#2020 Subaru Sti Hatchback

[enginerumors]

2020 Subaru STI Concept, Engine, Price

2020 Subaru STI Concept, Engine, Price

2020 Subaru STI Concept, Engine, Price– Subaru released the 5th technology in the Impreza more than a 12 months ago. For that reason, most of us imagined that they will also discharge the brand new STI. Nonetheless, it seems such as this was not really the scenario. Subaru journeyed in advance and said that both and also the STI are two standalone vehicles because of their very own improvement…

[noah44jacob]

2020 Subaru STI Hatchback Concept, Release Date and Price Rumor

2020 Subaru STI Hatchback Concept, Release Date and Price Rumor

2020 Subaru STI Hatchback Concept, Release Date and Price Rumor – To fix all of its troubles, it would seem a new model of your car is going to be released with all the 2020 Subaru WRX STI. Thus far there is continue to tiny information about the new model. Even so, we can presume the future STI uses the same chassis since the new Impreza. This integrated design is noticeably more rigid compared…

[myautowallpaper]

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[massivediecast]

GEBRAKAN HOT WHEELS UNTUK MELAWAN BRAND LAIN

Kabar mengejutkan kali ini datang dari brand diecast Hot Wheels. Mereka merilis seri Modern Classics untuk tahun 2020. Ini merupakan salah satu langkah Hot Wheels untuk melawan brand-brand diecast lain yang mulai mengambil pasar mereka.

Pada seri car culture ini, terdapat 2 casting terbaru Hot Wheels yaitu, Mercedes 280 SEL 4.5 dan Nissan Silvia S14. Dua mobil ini menjadi incaran para kolektor untuk dikoleksi atau untuk dicuankan. Salah satunya mobil Mercy yang lagi hype akhir-akhir ini.

Duh mercy nya menggoda..

Selain 2 casting baru, di dalamnya juga ada Honda Civic EG6 yang ber-livery kan Hello Kitty.

Kalo Doraemon pasti lebih lucu nih:v

Honda Civic yang notabene mobil hatchback dan ditambahkan livery Hello Kitty memang sangat menarik perhatian para kolektor.

Selain itu, bagi para penggemar film fast & furious pasti tau dong ini mobil apa..

Yapss!! Ini merupakan Volkswagen Jetta MK3. Memang awalnya casting ini pertama kali dikeluarkan Hot Wheels pada seri Fast & Furious dengan warna putih dan stickernya yang sama dengan di filmnya.

Namun setelah itu, casting ini dimasukkan oleh Hot Wheels pada seri Modern Classics dengan body polos berwarna merah yang lebih menunjukkan sisi klasiknya.

Dan yang terakhir adalah Subaru Impreza 22B STi-Version.

Sebenarnya casting ini sudah ada pada mainline reguler Hot Wheels tahun 2020 dengan warna yang sama, hanya saja dengan ban plastik. Merasa belum puas, Hot Wheels memaksakan casting ini dimasukkan ke seri car culture dengan mengganti base mobil menjadi besi dan ban diganti dengan ban karet.

Kayaknya Hot Wheels kehabisan ide nih :v

Pemesanan seri car culture ini sudah dibuka oleh para seller dengan sistem pre-order.

Harga pre-order untuk satu setnya berada di range 400-500 ribu. Sedangkan untuk satu boxnya berada di range 700-900 ribu.

Jadi jangan ketinggalan ikut po ya.. lumayan bisa buat cuan lagi hehehe...

Image Source: thuntedblog, diecastsyndicate, thelamleygroup

[jeffrey2garner]

The Next Subaru WRX STI Will Take Revenge On Hot Hatchbacks

Subaru has dropped the first few hints about what we can expect from the next WRX STI, and there are good reasons for us to expect great things from it

from Car Throttle https://www.carthrottle.com/post/the-next-subaru-wrx-sti-will-take-revenge-on-hot-hatchbacks/?utm_source=carthrottle-rssfeed&utm_medium=rss via Car Throttle from Blogger http://jeffrey2garner.blogspot.com/2020/02/the-next-subaru-wrx-sti-will-take.html via IFTTT

[enginerumors]

2020 Subaru STI Hatchback Review, Specs, Price

2020 Subaru STI Hatchback Review, Specs, Price

2020 Subaru STI Hatchback Review, Specs, Price – The 2020 Subaru STI Hatchbackdebuted at this particular years’ Detroit Auto Show, and as opposed to the latest Impreza, that debuted reasonably recently, the 2020 Subaru STI Hatchback is provided with merely a smattering of changes. It appears as though Subaru is not somewhat prepared to accept the dive with their # 1 athletics sedan, and is also…

[heaaaaather]

2020 Subaru Wrx Sti Concept, Rumors, Specs, Performance

2020 Subaru Wrx Sti Concept, Rumors, Specs, Performance

The 2020 Subaru Wrx Sti handles well and its standard AWD gives off-road ability as well, though only the turbo model offers spirited performance.

