine and a few surprises up its sleeve.

This year marks the first time Ford has offered a diesel variant of the F-150. Under the sheetmetal sits a 3.0-liter turbodiesel V-6 making 250 hp and 440 lb-ft of torque. As impressive as those numbers sound, sometimes it still isn’t quite enough juice.

“It feels fine at city speeds, but there’s nothing there at highway speeds,” Christian Seabaugh said.

We can forgive its leisurely gait on the highway because of its superior fuel economy. In our Real MPG tests, this truck creamed competitors by returning 20.9/28.5/23.7 mpg city/highway/combined. It performed better than its EPA rating of 20/25/22 mpg, as well.

The truck benefits from a surprisingly quiet ride and nice handling unladen, though we took note of its rough edges, including its firm ride and body roll. “If you want a truck that drives like a truck, this is it,” Scott Evans said. “In the age of adaptive dampers, air springs, and coil springs, it’s definitely the busiest ride here.”

Unfortunately, this truck failed in a key area where it was meant to excel: towing. Handling suffered when attached to a trailer, and drivers can feel plenty of turbo lag off the line. It took 22.0 seconds to reach 60 mph under load—4.3 seconds slower than the next-slowest truck. What’s more, when Kim Reynolds was climbing the Davis Dam grade, the F-150 would hang at 53 mph for a while before getting the gumption to accelerate again. In addition to the uncompetitive acceleration, our tester’s dated interior doesn’t really befit its $64,935 price tag.

READ ABOUT 2019 SUV OF THE YEAR CONTENDERS:

BMW X2

BMW X3

BMW X4

Cadillac XT4

Ford EcoSport

Ford Edge

Hyundai Santa Fe

Infiniti QX50

Jaguar E-Pace

Jeep Cherokee

Lexus RX L

Mercedes-Benz G-Class

Mitsubishi Eclipse Cross

Nissan Kicks

Subaru Ascent

Toyota RAV4

READ ABOUT 2019 SUV OF THE YEAR FINALISTS:

Acura RDX

Ford Expedition

Hyundai Kona

Jaguar I-Pace

Jeep Wrangler

Lincoln Navigator

Range Rover Velar

Subaru Forester

Volvo XC40

READ ABOUT 2019 CAR OF THE YEAR CONTENDERS:

Buick Regal

Ford Mustang

Ford Transit Connect

Hyundai Accent

Hyundai Elantra

Honda Clarity

Kia Forte

Lexus ES

Lexus LS

Mercedes-Benz CLS-Class

Nissan Altima

Toyota Avalon

Toyota Corolla Hatchback

Volkswagen Jetta

READ ABOUT 2019 CAR OF THE YEAR FINALISTS:

Audi A6

Audi A7

Genesis G70

Honda Insight

Hyundai Veloster

Volvo S60 and V60

2018 Ford F-150 4X4 Lariat (Crew) BASE PRICE $48,195 PRICE AS TESTED $64,935 VEHICLE LAYOUT Front-engine, 4WD, 5-pass, 4-door truck ENGINE 3.0L/250-hp/440-lb-ft turbodiesel DOHC 24-valve V-6 TRANSMISSION 10-speed automatic CURB WEIGHT (F/R DIST) 5,579 lb (59/41%) WHEELBASE 145.0 in LENGTH x WIDTH x HEIGHT 231.9 x 79.9 x 77.2 in 0-60 MPH 7.7 sec QUARTER MILE 16.1 sec @ 84.4 mph BRAKING, 60-0 MPH 121 ft LATERAL ACCELERATION 0.74 g (avg) MT FIGURE EIGHT 28.3 sec @ 0.60 g (avg) REAL MPG, CITY/HWY/COMB 20.9/28.5/23.7 mpg EPA CITY/HWY/COMB FUEL ECON 20/25/22 mpg ENERGY CONS, CITY/HWY 189/151 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.01 lb/mile

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robertkstone · 6 years ago

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GMC Sierra: 2019 Motor Trend Truck of the Year Finalist

WE LIKE Slick tailgate, sharp handling, good looks

WE DON’T LIKE Still too much Chevy sharing, iffy value

GMC has been saying for years that it’s distancing itself from Chevrolet, and this latest model is the biggest step yet for the Sierra. Although we found a lot to love, there’s still work to be done.

