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dipulb3 · 4 years

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2021 Nissan Rogue review: Playing it down the middle

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2021 Nissan Rogue review: Playing it down the middle

The Rogue is currently Nissan’s best-selling vehicle by a long shot, and consumer demand for compact crossovers shows no sign of slowing down. Needless to say, the “don’t screw it up” factor is pretty high with the redesigned 2021 Rogue, which rolls into dealerships later this year.

Quiet, comfortable cabin

Decent fuel economy

Available digital gauge cluster

Enhanced ProPilot driver-assistance tech

Don’t Like

Weak engine performance

Styling isn’t for everyone

Best tech features are only available on the most expensive trim

Smartly, Nissan opted to take a conservative approach to the Rogue’s redux, though you might not think so upon first glance. The boldly styled front end certainly isn’t for everyone — I’m not a fan, personally — but it’s at least expressive, which isn’t something I could say about prior Rogues. The rest of the crossover’s appearance is unsurprisingly conventional, although new two-tone color options are available to give that upright, two-box shape added visual interest. All told, the 2021 Rogue is about an inch shorter in both length and height than its predecessor.

Inside, 2021 Rogue loses half an inch of headroom and 1.5 inches of legroom up front. Rear-seat occupants, on the other hand, enjoy slightly more headroom and legroom than before — 0.7 and 0.6 inches, respectively. A third row of seats isn’t available, and while that might seem like a given considering the Rogue’s small size, keep in mind that Nissan offered a holy-crap-that’s-cramped option from 2014 to 2017. Trust me, the Rogue is better off without it.

The SUV’s back doors now open to a full 90-degree aperture, which makes getting in and out easier and gives you more space when finagling car seats or other bulky items. A similar bit of helpfulness is found in the cargo area, where there’s an adjustable divider in the two-tier load floor. Only available on SL and Platinum grades, this two-piece partition gives you a maximum of 36.5 cubic feet of storage space behind the second-row seats, while the Rogue S and SV make do with 31.6. Regardless of model, folding the back seats flat results in 74.1 cubic feet of room, which puts the Rogue ahead of the Toyota RAV4 (69.8) but behind the Honda CR-V (75.8).

Generally speaking, the Rogue’s interior is perfectly nice. Nissan’s comfy and supportive Zero Gravity seats are standard for both front and rear passengers, came wrapped in leather on my SL tester and is available with quilted, semi-aniline hides on the bougie Platinum. All of the plastics and wood appliqués are nicely grained and none of the vehicle controls feel cheap or flimsy. Well, mostly.

The new electronic gear selector is a particularly lousy part of an otherwise well-built cabin. It looks cheap and feels cheaper. On the other hand, no mechanical linkage to the transmission frees up space beneath the console for added storage, but considering how cavernous the compartment aft of the cup holders is, I don’t imagine needing that extra space all that often.

Most Rogues will roll out with an 8-inch color touchscreen display in the center of the dash, running the newest version of the NissanConnect infotainment system. A larger 9-inch high-definition screen is optional on the SL and standard on the Platinum, with the same NissanConnect software inside. This system isn’t my favorite, with its occasionally laggy response times, but the graphics are nevertheless colorful and crisp — on the HD display, at least — and it’s a step up from the Display Audio and Entune systems offered in the Honda CR-V and Toyota RAV4, respectively.

If you want the mega-tech experience, go for a Rogue Platinum, which comes with a 12.3-inch digital instrument cluster and 10.8-inch head-up display, as well as a wireless charging pad. It kind of sucks that you have to spring for the most expensive Rogue — $36,525, including $1,095 for destination — to get these niceties, but so it goes. At least Apple CarPlay and Android Auto are standard across the board. What’s more, wireless CarPlay is optional on the SL and standard on the Platinum, and every Rogue save for the most basic S has an onboard Wi-Fi hotspot as well as four USB outlets (two A, two C).

The Rogue’s interior is clean and modern.

Steven Ewing/Roadshow

A whole bunch of driver-assistance technologies come standard on every Rogue, including blind-spot monitoring, rear cross-traffic alert, a driver alertness monitor, forward-collision warning, lane-departure warning and automatic emergency braking. Nissan’s excellent ProPilot Assist joins the standard roster on SV trims and higher, combining adaptive cruise control and lane-keeping assist for easy-breezy highway commuting. A newly enhanced version of this tech, ProPilot Assist with Navi-Link, is optional on the SL and standard on the Platinum. It uses navigation data to adjust the Rogue’s speed for things like tight highway curves and busy intersections, and it can even keep the steering assist active on freeway exit ramps. The uplevel ProPilot software also includes speed-limit adaptation, which is something normally reserved for higher-end luxury cars.

Unfortunately, the rest of the Rogue’s driving experience isn’t so techy; you won’t find turbochargers or electric assistance under the hood. Buyers looking for more punch should check out a Mazda CX-5 with the 2.5-liter turbo, and if you’re all about fuel-sippin’, the Ford Escape, Honda CR-V and Toyota RAV4 can be had with hybrid powertrains. The Escape and RAV4 even offer plugin options.

The Rogue, meanwhile, uses a reworked version of Nissan’s long-standing 2.5-liter I4, making 181 horsepower and 181 pound-feet of torque, increases of 11 hp and 6 lb-ft over the 2020 model. A continuously variable transmission is mandatory across the board, and buyers can choose between front- and all-wheel drive on every trim level.

The more upright shape results in increased rear-seat headroom.

Steven Ewing/Roadshow

Nissan’s CVT is one of the better transmissions of this type, largely fading into the background without roughness or loud droning during acceleration. But the Rogue definitely isn’t quick, and it occasionally suffers on steep grades. Climbing California’s notorious Grapevine on the I-5 freeway at 75 mph requires a heavy right foot, especially since the 2.5 has a dearth of low-end torque. The experience would be worse with passengers and/or more cargo onboard, too. This is where the low-end torque from a turbocharger or added electrification can really help, but competitors generally also make you pay extra for their more-powerful engines. Nissan offered a Rogue Hybrid previously, so perhaps a more powerful engine option will come along in the future.

Fuel economy ratings of 27 miles per gallon city, 35 mpg highway and 30 mpg combined are on the better side of average for the compact crossover class. Opting for all-wheel drive reduces those figures by one to two mpg depending on trim level, but again, that’s not uncommon for small SUVs. After several days of testing in mixed conditions, my Rogue’s onboard computer shows 28.5 mpg.

The engine itself may be pretty mediocre, but overall, the Rogue drives with confidence and composure. The redesigned rack-mounted electronic power steering is a lot better than in old Rogues, with improved weight and more natural turn-in that doesn’t feel overboosted. Even so, as far as steering feel is concerned, the Rogue, like most other small SUVs, is as dead as your childhood dreams.

Of all the compact crossovers on sale today, the Nissan Rogue is definitely one of them.

Steven Ewing/Roadshow

A new, stiffer frame gives the Rogue a solid on-road demeanor, and the suspension is nicely tuned to soak up the sort of rough pavement and occasional pothole you’ll experience in everyday driving. The base Rogue S rides on 17-inch wheels, but 18s and 19s, like the ones on my tester, are available. Brake feel is solid and easy to modulate, and if you hustle the Rogue through a corner you’ll find predictable amounts of body roll. But for the key missions of a Nissan Rogue — running errands, commuting to work, taking the kids to the lake — this vehicle is appropriately tuned.

Pricing for the 2021 Nissan Rogue starts at $26,745 including destination and all-wheel drive is a $1,400 upcharge on every trim. Like every other aspect of the Rogue, this puts Nissan’s CUV squarely in the middle of the compact crossover class.

It’s hard to fault Nissan for playing it straight with the 2021 Rogue. The current model is doing really well for the automaker, and it’s the segment’s third best-selling model behind the Toyota and Honda. Frankly, considering Nissan’s big-picture troubles, it’s probably not a good idea to shake up a winning formula. Is the Rogue the most attractive, most fun-to-drive small SUV? No. But it’s comfortable, spacious, economical and priced right, and those are pretty strong laurels on which to rest.

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heatherjoyce125 · 4 years

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rav4 vs rogue

Toyota Rav4 Vs Nissan Rogue The 2020 Toyota RAV4 contrasts using a roomy cottage, two power trains such as a hybrid vehicle, and Toyota's reputation for top quality and dependability. The Rogue offers functional cargo capacity and also conventional Apple Car Play/Android Auto at a competitive value. Rav4 Versus Rogue The Rogue presents only one power-train and its own CVT drones beneath difficult acceleration; no hybrid selection; perhaps not suited to off road utilization. The 2020 Nissan Rogue creates a comfortable 5-passenger compact SUV. Rav4 Vs Rogue It includes superb technology and adequate fuel economy. Comfortable seating for 5, comparable starting costs, AWD offered. Journey Trim and TRD bundles provide it off road ability; hybrid good resale price. Reliable standard engineering and inside utilization of space; competitive price.

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vietgiatot · 4 years

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Đánh Giá Toyota Highlander 2020: Thay đổi nhưng chưa đem lại ấn tượng mạnh mẽ

Trước khi phân khúc SUV ba hàng ghế trở nên bùng nổ như ngày nay, Toyota Highlander đích thực là một dòng xe nổi trội trong phân khúc này, mang đến sự phong cách trong thiết kế, sự tiện nghi thoải mái trong trải nghiệm và khả năng vận hành đầy ấn tượng.

Tuy nhiên, trong thời gian gần đây, các đối thủ cạnh tranh trong phân khúc SUV đã thay đổi với thiết kế bắt mắt, công nghệ hiện đại hơn. Để không trở nên lạc hậu trước các đối thủ đầy tiềm năng này, Toyota đã phải nâng cấp Highlander để nó cao cấp và hiện đại hơn.

Trước đó tại Triển lãm ô tô New York 2019, Toyota đã chính thức tung ra Highlander 2020 phiên bản mới với phong cách thiết kế được cải tiến, bổ sung thêm hàng loạt công nghệ cùng tính năng an toàn. Tuy nhiên, Toyota Highlander 2020 vẫn còn tồn tại một số nhược điểm lớn, tiêu biểu như: không gian hàng ghế thứ 3 chật hẹp, kiểu dáng không mới mẻ, hấp dẫn và trên hết là mức giá bán đắt đỏ (phiên bản Platinum có giá 51.000 USD, tương đương khoảng 1,2 tỷ đồng). Chính những nhược điểm này khiến Toyota Highlander 2020 không thể trở thành một lựa chọn hàng đầu trong phân khúc SUV ba hàng ghế đang diễn ra những cuộc cạnh tranh rất khốc liệt.

Thiết kế: 5/10

Dựa trên nền tảng thiết kế mới TNGA-K (Toyota New Global Architecture), Toyota Highlander 2020 sở hữu diện mạo bắt mắt và thể thao hơn. Đặc biệt là phần đầu xe với cụm đèn pha hình thang ngược có xu hướng chạy dốc xuống, bộ lưới tản nhiệt hoàn toàn mới với kiểu dáng hình thang nhỏ gọn đầy tinh tế, thay vì kiểu lưới dao cạo như trên thế hệ tiền nhiệm. Nằm ngay phía trên mặt lưới tản nhiệt là thanh crom sáng bóng với logo Toyota quen thuộc. Nhìn chung, đây được coi là một sự cải tiến trong phong cách thiết kế của Highlander.

Mặc dù được lấy cảm hứng từ đàn em RAV4, nhưng phần thân xe Toyota Highlander 2020 lại mang tới cảm giác mềm mại và thanh thoát hơn, ngoại trừ các đường gân dập nổi chạy dài từ cửa trước tới vòm bánh sau. Bộ la-zăng đa chấu sắc nét cỡ 20 inch trên Highlander 2020 dường như được lấy cảm hứng từ một dòng xe sang trọng nào đó. Thiết kế đuôi xe khá ấn tượng với kiểu dáng sắc nét gợi nhớ đến các dòng xe NX của Lexus, với cụm đèn hậu chạy ngang.

Trong khoang cabin, Highlander 2020 được trang bị một màn hình cảm ứng 8 inch khá bắt mắt nằm ở trung tâm. Trên biến thể Platinum cao cấp là màn hình cảm ứng 12.3 inch – được coi là một trong những hệ thống đa phương tiện lớn nhất phân khúc. Toyota còn khéo léo đặt các điểm nhấn như thanh kim loại màu bạc sắc nét và bọc da màu nâu cao cấp xung quanh khu vực màn hình thông tin giải trí.

Tính năng công nghệ: 6/10

Tương tự như màn hình cảm ứng 12.3 inch trên biến thể Platinum, màn hình 8.0 inch tiêu chuẩn cung cấp hình ảnh sắc nét và chi tiết cùng khả năng hỗ trợ kết nối Apple CarPlay và Android Auto. Hệ thống thông tin giải trí trên Toyota Highlander 2020 khá giống với Starlink của Subaru, có khả năng chia đôi màn hình trung tâm, cho phép vừa hiển thị thông tin giải trí vừa thực hiện chức năng điều hướng.

Ngay cả trên phiên bản thấp nhất là Highlander L, khách hàng cũng được trải nghiệm hệ thống điều hòa 3 vùng độc lập, bảng đồng hồ với màn hình 4.2 inch sắc nét, kính tối màu cho hàng ghế sau, khóa Smart key cùng ghế lái chỉnh điện 8 hướng.

Tiến lên phiên bản cao cấp Platinum, Toyota Highlander 2020 sẽ được bổ sung thêm loạt trang bị cùng tính năng cao cấp và hiện đại như: hệ thống định vị tích hợp, sạc không dây Qi, gương chiếu hậu dạng kỹ thuật số, hệ thống âm thanh JBL 11 loa, 4 cổng sạc USB, hàng ghế trước tích hợp tính năng sưởi ấm/thông khí và đèn nội thất cảm ứng.

Hệ truyền động và cảm giác lái: 4/10

Dưới nắp capo của Toyota Highlander 2020 là khối động cơ V6 3.5L tiêu chuẩn kết hợp cùng hộp số tự động 8 cấp, sản sinh công suất tối đa 295 mã lực và momen xoắn cực đại 356 Nm. Với sức mạnh từ khối động cơ V6, tải trọng của Highlander 2020 lên đến con số 2268 kg – khá ấn tượng trong phân khúc SUV ba hàng ghế.