2020 Subaru Wrx Sti Release Date & Specs

The 2020 Subaru Wrx Sti gets excellent ratings and is an IIHS Top Safety Pick. Its forward-collision warning system in particular works well, and it has acquired more capabilities in the last couple of model…

[perksofwifi]

2020 Honda Civic Si Sedan First Test: I Almost Love It

We’re big fans of the Honda Civic; there’s no use trying to hide that. Even competing against sparkly new redesigns of the Toyota Corolla and Mazda3 in a recent compact sedan comparison, the three-year-old Civic came out on top. We also thoroughly enjoyed our year-long loan with a Civic Type R, which stole first place in a hardcore hatchback comparo against a Subaru WRX STI Type RA, Volkswagen Golf R, and Ford Focus RS. There’s still plenty of room for a Civic Si.

Before Honda decided we Americans were finally worthy of the almighty Type R, the Si was the hottest Civic we had. Now it represents an enticing middle ground between the turbocharged standard Civic and the razor-sharp Type R, and a financially attainable one at just $25,930.

What’s not to like? The 2020 Civic Si is quick, practical, cohesive, and accessible, but it has one significant flaw that might keep me out of the driver’s seat.

Si Sweetheart

First, I need to touch on all there is to love about this sweet little sport sedan. There are a few changes for the 2020 model year that improve on an already likeable platform.

New LED headlights and foglights, both from the Civic Type R, look premium and illuminate the road better than the old projectors. The revised infotainment setup from last year’s update features a physical volume knob and physical fan speed buttons; much appreciated for easy adjustment on the move. There’s a 6 percent shorter final drive ratio that Honda says improves acceleration feel (more on that in a moment) and standard Honda Sensing active safety features that are disappointingly absent in other compact sport sedans like the Jetta GLI.

Beyond those new features, tacking Si onto the end of your Civic order brings serious hardware improvements to the standard Civic. The 1.5-liter turbocharged four-cylinder makes 205 hp and 192 lb-ft of torque (up 31 hp and 30 lb-ft over the Civic Touring), there’s a limited-slip differential between the front wheels, and two-mode adjustable suspension. Huge side bolsters on the front seats will hug you almost as much as those in the Type R, and the Si is exclusively offered with three pedals and a stick.

Despite the shorter final drive ratio, the 2020 Civic Si is no quicker than the 2019 example we tested earlier this year. This new car hit 60 in 6.8 seconds—0.2 slower than last year’s car—though it completed the quarter mile in the same 15.1 seconds at a slightly higher trap speed.

The Si actually has shockingly similar straight-line acceleration numbers to the Civic Touring, which does a 6.8-second 0–60 sprint and a 15.2-second quarter mile, but the real benefits are on the figure eight. Thanks to grippier summer tires and the front differential getting more power to the ground, a figure-eight lap in the 2020 Civic Si takes only 25.4 seconds. It’s over a second faster around that course than the standard car.

Even with stability control that isn’t fully defeatable and steering that doesn’t communicate midcorner bumps as well as we’d like, the Si is a blast in the corners.

Away from the track, the effects of the limited-slip diff are still apparent. The car will only ever understeer if you provoke it. I could feel this differential shuffling power between the front wheels to deliver peak traction as I was exiting sharper turns, much more so than I did with the diff in the hot Jetta. As soon as the front wheels are pointed toward the apex, mashing the throttle will tug the little Civic out of the corner and get you pointed toward the next. There were even a few cases where I found myself exiting a corner quicker than I expected, though I noticed no difference in acceleration feel with the revised final drive.

Differentiation from the standard car is always obvious behind the wheel of the Si. The short-throw shifter’s petite shift knob fits well in the hand, and shifts feel mechanical and direct. This is as satisfying a transmission as you’ll find. I adore these seats, too—I found myself holding the steering wheel less tightly than I normally might because the seats were holding me in place and I wasn’t relying on the wheel for stability.

The standard setting for the adjustable suspension felt to me like it had just enough body movement to feel compliant and give a sense of weight transfer. There’s a fluidity in this chassis that reminded me of our Alfa Romeo Giulia long-termer. I didn’t find much use for the stiffer setting, nor the associated Sport mode that pipes more of the admittedly decent synthetic engine sound into the cabin and lights the gauge cluster in red.

