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sbknews · 3 years

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2022 Honda CRF450R

After a major evolutionary leap in 21YM the CRF450R receives further refinements for 22YM, offering smoother drivability from new ECU settings, plus a re-valve for the Showa suspension to improve damping balance between front and rear. The frame remains unchanged, and is the exact same frame used on the CRF450RW piloted to back-to-back MXGP World Championships by Tim Gajser in 2019 and 2020. - Introduction The Honda CRF450R has been the benchmark motocrosser since its introduction in 2002. Its package has always aimed to offer its rider – whether amateur enthusiast or pro-racer – total control through balance and agility. Plus, of course, it’s built with the quality, durability and longevity that Honda has long been famed for. And it’s a race bike that has constantly evolved. In 17YM, under a development concept of ‘ABSOLUTE HOLESHOT!’, Europe’s favourite open-class MX machine was given a ground-up redesign, with completely new chassis and a major top end power boost from a brand-new engine. Standard-fit electric start was a convenient addition in 18YM and, for 19YM, an HRC-developed cylinder head upped power and torque considerably; HRC launch control was also added. For 20YM the CRF450R gained Honda Selectable Torque Control (HSTC). Aside from the wheels and fundamental engine architecture, for 21YM the CRF450R was effectively a totally new machine, drawing heavily on developments from the 2019 MX GP championship-winning CRF450RW. And, while the 2020 MXGP championship was a challenge for a variety of reasons, Gajser and HRC secured the title for a second year in a row at the 18th round in Trentino, Italy in November 2020. Backed up by this continued proof of its top level racing pedigree, the 22YM CRF450R features further refinements to engine and suspension. And it remains, at its core, an HRC racer it is possible to buy.

2021 Honda CRF450R - Model Overview The redesigned 21YM CRF450R was based on the development theme of ‘RAZOR-SHARP CORNERING’, centred around stronger low/mid-range torque, ultra-accurate handling and rider-friendly ergonomics. The new (2kg lighter) frame and swingarm’s rigidity balance were combined with a tighter chassis geometry and heightened ground clearance to target peak cornering performance. HRC’s engine knowhow delivered strong low- to mid-range torque and the revised decompressor system gave more consistent off-the-bottom driveability. A new hydraulic clutch and comprehensive electronics package ensured that the new bike’s ergonomics made it easier for the rider to go consistently fast throughout a race – helping not only MXGP riders but also MX enthusiasts of all ability levels to constantly post optimal lap times. Building on these solid fundamentals from the new 21YM model, for 22YM the CRF450R receives an ECU update boosting drive plus extensive re-valve of the front and rear Showa suspension, elevating damping performance.

2021 Honda CRF450R - Key Features 3.1 Chassis - For 22YM, firmer suspension damping creates more balanced suspension performance - HRC input running through frame, swingarm, rigidity balance and geometry combines for outstanding cornering ability and ease of use, lap after lap - Compact narrow plastics aid rider freedom For 22YM the CRF450R’s chassis is unchanged aside from internal adjustments to the front and rear Showa suspension. The aim for the 22YM evolution is to deliver noticeably improved ‘hold up’ – raising the compression damping ride height of the stroke both front and rear in use – optimising balance between the front and rear of the machine. The Showa 49mm USD coil spring AF2 fork is based on the ‘factory’ unit supplied to MX race teams in the Japanese championship. Through the 21YM update the fork received 5mm more stroke, to 310mm, and increased rigidity for its axle clamps. For 22YM the low-speed shim-stack has been re-valved to generate firmer settings for both compression and rebound damping. Oil volume reduces 8cc to 380cc; there are now 13 adjustment positions (rather than 15) for rebound with 15 for compression, as before. A complete re-valve of the Showa MKE AF2 rear shock’s low-mid- and high-speed shim stack delivers a firmer overall setting for compression damping. There are now 11 adjustment positions for rebound (from the 8 of the previous iteration) and 6 for high and low-speed compression (from 12). Oil volume increases 1cc to 422cc. The 21YM evolutionary leap saw the cycle parts and ergonomics greatly improved. Thanks to narrower main spars the weight of the main frame was reduced by 700g, while the redesigned subframe also saved 320g. The chassis dynamic was also new; with torsional rigidity maintained, lateral rigidity reduced 20% to increase corner speed, traction and steering accuracy. Both top and bottom yokes were redesigned for greater flex, for quicker steering and improved feel, and the aluminium Pro-Link swingarm given a rigidity balance tuned to match the frame. To aid movement around the machine the seat was made shorter, lighter and 10mm lower at the rear compared to the previous design. It was also made easier to remove and install, and maintenance was simplified with only four 8mm bolts securing the bodywork each side. Designed with Computational Flow Dynamics (CFD) for maximum through-flow of air, the radiator shrouds are constructed from one piece of plastic and include a lower vent while the radiator grills are optimised for airflow. The titanium fuel tank holds 6.3L. Standard-fit, lightweight Renthal Fatbar flex for optimal comfort; the top yoke features two handlebar-holder locations for moving the handlebar rearward and forward by 26mm. When the holder is turned 180°, the handlebar can be moved an additional 10mm from the base position, resulting in four unique riding positions. Up front, the twin-piston brake caliper employs 30 and 27mm diameter pistons and 260mm wave-pattern disc; along with low-expansion rate brake hose it gives both a strong feel and consistent staying power. The single-piston rear caliper is matched to a 240mm wave-pattern disc. DID aluminium rims, with directly attached spoke pattern layout are finished in black; the front is a 21 x 1.6in, the rear a 19 x 2.15in. The rear wheel was made both stronger and lighter for 21YM and Dunlop’s MX33F/MX33 soft-terrain tyres are fitted as standard equipment. Rake and trail remain at 27.1°/114mm with 1481mm wheelbase and 336mm ground clearance. Dry weight is 105.8kg. The striking all-red graphic treatment complements the 22YM CRF450R’s aggressive lines.