Ngoài ra, Toyota Highlander 2020 còn được bổ sung thêm phiên bản Hybrid hoàn toàn mới với khối động cơ DOHC 4 xi-lanh thẳng hàng, dung tích 2.5L kết hợp cùng 2 động cơ điện, sản sinh công suất tối đa 240 mã lực. Toàn bộ biến thể của Toyota Highlander 2020 sử dụng động cơ V6 3.5L hay động cơ hybrid đều cung cấp 2 lựa chọn hệ dẫn động cầu trước hoặc 4 bánh toàn thời gian.

Nhìn chung, Toyota Highlander 2020 mang lại cảm giác lái khá ổn định và bền bỉ thường thấy trên các dòng xe của Toyota. Tất nhiên, Highlander không phải là một chiếc xe thể thao nên khách hàng không nên mong đợi quá nhiều về khả năng vận hành mạnh mẽ. Vô-lăng khá nhẹ và phân bố trọng lượng đều không gây ra độ trễ, người lái có thể dễ dàng làm quen sau vài ngày. Bàn đạp ga cùng phanh của Highlander 2020 khá mềm, cung cấp tốc độ phản hồi nhanh nhạy và linh hoạt. Khả năng cách âm trong khoang cabin Highlander cũng được đánh giá cao, đặc biệt là phiên bản Limited và Platinum còn được trang bị thêm cửa kính nhiều lớp phía trước.

Tính năng an toàn: 9/10

Trang thiết bị cùng tính năng an toàn là một trong những điểm mạnh của Toyota Highlander 2020. Nổi bật là hệ thống an toàn Toyota Safety Sense 2.0 được lắp đặt sẵn trên mọi biến thể Highlander 2020, bao gồm phanh khẩn cấp tự động, kiểm soát hành trình thích ứng với hỗ trợ đánh lái và giữ làn, cảnh báo va chạm phía trước và nhận diện biển báo giao thông. Ngoài ra có thể kể đến các tính năng an toàn khác như giám sát điểm mù, cảnh báo phương tiện cắt ngang khi lùi, hệ thống camera 360 độ,…

Khả năng tiết kiệm nhiên liệu: 4/10

Toyota Highlander 2020 với hệ dẫn động 4 bánh toàn thời gian có mức tiêu thụ nhiên liệu 11.7L/100km tại nội đô, 8.7L/100km trên cao tốc, 10.2L/100km kết hợp đô thị và cao tốc. Đây được coi là một con số khá ấn tượng đối với các đối thủ cũng được trang bị hệ dẫn động 4 bánh toàn thời gian. Điển hình như Kia Telluride hay Hyundai Palisade có mức tiêu thụ nhiên liệu 11.2L/100km kết hợp.

Đặc biệt hơn, phiên bản Toyota Highlander Hybrid 2020 lại có con số ấn tượng hơn, chỉ từ 6.92 – 8.4L/ 100km, cải thiện 17% so với bản cũ.

Giá bán: 5/10

Toyota Highlander L 2020 là phiên bản tiêu chuẩn có mức giá bản rẻ nhất, khởi điểm từ 34.600 USD (~ 811 triệu đồng) tại Mỹ. Trong khi đó, phiên bản cao cấp nhất là Platinum có mức giá khởi điểm 46.850 USD (~ 1,1 tỷ đồng) với gói option 1950 USD (~ 46 triệu đồng) cho hệ dẫn động 4 bánh toàn thời gian.

Về đối thủ cạnh tranh trong cùng phân khúc SUV ba hàng ghế, Kia Telluride SX và Hyundai Palisade Limited lại sở hữu khoang nội thất rộng rãi hơn, tính năng công nghệ tốt hơn và phong cách thiết kế hấp dẫn hơn hẳn so với Highlander Platinum 2020; đặc biệt là có mức giá hấp dẫn hơn: Telluride có giá 48.100 USD (~ 1,12 tỷ đồng) và Palisade có giá 47.605 USD (~ 1,11 tỷ đồng).

Quang Hưng (Tuoitrethudo)

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engineofficia · 4 years

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2021 Toyota Venza Price, Specs, Dimensions

2021 Toyota Venza Price, Specs, Dimensions - It's been five years since the last Toyota Venza roamed the streets. And many have been begging Toyota to bring back its popular to row crossover. So here to listen and here comes two brand-new 2021 Toyota Venza. And here's the first look at this brand-new crossover set to debut the summer of 2020. in case you aren't familiar, Toyota Venza is a two-row crossover that is slightly bigger than a Rav4. But somewhat smaller than a three-row highlander. There's ample room for five within, and Toyota is set to make this new SUV the most comfortable tech and fuel-efficient crossover in this class.

2021 Toyota Venza Exterior It's hard to describe the outside. It's a blend of several Toyota products. The front has a rounded shape compared to the Highlander, although the grille opening, on the lower bumper, and the slip moldings on the side is very similar. The headlights and daytime running light patterns are very distinctive. Now on the side, you could see the wide wheel fenders like the Highlander and the new Sienna. But you could definitely tell the new Venza is shorter in wheelbase and in overall length. The Venza le comes with 18 and two-tone alloy wheels while. The axle and limited will come with 19 inch super chrome finish wheels. The rear has a distinctive LED taillight design as well as a LED bar that stretches from one side to the other. Also, you see a pair of exhaust tips on the bottom. The new Venza is built on the TNG platform and has extensive use of high-strength steel. The front and rear multi-link suspension provides a comfortable and quiet ride. The TNG platform is also built to defend against noise intrusion, and it curbs vibrations. Toyota wants to make sure that a new Venza provides a very quiet ride. The tire noise is reduced via strategically placed insulation. And acoustic glass windshield helps minimize wind noise. There's also sound blocking absorbing insulation throughout the structure underneath the carpeting and above the headliner. There's also sound-absorbing insulation around the engine compartment, which helps reduce intake noise. And two special resonance chambers help minimize air intake noise in the five-thirty and six-fifty Hertz range. I don't know how special those frequencies are, but if Toyota says blocking them is good, then it's good in my book as well.

2021 Toyota Venza Interior On the inside, Toyota is offering an elegant interior filled with plenty of techs. For starters, the infotainment screen comes an 8-inch standard. But the XLI unlimited can get the giant twelve points three-inch touchscreen display as well as a JBL premium audio system that comes with nine speakers in a 1200 watt amp. Apple car plays android auto is standard. 2021 Toyota Venza is the very first Toyota that will offer a stargaze fix panoramic glass roof. Drivers can switch from transparent to frosted modes within a single second using the control button. And even in frosted mode, the stargaze brightens interior while reducing direct sunlight. I honestly can't wait to see this in action, and I hope future Toyota's are gonna be adopting this technology. Also, a 10-inch heads-up display Digital, rearview mirror, bird's-eye view camera system, rear camera cleaning system, hands-free power liftgate are just some of the features you can opt for with this brand new 2021 Toyota Venza. There are also available heated seats and ventilated seats that are drawing cool air from the AC system. This technology first appeared as sflow on Lexus, and now it's available in the Venza. Toyota Safety Sense 2.0, which includes a pre-collision system, dynamic radar cruise control, lane departure alert on a high beam, lane tracing assist, road sign assist is now standard. Additionally, blind-spot monitoring plus cross-traffic alert is also standard. While the XLE and Limited trims add-on from rear parking assist with auto braking. Just like the Sienna, the 2021 Venza is hybrid only. And utilizes a 2.5-liter four-cylinder engine along with 3 separate motors. The system delivers a total of 219 horsepower and is down from the 243 from the new Sienna and also the Highlander Hybrid. A new Venza in the LE trims will get 40 miles per gallon combined with fuel economy. If this is true, it will beat the Highlander Hybrid by 5 miles per gallon. There will also be selectable driving modes normal, eco, and sport. And the Venza has another trick up its sleeve in terms of increasing fuel economy. Venza PD predictive efficient drive will utilize the navigation system to analyze driving habits. And memorize road and traffic conditions to help optimize hybrid battery charging. When the driver selects PD, the system will learn from repeater routes. And it's designed to make the vehicle predict to slow down or stop. PD can also help optimize battery charging and discharging of hills or traffic congestion, this is very cool technology. The Venza also comes standard with all-wheel-drive. This electronic on-demand all-wheel drive employs a separate rear-mounted electric motor to power two rear wheels when needed. Torque distribution varies according to conditions. Next, let me show you a live stream from Toyota describing the brand new Venza in detail. https://www.youtube.com/watch?v=M6OBmlKYrDM Read the full article

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arplis · 4 years

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Arplis - News: 2020 Top 10 High Tech Cars