Although it’s appreciated on a car at this price, Honda’s adaptive cruise control, lane keep assist, and automatic emergency braking systems don’t feel as polished and foolproof as those from Volvo, Tesla, or Cadillac. The adaptive cruise required more intervention than most, but Honda gets extra points from us for making it work with a manual transmission and including it as standard. (Take that, Porsche!)

(Si)nus Infection

What I don’t love about the Civic Si is a little issue called rev hang. It’s something that has plagued the turbocharged Si since its debut, and it truly bums me out.

When I say rev hang, what I mean is that when you let off the throttle, it takes a long time for the engine speed to drop. Doesn’t seem like something to make a fuss about, but make a fuss I will.

A lot of the joy of driving a car with a manual transmission, for me at least, is rev-matching. Gear ratios match engine speed (revs) with the speed at which the car rolls along the ground. When you change gears, up or down, it’s important when you let the clutch back in that the engine speed matches the new gear for smooth driving and limiting wear on the drivetrain.

Upshifting smoothly in the Civic Si is an exercise in frustration. The revs drop so slowly that if you were to wait for the engine speed to match the next gear, you’ll spend at least a second with each shift. It’s an unfortunate characteristic that mars the greatness of the transmission and results in uncomfortable shunts of forward movement as the clutch engagement forces the engine down to speed. Not only is it difficult to drive smoothly, it made me feel like an irresponsible car owner putting unnecessary strain on the driveline.

It’s especially disheartening after my recent weekend in the naturally aspirated, rev-happy, VTEC screamer that is the 1999 Civic Si.

In this new car, road test editor Chris Walton felt only a partial connection between the gas pedal and the engine, and I think I know why. As much as we enthusiasts want a throttle that snaps open and snaps shut for immediate engine response, more gradual transitions are what result in better fuel economy. (I’ll acquiesce that the 2020 Si returns an impressive 26/36 mpg city/highway.)

It feels to me like the Civic Si has some lag in its drivetrain—not turbo lag, but throttle lag. It takes a moment, even at higher rpms, to feel any response from this engine when your foot comes on or off the throttle. Normally, vicious rev hang can be corrected with a lighter flywheel, but a little forum digging reveals that this throttle lag and the resultant rev hang, are in fact software issues, not hardware issues. That means it’s a problem that can be mostly solved with an aftermarket tune, but it’s still incredibly frustrating.

Imperfect, Still Great

So the 2020 Civic Si is a zippy, satisfying, affordable compact sport sedan with a significant flaw. Does that mean you shouldn’t consider one? Absolutely not. The rev hang is something to keep in mind on a test drive, but it won’t bother everyone the way it bothers me, and if it’s the one thing between you and a Civic Si, budget an extra couple hundred dollars and fix it with a tune.

This is a car whose benefits way outshine its few drawbacks. It’s one of the best inexpensive performance machines on the market.

2020 Honda Civic Si (Sedan) BASE PRICE $26,130 PRICE AS TESTED $26,130 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door sedan ENGINE 1.5L/205-hp/192-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 6-speed manual CURB WEIGHT (F/R DIST) 2,899 lb (61/39%) WHEELBASE 106.3 in LENGTH x WIDTH x HEIGHT 182.8 x 70.8 x 55.5 in 0-60 MPH 6.8 sec QUARTER MILE 15.1 sec @ 93.9 mph BRAKING, 60-0 MPH 106 ft LATERAL ACCELERATION 0.95 g (avg) MT FIGURE EIGHT 25.7 sec @ 0.69 g (avg) EPA CITY/HWY/COMB FUEL ECON 26/36/30 mpg ENERGY CONS, CITY/HWY 130/94 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.65 lb/mile

The post 2020 Honda Civic Si Sedan First Test: I Almost Love It appeared first on MotorTrend.

https://www.motortrend.com/cars/honda/civic/2020/2020-honda-civic-si-sedan-first-test-review/ visto antes em https://www.motortrend.com

[crarsports]

Five Things About Honda Civic Type R Performance Parts You Have To Experience It Yourself | honda civic type r performance parts

Five Things About Honda Civic Type R Performance Parts You Have To Experience It Yourself | honda civic type r performance parts – honda civic type r performance parts | Encouraged for you to my own website, in this particular time I will show you concerning keyword. Now, this is the initial impression:

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[superautoreviews]

2021 Honda Civic Hatchback Exterior, Interior, Review, Release Date

New Post has been published on https://www.2020hondarumors.com/2021-honda-civic-hatchback-exterior-interior-review-release-date/

2021 Honda Civic Hatchback Exterior, Interior, Review, Release Date

2021 Honda Civic Hatchback Exterior, Interior, Review, Release Date – The 2021 Honda Civic Hatchback is listed here to pack the space with toughness and speed. It is crucial to say that enthusiasts and purchasers are most serious about Acura, which marks the first marketing period, but Civic just has to make the perfect mixture to offer you speed as well as beautiful design. On doing this, it is usually the leading contender to cars like Volkswagen Golf R, Subaru WRX STI or Ford Focus. Nonetheless, this model is not a different one, right after the extended pause of even 20 years in the generation of Civic in Honda industrial facilities.