21YM HONDA CRF450R 3.2 Engine - Revised ECU mapping for 22YM enhances smoother power delivery - Hydraulic clutch gives consistent and light lever feel - Decompressor system delivers improved stall resistance 22YM sees the 449.7cc four-valve Unicam engine unchanged, except for updated ECU mapping further promotes linear throttle control enhancing the boost that it received in 21YM. Those changes for 21YM were very significant. An increase (up to 0.6kW) in peak power above 5,000rpm – accompanied by a stronger low-rpm torque feel – was the result of an extra 1.8L volume (to 4.1L) on the ‘clean’ side. The injector angle, too went from 30° to 60°, spraying fuel all the way back to the butterfly to improve intake efficiency, cooling of the charge and all-important throttle feel. The decompression system was also new: its counterweight moved from the right of the camshaft to the left, giving more stable operation at low rpm with increased stall-resistance. The biggest change was to the twin exhaust ports: like the CBR1000RR-R Fireblade their exit became oval rather than round in shape for improved efficiency. The downpipe was also tucked in 74mm closer to the centre line while the single muffler featured twin resonators to reduce noise while boosting power. Drawn directly from Gajser’s bike was the 8-plate hydraulic clutch. This gives outstanding control and feel at the lever as well as delivering consistent lever clearance under arduous riding conditions. Slippage was also reduced by 85% at peak power. Bore and stroke is set at 96 x 62.1mm with compression ratio of 13.5:1. A gear position sensor allows the use of three specific ignition maps for 1st and 2nd, 3rd and 4th, and 5th. Rock-solid reliability has always been a big factor in the CRF450R’s success and a 5-hole piston oil jet and dual 12mm drum scavenge pump manage all-important lubrication.

21YM HONDA CRF450R 3.3 Electronics - Honda Selectable Torque Control (HSTC) with 3 riding modes (plus OFF) - HRC Launch Control offers 3 start options - Engine Mode Select Button (EMSB) features 3 maps to adjust output character - HRC Setting tool tailors Aggressive and Smooth modes The CRF450R’s HSTC works to minimise rear wheel spin (thus wasted forward drive) and maximise traction. It doesn’t use a wheel speed sensor, and critically maintains feel at the throttle while managing power; ignition timing is retarded and the PGM-FI controlled when the rate of change of rpm is detected to have gone over a set amount. The three Modes differ in drive management level for different riding conditions: Mode 1 intervenes most lightly, and after the longest time – useful for reducing wheelspin and maintaining control in tight corners. Mode 3 has the system intervene more quickly and strongly, and is therefore useful in more slippery, muddy conditions. Mode 2 naturally offers a mid-point between 1 and 3 in terms of speed and strength of intervention. The Launch Control indicator, EFI warning, HSTC and EMSB mode button, and LED indicator are sited on the left handlebar. Pressing and holding the HSTC button for 0.5s will cycle the system to the next mode, with a green LED indication – 1 blink for Mode 1, 2 for Mode 2 and 3 for Mode 3 – to confirm selection. The HSTC system can also be switched off completely. When the engine is turned on, the system uses the last-selected setting. HRC Launch Control gives any rider the best option for a strong start and also has 3 modes to choose from: Level 3 – 8,250rpm, muddy conditions/novice. Level 2 – 8,500rpm, dry conditions/standard. Level 1 – 9,500rpm, dry conditions/expert. Activating HRC Launch Control is easy: to turn on, pull in the clutch and push the Start button on the right. The purple LED will blink once for Level 1 selection. Push the Start button again, for 0.5s or longer, and the LED will blink twice for Level 2. Repeat the process and the LED will blink 3 times, indicating that Level 3 has been chosen. The Engine Mode Select Button (EMSB) alters the engine’s character and three maps are available to suit riding conditions or rider preference: Mode 1 – Standard. Mode 2 – Smooth. Mode 3 – Aggressive. The LED also displays mode selected, but with a blue light. The HRC Setting Tool can deliver an ECU map with a much more easy-going Smooth mode, with gentler throttle response for less experienced riders. It can also inject Aggressive mode with a hyper-sensitive throttle reaction and engine response for race conditions.