Photo: Polestar The Polestar 1 hybrid, the first of a sub-brand from Volvo, goes fast and goes far in all-electric mode—roughly 88 kilometers (55 miles). Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR In 2019, the auto industry finally started acting like its future was electric. How do we know? Just follow the money. General Motors just announced it was spending US $20 billion over five years to bring out a new generation of electric vehicles. Volkswagen Group has pledged $66 billion spread over five years, most of it for electric propulsion. Ford hopes to transform its lineup and image with an $11.5 billion program to develop EVs. And of course, Tesla has upstaged them all with the radical, scrapyard-from-Mars Cybertruck, a reminder that Elon Musk will remain a threat to the automotive order for the foreseeable future. This past year, I saw the first fruit of Volkswagen Group’s massive investment: the Porsche Taycan, a German sport sedan that sets new benchmarks in performance and fast charging. It lived up to all the hype, I’m happy to say. As for Tesla and Ford, stay tuned. The controversial Tesla Cybertruck, the hotly anticipated Ford Mustang Mach-E, and the intriguing Rivian pickup and SUV (which has been boosted by $500 million in backing from Ford) are still awaiting introduction. EV fans, as ever, must be patient: The Mach-E won’t reach showrooms until late this year, and as for the Rivian and Cybertruck, who knows? As is our habit, we focus here on cars that are already in showrooms or will be within the next few months. And we do include some good old gasoline-powered cars. Our favorite is the Corvette: It adopts a mid-engine design for the first time in its 67-year history. Yes, an electrified version is in the works. Chevrolet Corvette Stingray C8 The middle: where no Corvette engine has gone before Base price: US $59,995 Photo: Chevrolet Perfect balance is what you get by moving the Stingray’s V8 to the center; unlike its mid-engine rivals, the car has generous cargo space in a rear trunk. Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR By now, even casual car fans have heard that the Corvette has gone mid-engine. It’s a radical realignment for a car famous for big V8s nestling below long, flowing hoods since the ’Vette’s birth in 1953. Best of all, it works, and it means the Stingray will breathe down the necks of Ferraris, McLarens, and other mid-engine exotics—but at a ridiculous base price of just US $59,995. Tadge Juechter, the Corvette’s chief engineer, says that the previous, seventh-generation model had reached the limits of front-engine physics. By rebalancing weight rearward, the new design allows the Stingray to put almost preposterous power to the pavement without sacrificing the comfort and everyday drivability that buyers demand. I got my first taste of these new physics near the old stagecoach town of Tortilla Flat, Ariz. Despite having barely more grunt than last year’s base model—369 kilowatts (495 horsepower) from the 6.2-liter V8 rumbling just behind my right shoulder—the Corvette scorches to 60 miles per hour (97 kilometers per hour) nearly a full second quicker, at a supercar-baiting 2.9 seconds. This Stingray should top out at around 190 mph. And there are rumors of mightier versions in the works, perhaps even an electric or hybrid ’Vette with at least 522 kW (700 hp). With the engine out back, driver and passenger sit virtually atop the front axle, 42 centimeters (16.5 inches) closer to the action, wrapped in a fighter-jet-inspired cockpit with a clearer view over a dramatically lowered hood. Thanks to a new eight-speed, dual-clutch automated gearbox, magnetorheological shocks, and a limited-slip rear differential—all endlessly adjustable—my Corvette tamed every outlaw curve, bump, and dip in its Old West path. It’s so stable and composed that you’ll need a racetrack to approach its performance limits. It’s still fun on public roads, but you can tell that it’s barely breaking a sweat. Yet it’s nearly luxury-car smooth and quiet when you’re not romping on throttle. And it’s thrifty. Figure on 9 to 8.4 liters per 100 kilometers (26 to 28 miles per gallon) at a steady highway cruise, including sidelining half its cylinders to save fuel. A sleek convertible model does away with the coupe’s peekaboo view of the splendid V8 through a glass cover. The upside is an ingenious roof design that folds away without hogging a cubic inch of cargo space. Unlike any other mid-engine car in the world, the Corvette will also fit two sets of golf clubs (or equivalent luggage) in a rear trunk, in addition to the generously sized “frunk” up front. The downside to that convenience is a yacht-size rear deck that makes—how shall we put this?—the Chevy’s butt look fat. An onboard Performance Data Recorder works like a real-life video game, capturing point-of-view video and granular data on any drive, overlaying the video with telemetry readouts, and allowing drivers to analyze lap times and performance with Cosworth racing software. The camera-and-GPS system allows any road or trip to be stored and analyzed as though it was a timed circuit—perfect for those record-setting grocery runs. Polestar 1 This hybrid is tuned for performance Base price: US $156,500 Photo: Polestar Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Consider the Polestar 1 a tech tease from Volvo. This fiendishly complex plug-in hybrid will be seen in just 1,500 copies, built over three years in a showpiece, enviro-friendly factory in Chengdu, China. Just as important, it’s the first of several planned Polestars, a Volvo sub-brand that aims to expand the company’s electric reach around the globe. I drove mine in New Jersey, scooting from Hoboken to upstate New York, as fellow drivers craned their necks to glimpse this tuxedo-sharp, hand-built luxury GT. The body panels are formed from carbon fiber, trimming 227 kilograms (500 pounds) from what’s still a 2,345-kg (5,170-pound) ride. Front wheels are driven by a four-cylinder gas engine, whose combo of a supercharger and turbocharger generates 243 kilowatts (326 horses) from just 2.0 liters of displacement, with another 53 kW (71 hp) from an integrated starter/generator. Two 85-kW electric motors power the rear wheels, allowing some 88 kilometers (55 miles) of emissions-free range—likely a new high for a plug-in hybrid—before the gas engine kicks in. Mashing the throttle summons some 462 kW (619 hp) and 1,000 newton meters (737 pound-feet) of torque, allowing a 4.2-second dash to 60 miles per hour (97 kilometers per hour). It’s fast, but not lung-crushing fast, like Porsche’s Taycan. Yet the Polestar’s handling is slick, thanks to those rear motors, which work independently, allowing torque vectoring—the speeding or slowing of individual wheels—to boost agility. And Öhlins shock absorbers, from the renowned racing and performance brand, combine precise body control with a creamy-smooth ride. It’s a fun drive, but Polestar’s first real test comes this summer with the Polestar 2 EV. That fastback sedan’s $63,750 base price and roughly 440-km (275-mile) range will see it square off against Tesla’s sedans. Look for it in next year’s Top 10. Hyundai Sonata It has the automation of a much pricier car Base price: US $24,330 Photo: Hyundai Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR The U.S. market for family sedans has been gutted by SUVs. But rather than give up on sedans, as Ford and Fiat Chrysler have done, Hyundai has doubled down with a 2020 Sonata that’s packed with luxury-level tech and alluring design at a mainstream price. The Sonata is packed with features that were recently found only on much costlier cars. The list includes Hyundai’s SmartSense package of forward-collision avoidance, automated emergency braking, lane-keeping assist, automatic high-beam assist, adaptive cruise control, and a drowsy-driver attention warning, and they’re all standard, even in the base model. The SEL model adds a blind-spot monitor, but with a cool tech twist: Flick a turn signal and a circle-shaped camera view of the Sonata’s blind spot appears in the digital gauge cluster in front of the driver. It helped me spot bicyclists in city traffic. Hyundai’s latest infotainment system, with a 10-inch (26-centimeter) monitor, remains one of the industry’s most intuitive touch screens. Taking a page from much more expensive BMWs, the Hyundai’s new “smart park” feature, standard on the top-shelf Limited model, lets it pull into or out of a tight parking spot or garage with no driver aboard, controlled by the driver through the key fob. That fob can be replaced by a digital key, which uses an Android smartphone app, Bluetooth Low Energy, and Near Field Communication to unlock and start the car. Owners can share digital-key access with up to three users, including sending codes via the Web. Even the Sonata’s hood is festooned with fancy electronics. What first looks like typical chrome trim turns out to illuminate with increasing intensity as the strips span the fenders and merge into the headlamps. The chrome was laser-etched to allow a grid of 0.05-millimeter LED squares to shine through. Add it to the list of bright ideas from Hyundai. Porsche Taycan It outperforms Tesla—for a price Base price: US $114,340 Photo: Porsche Fast off the mark and fast to charge, the Taycan inherits tech from Porsche’s LeMans-winning 919 Hybrid racers, including the 800-volt architecture. Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Yes, the all-electric Porsche Taycan is better than a Tesla Model S. And it had damn well better be: The Porsche is a far newer design, and it sells at up to double the Tesla’s price. What you get for all that is a four-door supercar GT, a technological marvel that starts the clock ticking on the obsolescence of fossil-fueled automobiles. This past September I spent two days driving the Taycan Turbo S through Denmark and Germany. One high point was repeated runs to 268 kilometers per hour (167 miles per hour) on the Autobahn, faster than I’ve ever driven an EV. From a standing start, an automated launch mode summoned 560 kilowatts (750 horsepower) for a time-warping 2.6-second dash to 60 mph. As alert readers have by now surmised, the Taycan is fast. But one of its best time trials takes place with the car parked. Thanks to the car’s groundbreaking 800-volt electrical architecture—with twice the voltage of the Tesla’s—charging is dramatically quicker. Doubling the voltage means the current needed to deliver a given level of power is of course halved. Pulling off the Autobahn during my driving test and connecting the liquid-cooled cables of a 350-kW Ionity charger, I watched the Porsche suck in enough DC to replenish its 93.4-kW battery from 8 to 80 percent in 20 minutes flat. Based on my math, the Porsche added nearly 50 miles of range for every 5 minutes of max charging. In the time it takes to hit the bathroom and pour a coffee, owners can add about 160 kilometers (100 miles) of range toward the Taycan’s total, estimated at 411 to 450 km (256 to 280 miles) under the new Worldwide Harmonized Light Vehicle Test Procedure. But the U.S. Environmental Protection Agency (EPA) seems to have sandbagged the Porsche, pegging its range at 201 miles, even as test drivers report getting 270 miles or more. Porsche hopes to have 600 of the ultrafast DC chargers up and running in the United States by the end of this year. That 800-volt operation brings other advantages, too. With less current to carry, the wiring is slimmer and lighter, saving 30 kilograms in the electrical harness alone. Also, less current is drawn during hard driving, which reduces heat and wear on the electric motors. Porsche says that’s key to the Taycan’s repeatable, consistent performance. In its normal driving mode, the Turbo S version kicks out 460 kW (617 horsepower) and 1,049 newton meters (774 pound-feet) of torque. The front and back axles each have an electric motor with a robust 600-amp inverter; in other models the front gets 300 amps and the rear gets 600 amps. The Porsche’s other big edge is its race-bred handling. Though this sedan tops 2,310 kg (5,100 pounds), its serenity at boggling speeds is unmatched. Credit the full arsenal of Porsche’s chassis technology: four-wheel-steering, active roll stabilization, and an advanced air suspension offering three levels of stiffness, based on three separate pressurized chambers. Porsche claims class-leading levels of brake-energy recuperation. It’s also Porsche’s most aerodynamic production model, with a drag coefficient of just 0.22, about as good as any mass-production car ever. Porsche invested US $1 billion to develop the Taycan, with $800 million of that going to a new factory in Zuffenhausen, Germany. For a fairer fight with Tesla, a more-affordable 4S model arrives in U.S. showrooms this summer, with up to 420 kW (563 hp) and a base price of $103,800. Audi RS Q8 Mild hybrid, wild ride Base price (est.): US $120,000 Photo: Audi Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR I’m rocketing up a dormant volcano to the highest peak in Spain, Mt. Teide in the Canary Islands. There may be more efficient ways to test a luxury crossover SUV, but none more fun. I’m in the Audi RS Q8, a mild-hybrid version of the Q8, introduced just last year. I’m getting a lesson in how tech magic can make a roughly 2,310-kilogram (5,100-pound) vehicle accelerate, turn, and brake like a far smaller machine. The RS Q8’s pulsing heart is a 4-liter, 441-kilowatt (591-horsepower) twin-turbo V8. It’s augmented by a mild-hybrid system based on a 48-volt electrical architecture that sends up to 12 kW to charge a lithium-ion battery. That system also powers trick electromechanical antiroll bars to keep the body flatter than a Marine��s haircut during hard cornering. An adaptive air suspension hunkers down at speed to reduce drag and center of gravity, while Quattro all-wheel drive and four-wheel steering provide stability. A mammoth braking system, largely shared with the Lamborghini Urus, the Audi’s corporate cousin, includes insane 10-piston calipers up front. That means 10 pressure points for the brake pads against the spinning brake discs, for brawny stopping power and improved heat management and pedal feel. Optional carbon-ceramic brakes trim 19 pounds from each corner. Audi’s engineers fine-tuned it all in scores of trials on Germany’s fabled Nürburgring circuit, which the RS Q8 stormed in 7 minutes, 42 seconds. That’s faster than any other SUV in history. Audi’s digital Virtual Cockpit and MMI Touch center screens are smoothly integrated in a flat panel. A navigation system analyzes past drives to nearby destinations, looking at logged data on traffic density and the time of day. And the Audi Connect, an optional Android app that can be used by up to five people, can unlock and start the Audi. Audi quotes a conservative 3.8-second catapult from 0 to 100 kilometers per hour (62 miles per hour). We’re betting on 0 to 60 mph in 3.5 seconds, maybe less. Mini Cooper SE It offers all-electric sprightliness US $30,750 Photo: Mini Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR I’m on a street circuit at the FIA’s Formula E race in Brooklyn, N.Y., about to take my first all-electric laps in the new Mini Cooper SE during a break in race action. The Manhattan skyline paints a stunning backdrop across the harbor. My Red Hook apartment happens to be a short walk from this temporary circuit; so is the neighborhood Tesla showroom, and an Ikea and a Whole Foods, both equipped with EV chargers. In other words, this densely populated city is perfect for the compact, maneuverable, electric Mini, that most stylish of urban conveyances. It’s efficient, too, as Britain’s Mini first proved 61 years ago, with the front-drive car that Sir Alec Issigonis created in response to the gasoline rationing in Britain following the 1956 Suez crisis. This Mini squeezes 32.6 kilowatt-hours worth of batteries into a T-shaped pack below its floor without impinging on cargo space. At a hair over 1,360 kilograms (3,000 pounds), this Mini adds only about 110 kg to a base gasoline Cooper. With a 135-kilowatt (181-horsepower) electric motor under its handsome hood, the Mini sails past the Formula E grandstand, quickening my pulse with its go-kart agility and its ethereal, near-silent whir. The body sits nearly 2 centimeters higher than the gasoline version, to accommodate 12 lithium-ion battery modules, but the center of gravity drops by 3 cm (1.2 inches), a net boost to stability and handling. Because the Mini has neither an air-inhaling radiator grille nor an exhaust-exhaling pipe, it’s tuned for better aerodynamics as well. A single-speed transmission means I never have to shift, though I do fiddle with the toggle switch that dials up two levels of regenerative braking. That BMW electric power train, with 270 newton meters (199 pound-feet) of instant-on torque, punts me from 0 to 60 miles per hour (0 to 97 kilometers per hour) in just over 7 seconds, plenty frisky for such a small car. The company claims a new wheelspin actuator reacts to traction losses notably faster, a sprightliness that’s particularly gratifying when gunning the SE around a corner. It all reminds me of that time when the Tesla Roadster was turning heads and EVs were supposed to be as compact and light as possible to save energy. The downside is that a speck-size car can fit only so much battery. The Mini’s has less than one-third the capacity of the top Tesla Model S. That’s only enough for a mini-size range of 177 km (110 miles). That relatively tiny battery helps deliver an appealing base price of $23,250, including a $7,500 federal tax credit. And this is still a hyperefficient car: On a subsequent drive in crawling Miami traffic, the Mini is on pace for 201 km (125 miles) of range, though its battery contains the equivalent of less than 0.9 gallon of gasoline. Following a full 4-hour charge on a basic Level 2 charger, you’ll be zipping around town again, your conscience as clear as the air around the Mini. Vintage Fiat 124 Spider, Retooled by Electric GT A drop-in electric-drive system gives new life to an old car—like this 1982 Spider System base price: US $32,500 Photo: Electric GT This modern classic from 1982, retooled by Electric GT, hums along on an electric system that fits the space the engine used to occupy. Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Vintage-car aficionados love to grouse about the time and money it takes to keep their babies running. Electric GT has a better idea: Skip ahead a century. The California company has developed an ingenious plug-and-play “crate motor” that transplants an electric heart into most any vintage gasoline car. I drove an orange 1982 Fiat 124 Spider that Electric GT converted to battery drive. With a relatively potent 89 kilowatts (120 horsepower) and 235 newton meters (173 pound-feet) of torque below its hood, and 25 kilowatt-hours’ worth of repurposed Tesla batteries stuffed into its trunk area, the Fiat can cover up to 135 kilometers (85 miles) of driving range, enough for a couple hours of top-down cruising. Best of all, the system is designed to integrate exclusively with manual-transmission cars, including the Fiat’s charming wood-topped shifter and five forward gears. This romantic, Pininfarina-designed Fiat also squirts to 60 miles per hour in about 7 seconds, about 3 seconds quicker than the original old-school dawdler. Electric GT first got attention when it converted a 1978 Ferrari 308, best known as Tom Selleck’s chariot on the U.S. TV show “Magnum, P.I.,” to electric drive. The company’s shop, north of Los Angeles, is filled with old Porsches, Toyota FJ40s, and other cars awaiting electrification. The crate motors even look like a gasoline engine, with what appears at first glance to be V-shaped cylinder banks and orange sparkplug wires. Systems are engineered for specific cars, and the burliest of the bunch store 100 kWh, enough to give plenty of range. With system prices starting at US $32,500 and topping $80,000 for longer-range units, this isn’t a project for the backyard mechanic on a Pep Boys budget. Eric Hutchison, Electric GT’s cofounder, says it’s for the owner who loves a special car and wants to keep it alive but doesn’t want to provide the regular babying care that aging, finicky machines typically demand. “It’s the guy who says, ‘I already own three Teslas. Now, how do I get my classic Jaguar electrified?’ ” says Hutchison. Components designed for easy assembly should enable a good car hobbyist to perform the conversion in just 40 to 50 hours, the company says. “We’re taking out all the brain work of having to be an expert in battery safety or electrical management,” Hutchison says. “You can treat it like a normal engine swap.” Toyota RAV4 Hybrid A redesigned hybrid system optimizes fuel economy Base price: $29,470 Photo: Toyota Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR The RAV4 is the best-selling vehicle in the United States that isn’t a pickup truck. What’s more, its hybrid offshoot is the most popular gas-electric SUV. No wonder: Forty-four percent of all hybrids sold in America in 2018 were Toyotas. And where many hybrids disappoint in real-world fuel economy, the RAV4 delivers. That’s why this Toyota, whose 2019 redesign came too late to make last year’s Top 10 list, is getting its due for 2020. My own tests show 41 miles per gallon (5.7 liters per 100 kilometers) in combined city and highway driving, 1 mpg better than the EPA rating. Up front, a four-cylinder, 131-kilowatt (176-horsepower) engine mates with an 88-kW (118-hp) electric motor. A 40-kW electric motor under the cargo hold drives the rear wheels. Altogether, you get a maximum 163 kW (219 hp) in all-wheel-drive operation, with no driveshaft linking the front and rear wheels. The slimmer, redesigned hybrid system adds only about 90 kilograms (about 200 pounds) and delivers a huge 8-mile-per-gallon gain over the previous model. Toyota’s new Predictive Efficient Drive collects data on its driver’s habits and combines that with GPS route and traffic info to optimize both battery use and charging. For example, it will use more electricity while climbing hills in expectation of recapturing that juice on the downhill side. And when the RAV4 is riding on that battery, it’s as blissfully quiet as a pure EV. Toyota’s Safety Sense gear is standard, including adaptive cruise control, lane-keeping assist, and automatic emergency braking. Next year will bring the first-ever plug-in hybrid version, which Toyota says will be the most powerful RAV4 yet. Ford Escape Hybrid This SUV has carlike efficiency Base price: US $29,450 Photo: Ford Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Years ago, Americans began abandoning their cars for SUVs. So by now you might think those SUVs would be achieving carlike efficiencies. You’d be correct. Exhibit A: the new Ford Escape Hybrid, with its class-topping EPA rating of 5.7 liters per 100 kilometers (41 miles per gallon)in combined city and highway driving. That’s 1 mpg better than its formidable Top 10 competitor, the Toyota RAV4 Hybrid. Where the Toyota aims for a rugged-SUV look, the Ford wraps a softer, streamlined body around its own hybrid system. That includes a 2.5-L, four-cylinder Atkinson-cycle engine, and a pair of electric motor/generators for a 150-kilowatt (200 horsepower) total. A briefcase-size battery pack, about a third the size of the old Escape Hybrid’s, tucks below the front passenger seat. The Toyota’s rear electric motor drives the rear wheels independently and thus offers only an all-wheel-drive version. The Escape forges a mechanical connection to the rear wheels, allowing both all-wheel drive and front-wheel-drive versions. The latter is lighter and more efficient when you’re not dealing with snow, ice, off-roading, or some combination of the three. The 0-to-60-mph run is dispatched in a whisper-quiet 8.7 seconds, versus 7.5 seconds for the Toyota. The Ford fires back with powerful, smartly tuned hybrid brakes that have more stopping power than either the Toyota or the gasoline-only Escapes can manage. Tech features include a nifty automated self-parking function, evasive-steering assist, and wireless smartphone charging. A head-up display available on the Titanium—Ford’s first ever in North America—projects speed, navigation info, driver-assist status, and other data onto the windshield. FordPass Connect, a smartphone app, lets owners use a smartphone to lock, unlock, start, or locate their vehicle, and a standard 4G LTE Wi-Fi system links up to 10 mobile devices. A plug-in hybrid version will follow later this year with what Ford says will be a minimum 30 miles of usable all-electric range. All told, it’s a winning one-two punch of efficiency and technology in an SUV that starts below $30,000. Aston Martin Vantage AMR High tech empowers retro tech Base price: US $183,081 Photo: Aston Martin Best of Old and New: The AMR blends an actual manual transmission integrated into an adaptive power train and suspension Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Take an Aston Martin Vantage, among the world’s most purely beautiful sports cars. Add a 375-kilowatt (503-horsepower) hand-assembled V8 from AMG, the performance arm of Mercedes-Benz. Assemble a team of engineers led by Matt Becker, Aston’s handling chief and the former maestro of Lotus’s chassis development. Does this sound like the recipe for the sports car of your dreams? Well, that dream goes over the top, with the manual transmission in the new Vantage AMR. Burbling away from Aston’s AMR Performance Centre, tucked along the Nürburgring Nordschleife circuit in Germany, I am soon happily pressing a clutch pedal and finessing the stick shift on the Autobahn. The next thing I know, the Aston is breezing past 300 kilometers per hour (or 186 miles per hour), which is not far off its official 195-mph top speed. That’s a 7-mph improvement over the automatic version. This stick shouts defiance in a world in which the Corvette C8, the Ferrari, the Lamborghini, and the Porsche 911 have sent their manual transmissions to the great scrapyard in the sky. But what’s impressive is how seamlessly the company has integrated this classic technology with the newest tech, including an adaptive power train and suspension. The AMR’s 1,500-kilogram (3,298-pound) curb weight is about 100 kg less than that of an automatic model. The seven-speed manual, a once-maddening unit from Italy’s Graziano, has been transformed. An all-new gearbox was out of the question: No supplier wanted to develop one for a sports car that will have just 200 copies produced this year. So Aston had to get creative with the existing setup. Technicians reworked shift cables and precisely chamfered the gears’ “fingers”—think of the rounded teeth inside a Swiss watch—for smoother, more-precise shifts. A dual-mass flywheel was fitted to the mighty Mercedes V8 to dampen resonance in the driveline so the gearbox doesn’t rattle. The standard Vantage’s peak torque has been lowered from 681 to 625 newton meters (from 502 to 461 pound-feet) to reduce stress on transmission gears. Aston also sweated the ideal placement of shifter and clutch pedal for the pilot. A dual-chamber clutch master cylinder, developed from a Formula One design, moves a high volume of transmission fluid quickly, but without an unreasonably heavy, thigh-killing clutch pedal. A selectable AM Shift Mode feature delivers modern, rev-matching downshifts, eliminating the need for human heel-and-toe maneuvers, with thrilling matched upshifts under full throttle. The Graziano still takes a bit of practice: Its funky “dogleg” first gear sits off to the left, away from the familiar H pattern of shift gates. Second gear is where you’d normally find first, third replaces second, and so on. The layout originated in old-school racing, the idea being that first gear was unneeded, unless you were rolling through the pit lane. The dogleg pattern allows easier shifting from second to third and back without having to slide the shifter sideways. Once acclimated, I can’t get enough: The shifter grants me precise control over the brawny V8, and the Aston’s every balletic move. More improbably, this sweet shifter on the AMR won’t become a footnote in Aston history: It will be an option on every Vantage in 2021. This article appears in the April 2020 print issue as “ 2020 Top 10 Tech Cars.” #Transportation/advanced-cars #Transportation