2021 Honda Civic Hatchback Exterior

Transforming of only essential things can make 2021 Honda Civic Hatchback much more intriguing and desirable than very last models, with incredibly strong and enormous beautiful mesh entry grille and lots of information around it as decoration. There are two air intakes on the ends of the bumpers, as well and Brought rounded fog lights, below sizeable Driven front lights incorporated less than the hood brand. To be speedier Civic acquired slim atmosphere intake on the hood and more aerodynamic structure. The rear stop has a small, and curved truck door, like many sports cars and extremely situated spoiler. Sloppy roof and large wheels help and support the speed of the vehicle.

2021 Honda Civic Hatchback Exterior

2021 Honda Civic Hatchback Interior

It is anticipated that the 2021 Honda Civic Hatchback has a large and roomy cabin with sporty fashioned seating and steering wheel, but we had been surprised with the efficiency of the entire cabin. Even though dashboard appearance a small smooth and aged-created at first glance, they have numerous enhancements and has to be more appealing. Designed of top quality leather material in black and reddish coloured colouration with chromatic facts it appears considerably more current and attractive. Significant 7.-inches touchscreen holders on the top notch of it, with lots of control keys and directions down below. Comfortable seating offers a changeable functionality, way too.

2021 Honda Civic Hatchback Interior

2021 Honda Civic Hatchback Engine

As on several other Honda cars, 2021 Honda Civic Hatchback got a new and present-day turbocharged engine, so 2.-liter inline-three gives 306 horsepower and 295 pound-toes of torque. Car owners from Caranddriver mag obtained a chance to push it in Canada and recorded accelerating the time of only 4.6 mere seconds, with the ability to prevent at 142 toes, thanks to specific Brembo brakes. Coupled with 6-speed manual transmission and top-tier driving a car system this Civic is excellent for each new shopper. With a leading speed of 170 miles per hour, also, it gets to be attractive to the much younger prospective buyers excited for speed.

2021 Honda Civic Hatchback Concept

2021 Honda Civic Hatchback Release Date And Price

The base model of 2021 Honda Civic Hatchback expenses $34,775, but there may be available tools and improvements that can bring up the first price. It is envisioned to appear in later 2020.

[enginerumors]

2020 Subaru WRX Concept, Specs, Price

2020 Subaru WRX Concept, Specs, Price

2020 Subaru WRX Concept, Specs, Price– The 2020 Subaru WRX can be an athletic sedan rally vehicle. Really some changes happen to be made from its forerunner version, the Subaru WRX 2019. The reality is that it provides gone through a generational modify which makes it much better with both the exterior and interior increased. Well, known changes incorporate Directed exterior lighting effects,…

[eddiejpoplar]

2019 Volkswagen Jetta GLI: Five Cool Things (and an Uncool One)

Volkswagen took the wraps off the latest version of its hot-rod Jetta at the 2019 Chicago Auto Show, and for the most part, we really liked what we saw. Here’s what we learned about it:

Cool: VW didn’t cheap out on the hardware. It seems that VW fans have never quite forgiven the company for going to a twist-beam axle on the regular Jetta, although the move made some sense. (As one exec told me, “We were selling Audis for Volkswagen prices.”) But it didn’t skimp on hardware with the Jetta GLI: Besides slotting in an independent rear suspension, the Jetta GLI gets two types of limited-slip diffs and the big brakes from the GTI and Golf R. We’ve seen VW hobble their performance cars in the past—remember 2015, when an LSD and bigger brakes cost extra on the GTI? (This has since been corrected, by the way.)

Cool: There are two limited-slip solutions. A good way to get fans of front-drive performance cars riled up is to debate the merits of a mechanical limited-slip diff versus an electronic solution (the latter of which is really just traction control on steroids; I think you can tell which camp I’m in). But there are no arguments to be had here, because the Jetta GLI offers both. There’s a proper torque-sensing LSD, and if that fails to fully mitigate wheel spin, the electronic version will use a brake to rein in the offending wheel. Corner-exit wheelspin is the Achilles heel of front-drive performance cars, so the fact that the Jetta GLI goes so far to eliminate it is a very, very good thing.