21YM HONDA CRF450R - Technical Specifications ENGINE Type Liquid-cooled 4-stroke single cylinder uni-cam Displacement 449.7cc Bore ´ Stroke 96.0mm x 62.1mm Compression Ratio 13.5 : 1 FUEL SYSTEM Carburation Fuel injection Fuel Tank Capacity 6.3 litres ELECTRICAL SYSTEM Ignition Digital CDI Starter Self-Starter DRIVETRAIN Clutch Type Wet type multi-plate Transmission Type Constant mesh, 5-speed,manual Final Drive Chain FRAME Type Aluminium twin tube CHASSIS Dimensions (L´W´H) 2,182 x 827 x 1,267mm Wheelbase 1,481mm Caster Angle 27.1° Trail 114mm Seat Height 965mm Ground Clearance 336mm Weight Dry 105.8kg – wet 110.6kg SUSPENSION Type Front Showa 49mm USD fork Type Rear Showa monoshock using Honda Pro-Link WHEELS Type Front Aluminium, spoke Type Rear Aluminium, spoke Tyres Front 80/100-21-51M Dunlop MX33F Tyres Rear 120/80-19-63M Dunlop MX33 BRAKES Front Single 260mm disk Rear Single 240mm disk All specifications are provisional and subject to change without notice Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors. For more Honda Motorcycles UK news check out our dedicated page Honda Motorcycles UK News or head to the official Honda Motorcycles UK website honda.co.uk/motorcycles.html

21YM HONDA CRF450R

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crazy4tank · 4 years

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Top Non-Harley Baggers For 2020

New Post has been published on https://coolcarsnews.com/top-non-harley-baggers-for-2020/

Top Non-Harley Baggers For 2020

We’re not sure from the status these days, but for many years the particular top-selling motorcycle in the US has been Harley-Davidson’s Street Slip , a powerful, 1, 750cc V-twin with a sleek, batwing-style fairing plus roomy, hard saddlebags that’ll take plenty of cargo. Thanks to its ease and comfort, performance, accommodations, and creature conveniences like a windscreen, stereo, and GPS NAVIGATION, it’s a great bike for most any kind of purpose, whether you’re cruising the particular boardwalk, rolling through the mountains, or even eating up interstate miles.

But if you aren’t necessarily cool to the cathedral of Harley , your options have not been better or more varied. Among the bikes below, in no specific order, might be the right one for you.

Related: The Most Effective Cruisers In 2019

BMW Nited kingdom 1600 B

BMW will not do things by halves, and its K 1600 N bagger is evidence positive, even in this traditionally oriented cruiser segment. It all starts listed below, with an incredibly smooth, liquid-cooled one, 649cc inline six-cylinder mill dishing out a crazy 160 hp plus 129 pound-feet of torque (claimed). Match and finish are excellent, and you also get floorboards, but there’s simply no mistaking this model for a V-twin bagger—the dynamic sloping line could be the first sign that BMW does not subscribe to the usual cruiser styling tropes. While it’s not fully automatic, it really is almost effortless thanks to BMW’s Change Assist and it’s even obtained a reverse gear. What otherwise? Right—there are cruise and grip control, ABS, ride modes, Digital Suspension Adjustment, and a zillion various other high-tech features including standard warmed seats and grips. At just northern of $20K, that’s a lot of beat for your deutsche mark—er, sorry, euro—but that’s partly because there’s simply no standard navigation and the stereo is lame. Which really don’t look like dealbreakers to us. MSRP for that 2020 model is $20, 095.

Ford Gold Wing

Honda totally redesigned its flagship tourer in 2018, deleting the top case, cutting off its girth, and shaving nearly 100 pounds of weight. Exactly what you’re looking at is called simply “Gold Wing” these days. The stripped-down bagger exploits its new, slimmer physical structure fully with that 1, 833cc flat-six mill, which is now free of the additional pounds and can better uncork individuals 125 horses. The Honda-patented double-wishbone front end makes for a plush trip, and the perfectly neutral riding place coupled with a surprisingly deep low fat angle just begs pilots to search out twisty corners. For $23, eight hundred, you can have a bagger unlike every other, replete with all the high-tech accoutrements—full-color screen, cruise control, ABS, stereo, and so forth —and an incredibly responsive powerband along with crisp handling, excellent braking, plus phenomenal suspension. And $1, two hundred more—that’s $25K flat, a full $2, 000 less than a new Street Slip Special—you can have it with DCT, Honda’s groundbreaking automatic transmission. MSRP for the base 2020 model is definitely $23, 800.

Indian Challenger

Like Harley, Indian has solid a wide net in the bagger portion, offering three entire families—the Opposition series, the Chieftain series, as well as the Springfield group, for a whopping overall of 10 models—each with various degrees of touring amenities. The latest plus greatest—and Indian’s admitted shot towards Harley’s Road Glide—is the brand-new liquid-cooled, fixed-fairing Challenger . It packs Indian’s most powerful V-twin yet, the amazing 1, 768cc PowerPlus engine, which usually put out a healthy 103. 1 hp and 113. 1 pound-feet of torque on Cycle World ’s Dynojet dyno . A new throw aluminum chassis uses that motor as a load-bearing component, and there are a more premium level of other pieces too, like a hydraulically adjustable Sibel shock. The all-new front fairing is mounted to the chassis, just like Harley’s Road Glide, as are the 2 storage areas on the inside of the fairing. Strength adjustable windshield? Check. Same 7-inch display screen and Ride Command program, with updated processor, and climate and traffic overlay info because Indian’s other big-bore baggers? Check. The Challenger comes in three minimizes, the Challenger, Challenger Dark Equine, and Challenger Limited, with MSRP starting at $21, 999.