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perksofwifi · 5 years

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2020 Honda CR-V Hybrid Trim Level Comparison: Which One Is Right For You?

The 2020 Honda CR-V Hybrid is arriving to dealers now, and it’s a big step for Honda—it represents the first hybridized SUV for the brand in the United States. Its hybrid powertrain delivers 212 combined horsepower, which makes it the most powerful CR-V of the lineup. By delivering an EPA-estimated 40/35/38 mpg city/highway/combined, the CR-V Hybrid is also more efficient than the gas model. In an effort to offer the hybrid to the masses, Honda shared the hybrid powertrain across all four trims of the CR-V—LX, EX, EX-L, and Touring. Here’s how every CR-V Hybrid is equipped by trim level.

Honda CR-V Hybrid LX | $28,870

Although the 2020 Honda CR-V Hybrid LX is the base trim, it’s actually well equipped. Compared to the pre-refresh gas LX, the hybrid LX has more standard equipment, including keyless entry with push-button start and remote start. Honda Sensing is also standard on all trims, which means every CR-V Hybrid or non-hybrid will get adaptive cruise control with stop and go traffic, lane keeping assist, collision mitigation braking system, and road departure mitigation. The LX also comes with auto high/low beams, black exterior mirrors, 17-inch alloy wheels, automatic climate control and an audio system with four speakers.

The one thing we wish the LX had is Apple CarPlay and Android Auto, as that feature is reserved for the EX trims and above.

For $28,870, the Honda CR-V Hybrid LX brings tremendous value, and though Honda estimates only 10 percent of buyers will get it, it’s a great SUV all around.

Honda CR-V Hybrid EX | $31,380

Honda expects one-third of CR-V Hybrid buyers will get the EX trim. Building off the LX, it adds five-LED fog lights, body-color mirrors with turn signals and 18-inch alloy wheels outside. Inside, occupants will find four more speakers (for a total of eight), a 7.0-inch touchscreen with Apple CarPlay and Android Auto, a driver’s seat with two position memory, two rear USB ports and one more USB port in the front, as well as dual-zone climate control and a sunroof.

In terms of safety, the EX adds blind-spot monitor with rear cross traffic alert.

The EX is one of the most popular trims and at $31,380, we’re sure it will continue to be a popular among buyers.

Honda CR-V Hybrid EX-L | $33,870

The EX-L is the second-highest trim level of the lineup, and as such, it incorporates more-premium materials. The seats, door panels and steering wheel are all wrapped in leather, the passenger seat is powered, and there’s an auto-dimming rearview mirror. The power tailgate will ease the task of opening or closing the hatch, and all EX-Ls get HomeLink, which serves as a garage door opener. The faux wood around the center console, door panels, and dashboard actually looks elegant and ups the look of the cabin.

The Honda CR-V Hybrid EX-L starts at $33,870.

Honda CR-V Hybrid Touring | $37,070

The top-of-the-line CR-V comes with more goodies than the EX-L. For starters, its 19-inch alloy wheels add a bolder look to the hybrid, along with the roof rails. (The roof rails are available on other CR-Vs, but they must be bought as a dealer-installed accessory). Inside, all Touring models get a hands-free tailgate that opens with a kick under the rear bumper, a satellite navigation system, wireless charger for smartphones, rain-sensing wipers and front and rear parking sensors.

Although the Touring is the most expensive model of the lineup, it still has a lot of value. For $37,070, the CR-V Hybrid Touring is still cheaper than the Toyota RAV4 Hybrid Limited and the Ford Escape Hybrid Titanium.

2020 Honda CR-V Hybrid Trim Levels

Honda CR-V Hybrid LX | $28,870

Honda CR-V Hybrid EX | $31,380

Honda CR-V Hybrid EX-L | $33,870

Honda CR-V Hybrid Touring | $37,070

The post 2020 Honda CR-V Hybrid Trim Level Comparison: Which One Is Right For You? appeared first on MotorTrend.

https://www.motortrend.com/news/2020-honda-cr-v-hybrid-trim-comparison/ visto antes em https://www.motortrend.com

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renatosampaio101 · 5 years

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RAV4 2020: SUV híbrido da Toyota está mais conectado

A Toyota divulgou, nesta quarta-feira (11), o lançamento do novo modelo de seu utilitário esportivo ao Brasil. O RAV4 2020 chega nas novas versões S Connect Hybrid e SX Connect Hybrid. Principal diferencial é a conectividade.

A marca traz para as duas versões a incorporação dos sistemas Android Auto e Apple Carplay. Com interface simples e intuitiva, é possível espelhar os principais aplicativos de um smartphone e utilizá-los no painel do veículo.

LEIA MAIS:

Toyota vai produzir SUV compacto no Brasil para concorrer com EcoSport e HR-V

Toyota e Subaru firmam parceria para desenvolver SUV elétrico

O que é SUV? Existe mais de uma resposta para essa pergunta

Preços e versões do RAV4 2020

Versão Preço RAV4 S Connected Hybrid R$ 193.990 RAV4 SX Connected Hybrid R$ 213.990

Equipamentos

O SUV tem sistema de partida por botão com chave presencial e entrada inteligente, rodas de liga leve de 18 polegadas.

O painel central conta com acabamento interno cromado com anéis prata. Ali, ambos os modelos têm ar-condicionado integrado digital dual zone e sistema S-Flow, com fluxo de ar direcionado para conforto dos ocupantes do banco traseiro.

Todas as versões têm painel de instrumentos com tela colorida de TFT de 7 polegadas, que permite ao motorista optar por um aspecto analógico ou digital.

Toyota RAV4 2020 tem ar-condicionado de duas zonas e espelhamento de smartphones (Toyota | Divulgação)

Já o volante, revestido de couro, dispõe de comandos de áudio, telefone e controle de velocidade na versão S Connect Hybrid, enquanto na SX Connect Hybrid, conta com comandos de áudio, telefone, alerta de mudança de faixa e controle de velocidade de cruzeiro adaptativo.

Além disso, o RAV4 2020 conta com central multimídia com tela LCD sensível ao toque de 7 polegadas. O sistema tem seis alto-falantes e é compatível com:

DVD

CD-R/RW

MP3

WMA

AAC

Rádio AM/FM

Bluetooth

Além disso, estão ali, também, o novo recurso de espelhamento de smartphones compatível com Android Auto e Apple CarPlay. As duas versões do RAV4 2020 são equipadas com câmera de ré e sensores de estacionamento dianteiros e traseiros.

Por fim, na versão mais completa, SX Connect Hybrid, também estão presentes teto solar, carregador de celular sem fio ou por indução, abertura e fechamento elétrico da tampa do porta-malas com acionamento interno ou por sensor de movimento (passando o pé por debaixo do para-choque traseiro), sistema de transmissão com aletas para mudanças manuais e pacote de segurança ativo Toyota Safety System (TSS).

Cabine do RAV4 2020

O interior do RAV4 foi completamente renovado, com um espaço pensado para oferecer requinte, acabamento de qualidade e praticidade.

Interior do novo RAV4 tem três opções de cores (Toyota | Divulgação)

Para o motorista, a marca buscou proporcionar boa visibilidade e ergonomia, além de conforto e praticidade no dia a dia. Os bancos dianteiros têm sistema de ventilação (SVS), memória para duas posições e regulagem elétrica de seis posições para o motorista.

Motorização híbrida

O propulsor do RAV4 2020 é um 2.5 DOHC de 4 cilindros e 16 válvulas, com sistema de sincronização de válvulas variável inteligente VVT-i.

O SUV também conta com sistema de injeção de combustível direta e indireta, conhecido como D-4S, que adapta a alimentação às condições de condução, obtendo maior potência e economia no consumo de combustível.

Aliados ao motor a combustão estão três motores elétricos alimentados por uma bateria de níquel-hidreto metálico II 11% mais leve.

Rav4 2020 é oferecido em duas versões (Toyota | Divulgação)

Ela recarrega automaticamente quando o veículo desacelera ou freia, sem a necessidade de se conectar a uma fonte externa. Juntos, os quatro motores fornecem potência total de 222 cavalos.

Ambas as versões do RAV4 Hybrid possuem a transmissão automática HEV Transaxle, do tipo CVT. Esse sistema garante maior controle na desaceleração e mais eficiência em alta velocidade, proporcionando mais desempenho, potência e baixo consumo.

Além disso, o RAV4 2020 conta com quatro modos de condução: Normal, ECO, EV (100% elétrico) e Sport. Na versão SX, o motorista ainda dispõe da possibilidade de troca de marchas manual, para mais prazer e emoção ao dirigir.

O sistema de tração nas quatro rodas AWD é inteligente, oferecendo uma distribuição melhor de torque para as rodas traseiras.

Segurança e tecnologia

O RAV4 2020 ganhou nota máxima em segurança nos testes de impacto do Latin NCAP, conquistado 5 de 5 estrelas.

Entre os recursos presentes no SUV de série para garantir a segurança dos ocupantes, estão sete airbags, faróis de LED com ajuste automático de altura, freio de estacionamento eletrônico (EPB), e função Hold para partida em rampas.