“I appreciate the new features that help distinguish GMC models from Chevys—MultiPro tailgate, adaptive ride control, and the late-available carbon-fiber bed,” Kelly Pleskot said. “For once, the choice between Chevy and GMC might come down to more than just the badge.”

Opinions differed on how often the trick tailgate would get used, but we agreed it was a good idea and well executed. We were also fans of the big, clear head-up display and the sharp, flat handling. The GMCs performed particularly well in the towing frustration test, charging up the mountain uninhibited then downshifting seamlessly to maintain speed downhill.

The luxury trucks stumbled hard on value, though, missing a number of the Ram Limited’s features for nearly the same price, namely adaptive cruise control. That the GMCs weren’t even equipped with the exclusive carbon-fiber bed added insult to injury.

“I’m paying more than $65,000 and getting an interior like this?” Miguel Cortina asked. “Besides looking old, it’s odd to see GM with this plain-black interior, as they’ve done really cool color combinations in other models.”

Christian Seabaugh also took issue with the interior. “If FCA can find the dough to have a different interior in every single version of the new Ram 1500,” he wondered, “why can’t GMC shake loose a couple bucks to actually differentiate the Sierra Denali from the rest of the Sierra lineup, let alone the Silverado? The interior is utterly unconvincing, with the same exact plastics, buttons, and switchgear as the $45,000 Silverado.”

READ ABOUT 2019 SUV OF THE YEAR CONTENDERS:

BMW X2

BMW X3

BMW X4

Cadillac XT4

Ford EcoSport

Ford Edge

Hyundai Santa Fe

Infiniti QX50

Jaguar E-Pace

Jeep Cherokee

Lexus RX L

Mercedes-Benz G-Class

Mitsubishi Eclipse Cross

Nissan Kicks

Subaru Ascent

Toyota RAV4

READ ABOUT 2019 SUV OF THE YEAR FINALISTS:

Acura RDX

Ford Expedition

Hyundai Kona

Jaguar I-Pace

Jeep Wrangler

Lincoln Navigator

Range Rover Velar

Subaru Forester

Volvo XC40

READ ABOUT 2019 CAR OF THE YEAR CONTENDERS:

Buick Regal

Ford Mustang

Ford Transit Connect

Hyundai Accent

Hyundai Elantra

Honda Clarity

Kia Forte

Lexus ES

Lexus LS

Mercedes-Benz CLS-Class

Nissan Altima

Toyota Avalon

Toyota Corolla Hatchback

Volkswagen Jetta

READ ABOUT 2019 CAR OF THE YEAR FINALISTS:

Audi A6

Audi A7

Genesis G70

Honda Insight

Hyundai Veloster

Volvo S60 and V60

2019 GMC Sierra AT4 (Crew) Denali (Crew) BASE PRICE $54,695 $59,495 PRICE AS TESTED $65,330 $67,200 VEHICLE LAYOUT Front-engine, 4WD, 5-pass, 4-door truck Front-engine, 4WD, 5-pass, 4-door truck ENGINE 6.2L/420-hp/460-lb-ft OHV 16-valve V-8 6.2L/420-hp/460-lb-ft OHV 16-valve V-8 TRANSMISSION 10-speed automatic 10-speed automatic CURB WEIGHT (F/R DIST) 5,466 lb (57/43%) 5,595 lb (57/43%) WHEELBASE 147.5 in 147.4 in LENGTH x WIDTH x HEIGHT 231.7 x 81.2 x 78.4 in 231.7 x 81.2 x 75.5 in 0-60 MPH 5.8 sec 6.0 sec QUARTER MILE 14.2 sec @ 98.9 mph 14.4 sec @ 98.6 mph BRAKING, 60-0 MPH 126 ft 123 ft LATERAL ACCELERATION 0.76 g (avg) 0.77 g (avg) MT FIGURE EIGHT 27.7 sec @ 0.73 g (avg) 27.8 sec @ 0.63 g (avg) REAL MPG, CITY/HWY/COMB 15.3/23.5/18.2 mpg 14.9/22.5/17.5 mpg EPA CITY/HWY/COMB FUEL ECON 15/19/17 mpg 15/20/17 mpg ENERGY CONS, CITY/HWY 225/177 kW-hrs/100 miles 225/169 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.17 lb/mile 1.15 lb/mile