Indian Chieftain Family

The batwing-fairing-ed Chieftain family is its many comprehensive, with five models, many boasting a look that shuns the particular company’s signature neo-retro styling for any sleeker, more modern vibe. But almost all still retain all the now-requisite bagger amenities, including ABS, cruise manage, locking saddlebags, an in-dash, touch screen infotainment system, three selectable trip modes and even a rear-cylinder deactivation function. When we rode the revamped Native indian Chieftain last year, i was already grinning like fools, however it turns out there was more to come: Intended for 2020, the majority of the Chieftains got a significant update in the form of a new 116ci air-cooled V-twin engine with a high-flow cyl-head. The Thunder Stroke 116 is currently available on the Chieftain and regular on the Chieftain Dark Horse, Chieftain Limited, and Chieftain Elite; the particular Chieftain Classic retains the Oklahoma city Stroke 111. Also new with regard to 2020 is the revamped RideCommand infotainment system and app. The Chieftains start at $21, 999 and proceed all the way up to $34, 999.

The Indian Springfield collection, meanwhile, goes the more classic path, with a large valanced fenders as well as a big touring shield (or not one in the case of the Springfield Dark Horse); MSRP starts at $20, 999.

Related: 2019 Indian Chieftain Limited Dyno Operate

Kawasaki Vaquero

Kawasaki’s 1700 Vulcan Vaquero ABS is back pertaining to 2020 with exactly zero modifications, but that doesn’t mean it is still not worth a nearer look, especially from a value perspective. This good-looking V-twin bagger provides most of the same creature comforts since the Street Glide: a frame-mounted fairing, lockable hard saddlebags, a powerful motor, ABS, cruise control, lockable saddlebags, and a stereo. It doesn’t, nevertheless , boast an infotainment system, therefore there’s no full-color touchscreen, simply no GPS, and no wireless Bluetooth connection. Whatever—not everybody wants (or needs, frankly) the distraction of all that technology, and that’s why the 2020 model progresses off the showroom floor for under $17, 000 brand new, with a full three-year factory warranty. If you can do with out all the high-tech toys, that’s quite a sweet deal on a powerful, significant bagger. The MSRP for 2020 model is a budget-friendly $16, 799.

Moto Guzzi MGX-21

Carbon-fiber-reinforced polymer body parts, red valve covers, one, 400c transverse twin engine, 21-inch front wheel—there’s not a lot of the same-old, same-old on Guzzi’s batwinged bagger. When it premiered at Sturgis back in ’17 we loved almost everything regarding it—and as it hasn’t changed whatsoever since then. It’s a visually spectacular bike, with a swooping, voluptuous amount unlike any other, and you’d never ever guess the Moto Guzzi MGX-21 Flying Fortress is based on the Ca 1400 cruiser platform. It delivers an impressive payload of features plus imbues them with distinct Italian sparkle as you can see on the sculpted integrated difficult bags, bar-mounted half fairing along with chopped windscreen, cruise control, plus ABS brakes. It’s all run by the big-inch, four-valve-per-cylinder, air-cooled V-twin splayed out in Guzzi’s well-known perfect-balanced 90-degree vee with the turn longitudinally mounted. That 21-inch front side wheel can get squirrelly at lower speed, but if you learn to anticipate that, no sweat. MSRP intended for 2020 is $21, 990.

Moto Guzzi California 1400 Touring

Classic and classy, the Moto Guzzi Ca 1400 Touring epitomizes a modern-looking bagger, yet still hews close to its classic roots along with long, sweeping lines and curvaceous accents but nothing overly flashy within the styling department. The bike is really a design throwback to Guzzi’s beauty days, running a large touring protect, floorboards, spoke-looking (but alloy) tires and dripping with chrome. From the performance and function perspective, the particular 1400 Touring features all the features a modern rider could want, for example ride-by-wire throttle control, electronic luxury cruise control, dual-channel ABS, and MGCT traction control. There are even three selectable ride modes, which is pretty amazing when you look at the throwback style. The particular 90-degree V-twin engine features 4 valves per cylinder and an extremely peppy 78. 86 pound-feet torque capacity at the rear wheel, delivering the get-up-and-go factor that definitely units this bike apart from the rest of the traditional bagger set. For 2020, the particular MSRP is $18, 490.

Related: Moto Guzzi’s California 1400 Touring: Tested

Yamaha Star Eluder

Yamaha’s newest bagger, the Star Eluder , is really a leaner, meaner riff on the full-dress Venture. It has the same engine, framework, suspension, brakes—heck, you’ll find just about all the underpinnings from its Venture stablemate. That means a grunty air-cooled 113ci (1, 854cc) V-twin engine along with twin counterbalancers outputting 126 pound-feet of torque, and a character that straddles the line between smooth delivery plus traditional V-twin rumble. The ride-by-wire throttle control is also carried more than, but the Eluder’s six-speed transmission functions new ratios to exploit all that low-end torque. Traction control, ABS, plus cruise control are all standard as well, as is the Venture’s infotainment deal, which includes a 7-inch full-color LCD. To help make the Eluder, Yamaha ditched the Venture’s top box, swapped out the large windscreen or dashboard for a shorter one, and changed much of the chrome pieces along with black. With that menacing-looking fairing, the particular Eluder figures to be a solid participant in the big-bore bagger class.