Também aparecem no RAV4 2020 diversas tecnologias de assistência à condução, como controle eletrônico de tração (ASR), controle de Assistência de Subida em Rampa (HAC), Sistema de Controle Eletrônico de Estabilidade (ESC) e Controle de Reboque e Oscilação (TSC).

SUV da Toyota tem sete tipos de airbag (Toyota | Divulgação)

Ele também é um dos primeiros modelos a incorporar o pacote de segurança ativa da marca, o Toyota Safety Sense, que aparece na versão SX Connect Hybrid.

Essa tecnologia conta com radar de ondas milimétricas combinado com câmera monocular para detectar uma variedade de perigos e alertar o motorista, incluindo piloto automático adaptativo (ACC).

Opcionais do RAV4 2020

O Toyota RAV4 Hybrid 2020 conta com as seguintes opções de acessórios opcionais:

Aplique na tampa do porta malas

Aplique do para-choque frontal

Caixa organizadora de porta-malas com três divisórias

Compressor de ar 12V digital

Friso lateral inferior

Rede de porta malas

Trava de segurança do estepe

Refrigerador portátil

Suporte para tablets

Cores

As opções de cores da pintura para o RAV4 2020 são:

Branco Pérola

Prata Névoa

Cinza Granito

Preto Atitude

Azul Topázio

Vermelho Mica

Cinza Rock

Para o revestimento interno, as opções são:

Preto

Bege (apenas para as cores Azul Topázio e Vermelho Mica)

Cinza (apenas para a pintura Cinza Rock)

A versão de entrada conta apenas com a opção de preto para o interior.

Galeria de fotos

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O post RAV4 2020: SUV híbrido da Toyota está mais conectado apareceu primeiro em AutoPapo.

https://autopapo.com.br/noticia/rav4-2020-suv-hibrido-da-toyota-esta-mais-conectado/ encontrado originalmente em https://autopapo.com.br

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enginerumors · 6 years

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2020 Toyota RAV4 Hybrid Mpg, Price, Release Date

2020 Toyota RAV4 Hybrid Mpg, Price, Release Date – Toyota is defined to show its freshest crossover automotive, the 2020 Toyota RAV4 Hybrid, in the forthcoming 2018 New York Auto Show. This is usually a brand-new, 5th-group version which comes a couple weeks right after the revelation on the 12th-development Corolla hatchback. This auto has long been reconditioned and provided an increasingly…

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#2020 Toyota Rav4 Hybrid Acceleration #2020 Toyota Rav4 Hybrid Android Auto #2020 Toyota Rav4 Hybrid Availability Date #2020 Toyota Rav4 Hybrid Awd Mpg #2020 Toyota Rav4 Hybrid Awd Price #2020 Toyota Rav4 Hybrid Awd Review #2020 Toyota Rav4 Hybrid Configurations #2020 Toyota Rav4 Hybrid Limited #2020 Toyota Rav4 Hybrid Mpg #2020 Toyota Rav4 Hybrid Price #2020 Toyota Rav4 Hybrid Release Date #2020 Toyota Rav4 Hybrid Review #2020 Toyota Rav4 Hybrid Specs #2020 Toyota Rav4 Hybrid Xse

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conceber-digital-com-br · 5 years

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Toyota anuncia chegada da SUV RAV4 Hybrid 2020 ao Brasil

A Toyota do Brasil anunciou o lançamento da risca 2020 do RAV4 Hybrid no país. Disponível nas versões S Connect Hybrid e SX Connect Hybrid, o padrão, que recebeu nota máxima em segurança pelo Latin NCAP, traz a conectividade porquê um de seus principais destaques. Ambas rodam de fábrica os sistemas Android Auto e Apple

The post Toyota anuncia chegada da SUV RAV4 Hybrid 2020 ao Brasil appeared first on Conceber Digital - Desenvolvimento Sites BH , Criação Site Santa Luzia MG.

via Conceber Digital – Desenvolvimento Sites BH , Criação Site Santa Luzia MG https://www.conceberdigital.com.br/v2/toyota-anuncia-chegada-da-suv-rav4-hybrid-2020-ao-brasil/

#Conceber Digital – Desenvolvimento Sites BH #Criação Site Santa Luzia MG

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salenhanh · 5 years

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Đánh giá Toyota Prius XLE AWD-e 2020

Toyota Prius là quần jean lai của Levi. Kể từ khi ra mắt vào năm 1997, Prius đã làm nhiều việc để phổ biến các giống lai và nếu thường là lựa chọn mặc định. Nhưng Prius là xa so với các hybrid duy nhất được bán ngày hôm nay. Cuộc thi hiện cung cấp các giải pháp thay thế tối đa dành riêng cho Prius. Nhiều chiếc xe thông thường cũng có sẵn với hệ truyền động hybrid, bao gồm cả các mẫu xe phổ biến của Toyota như RAV4, Corolla và Camry. Vì vậy, chiếc xe đưa con lai trên bản đồ vẫn là sự lựa chọn tốt nhất? Để tìm hiểu, chúng tôi đã dành một tuần với một chiếc Toyota Prius 2020. Trong khi Prius thế hệ hiện tại đã xuất hiện từ năm mô hình 2016, Toyota đã thực hiện một số thay đổi đáng kể kể từ đó, bao gồm nâng cấp hệ thống thông tin giải trí và bổ sung thêm các tính năng hỗ trợ người lái.

Chiếc xe thử nghiệm của chúng tôi cũng có hệ thống lái tất cả các bánh tùy chọn (được đặt tên là AWD-e của Toyota), được bổ sung cho năm mô hình 2019. Trong khi một chiếc bánh trước cơ sở Prius L Eco có giá khởi điểm 25.280 đô la, chiếc xe thử nghiệm XLE chạy tất cả các bánh của chúng tôi có giá nhãn dán là 31.005 đô la.

Đánh giá chi tiết xe Toyota Prius XLE AWD-e

Thiết kếcủa Toyota Prius XLE AWD-e Không thay đổi nhiều kể từ năm mô hình 2016, kiểu dáng bên ngoài của Prius, có thể nói là ít nhất, không bình thường. Khuôn mặt cau có, hồ sơ bóng đèn và đèn hậu kỳ quái có thể trông giống như chúng được thiết kế do tai nạn, nhưng chúng thực sự là kết quả của một số ưu tiên xung đột. Các mẫu Prius thế hệ thứ hai và thứ ba có hình dạng hatchback giống như trứng, đặc biệt, khí động học và tốt cho bao bì nội thất. Nhưng nó cũng không tuyệt vời. Toyota đã cố gắng để jazz mọi thứ lên một chút cho thế hệ này. Prius vẫn là một chiếc hatchback, nhưng nó trông giống như một chiếc xe hơi. Trong một nỗ lực để làm cho chiếc xe trông đẹp hơn, các nhà thiết kế đã hạ thấp phần đầu xe. Đèn pha và đèn hậu có hình dạng bất thường giúp Prius nổi bật. Tuy nhiên, Prius không có kiểu dáng đẹp hoặc tương lai, và đó là vì các yếu tố khác phải được xem xét. Các nhà thiết kế vẫn cần thiết để làm cho Prius có tính khí động học cao nhất có thể để tiết kiệm nhiên liệu tối đa. Họ cũng phải đóng gói hệ thống truyền động hybrid cồng kềnh, trong khi vẫn cung cấp một lượng phòng hành khách và hàng hóa kha khá. Vẻ đẹp là trong mắt của kẻ si tình, nhưng tôi nghĩ đội ngũ thiết kế của Toyota đã bị kéo theo quá nhiều hướng khác nhau.

Thiết kế không đáp ứng mục tiêu chức năng của nó, tuy nhiên. Prius tuyên bố một trong những hệ số kéo thấp nhất của bất kỳ chiếc xe sản xuất nào, ở mức 0,24. Điều đó có nghĩa là nó có thể trượt trong không khí như một con cá trong nước, giúp cải thiện tiết kiệm xăng. Toyota đạt được điều này mà không phải hy sinh không gian nội thất. Prius có không gian nội thất tương đương với các xe hybrid chuyên dụng khác như Honda Insight, Hyundai Ioniq và Kia Niro. Toyota thậm chí còn cung cấp nhiều không gian chở hàng hơn so với Kia mui cao . Đằng sau tay lái, tôi đánh giá cao dây đai thấp của Prius, cho phép kính bên cao hơn. Điều này cải thiện tầm nhìn ra bên ngoài và mang lại cho cabin một cảm giác mở, thoáng mát. Công nghệ hiện đại Toyota có thể là một nhà lãnh đạo trong hệ truyền động hybrid, nhưng nhà sản xuất ô tô lớn nhất của Nhật Bản tụt lại phía sau trong các hình thức công nghệ ô tô khác. Thoạt nhìn, nội thất có vẻ tương lai và khác biệt. Nhưng một khi bạn ngồi sau tay lái, tất cả những gì bạn nhận được là nhựa rẻ tiền và hệ thống thông tin giải trí tuyệt vời. Như với hybrid plug-in Prius Prime , Toyota đã đặt đồng hồ đo tốc độ và trạng thái hệ thống hybrid ở giữa bảng điều khiển mà không có lý do rõ ràng. Bên dưới những màn hình này có màn hình cảm ứng 7,0 inch điều khiển hầu hết các chức năng của xe. Màn hình 11,6 inch của Prime không khả dụng trên Prius tiêu chuẩn, nhưng không sao, vì chúng tôi không thấy điểm của màn hình lớn hơn khi chúng tôi lái Prime. Toyota hầu như không thể làm cho màn hình 7.0 inch hoạt động bình thường. Trong khi nhiều xe của Toyota có được cả Apple CarPlay và Android Auto cho năm mô hình 2020, thì Prius chỉ có sẵn với CarPlay. Người dùng Android bị mắc kẹt với giao diện người dùng của Toyota, trông có vẻ lạc hậu và chậm phản hồi. Việc thiết lập phức tạp hơn so với các giao diện được giảm xuống trong Hyundai Ioniq và Kia Niro, và cồng kềnh hơn so với giao diện phức tạp hơn trong Honda Insight . Màn hình rửa sạch dưới ánh sáng mặt trời.

Chiếc xe thử nghiệm của chúng tôi có màn hình hiển thị đầu (một phần của gói công nghệ $ 800). Màn hình chỉ hiển thị tốc độ hiện tại, nhưng nó rất dễ đọc mà không bị phân tâm. Hệ thống thông tin giải trí có thể là một flop, nhưng Toyota đã thành công khi nó được tính: dưới mui xe. Ngoài việc đạt được số dặm xăng tốt, Prius còn mang đến trải nghiệm lái thoải mái, không bị giật lần đầu tiên. Sự sẵn có của ổ đĩa tất cả là một phần thưởng lớn cho người mua xe hơi ở vùng tuyết. Prius sử dụng động cơ bốn xi-lanh 1,8 lít kết nối với hệ thống Hybrid Synergy Drive quen thuộc của Toyota. Thông thường, một động cơ điện giúp động cơ xăng lái các bánh trước, nhưng các mô hình ổ đĩa tất cả các bánh xe thêm một động cơ thứ hai ở phía sau. Nó gửi năng lượng đến các bánh sau mà không có bất kỳ kết nối vật lý nào với các bánh trước. Toyota đã sử dụng một thiết lập tương tự trong crossover lai của mình trong nhiều năm. Trong Prius, hệ dẫn động tất cả các bánh chỉ khởi động khi các máy tính trên máy bay xác định rằng cần thêm lực kéo và chỉ tối đa 43 dặm / giờ. Chúng tôi không nhận thấy nhiều sự khác biệt so với những trải nghiệm trước đây với Priuses dẫn động cầu trước (Prii?), Điều này không gây ngạc nhiên khi hiếm khi lái xe bốn bánh tham gia lái xe bình thường. Với hệ dẫn động không có bánh xe của chúng tôi, Prius được đánh giá ở mức 121 mã lực (Toyota không liệt kê một con số mô-men xoắn). Mặc dù người mua hybrid có thể không tìm kiếm quyền khoe khoang mã lực, nhưng đáng chú ý là cả Hyundai Ioniq và Kia Niro đều có công suất 139 mã lực, trong khi Honda Insight tự hào có 151 mã lực. Tăng tốc cảm thấy đầy đủ, và chúng tôi đã bị ấn tượng bởi sự chuyển đổi liền mạch giữa xăng và năng lượng điện. Prius dựa trên nền tảng Toyota New Global Architecture (TNGA) giống như nhiều mẫu xe khác của Toyota, bao gồm cả Camry và Corolla . TNGA thực sự trả cổ tức cho Prius, mang lại cảm giác vững chắc thường không thấy trong các giống lai thị trường đại chúng.

Toyota cũng đóng đinh điều chỉnh hệ thống treo. Chiếc xe này thực sự cảm thấy nhanh nhẹn và vui vẻ, mặc dù tay lái tê và lốp xe có lực cản lăn thấp giữ cho nó không thực sự thể thao. Chất lượng đi xe là tốt, mặc dù hệ thống treo có thể gửi jolts gây khó chịu thông qua cabin trên mặt đường bị hỏng. Bàn đạp phanh cũng khó điều chỉnh, với phanh chỉ cắn sau khi đạp được khoảng 3/4 quãng đường để xuống sàn. Vô địch tiết kiệm xăng Lý do chính để mua một chiếc hybrid là tiết kiệm nhiên liệu, và trong lĩnh vực này, Prius sống theo sự cường điệu. Hầu hết các mô hình Prius dẫn động cầu trước được đánh giá ở mức 52 mpg kết hợp (thành phố 54 mpg, đường cao tốc 50 mpg), nhưng mô hình L Eco quản lý 56 mpg kết hợp (thành phố 58 mpg, đường cao tốc 53 mpg). Đó là những con số ấn tượng. Tuy nhiên, cuộc thi đang bắt kịp. Huyndai Ioniq được đánh giá ở mức 58 mpg kết hợp (thành phố 57 mpg, đường cao tốc 59 mpg) ở dạng Màu xanh tập trung hiệu quả và 55 mpg kết hợp (thành phố 55 mpg, đường cao tốc 54 mpg) trong các vỏ bọc khác. Honda Insight cũng đến gần Prius, ở mức 52 mpg kết hợp (thành phố 55 mpg, đường cao tốc 49 mpg). Ngay cả Corolla Hybrid của Toyota cũng được đánh giá ở mức 52 mpg kết hợp (thành phố 53 mpg, đường cao tốc 52 mpg). Tất cả các bánh lái đi kèm với một hình phạt tiết kiệm xăng. Xe thử nghiệm của chúng tôi được đánh giá ở mức 50 mpg kết hợp (thành phố 52 mpg, đường cao tốc 48 mpg). Chúng tôi trung bình 44,5 mpg (theo máy tính chuyến đi của ô tô) trên phần lớn lái xe trên đường cao tốc. Ổ đĩa tất cả các bánh thường làm giảm hiệu quả nhiên liệu, vì phần cứng thêm tăng thêm trọng lượng, và năng lượng là cần thiết để lái cả hai bộ bánh xe. Tuy nhiên, đây hiện là trường hợp tốt nhất cho những người khốn khổ vì nhiên liệu tuyết. Prius là chiếc xe hybrid duy nhất trong tầm giá của nó với hệ dẫn động tất cả các bánh. Thay thế duy nhất là để có được một chiếc Toyota RAV4 hoặc Ford Escape lớn hơn, ít khí động học hơn - với số dặm xăng thấp hơn nhiều.