Cool: It’ll drive like the GTI. Past GLIs have generally been a little softer than the GTI, in keeping with their more family-friendly mission, but Volkswagen claims that won’t be the case with the new car, which it says has been tuned to drive as much like the GTI as possible. The proof of the pudding, as the cliché properly states, is in the eating, but we don’t expect to be disappointed.

Cool: The Volkswagen Jetta GLI exists at all. Most brands wouldn’t bother with the Jetta GLI. There’s clearly a limited market for a front-drive performance car, and there is an argument to be made that VW already has those buyers covered with the Golf GTI, a vehicle that has much better name recognition as well. But there are a few of us (yes, I’m one of them) who prefer the GLI sedan to the GTI hatchback, and the fact that Volkswagen is willing to recognize that there is a market for both versions is welcome. It shows that the brand is very much in touch with their customers and potential buyers.

Cool, sort-of: There’s a dedicated performance model. Along with the S and leather-lined Autobahn models, the 2019 Jetta GLI will have a more-focused version with cloth seats, sportier trim, and the DCC adaptive-damping system. (VW says that cloth is the choice of the hard-core go-faster buyers.) What’s a little less cool is that this will be the 35th Anniversary Edition, a limited-run (2,400 or so copies) model that will no doubt command a price premium despite its upholstery.

Uncool: DCC is only offered in the 35th Anniversary Edition We really like Volkswagen’s adaptive damping system, called DCC (Dynamic Chassis Control). It’s the shining crown in the Golf R: Switch it on and you have a hard-core, no-holds-barred performance machine; switch it off and the car is a civil daily commuter. It’s the defining feature that makes the Golf R so much easier to live with than the Subaru STI, and it does wonders for the GTI as well. So why the hell is VW only offering it on the limited-run 35th Anniversary Edition? VW may tout the 35th as the “enthusiast’s special” but anyone who would want, say, a leather-lined Autobahn is bound to appreciate DCC that much more. It almost definitely will be part of the regular lineup come 2020 when the 35th Anniversary car goes away, so why wait? Like the 2015 GTI’s Performance Package, this feels like VW soaking the buyers who know better. The build-limited car would have plenty of enthusiast and/or collector appeal with its appearance upgrades alone. DCC should at least be optional in the Autobahn, if not across the line. Or better yet, just make it standard and cement the GLI’s place as the front-drive performance sedan to beat.

The post 2019 Volkswagen Jetta GLI: Five Cool Things (and an Uncool One) appeared first on Automobile Magazine.

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[jonathanbelloblog]

2019 Volkswagen Jetta GLI: 5 Cool Things (and an Uncool One)

Volkswagen took the wraps off the latest version of its hot-rod Jetta at the 2019 Chicago Auto Show, and for the most part, we really liked what we saw. Here’s what we learned about it:

Cool: VW didn’t cheap out on the hardware. It seems that VW fans have never quite forgiven the company for going to a twist-beam axle on the regular Jetta, although the move made some sense. (As one exec told me, “We were selling Audis for Volkswagen prices.”) But it didn’t skimp on hardware with the Jetta GLI: Besides slotting in an independent rear suspension, the Jetta GLI gets two types of limited-slip diffs and the big brakes from the GTI and Golf R. We’ve seen VW hobble their performance cars in the past—remember 2015, when an LSD and bigger brakes cost extra on the GTI? (This has since been corrected, by the way.)

Cool: There are two limited-slip solutions. A good way to get fans of front-drive performance cars riled up is to debate the merits of a mechanical limited-slip diff versus an electronic solution (the latter of which is really just traction control on steroids; I think you can tell which camp I’m in). But there are no arguments to be had here, because the Jetta GLI offers both. There’s a proper torque-sensing LSD, and if that fails to fully mitigate wheel spin, the electronic version will use a brake to rein in the offending wheel. Corner-exit wheelspin is the Achilles heel of front-drive performance cars, so the fact that the Jetta GLI goes so far to eliminate it is a very, very good thing.

Cool: It’ll drive like the GTI. Past GLIs have generally been a little softer than the GTI, in keeping with their more family-friendly mission, but Volkswagen claims that won’t be the case with the new car, which it says has been tuned to drive as much like the GTI as possible. The proof of the pudding, as the cliché properly states, is in the eating, but we don’t expect to be disappointed.