The 2020 Star Eluder will lighten your wallet towards the tune of $22, 499.

Related: 2018 Yamaha Star Eluder Bagger First Appear Review

Related: Riding Harley’s 2020 Road Glide Limited plus CVO Limited

#bagger #Hot Bike - Custom V-Twin Motorcycles

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orbemnews · 4 years

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Auto tendencies of 2020: On-line shopping for, electrical vans and SUVs go off-road once more And sure main tendencies emerged, like a long-awaited embrace of electrical vans and a return to the extra-rugged SUV. One other massive development: looking for a automobile from the Covid-free security of your house. Here is a take a look at a few of the largest tendencies that formed the trade in 2020. Vehicles go electrical Over the course of this 12 months, one factor was clear: America’s obsession with pickup vans is way from over. However there was additionally one other attention-grabbing twist. New advances in battery expertise have made it doable to create electrical variations of those vans with out sacrificing energy and including an excessive amount of to the value, that means the as soon as gas-guzzling behemoths have turn into far more eco-friendly. Ford unveiled a new hybrid F-150, the primary full-hybrid pickup within the US market. It is a precursor to the upcoming totally electrical F-150. We did not simply see electrical variations of already-existing pickup vans, nevertheless. In January, Normal Motors was teasing Hummer followers with an advert through the Tremendous Bowl about its upcoming GMC Hummer EV, a hyper-aggressive electrical pickup truck. And then there have been a slew of different notable entrants to the electrical truck market: Lordstown Motors revealed its strictly-for-business electrical pickup that will probably be constructed at a former GM manufacturing facility in Ohio. Fisker, finest recognized for its deliberate Ocean electrical SUV, dropped hints late this 12 months that it is trying to make a pickup, too. Founder Henrik Fisker even tweeted a picture of a pickup mattress with identify Alaska written on it. Rivian, which had first unveiled its truck, the R1T, again in 2016, lastly revealed the truck’s pricing and particulars about its capabilities. All these vans will ultimately compete in opposition to Tesla’s radical-looking Cybertruck, which was revealed late in 2019. One motive electrical vans have gotten so common is that customers are beginning to belief the expertise, stated Kelley Blue Ebook affiliate editor Allyson Haywood. “If you’re speaking about an electrical truck, there are particular expectations {that a} truck purchaser has, whether or not it is payload capability, towing capability, off-road functionality or some mixture of these,” she stated. “If they’ve considerations that these battery packs usually are not going to outlive, you are not going to have that vary to do what you want that truck to do, they don’t seem to be going to be assured shopping for an electrical truck.” It additionally helps that loads of truck consumers are enterprise homeowners, she stated, who will take a look at the gasoline and upkeep value financial savings of an electrical truck. (Electrical automobiles value much less to keep up as a result of they’ve fewer shifting elements, do not require oil modifications and do not put on out their brakes as rapidly as gasoline or diesel automobiles. Electrical energy additionally tends to value lower than gasoline on a per-mile foundation.) SUVs return to being robust Crossover SUVs, typically simply giant hatchback automobiles with raised suspension, have been wildly common for years. Auto showrooms are overrun with them. However in 2020, the auto trade appeared to rediscover SUVs and vans that have been constructed extra for rocky trails than paved parking tons. Ford reintroduced its famed Bronco, responding to years of demand for the long-out-of-production traditional mannequin. A direct competitor to the Jeep Wrangler, the Bronco has a detachable prime and is meant for rugged off-road use. The Bronco Sport is a barely smaller SUV that is supposed for lighter — however nonetheless fairly critical — off-road use. Normal Motors’ first totally electrical truck, the GMC Hummer EV, can also be a part of this development. It is a 1,000-horsepower all-wheel-drive truck with four-wheel steering that may even drive diagonally if wanted. Not all the brand new SUVs are actually that robust, although. Many SUV consumers actually do not want critical off-road functionality — even when they do enterprise out to a campsite or a trailhead each occasionally. That is the place SUVs like the brand new Chevrolet Trailblazer are available. It is received barely rugged — extra cute, actually — seems to be and it is accessible in all-wheel-drive. Nonetheless, even Trailblazer Activ, probably the most succesful model, is meant extra for grime roads than no roads. That woodsy vibe can also be why Honda redesigned its Ridgeline pickup to look extra rugged, too. And Honda plans to offer the identical remedy for its Pilot and Passport SUVs as a part of an effort to let prospects know that, sure, Honda’s SUVs and vans can get soiled, too. This development comes, coincidentally, simply as coronavirus-rattled automobile consumers who’re itching to get outdoor and away from individuals, stated Haywood. Actually, she stated, it is principally a response to the near-ubiquity of crossovers that appear to be tall automobiles. “I do assume that when individuals purchase a automobile, they wish to have some sense of individuality,” she stated. Automobile procuring strikes on-line One factor that may be attributed to the pandemic was a surge in on-line automobile procuring. This was the 12 months that purchasing automobiles, identical to shopping for all the things else, went on-line in a giant means. Used automobile procuring web site Carvana bought 39% extra automobiles within the third quarter of 2020 than in 2019. Vroom, one other on-line used automobile vendor, bought 59% extra automobiles in that very same interval. These firms’ gross sales have been already rising earlier than, however “the pandemic has simply accelerated all of that, perhaps to the tune of a number of years,” stated Carvana CEO Ernest Garcia. Firstly of 2020, JD Energy started surveying new automobile consumers about their on-line experiences. Between January and April, when lockdowns have been in place in a lot of the USA, the variety of automobile consumers who chosen a automobile on-line elevated by 63%, whereas the proportion of consumers getting credit score approval on-line greater than doubled. On-line automobile procuring has removed from taken over the brand new automobile procuring enterprise, although. Even with these massive shifts on-line, paperwork-intensive elements of the method are, particularly, nonetheless being achieved principally in particular person. As an example, regardless of that massive enhance, solely 20% of latest automobile consumers received credit score approval on-line in April, in response to JD Energy’s knowledge. And solely 15% of automobile consumers received an appraised worth for his or her trade-in automobile on-line. Improved digital processes for these types of issues will assist, stated Christopher Sutton, JD Energy’s vp for automotive retail, as will extra advertising of on-line programs by sellers and automakers. “One factor that we did see that, I believe was very encouraging, is that the purchasers too went by means of the digital expertise did report a greater expertise on stability,” he stated. Supply hyperlink #Auto #Autotrendsof2020:Onlinebuying #buying #Electric #electrictrucksandSUVsgooff-roadagain-CNN #offroad #Online #success #SUVs #trends #trucks