Sự an toàn Prius 2020 đạt tiêu chuẩn với (TSS-P), một gói hỗ trợ lái xe bao gồm phanh khẩn cấp tự động, cảnh báo chệch làn đường, cảnh báo chệch làn đường và kiểm soát hành trình thích ứng. Chúng tôi thấy hệ thống cảnh báo chệch làn đường là một chút quá nhạy cảm. Nó phát ra tiếng bíp bất cứ khi nào chúng tôi thậm chí đến gần vạch kẻ đường, giống như một người lái xe ghế sau lo lắng. Ngược lại, các chùm sáng cao đã quay trở lại chậm sau khi được nhúng cho những chiếc xe đang tới. Kiểm soát hành trình thích ứng hoạt động tốt, nhưng vì Toyota đã sử dụng cuống điều khiển từ hệ thống kiểm soát hành trình cơ bản hơn, nên việc cài đặt nó trở nên khó khăn không cần thiết. Các Honda Insight cung cấp một mức độ tương tự của người lái xe tiêu chuẩn hỗ trợ công nghệ, và Toyota không có tương đương với hệ thống camera LaneWatch thông minh của Honda. Prius là một lựa chọn an toàn hàng đầu của Viện bảo hiểm an toàn đường cao tốc (IIHS) . Nó đã bỏ lỡ xếp hạng Top Safety Pick + cao nhất do điểm số trung bình của Wap cho đèn pha và thử nghiệm va chạm nhỏ phía trước của hành khách, nhưng nhận được điểm số cao nhất có thể trong tất cả các hạng mục khác. Prius cũng nhận được đánh giá tổng thể năm sao từ Cục Quản lý An toàn Giao thông Quốc lộ (NHTSA). Toyota cung cấp bảo hành cơ bản ba năm, 36.000 dặm và bảo hành hệ thống truyền động năm năm, 60.000 dặm. Bộ pin và các thành phần hệ thống hybrid được bảo hành theo chế độ bảo hành tám năm, 100.000 dặm của chính họ . Hyundai và Kia cung cấp các điều khoản bảo hành cơ bản và hệ truyền động dài hơn, nhưng không thể vượt qua bảo hành pin của Toyota. Cả Prius và Toyota nói chung đều có danh tiếng tốt về độ tin cậy. Xe Prius đã trải qua hàng trăm hàng ngàn dặm mệt mỏi dịch vụ taxi tại các thành phố trên toàn thế giới, vì vậy hybrid này có vẻ giống như một đặt cược tốt đẹp khi nói đến độ tin cậy dài hạn.

Chiếc xe thử nghiệm của tôi là một mô hình XLE được nạp đầy đủ, nhưng nếu tôi đang tiêu tiền của chính mình, tôi sẽ đi với mức trang trí L Eco cơ bản. Phiên bản này đạt được số dặm xăng tốt nhất trong mọi cấp độ cắt của Prius và vẫn được Apple CarPlay tiêu chuẩn và gói hỗ trợ người lái TSS-P. XLE có ghế bọc da và có sẵn màn hình hiển thị, nhưng tôi không đủ ấn tượng bằng việc thực hiện những thứ tốt đẹp này để trả thêm tiền cho chúng. L Eco không có sẵn với hệ dẫn động tất cả các bánh, nhưng tầm quan trọng của tính năng đó thực sự phụ thuộc vào nơi bạn sống. Nếu mùa đông tàn bạo là tiêu chuẩn, thì tất cả các bánh xe là phải. Nếu bạn sống ở một nơi nào đó với mùa đông ôn hòa, tốt hơn hết là bạn nên đi với ổ bánh trước L Eco tiết kiệm nhiên liệu hơn.

Toyota Prius 2020 là lựa chọn tốt, nhưng không phải là tốt nhất

Toyota Prius 2020 là một chiếc xe tốt. Thật thoải mái, thiết thực và mang đến lời hứa về số dặm khí tuyệt vời. Nhưng nó không còn là lựa chọn mặc định. Với rất nhiều giống lai khác trên thị trường, không cần phải chấp nhận sự thỏa hiệp của Prius. Honda Insight, Hyundai Ioniq và Kia Niro đều lái tốt hơn và không có gì lạ vì lý do là lạ. Các Toyota Corolla hybrid cung cấp gần như tiết kiệm nhiên liệu giống như Prius, nhưng trong một gói thông thường hơn. Đánh giá sản phẩm tốt nhất Salenhanh Read the full article

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blogueericdescarries · 5 years

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Kia Sportage, Cadillac CT4 et CT5 et Kia Seltos

Le 15 janvier 2020

L’hiver est maintenant bien installé avec tout ce que cela implique au Québec : neige, pluie verglaçante, pluie, froid, grands écarts de température. C’est aussi le bon temps de rouler avec un VUS compact équipés de bons pneus d’hiver. Dans le cas qui nous intéresse, il s’agit du Kia Sportage, un des préférés des automobilistes québécois. Le modèle dont il est question ici fourni par Kia Canada était un EX Tech. Malgré qu’on le connaisse sous cette forme depuis quelques années, notez que le Sportage a subi quelques retouches esthétiques pour 2020. Toutefois, vu que je ne me rappelle pas d’avoir pris le volant de ce petit utilitaire depuis un bon bout de temps, le moment était bien choisi pour un essai d’une semaine.

Kia, un constructeur sud-coréen proche cousin de Hyundai, est arrivé chez nous il y a vingt ans. À ce moment-là, il n’y avait que deux modèles à offrir, une petite berline modeste, la Sephia et le Sportage, un petit utilitaire aux airs sympathiques qui allait connaître une bonne carrière. En effet, si le nom de Sephia allait éventuellement disparaître (et éventuellement devenir Forte), celui de Sportage allait résister non seulement au temps mais aussi à certaines critiques acerbes de quelques journalistes qui ne croyaient pas à sa réussite sur le marché. Pourtant, il y est toujours ! Et en force!

Le Kia Sportage 2020 affiche des phares redessinés et un pare-chocs avec bouclier refaits. (Photo Éric Descarries)

De l’arrière, c’est surtout le pare-chocs et son bouclier qui auront été refaits. (Photo Éric Descarries)

Comme mentionné plus haut, le Sportage 2020 a subi de petites retouches dont des phares, des pare-chocs et des boucliers redessinés. Rien de bien visibles mais alors…pourquoi changer une bonne recette? De plus, son design peut encore se mesurer à la concurrence malgré le redesign important des RAV4 et des nouveaux Escape.

Le tableau de bord est, cependant, demeuré le même. (Photo Éric Descarries)

L’intérieur, toutefois, n’a pas été révisé, lui. Il est donc presque identique à celui de l’année dernière avec un tableau de bord dont l’instrumentation est typique des produits Hyundai-Kia et l’écran central de huit pouces (pour la radio, certains accessoires et le système de navigation) reste quand même bien lisible. Des commandes plus traditionnelles du chauffage sont alignées sous cet écran en plus de prises pour Apple CarPlay et Android Auto. Le levier de vitesses (traditionnel) de la boîte automatique est bien placé au centre de la console avec les commandes du rouage intégral. Le (petit) volant (chauffant) n’est pas trop surchargé d’autres commandes à ses branches.

Luxueuses, n’est-ce pas, ces places arrière? (Photo Éric Descarries)

Quant à l’espace réservé aux valises, il est dans la bonne moyenne sans être, toutefois, remarquable. (Photo Éric Descarries)

En ce qui a trait aux sièges, les baquets d’avant (chauffants et ventilés) sont relativement confortables quoique un peu étroits. Les (deux) places arrière sont aussi accueillantes et, surprise, il y a quand même de la place pour les jambes. L’espace réservé au cargo est semblable à celui de la concurrence, c’est-à-dire suffisant pour les valises de deux passagers et quelques petits objets de voyage. Évidemment, on obtient plus d’espace de chargement si l’on rabat les dossiers des sièges d’arrière…

Aucune surprise sous le capot, le moteur de base est toujours ce vénérable quatre cylindres atmosphérique de 2,4 litres de Hyundai-Kia. (Photo Éric Descarries)

Kia avait équipé mon Sportage d’essai de pneus d’hiver Yokohama qui m’ont bien plu. (Photo Éric Descarries)

Du côté mécanique, aucune surprise. Mon Kia d’essai était équipé d’une motorisation standard que l’on retrouve dans bien des produits Hyundai-Kia, soit le vénérable quatre cylindres de 2,4 litres qui fait 181 chevaux et 175 li-pi de couple. Il y a également une version turbo de 2,0 litres et 240 chevaux de disponible mais dans le cas de ce Sportage, la majorité des acheteurs se «contenteront» fort possiblement du quatre cylindres atmosphérique qui anime quand même très bien ce petit VUS. Toujours dans le même ordre d’idées, la seule boîte de vitesses disponible est celle à six rapports (que l’on peut manier manuellement au levier) et, dans le cas de cette version EX, elle est combinée au rouage intégral de Hyundai-Kia qui, jusqu’ici, a fait ses preuves auprès des consommateurs. Ce Sportage EX était originalement monté sur des roues de 18 pouces mais pour l’hiver, Kia Canada a préféré l’équiper de pneus Yokohama Ice Guard G075 très efficaces.

Sur la route

Ces impressions de conduite ont été notées en période hivernale assez active. (Photo Éric Descarries)

Au départ, spécifions que ces impressions de conduite se sont déroulées en hiver à la fois sur du pavé sec (mais froid) ou sur la neige et la glace ce qui n’a pas facilité l’évaluation des performances et de la tenue de route du véhicule. Cependant, la grande majorité des automobilistes intéressés par le Sportage ne sont pas des amateurs de vitesse mais des conducteurs attentionnés qui recherchent plus un véhicule pratique (et élégant) qu’une auto d’allure sportive. Ils apprécieront quand même la possibilité de grimper à 100 km/h autour des neuf secondes et des reprises relativement confortables. Notons ici l’apport des systèmes d’antidérapage qui aident aussi à une conduite plus sûre. En vitesse de croisière, le Sportage demeure silencieux et confortable. C’est un véhicule qui inspire confiance et sécurité. La visibilité y est bonne sauf pour la vue trois-quarts arrière un peu gênée par les piliers de custode. La direction est précise alors que le freinage est rassurant. La version EX Tech vient avec des aides de conduite qui ne sont pas trop envahissantes. Peut-être plus que le moteur atmosphérique de cette version EX Tech serait mieux adaptée à de longues randonnées que le moteur turbocompressé ?

En ce qui a trait à la consommation, j’ai obtenu une moyenne de 10,6 l/100 km malgré le froid et la neige ce qui devrait être dans la bonne moyenne vu que mes déplacements se sont effectués autant en conditions urbaines que sur autoroute. Ironiquement, c’est aussi la consommation annoncée par le constructeur (10,0 l/100 km).

Le Kia Sportage EX Tech affiche un prix de base de 37 995 $ (ce qui inclut tous les accessoires mentionnés dans ce texte sauf les pneus d’hiver). La seule option notable est la surcharge de 200 $ pour la peinture spéciale. Évidemment, il faut ajouter les 100 $ de la (toujours aussi ridicule) taxe d’accise fédérale pour le climatiseur (une surcharge créée au milieu des années soixante-dix pour «punir» ceux qui avait un climatiseur qui, à l’époque, nécessitait un compresseur mécanique imposant qui exigeait environ cinq chevaux aux gros V8 ce qui, en retour, devait demander un peu de consommation d’essence…ce n’est certes plus le cas aujourd’hui!) et les 1795 $ des frais de transport. On en arrive donc à un total de 40 090 $...plus taxes, bien sûr!

Les VUS compacts ont envahi le marché de l’automobile et ils en sont devenus les vedettes. La concurrence est donc vive entre les constructeurs et dans ce créneau, on retrouve les populaires Toyota RAV4 redessinés l’an dernier (avec une version hybride-électrique), les Honda CRV tout récents, les Ford Escape qui viennent tout juste d’être relancés avec non seulement un nouveau design mais aussi une mécanique toute revue (incluant également l’option de l’hybride-électrique). Le Kia peut donc se mesurer à eux mais le constructeur coréen doit certainement avoir des ingénieurs à la table à dessin car éventuellement, le Sportage devra être redessiné. Une version hybride en vue? Qui sait? Toutefois, pour le moment, le look plutôt classique du Sportage convient à bien des automobilistes !

Cadillac CT4 et CT5

La Cadillac CT4, une petite berline plus intéressante que prévu…(Photo Éric Descarries)

La Cadillac CT5 est un peu plus grande que la CT5 mais aussi plus puissante. (Photo Éric Descarries)

Souvenez-vous que c’est cette semaine que le Salon International de l’automobile de Montréal ouvrira ses portes à un public de plus en plus anxieux de voir des nouveautés dans le domaine, surtout qu’il n’y aura pas eu de Salon de Detroit pour débuter l’année. Il y aura donc d’importantes nouveautés au Salon de Montréal dont la fameuse Mustang Mach E toute électrique et, bien entendu, la nouvelle Chevrolet Corvette. D’ailleurs, GM, constructeur de la Corvette, aura bien d’autres voitures importantes à nous faire connaître dont deux nouvelles berlines Cadillac, l’intermédiaire CT5 et la plus petite CT4, deux autos dont il a déjà été question dans ce blogue. GM du Canada a d’ailleurs tenu une présentation médiatique spéciale il y a quelques jours à Montréal afin de mettre l’eau à la bouche aux journalistes locaux spécialisés dans le domaine. Il semble y avoir un certain regain d’intérêt de la part des consommateurs envers les berlines, surtout des marques les plus luxueuses, ce qui pourrait profiter à Cadillac. Il vous faut voir ces deux nouveautés et surtout vous informer des prix qui me semblent, somme toute, relativement abordables!