Cool: The Volkswagen Jetta GLI exists at all. Most brands wouldn’t bother with the Jetta GLI. There’s clearly a limited market for a front-drive performance car, and there is an argument to be made that VW already has those buyers covered with the Golf GTI, a vehicle that has much better name recognition as well. But there are a few of us (yes, I’m one of them) who prefer the GLI sedan to the GTI hatchback, and the fact that Volkswagen is willing to recognize that there is a market for both versions is welcome. It shows that the brand is very much in touch with their customers and potential buyers.

Cool, sort-of: There’s a dedicated performance model. Along with the S and leather-lined Autobahn models, the 2019 Jetta GLI will have a more-focused version with cloth seats, sportier trim, and the DCC adaptive-damping system. (VW says that cloth is the choice of the hard-core go-faster buyers.) What’s a little less cool is that this will be the 35th Anniversary Edition, a limited-run (2,400 or so copies) model that will no doubt command a price premium despite its upholstery.

Uncool: DCC is only offered in the 35th Anniversary Edition We really like Volkswagen’s adaptive damping system, called DCC (Dynamic Chassis Control). It’s the shining crown in the Golf R: Switch it on and you have a hard-core, no-holds-barred performance machine; switch it off and the car is a civil daily commuter. It’s the defining feature that makes the Golf R so much easier to live with than the Subaru STI, and it does wonders for the GTI as well. So why the hell is VW only offering it on the limited-run 35th Anniversary Edition? VW may tout the 35th as the “enthusiast’s special” but anyone who would want, say, a leather-lined Autobahn is bound to appreciate DCC that much more. It almost definitely will be part of the regular lineup come 2020 when the 35th Anniversary car goes away, so why wait? Like the 2015 GTI’s Performance Package, this feels like VW soaking the buyers who know better. The build-limited car would have plenty of enthusiast and/or collector appeal with its appearance upgrades alone. DCC should at least be optional in the Autobahn, if not across the line. Or better yet, just make it standard and cement the GLI’s place as the front-drive performance sedan to beat.

The post 2019 Volkswagen Jetta GLI: 5 Cool Things (and an Uncool One) appeared first on Automobile Magazine.

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5 Things You Need to Know About the New Subaru Levorg

If you think you know the new, second-generation Subaru Levorg just unveiled at the Tokyo Motor Show, you are either a Subaru savant, or you don’t really understand it. That’s because the car, sold in the Japanese Domestic Market since 2014, doesn’t quite fit anywhere into the North American Subaru lineup.

That’s nothing new for a niche car from a Japanese automaker. Since the Subaru Levorg, described as a “prototype,” was unveiled at the 2019 Tokyo Motor Show, we’ve come to have a better understanding of it. The Levorg has no practical chance of becoming a North American import, but it does offer some hints about the long-awaited next generation Subaru WRX and the STI. Let’s start with this:

The Subaru Levorg is a “tweener” car

It’s larger than an Impreza hatchback or Crosstrek CUV, but it’s not as large as an Outback wagon. It looks like a next-generation WRX, but with a midsize wagon cargo body grafted on to the back.

It’s not a hard-edged WRX, and certainly not an STI

Subaru will offer the new Levorg only with a continuously variable transmission. There will be no manual option like for a WRX or STI, or even a Crosstrek or Impreza. Kazuhiro Abe, corporate vice president and chief general manager for Subaru’s product & portfolio planning division, describes Levorg as a “high-speed tourer with a high level of safety. It is very different from a WRX.”

It marks the end of Subaru’s EJ20 engine family

The Levorg’s 1.8-liter lean-burn turbocharged H-4 is the first of a new engine family. Subaru has not released horsepower or torque numbers, and has yet to give the engine an alpha-numeric designation, though variations of the engine will undoubtedly make their way into such U.S.-spec models as the Legacy/Outback and Impreza, Crosstrek, and Forester. “Displacement and turbo pressure would be different in the WRX,” Abe says. Subaru also displayed its WRX STI EJ20 Final Edition at the Tokyo show, but that car is to commemorate the end of the EJ engine series for the JDM, and has none of the extensive chassis and suspension upgrades used to make the North American S209 model a more serious, hard-edged sports-rally sedan. The JDM STI’s 2.0-liter engine will almost certainly be replaced with a new 2.0 turbo H-4 and the North American model might get that engine or a 2.5 H-4, with a turbo 2.5-liter H-4 probably saved for our STI.

Levorg’s enhanced, next-generation EyeSight automated safety will likely make its way to the U.S. rather quickly

The new version of Subaru’s EyeSight includes updated stereo camera scanning with a wider viewing angle, four radars in the front and rear bumpers, expanded range of pre-collision braking, and a high-definition map and vehicle locater. With enhanced mapping, the advanced cruise control slows down automatically for corners and turns. Drivers will be able to take their hands off the wheels as EyeSight keeps the Levorg in its lane, as long as long as the driver keeps his or her eyes on the road.