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bmwbestusa · 2 years

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2024 Honda Passport Redesign, Price, Specs

2024 Honda Passport Redesign, Price, Specs – The 2024 Honda Passport is a handy vehicle because of its vast space for luggage and passengers. The Passport is delightfully adequate in many areas, yet those who need more than two rows of seats may wish to consider the three-row Honda Pilot, the Passport’s first cousin. All models have cutting-edge driver assistance technology, from automatic cruise…

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carphotogallery · 4 years

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2022 Honda Pilot Redesign, Interior, Specs & Release Date

2022 Honda Pilot Redesign, Interior, Specs & Release Date #newpilot #honda #suv #lease #loan

2022 Honda Pilot SUV can become one of the most anticipated SUVs on the market. This Honda Pilot has its previous series that was released in 2020. It went pretty well on the market as it became a good competitor.

Thus, people are waiting for this next Honda Pilot. Will there be any dramatic changes? Well, there will be some changes; however, we are still waiting for the official updates.

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crazy4tank · 4 years

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Top Non-Harley Baggers For 2020

New Post has been published on https://coolcarsnews.com/top-non-harley-baggers-for-2020/

Top Non-Harley Baggers For 2020

But if you aren’t necessarily cool to the cathedral of Harley , your options have not been better or more varied. Among the bikes below, in no specific order, might be the right one for you.

Related: The Most Effective Cruisers In 2019

BMW Nited kingdom 1600 B

Ford Gold Wing

Indian Challenger

Indian Chieftain Family

Related: 2019 Indian Chieftain Limited Dyno Operate

Kawasaki Vaquero

Moto Guzzi MGX-21

Moto Guzzi California 1400 Touring

Related: Moto Guzzi’s California 1400 Touring: Tested

Yamaha Star Eluder

The 2020 Star Eluder will lighten your wallet towards the tune of $22, 499.

Related: 2018 Yamaha Star Eluder Bagger First Appear Review

Related: Riding Harley’s 2020 Road Glide Limited plus CVO Limited

#bagger #Hot Bike - Custom V-Twin Motorcycles

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fokohow · 4 years

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TOP 20: THE BEST VEHICLES FOR THE FAMILY IN 2020 ACCORDING TO PARENTS MAGAZINE

Once again this year, Parents magazine gets wet by naming its best choices of vehicles for the family. Unlike last year, however, the publication is expanding its list of recommended vehicles to 20 (instead of 10 in 2019). Indeed, the magazine’s list this year includes a few additional categories, with the utility segment making up the majority of the models listed, unsurprisingly.

The magazine also considered the safety assessments carried out by the American institute NHTSA (National Highway Traffic Safety Administration). What’s more, the ‘family’ angle of the top 20 requires a test with child seat expert Abbie Patterson. Patterson, owner of the Super Car Seat Geek company, has tested all types of child booster seats in more than 50 car models.

Finally, automotive columnist Rob Stumpf, took the wheel of the vehicles in the child seat test to evaluate braking, steering, acceleration and a host of other parameters.

Without further ado, here’s the list of the 20 best family vehicles for 2020 according to Parents magazine.

Minivans – Best Value: Kia Sedona

In the minivan segment, Kia Sedona takes home the honours with the best value for money because of its more affordable price in its basic livery. However, the magazine notes that it is not possible to secure three child seats in the second row in the least expensive model. The automatic transmission (from 6 to 8 gears since the 2019 model year) is good for smooth shifting.