Kia Seltos

…et une autre voiture de Kia…(Photo Éric Descarries)

Autre présentation anticipée, le constructeur coréen Kia (il a vraiment le vent dans les voiles, celui-là) a également profité des journées précédent le Salon pour nous faire connaître son petit VUS Seltos (nom d’un des fils du mythique Hercule, m’a-t-on dit), sa version de la Hyundai Kona mais un peu plus grosse et d’allure plus conventionnelle, moins sportive. La plateforme est d’ailleurs extrapolée de celle de la Kona et sa mécanique lui est semblable. Première constatation, il y a plus d’espace à l’arrière pour les jambes des passagers que dans la Kona. Dans sa version la plus simple, la Seltos devrait se vendre autour des 22 000 $. Voilà qui promet. J’y reviendrai donc au cours de la saison. En attendant, prenez le temps d’aller visiter le Salon de l’auto de Montréal, c’est, pour nous, les amateurs de l’automobile, une occasion en or de se divertir et de se renseigner surtout durant un mois de janvier froid…et enneigé! Le Salon de l’auto de Montréal débute vendredi le 17 janvier et il se tient au Palais des Congrès de Montréal!

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onwheelsxyz-blog · 5 years

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Toyota reveals a new RAV4 TRD Off-Road trim ready to hit the dirt Toyotas most popular model in Canada is about to become more popular, with the addition of a brand-new TRD trim and a plug-in hybrid variant.The RAV4 already came with a Trail trim meant to add some excitement to the daily driver, with a longer wheelbase and widened track to provide more stability; and shorter overhangs to keep the body from getting hung up on obstacles.Standard Trail trim models feature 19-inch TRAIL alloy wheels; a 1,590-kg towing capacity; and Dynamic Torque Vectoring with Rear Driveline Disconnect.Now the 2020 Toyota RAV4 TRD Off-Road trim offers even more capability than the RAV4 Trail trim, adding $2,900 to the price tag to total $41,790. That one comes with 18-inch TRD alloy wheels clad in Falken All-Terrain Tires, a TRD Off-Road exclusive, plus an off-road-tuned suspension, LED fog lamps, special TRD badging and an 11-speaker JBL Audio System.All gasoline trims are available in either front-wheel-drive or all-wheel-drive, with a 2.5-litre four-cylinder paired to an eight-speed automatic transmission. Hybrid models use a 2.5-litre Atkinson-cycle engine, combined with an electric motor and a CVT transmission, and feature all-wheel-drive.All models also get Android Auto and Apple Carplay capability, something previously unheard of in a Toyota showroom.Toyota is also readying a third variant to be added to the lineup, a plug-in hybrid, set for a debut in Los Angeles at that auto show. According to Toyota, the model will become the most

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arplis · 4 years

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Arplis - News: 2020 Top 10 High Tech Cars