Best guess is a new WRX for very late 2020, STI in ‘21

Subaru says the new Levorg goes on sale in the JDM in the second half of next year. It’s a performance touring station wagon with absolutely no crossover pretentions, so American enthusiasts might beg for its import here. But any realistic sales projections will not support it, and the manual gearbox model that enthusiasts would demand would double the car’s $1 million U.S. certification costs here. With the Subaru WRX STI S209 Final Edition on sale in North America, and the WRX STI EJ20 Final Edition ready for the JDM market, we’d guess an all-new base WRX will launch some time after the Levorg’s vague, second-half of 2020 on-sale date in the JDM. Let’s say December ’20 for the new WRX and the next STI following it at least six months later.

The post 5 Things You Need to Know About the New Subaru Levorg appeared first on MotorTrend.

https://www.motortrend.com/news/things-you-need-to-know-about-the-new-subaru-levorg/ visto antes em https://www.motortrend.com

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2019 Volkswagen Jetta GLI: Five Cool Things (and an Uncool One)

Volkswagen took the wraps off the latest version of its hot-rod Jetta at the 2019 Chicago Auto Show, and for the most part, we really liked what we saw. Here’s what we learned about it:

Cool: VW didn’t cheap out on the hardware. It seems that VW fans have never quite forgiven the company for going to a twist-beam axle on the regular Jetta, although the move made some sense. (As one exec told me, “We were selling Audis for Volkswagen prices.”) But it didn’t skimp on hardware with the Jetta GLI: Besides slotting in an independent rear suspension, the Jetta GLI gets two types of limited-slip diffs and the big brakes from the GTI and Golf R. We’ve seen VW hobble their performance cars in the past—remember 2015, when an LSD and bigger brakes cost extra on the GTI? (This has since been corrected, by the way.)

Cool: There are two limited-slip solutions. A good way to get fans of front-drive performance cars riled up is to debate the merits of a mechanical limited-slip diff versus an electronic solution (the latter of which is really just traction control on steroids; I think you can tell which camp I’m in). But there are no arguments to be had here, because the Jetta GLI offers both. There’s a proper torque-sensing LSD, and if that fails to fully mitigate wheel spin, the electronic version will use a brake to rein in the offending wheel. Corner-exit wheelspin is the Achilles heel of front-drive performance cars, so the fact that the Jetta GLI goes so far to eliminate it is a very, very good thing.

Cool: It’ll drive like the GTI. Past GLIs have generally been a little softer than the GTI, in keeping with their more family-friendly mission, but Volkswagen claims that won’t be the case with the new car, which it says has been tuned to drive as much like the GTI as possible. The proof of the pudding, as the cliché properly states, is in the eating, but we don’t expect to be disappointed.

Cool: The Volkswagen Jetta GLI exists at all. Most brands wouldn’t bother with the Jetta GLI. There’s clearly a limited market for a front-drive performance car, and there is an argument to be made that VW already has those buyers covered with the Golf GTI, a vehicle that has much better name recognition as well. But there are a few of us (yes, I’m one of them) who prefer the GLI sedan to the GTI hatchback, and the fact that Volkswagen is willing to recognize that there is a market for both versions is welcome. It shows that the brand is very much in touch with their customers and potential buyers.

Cool, sort-of: There’s a dedicated performance model. Along with the S and leather-lined Autobahn models, the 2019 Jetta GLI will have a more-focused version with cloth seats, sportier trim, and the DCC adaptive-damping system. (VW says that cloth is the choice of the hard-core go-faster buyers.) What’s a little less cool is that this will be the 35th Anniversary Edition, a limited-run (2,400 or so copies) model that will no doubt command a price premium despite its upholstery.

Uncool: DCC is only offered in the 35th Anniversary Edition We really like Volkswagen’s adaptive damping system, called DCC (Dynamic Chassis Control). It’s the shining crown in the Golf R: Switch it on and you have a hard-core, no-holds-barred performance machine; switch it off and the car is a civil daily commuter. It’s the defining feature that makes the Golf R so much easier to live with than the Subaru STI, and it does wonders for the GTI as well. So why the hell is VW only offering it on the limited-run 35th Anniversary Edition? VW may tout the 35th as the “enthusiast’s special” but anyone who would want, say, a leather-lined Autobahn is bound to appreciate DCC that much more. It almost definitely will be part of the regular lineup come 2020 when the 35th Anniversary car goes away, so why wait? Like the 2015 GTI’s Performance Package, this feels like VW soaking the buyers who know better. The build-limited car would have plenty of enthusiast and/or collector appeal with its appearance upgrades alone. DCC should at least be optional in the Autobahn, if not across the line. Or better yet, just make it standard and cement the GLI’s place as the front-drive performance sedan to beat.