Minivans – Best Green Choice: Chrysler Pacifica Hybrid

Chrysler’s representative in the ultra-family minivan segment is currently the only option (in the North American market) marketed with a charging cable. This rechargeable hybrid powertrain lowers average fuel consumption without penalizing performance, while the government rebate is not to be ignored here either. The Pacifica Hybrid will have to watch its back, as we already know that the next Toyota Sienna will be available with a hybrid powertrain.

Minivans – Best choice for large families: Honda Odyssey

Honda’s Odyssey is also an excellent choice, especially since the manufacturer has decided to offer its 10-speed automatic transmission on all trim levels. As reported in the magazine, the versatility of the Odyssey is unparalleled, as the minivan can accommodate up to six child seats at the same time. It’s also the most fun to drive.

Minivans – Best in all weather conditions: Toyota Sienna

Toyota’s Sienna retains its competitive edge once again this year with its optional all-wheel drive system. This increased traction is undoubtedly an asset when road conditions are more difficult, as is its powerful V6 engine, but the Sienna will have to count the Chrysler Pacifica among its direct rivals next year, the American manufacturer having already confirmed the arrival of a four-wheel drive version of its Pacifica.

Three-row SUV – Best Value: Volkswagen Atlas

When the German automaker launched the development of its three-row SUV, it clearly had North America as its target. The magazine was especially seduced by the affordable price of the SUV in its most accessible version.

Three-row SUV – Better Redesign: Toyota Highlander

The change of model for 2020 does him the greatest good, the former Highlander which had been in service since model year 2014. While the publication praises the new design, it’s also in terms of handling that the Toyota representative has improved, especially in terms of suspension. There’s also the availability of a hybrid version, which isn’t widely available in this group.

Three-row SUV – Best Choice for Large Families: Subaru Ascent

The Subaru Ascent joined the three-row seating party for SUVs about a year ago. Here, the fact that all the vehicle’s liveries are equipped with constant-drive all-wheel drive is meant to be an advantage over the rest of the pack, while the publication pointed out that there are 19 (!) cup holders on board.

Three-row SUV – Best Quiet Ride: Honda Pilot

The Honda Pilot looks almost Acura inside, not only because of its full equipment, but also because of its quiet ride. In fact, the Parents magazine article even goes so far as to compare the Pilot to the Honda Odyssey because the SUV is so comfortable. Unlike the minivan, however, the Pilot still offers the tandem of six- and nine-speed automatic transmissions. In this case, the older of the two (the six-speed one) isn’t necessarily a bad choice!

Three-row SUV – Best safety technologies: Nissan Pathfinder

Aging, the Nissan Pathfinder still seems capable of seducing a publication that mainly observes a vehicle’s family characteristics. Here, the safety systems are convincing, as is that horn blast heard after every drive where one of the rear doors has been opened before or while driving. This device reminds the driver that he or she may have a child – or even a pet – strapped to the rear.

Three-row SUV – Best Design: Mazda CX-9

Mazda is certainly not a brand with countless financial resources, but on the other hand, the design of the most recent seasons seems to appeal to the general public. In fact, despite its introduction in 2017, Mazda’s largest SUV has not aged a single wrinkle. The CX-9’s driving pleasure should not be forgotten either.

Two-row SUV – Best Quiet Ride: Buick Envision

The three-shield division has long been associated with the silence of its interior. The Buick Envision, assembled in China, is no exception to this rule thanks to the noise reduction system.

Parents magazine mentions the excellence of the 2.0-litre 4-cylinder turbocharged engine mated to a nine-speed automatic transmission, but this mill is reserved for the more upscale versions. In the other trim levels, the driver has to deal with a naturally aspirated 2.5-litre 4-cylinder engine and a six-speed transmission only.

Two-row SUV – Best steering system: Chevrolet Equinox

It’s true that the Chevrolet Equinox comes with a reputation for being poorly assembled and less durable than average. But since its redesign for the 2018 model year, the compact SUV does much better in terms of driving experience, and even overall quality. Parents magazine found the Chevrolet’s steering to be particularly precise, while its powertrain is powerful enough.

Two-row SUV – Better space for child seats: Ford Edge

When it comes to space for child seats, the Ford Edge is second to none, according to the publication. This allows for three seats, a rarity in the two-row SUV segment. The Ford Edge is also one of the most comfortable.

Two-Row SUV – Best Redesign : GMC Terrain

Best redesign award for two-row SUVs goes… drum roll – at GMC Terrain! Oddly enough, the redesign was completed for the 2018 model year at the same time as the Chevrolet Equinox, but hey, it’s the magazine’s choice! The article also mentions the more comfortable suspension on the Denali model.

Two-Row SUV – Best Green Choice: Subaru Crosstrek Hybrid

Par les temps qui courent, il faut regarder du côté des VUS purement électriques pour sauver au niveau de la consommation. Mais, fort heureusement, les modèles hybrides ne sont plus aussi rares qu’à l’époque. Subaru fait d’ailleurs le pari que son deuxième Crosstrek Hybride connaisse un peu plus de succès que le premier qui faisait appel à une motorisation hybride conventionnelle. Avec un arrangement rechargeable, il est possible de rouler sur l’énergie du bloc de batteries, mais il ne faut malheureusement pas s’attendre à de grandes distances.