Photo: Polestar The Polestar 1 hybrid, the first of a sub-brand from Volvo, goes fast and goes far in all-electric mode—roughly 88 kilometers (55 miles). Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR In 2019, the auto industry finally started acting like its future was electric. How do we know? Just follow the money. General Motors just announced it was spending US $20 billion over five years to bring out a new generation of electric vehicles. Volkswagen Group has pledged $66 billion spread over five years, most of it for electric propulsion. Ford hopes to transform its lineup and image with an $11.5 billion program to develop EVs. And of course, Tesla has upstaged them all with the radical, scrapyard-from-Mars Cybertruck, a reminder that Elon Musk will remain a threat to the automotive order for the foreseeable future. This past year, I saw the first fruit of Volkswagen Group’s massive investment: the Porsche Taycan, a German sport sedan that sets new benchmarks in performance and fast charging. It lived up to all the hype, I’m happy to say. As for Tesla and Ford, stay tuned. The controversial Tesla Cybertruck, the hotly anticipated Ford Mustang Mach-E, and the intriguing Rivian pickup and SUV (which has been boosted by $500 million in backing from Ford) are still awaiting introduction. EV fans, as ever, must be patient: The Mach-E won’t reach showrooms until late this year, and as for the Rivian and Cybertruck, who knows? As is our habit, we focus here on cars that are already in showrooms or will be within the next few months. And we do include some good old gasoline-powered cars. Our favorite is the Corvette: It adopts a mid-engine design for the first time in its 67-year history. Yes, an electrified version is in the works. Chevrolet Corvette Stingray C8 The middle: where no Corvette engine has gone before Base price: US $59,995 Photo: Chevrolet Perfect balance is what you get by moving the Stingray’s V8 to the center; unlike its mid-engine rivals, the car has generous cargo space in a rear trunk. Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR By now, even casual car fans have heard that the Corvette has gone mid-engine. It’s a radical realignment for a car famous for big V8s nestling below long, flowing hoods since the ’Vette’s birth in 1953. Best of all, it works, and it means the Stingray will breathe down the necks of Ferraris, McLarens, and other mid-engine exotics—but at a ridiculous base price of just US $59,995. Tadge Juechter, the Corvette’s chief engineer, says that the previous, seventh-generation model had reached the limits of front-engine physics. By rebalancing weight rearward, the new design allows the Stingray to put almost preposterous power to the pavement without sacrificing the comfort and everyday drivability that buyers demand. I got my first taste of these new physics near the old stagecoach town of Tortilla Flat, Ariz. Despite having barely more grunt than last year’s base model—369 kilowatts (495 horsepower) from the 6.2-liter V8 rumbling just behind my right shoulder—the Corvette scorches to 60 miles per hour (97 kilometers per hour) nearly a full second quicker, at a supercar-baiting 2.9 seconds. This Stingray should top out at around 190 mph. And there are rumors of mightier versions in the works, perhaps even an electric or hybrid ’Vette with at least 522 kW (700 hp). With the engine out back, driver and passenger sit virtually atop the front axle, 42 centimeters (16.5 inches) closer to the action, wrapped in a fighter-jet-inspired cockpit with a clearer view over a dramatically lowered hood. Thanks to a new eight-speed, dual-clutch automated gearbox, magnetorheological shocks, and a limited-slip rear differential—all endlessly adjustable—my Corvette tamed every outlaw curve, bump, and dip in its Old West path. It’s so stable and composed that you’ll need a racetrack to approach its performance limits. It’s still fun on public roads, but you can tell that it’s barely breaking a sweat. Yet it’s nearly luxury-car smooth and quiet when you’re not romping on throttle. And it’s thrifty. Figure on 9 to 8.4 liters per 100 kilometers (26 to 28 miles per gallon) at a steady highway cruise, including sidelining half its cylinders to save fuel. A sleek convertible model does away with the coupe’s peekaboo view of the splendid V8 through a glass cover. The upside is an ingenious roof design that folds away without hogging a cubic inch of cargo space. Unlike any other mid-engine car in the world, the Corvette will also fit two sets of golf clubs (or equivalent luggage) in a rear trunk, in addition to the generously sized “frunk” up front. The downside to that convenience is a yacht-size rear deck that makes—how shall we put this?—the Chevy’s butt look fat. An onboard Performance Data Recorder works like a real-life video game, capturing point-of-view video and granular data on any drive, overlaying the video with telemetry readouts, and allowing drivers to analyze lap times and performance with Cosworth racing software. The camera-and-GPS system allows any road or trip to be stored and analyzed as though it was a timed circuit—perfect for those record-setting grocery runs. Polestar 1 This hybrid is tuned for performance Base price: US $156,500 Photo: Polestar Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Consider the Polestar 1 a tech tease from Volvo. This fiendishly complex plug-in hybrid will be seen in just 1,500 copies, built over three years in a showpiece, enviro-friendly factory in Chengdu, China. Just as important, it’s the first of several planned Polestars, a Volvo sub-brand that aims to expand the company’s electric reach around the globe. I drove mine in New Jersey, scooting from Hoboken to upstate New York, as fellow drivers craned their necks to glimpse this tuxedo-sharp, hand-built luxury GT. The body panels are formed from carbon fiber, trimming 227 kilograms (500 pounds) from what’s still a 2,345-kg (5,170-pound) ride. Front wheels are driven by a four-cylinder gas engine, whose combo of a supercharger and turbocharger generates 243 kilowatts (326 horses) from just 2.0 liters of displacement, with another 53 kW (71 hp) from an integrated starter/generator. Two 85-kW electric motors power the rear wheels, allowing some 88 kilometers (55 miles) of emissions-free range—likely a new high for a plug-in hybrid—before the gas engine kicks in. Mashing the throttle summons some 462 kW (619 hp) and 1,000 newton meters (737 pound-feet) of torque, allowing a 4.2-second dash to 60 miles per hour (97 kilometers per hour). It’s fast, but not lung-crushing fast, like Porsche’s Taycan. Yet the Polestar’s handling is slick, thanks to those rear motors, which work independently, allowing torque vectoring—the speeding or slowing of individual wheels—to boost agility. And Öhlins shock absorbers, from the renowned racing and performance brand, combine precise body control with a creamy-smooth ride. It’s a fun drive, but Polestar’s first real test comes this summer with the Polestar 2 EV. That fastback sedan’s $63,750 base price and roughly 440-km (275-mile) range will see it square off against Tesla’s sedans. Look for it in next year’s Top 10. Hyundai Sonata It has the automation of a much pricier car Base price: US $24,330 Photo: Hyundai Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR The U.S. market for family sedans has been gutted by SUVs. But rather than give up on sedans, as Ford and Fiat Chrysler have done, Hyundai has doubled down with a 2020 Sonata that’s packed with luxury-level tech and alluring design at a mainstream price. The Sonata is packed with features that were recently found only on much costlier cars. The list includes Hyundai’s SmartSense package of forward-collision avoidance, automated emergency braking, lane-keeping assist, automatic high-beam assist, adaptive cruise control, and a drowsy-driver attention warning, and they’re all standard, even in the base model. The SEL model adds a blind-spot monitor, but with a cool tech twist: Flick a turn signal and a circle-shaped camera view of the Sonata’s blind spot appears in the digital gauge cluster in front of the driver. It helped me spot bicyclists in city traffic. Hyundai’s latest infotainment system, with a 10-inch (26-centimeter) monitor, remains one of the industry’s most intuitive touch screens. Taking a page from much more expensive BMWs, the Hyundai’s new “smart park” feature, standard on the top-shelf Limited model, lets it pull into or out of a tight parking spot or garage with no driver aboard, controlled by the driver through the key fob. That fob can be replaced by a digital key, which uses an Android smartphone app, Bluetooth Low Energy, and Near Field Communication to unlock and start the car. Owners can share digital-key access with up to three users, including sending codes via the Web. Even the Sonata’s hood is festooned with fancy electronics. What first looks like typical chrome trim turns out to illuminate with increasing intensity as the strips span the fenders and merge into the headlamps. The chrome was laser-etched to allow a grid of 0.05-millimeter LED squares to shine through. Add it to the list of bright ideas from Hyundai. Porsche Taycan It outperforms Tesla—for a price Base price: US $114,340 Photo: Porsche Fast off the mark and fast to charge, the Taycan inherits tech from Porsche’s LeMans-winning 919 Hybrid racers, including the 800-volt architecture. Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Yes, the all-electric Porsche Taycan is better than a Tesla Model S. And it had damn well better be: The Porsche is a far newer design, and it sells at up to double the Tesla’s price. What you get for all that is a four-door supercar GT, a technological marvel that starts the clock ticking on the obsolescence of fossil-fueled automobiles. This past September I spent two days driving the Taycan Turbo S through Denmark and Germany. One high point was repeated runs to 268 kilometers per hour (167 miles per hour) on the Autobahn, faster than I’ve ever driven an EV. From a standing start, an automated launch mode summoned 560 kilowatts (750 horsepower) for a time-warping 2.6-second dash to 60 mph. As alert readers have by now surmised, the Taycan is fast. But one of its best time trials takes place with the car parked. Thanks to the car’s groundbreaking 800-volt electrical architecture—with twice the voltage of the Tesla’s—charging is dramatically quicker. Doubling the voltage means the current needed to deliver a given level of power is of course halved. Pulling off the Autobahn during my driving test and connecting the liquid-cooled cables of a 350-kW Ionity charger, I watched the Porsche suck in enough DC to replenish its 93.4-kW battery from 8 to 80 percent in 20 minutes flat. Based on my math, the Porsche added nearly 50 miles of range for every 5 minutes of max charging. In the time it takes to hit the bathroom and pour a coffee, owners can add about 160 kilometers (100 miles) of range toward the Taycan’s total, estimated at 411 to 450 km (256 to 280 miles) under the new Worldwide Harmonized Light Vehicle Test Procedure. But the U.S. Environmental Protection Agency (EPA) seems to have sandbagged the Porsche, pegging its range at 201 miles, even as test drivers report getting 270 miles or more. Porsche hopes to have 600 of the ultrafast DC chargers up and running in the United States by the end of this year. That 800-volt operation brings other advantages, too. With less current to carry, the wiring is slimmer and lighter, saving 30 kilograms in the electrical harness alone. Also, less current is drawn during hard driving, which reduces heat and wear on the electric motors. Porsche says that’s key to the Taycan’s repeatable, consistent performance. In its normal driving mode, the Turbo S version kicks out 460 kW (617 horsepower) and 1,049 newton meters (774 pound-feet) of torque. The front and back axles each have an electric motor with a robust 600-amp inverter; in other models the front gets 300 amps and the rear gets 600 amps. The Porsche’s other big edge is its race-bred handling. Though this sedan tops 2,310 kg (5,100 pounds), its serenity at boggling speeds is unmatched. Credit the full arsenal of Porsche’s chassis technology: four-wheel-steering, active roll stabilization, and an advanced air suspension offering three levels of stiffness, based on three separate pressurized chambers. Porsche claims class-leading levels of brake-energy recuperation. It’s also Porsche’s most aerodynamic production model, with a drag coefficient of just 0.22, about as good as any mass-production car ever. Porsche invested US $1 billion to develop the Taycan, with $800 million of that going to a new factory in Zuffenhausen, Germany. For a fairer fight with Tesla, a more-affordable 4S model arrives in U.S. showrooms this summer, with up to 420 kW (563 hp) and a base price of $103,800. Audi RS Q8 Mild hybrid, wild ride Base price (est.): US $120,000 Photo: Audi Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR I’m rocketing up a dormant volcano to the highest peak in Spain, Mt. Teide in the Canary Islands. There may be more efficient ways to test a luxury crossover SUV, but none more fun. I’m in the Audi RS Q8, a mild-hybrid version of the Q8, introduced just last year. I’m getting a lesson in how tech magic can make a roughly 2,310-kilogram (5,100-pound) vehicle accelerate, turn, and brake like a far smaller machine. The RS Q8’s pulsing heart is a 4-liter, 441-kilowatt (591-horsepower) twin-turbo V8. It’s augmented by a mild-hybrid system based on a 48-volt electrical architecture that sends up to 12 kW to charge a lithium-ion battery. That system also powers trick electromechanical antiroll bars to keep the body flatter than a Marine’s haircut during hard cornering. An adaptive air suspension hunkers down at speed to reduce drag and center of gravity, while Quattro all-wheel drive and four-wheel steering provide stability. A mammoth braking system, largely shared with the Lamborghini Urus, the Audi’s corporate cousin, includes insane 10-piston calipers up front. That means 10 pressure points for the brake pads against the spinning brake discs, for brawny stopping power and improved heat management and pedal feel. Optional carbon-ceramic brakes trim 19 pounds from each corner. Audi’s engineers fine-tuned it all in scores of trials on Germany’s fabled Nürburgring circuit, which the RS Q8 stormed in 7 minutes, 42 seconds. That’s faster than any other SUV in history. Audi’s digital Virtual Cockpit and MMI Touch center screens are smoothly integrated in a flat panel. A navigation system analyzes past drives to nearby destinations, looking at logged data on traffic density and the time of day. And the Audi Connect, an optional Android app that can be used by up to five people, can unlock and start the Audi. Audi quotes a conservative 3.8-second catapult from 0 to 100 kilometers per hour (62 miles per hour). We’re betting on 0 to 60 mph in 3.5 seconds, maybe less. Mini Cooper SE It offers all-electric sprightliness US $30,750 Photo: Mini Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR I’m on a street circuit at the FIA’s Formula E race in Brooklyn, N.Y., about to take my first all-electric laps in the new Mini Cooper SE during a break in race action. The Manhattan skyline paints a stunning backdrop across the harbor. My Red Hook apartment happens to be a short walk from this temporary circuit; so is the neighborhood Tesla showroom, and an Ikea and a Whole Foods, both equipped with EV chargers. In other words, this densely populated city is perfect for the compact, maneuverable, electric Mini, that most stylish of urban conveyances. It’s efficient, too, as Britain’s Mini first proved 61 years ago, with the front-drive car that Sir Alec Issigonis created in response to the gasoline rationing in Britain following the 1956 Suez crisis. This Mini squeezes 32.6 kilowatt-hours worth of batteries into a T-shaped pack below its floor without impinging on cargo space. At a hair over 1,360 kilograms (3,000 pounds), this Mini adds only about 110 kg to a base gasoline Cooper. With a 135-kilowatt (181-horsepower) electric motor under its handsome hood, the Mini sails past the Formula E grandstand, quickening my pulse with its go-kart agility and its ethereal, near-silent whir. The body sits nearly 2 centimeters higher than the gasoline version, to accommodate 12 lithium-ion battery modules, but the center of gravity drops by 3 cm (1.2 inches), a net boost to stability and handling. Because the Mini has neither an air-inhaling radiator grille nor an exhaust-exhaling pipe, it’s tuned for better aerodynamics as well. A single-speed transmission means I never have to shift, though I do fiddle with the toggle switch that dials up two levels of regenerative braking. That BMW electric power train, with 270 newton meters (199 pound-feet) of instant-on torque, punts me from 0 to 60 miles per hour (0 to 97 kilometers per hour) in just over 7 seconds, plenty frisky for such a small car. The company claims a new wheelspin actuator reacts to traction losses notably faster, a sprightliness that’s particularly gratifying when gunning the SE around a corner. It all reminds me of that time when the Tesla Roadster was turning heads and EVs were supposed to be as compact and light as possible to save energy. The downside is that a speck-size car can fit only so much battery. The Mini’s has less than one-third the capacity of the top Tesla Model S. That’s only enough for a mini-size range of 177 km (110 miles). That relatively tiny battery helps deliver an appealing base price of $23,250, including a $7,500 federal tax credit. And this is still a hyperefficient car: On a subsequent drive in crawling Miami traffic, the Mini is on pace for 201 km (125 miles) of range, though its battery contains the equivalent of less than 0.9 gallon of gasoline. Following a full 4-hour charge on a basic Level 2 charger, you’ll be zipping around town again, your conscience as clear as the air around the Mini. Vintage Fiat 124 Spider, Retooled by Electric GT A drop-in electric-drive system gives new life to an old car—like this 1982 Spider System base price: US $32,500 Photo: Electric GT This modern classic from 1982, retooled by Electric GT, hums along on an electric system that fits the space the engine used to occupy. Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Vintage-car aficionados love to grouse about the time and money it takes to keep their babies running. Electric GT has a better idea: Skip ahead a century. The California company has developed an ingenious plug-and-play “crate motor” that transplants an electric heart into most any vintage gasoline car. I drove an orange 1982 Fiat 124 Spider that Electric GT converted to battery drive. With a relatively potent 89 kilowatts (120 horsepower) and 235 newton meters (173 pound-feet) of torque below its hood, and 25 kilowatt-hours’ worth of repurposed Tesla batteries stuffed into its trunk area, the Fiat can cover up to 135 kilometers (85 miles) of driving range, enough for a couple hours of top-down cruising. Best of all, the system is designed to integrate exclusively with manual-transmission cars, including the Fiat’s charming wood-topped shifter and five forward gears. This romantic, Pininfarina-designed Fiat also squirts to 60 miles per hour in about 7 seconds, about 3 seconds quicker than the original old-school dawdler. Electric GT first got attention when it converted a 1978 Ferrari 308, best known as Tom Selleck’s chariot on the U.S. TV show “Magnum, P.I.,” to electric drive. The company’s shop, north of Los Angeles, is filled with old Porsches, Toyota FJ40s, and other cars awaiting electrification. The crate motors even look like a gasoline engine, with what appears at first glance to be V-shaped cylinder banks and orange sparkplug wires. Systems are engineered for specific cars, and the burliest of the bunch store 100 kWh, enough to give plenty of range. With system prices starting at US $32,500 and topping $80,000 for longer-range units, this isn’t a project for the backyard mechanic on a Pep Boys budget. Eric Hutchison, Electric GT’s cofounder, says it’s for the owner who loves a special car and wants to keep it alive but doesn’t want to provide the regular babying care that aging, finicky machines typically demand. “It’s the guy who says, ‘I already own three Teslas. Now, how do I get my classic Jaguar electrified?’ ” says Hutchison. Components designed for easy assembly should enable a good car hobbyist to perform the conversion in just 40 to 50 hours, the company says. “We’re taking out all the brain work of having to be an expert in battery safety or electrical management,” Hutchison says. “You can treat it like a normal engine swap.” Toyota RAV4 Hybrid A redesigned hybrid system optimizes fuel economy Base price: $29,470 Photo: Toyota Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR The RAV4 is the best-selling vehicle in the United States that isn’t a pickup truck. What’s more, its hybrid offshoot is the most popular gas-electric SUV. No wonder: Forty-four percent of all hybrids sold in America in 2018 were Toyotas. And where many hybrids disappoint in real-world fuel economy, the RAV4 delivers. That’s why this Toyota, whose 2019 redesign came too late to make last year’s Top 10 list, is getting its due for 2020. My own tests show 41 miles per gallon (5.7 liters per 100 kilometers) in combined city and highway driving, 1 mpg better than the EPA rating. Up front, a four-cylinder, 131-kilowatt (176-horsepower) engine mates with an 88-kW (118-hp) electric motor. A 40-kW electric motor under the cargo hold drives the rear wheels. Altogether, you get a maximum 163 kW (219 hp) in all-wheel-drive operation, with no driveshaft linking the front and rear wheels. The slimmer, redesigned hybrid system adds only about 90 kilograms (about 200 pounds) and delivers a huge 8-mile-per-gallon gain over the previous model. Toyota’s new Predictive Efficient Drive collects data on its driver’s habits and combines that with GPS route and traffic info to optimize both battery use and charging. For example, it will use more electricity while climbing hills in expectation of recapturing that juice on the downhill side. And when the RAV4 is riding on that battery, it’s as blissfully quiet as a pure EV. Toyota’s Safety Sense gear is standard, including adaptive cruise control, lane-keeping assist, and automatic emergency braking. Next year will bring the first-ever plug-in hybrid version, which Toyota says will be the most powerful RAV4 yet. Ford Escape Hybrid This SUV has carlike efficiency Base price: US $29,450 Photo: Ford Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Years ago, Americans began abandoning their cars for SUVs. So by now you might think those SUVs would be achieving carlike efficiencies. You’d be correct. Exhibit A: the new Ford Escape Hybrid, with its class-topping EPA rating of 5.7 liters per 100 kilometers (41 miles per gallon)in combined city and highway driving. That’s 1 mpg better than its formidable Top 10 competitor, the Toyota RAV4 Hybrid. Where the Toyota aims for a rugged-SUV look, the Ford wraps a softer, streamlined body around its own hybrid system. That includes a 2.5-L, four-cylinder Atkinson-cycle engine, and a pair of electric motor/generators for a 150-kilowatt (200 horsepower) total. A briefcase-size battery pack, about a third the size of the old Escape Hybrid’s, tucks below the front passenger seat. The Toyota’s rear electric motor drives the rear wheels independently and thus offers only an all-wheel-drive version. The Escape forges a mechanical connection to the rear wheels, allowing both all-wheel drive and front-wheel-drive versions. The latter is lighter and more efficient when you’re not dealing with snow, ice, off-roading, or some combination of the three. The 0-to-60-mph run is dispatched in a whisper-quiet 8.7 seconds, versus 7.5 seconds for the Toyota. The Ford fires back with powerful, smartly tuned hybrid brakes that have more stopping power than either the Toyota or the gasoline-only Escapes can manage. Tech features include a nifty automated self-parking function, evasive-steering assist, and wireless smartphone charging. A head-up display available on the Titanium—Ford’s first ever in North America—projects speed, navigation info, driver-assist status, and other data onto the windshield. FordPass Connect, a smartphone app, lets owners use a smartphone to lock, unlock, start, or locate their vehicle, and a standard 4G LTE Wi-Fi system links up to 10 mobile devices. A plug-in hybrid version will follow later this year with what Ford says will be a minimum 30 miles of usable all-electric range. All told, it’s a winning one-two punch of efficiency and technology in an SUV that starts below $30,000. Aston Martin Vantage AMR High tech empowers retro tech Base price: US $183,081 Photo: Aston Martin Best of Old and New: The AMR blends an actual manual transmission integrated into an adaptive power train and suspension Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Take an Aston Martin Vantage, among the world’s most purely beautiful sports cars. Add a 375-kilowatt (503-horsepower) hand-assembled V8 from AMG, the performance arm of Mercedes-Benz. Assemble a team of engineers led by Matt Becker, Aston’s handling chief and the former maestro of Lotus’s chassis development. Does this sound like the recipe for the sports car of your dreams? Well, that dream goes over the top, with the manual transmission in the new Vantage AMR. Burbling away from Aston’s AMR Performance Centre, tucked along the Nürburgring Nordschleife circuit in Germany, I am soon happily pressing a clutch pedal and finessing the stick shift on the Autobahn. The next thing I know, the Aston is breezing past 300 kilometers per hour (or 186 miles per hour), which is not far off its official 195-mph top speed. That’s a 7-mph improvement over the automatic version. This stick shouts defiance in a world in which the Corvette C8, the Ferrari, the Lamborghini, and the Porsche 911 have sent their manual transmissions to the great scrapyard in the sky. But what’s impressive is how seamlessly the company has integrated this classic technology with the newest tech, including an adaptive power train and suspension. The AMR’s 1,500-kilogram (3,298-pound) curb weight is about 100 kg less than that of an automatic model. The seven-speed manual, a once-maddening unit from Italy’s Graziano, has been transformed. An all-new gearbox was out of the question: No supplier wanted to develop one for a sports car that will have just 200 copies produced this year. So Aston had to get creative with the existing setup. Technicians reworked shift cables and precisely chamfered the gears’ “fingers”—think of the rounded teeth inside a Swiss watch—for smoother, more-precise shifts. A dual-mass flywheel was fitted to the mighty Mercedes V8 to dampen resonance in the driveline so the gearbox doesn’t rattle. The standard Vantage’s peak torque has been lowered from 681 to 625 newton meters (from 502 to 461 pound-feet) to reduce stress on transmission gears. Aston also sweated the ideal placement of shifter and clutch pedal for the pilot. A dual-chamber clutch master cylinder, developed from a Formula One design, moves a high volume of transmission fluid quickly, but without an unreasonably heavy, thigh-killing clutch pedal. A selectable AM Shift Mode feature delivers modern, rev-matching downshifts, eliminating the need for human heel-and-toe maneuvers, with thrilling matched upshifts under full throttle. The Graziano still takes a bit of practice: Its funky “dogleg” first gear sits off to the left, away from the familiar H pattern of shift gates. Second gear is where you’d normally find first, third replaces second, and so on. The layout originated in old-school racing, the idea being that first gear was unneeded, unless you were rolling through the pit lane. The dogleg pattern allows easier shifting from second to third and back without having to slide the shifter sideways. Once acclimated, I can’t get enough: The shifter grants me precise control over the brawny V8, and the Aston’s every balletic move. More improbably, this sweet shifter on the AMR won’t become a footnote in Aston history: It will be an option on every Vantage in 2021. This article appears in the April 2020 print issue as “ 2020 Top 10 Tech Cars.” #Transportation/advanced-cars #Transportation

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