The post 2019 Volkswagen Jetta GLI: Five Cool Things (and an Uncool One) appeared first on Automobile Magazine.

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5 Upgrades You'll See On Subaru WRX STI 2020

Subaru Corp and Subaru Tecnica International (STI) are working on the all-new fifth-generation 2020-2021 WRX STI now and it will get many new improvements. Here are five upgrades performance enthusiasts would like to see. Will fans get what they want, or will they be disappointed when the new STI launches in 2020?

A new turbocharged engine with more hp

A new updated Direct Injection Turbo (DIT) FA20 2.0-liter boxer engine is an option and would get fans excited again. Subaru Tecnica International could easily upgrade the internals, bump up the horsepower (330+) and increase torque and even improve fuel mileage over the aging EJ25 boxer. We know it’s coming with the new Subaru Global Platform with improved driving dynamics, so more hp and torque will work nicely in the new architecture. Subaru Corp will likely drop the EJ25 in favor a new Boxer powerplant which will be the best improvement to the STI they can make.

A new DSG automatic transmission

The 2019 Subaru WRX STI comes with only one gearbox, the 6-speed manual rower. It’s a good transmission for performance enthusiasts, but Subaru could take the performance of the STI up a notch with a new direct-shift gearbox commonly known as a DSG. If Subaru wants to seriously upgrade the performance sedan, they should develop a six-speed variant like VW Golf’s DSG.

The gearbox is capable of ultra-fast shifts that even the most proficient user of a manual rower simply can’t match. The first “dual-clutch” transmissions were developed in-house by Porsche for their 962 racing cars in the 1980s. Since then, VW has perfected the unit. This is the upgrade Subaru won't make because they are committed to the CVT.

It won’t excite performance fans, but Subaru could decide to drop a Sport Lineartronic CVT automatic transmission with paddle shifters in the next-generation model. The Japanese automaker has a goal to be the overall safety leader and all models will need to come standard with their EyeSight driver assist. Subaru engineers have not been able to make EyeSight work with a manual gearbox. Subaru UK boss Chris Graham said: “I’m not sure Eyesight is compatible at all with a manual gearbox. My gut tells me it will be Eyesight with Lineartronic long term.”

Subaru has also said they have designed the WRX STI for one specific market segment. In an interview recently with Motoring.com.au, Subaru’s WRX project general manager, Masuo Takatsu said the brand’s performance fans “simply aren’t interested” in an automatic in the higher output STI.

Takatsu went on to say, “At this point, we don’t have any plans to release an automatic version as STI customers tend to be more people that are into motorsports, and for those customer bases, we believe a 6MT (six-speed manual transmission) is the best choice.”

A hatchback WRX/STI

We’ve covered bringing back the 5-Door hatch to the WRX STI since it was dropped in 2015, and many performance enthusiasts still want it. Subaru fans want the hatch body style for its greater utility and cargo-carrying ability. The new-generation STI could also use a hatch body style to compete with the new Honda Civic Type R, and Volkswagen Golf R hot hatches. It does have its place in the WRX STI lineup and would make many fans happy. Even though Subaru has not confirmed they will bring back the 5-Door Hatch, we are betting they will.

A new aggressive exterior design

The all-new fifth-generation Subaru WRX STI needs a new exterior design language similar to the VIZIV Performance Concept car introduced at the Tokyo Motor Show shown above. Subaru is great at teasing concepts that are off the chain and then delivering something very generic for the actual production car. Of course, the final production model won’t look exactly like the concept, but it gives performance enthusiasts a good idea of what the designers at Subaru Corporation have in mind for the future direction of the new performance model. Subaru needs to get more aggressive with the new 2020 design.

Updated tech and materials inside the cabin

The 2018 model refresh brought updated cabin materials, but they're still not up to snuff for a car with a price tag that pushes $40,000. Subaru needs to catch up with the Honda Civic Type R and Volkswagen Golf R in terms of materials and design. The back seat is especially sparse, with no power ports or climate control vents for rear passengers. Look for significant upgrades to the WRX/STI interior.

Subaru’s new Subaru Global Platform (SGP) will make a big difference, and the 2020-2021 Subaru WRX STI will get new underpinnings. It will ride on the new more rigid architecture, have an even lower center of gravity, and it could be lighter with the use of carbon fiber parts in the bumpers, fenders, and roof.