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robertkstone · 6 years ago

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Acura RDX: 2019 Motor Trend SUV of the Year Finalist

WE LIKE Winding road handling, excellent packaging

WE DON’T LIKE Vague brakes, infotainment interface

Acura has stepped up its game with the new compact RDX, but it’s trying to be all things to all buyers.

The Acura’s wide net leads to confusion about what aiming to be. “It’s torn between being luxurious and soft like a Lincoln, sporty like an Alfa, or techy like an Audi, and those things sorta cancel each other out,” Christian Seabaugh observed.

With a powerful 2.0-liter turbo-four engine derived from the Civic Type R, the RDX sends power to all four wheels via Acura’s Super Handling All-Wheel Drive. We enjoyed driving the RDX on winding roads in Sport+ mode, but we didn’t feel the emotion we expected.

Overall, “the drive, the package, and the cargo space at the price Acura is asking make this a fairly compelling prospect,” Frank Markus said.

However, there was one unanimous complaint: the RDX’s vague braking feel and response. Given that Acura equipped the RDX with “limousine” brakes, slowing down precisely was frustrating for many. Said Scott Evans: “Trying to make a stop sign is much harder than it needs to be.”

The exterior design is a step forward for Acura, but its busy lines and massive grille and logo kept it from winning our hearts. Inside, there’s a steep learning curve to control the infotainment system via its touchpad, which Angus MacKenzie described as “distractingly difficult to use on the road.”

We also highlighted its active safety technologies, like the accurate lane keeping assist software and the adaptive cruise control that maintained a set speed on steep downhills.

“I was impressed by the Acura,” Gordon Dickie said. “To me, it’s a quantum leap forward to capture more market share in this segment.”

READ ABOUT 2019 SUV OF THE YEAR CONTENDERS:

BMW X2

BMW X3

BMW X4

Cadillac XT4

Ford EcoSport

Ford Edge

Hyundai Santa Fe

Infiniti QX50

Jaguar E-Pace

Jeep Cherokee

Lexus RX L

Mercedes-Benz G-Class

Mitsubishi Eclipse Cross

Nissan Kicks

Subaru Ascent

Toyota RAV4

READ ABOUT 2019 CAR OF THE YEAR CONTENDERS:

Buick Regal

Ford Mustang

Ford Transit Connect

Hyundai Accent

Hyundai Elantra

Honda Clarity

Kia Forte

Lexus ES

Lexus LS

Mercedes-Benz CLS-Class

Nissan Altima

Toyota Avalon

Toyota Corolla Hatchback

Volkswagen Jetta

2019 Acura RDX SH-AWD Base Price/As tested $40,295/$51,715 Power (SAE net) 272 hp @ 6,500 rpm Torque (SAE net) 280 lb-ft @ 1,600 rpm Accel, 0-60 mph 7.1 sec Quarter-mile 15.5 sec @ 90.7 mph Braking, 60-0 mph 133 ft Lateral Acceleration 0.81 g (avg) MT Figure Eight 27.7 sec @ 0.62 g (avg) EPA City/Hwy/Comb 21/27/23 mpg VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE/TRANSMISSION 2.0L turbo DOHC 16-valve I-4 /10-speed automatic CURB WEIGHT (F/R DIST) 4,072 lb (57/43%) WHEELBASE 108.3 in LENGTH x WIDTH x HEIGHT 186.8 x 74.8 x 65.7 in ENERGY CONS, CITY/HWY 160/125 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.83 lb/mile

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bat2018autoreview-blog · 6 years ago

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2019 Land Rover Discovery Sport Changes

2019 Land Rover Discovery Sport

2019 Land Rover Discovery Sport Trims

2019 Land Rover Discovery Sports engine

Diesel engine

2019 Land Rover Discovery Sport Price

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