Two-Row SUV – Best choice for long trips: Subaru Forester

The Subaru manufacturer is often named on this list by Parents magazine. The Forester would be the ideal vehicle for expeditions, thanks to its standard all-wheel drive, roof rack and exemplary comfort. You could even add that the Forester’s fuel consumption has been very good for the past few years, a fact made possible by the adoption of a continuously variable transmission.

Sedans – Best Value for a Hybrid: Honda Accord Hybrid

In the arguments listed by Parents magazine, the Honda Accord Hybrid sedan doesn’t cost much more than the regular model, while trunk space is no longer handicapped by a battery stowed behind the rear seat. The Accord Hybrid is also not an unpleasant car to drive.

Sedans – Best in all weather conditions: Subaru Legacy

The manufacturer has made it its hobbyhorse: four-wheel drive guarantees superior traction in winter. The Nissan Altima has joined the Legacy’s direct rivals with an AWD system, but it’s not a permanent type like Subaru’s.

The redesign for 2020 has certainly helped in this case, the sedan can now be ordered with a more energetic 4-cylinder turbocharged flatbed engine.

Sedans – Best sports car: Nissan Maxima

This was its angle of attack when it was redesigned for the 1989 model year in North America. The Four Door Sports Car still stands out from its peers today because of its relatively dynamic driving dynamics. However, Toyota’s effort is worth mentioning with its Avalon XSE, a large sedan that is surprisingly fun to drive. In the United States, there’s also a TRD livery!

Sedans – Best Hybrid Sports Car: Toyota Camry Hybrid

Still, it’s surprising to see that the hybrid versions are now the sportiest in Toyota’s lineup. Even the Camry is no exception to this rule. The manufacturer continues to offer a V6 engine for the more conservative among us, but we have to admit that the hybrid leaning of the mid-size sedan is at least worth a try.

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hondapilotvshighlander · 4 years

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honda pilot vs highlander

Create Your Honda Pilot Vs Highlander A Reality

Honda Pilot Vs Toyota Highlander Redesigned for 2020, the Highlander features an attractive cabin and a comfortable, silent holiday. Meanwhile, the Pilot also delivers a clean ride, a functional cabin, and tons of cargo. Honda Pilot Vs Highlander Both are mid sized three-row crossovers with area for seven, and also each includes a v 6 power train and aerodynamic driveway. Our examples came with price ranges just north of $50,000. Despite all these lots of similarities, Honda and Toyota approached style very differently. The Pilot comes with a rocky decorative which attempts to cover up its mini-van roots with mixed results, along with its spacious inner prioritizes practicality within vanity.

Honda Pilot Vs Toyota Highlander The Highlander, on the other hand, has compact body work and also a flashier cabin that goes it toward the posh end of the spectrum. This all-inclusive active security system comprises a Pre-Collision program with Pedestrian Detection, full speed Range. Dynamic Radar Cruise Control, Lane Departure Alert using Steering Support, Computerized High Beams, Lane Tracing Assist, Together with Road Sign Support. Step Within the Highlander, and You'll detect the following standard technology Android Vehicle, Apple Car Play, Sirus X-m, and an 8-inch multimedia screen. Honda Pilot Vs Highlander You are able to secure those activities about the Honda, so you only have to pay for additional for it. The 20 20 Highlander includes exclusives like Waze, Amazon Alexa, and a class-leading 12.3-inch multimedia display.

It's not any surprise, however, the getting older Honda Pilot can't carry to the new Highlander. From the strong, chiseled new style, into this prosperity of technology selections, the new Toyota Highlander is simply far better in each and every way. Honda Pilot Vs Toyota Highlander 20 20 Toyota Highlander squashes the Honda Pilot in this head to head match. Toyota redesigned the Highlander from the Bottom up for 20 20. Honda Pilot Vs Highlander. Together with a more modern interior and exterior, the Highlander also has enriched driver-assistance technology along with a upgraded info-tainment program. Our top Platinum trim tester has a silver-painted front bumper and rear fascia plus exceptional 20-inch brakes to distinguish it by the lesser Highlanders.

#honda pilot vs highlander

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thefistofartemis · 7 years

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2020 BMW X6 Review

In the beginning, showcased in 2008, BMW X6 has become productively being some of the high-end crossovers that are needed. The modern age bracket of X6 may be the 2020 BMW X6 which can be expected could be the 2020 period design. The most current X6 will cope with Honda Pilot, Audi Q7, and Audi Q5. The changes and upgrades are performed within the new X6. Nevertheless, their state information and facts are even so not spread, but, in spite of this, some estimations in this article can provide any clues relating to the changes and upgrades included in the new BMW X6.

2020 BMW X6 EXTERIOR

The business has not yet still introduced the feature with regards to the exterior styles even so. Having said that, investigating days gone by option, in your new X6, the organization usually may seem to wish to redesign the style to revitalize the appearance. The exterior versions are required will satisfy the needs of superior-class show up in the crossover car or truck. Some changes does apply to supply any huge-high quality aspects in the unique appearance of 2020 BMW X6.

2020 BMW X6 INTERIOR

The cabin section of 2020 BMW X6 can be engrossed in great-superior quality genuine household leather product that will raise the convenience of the vehicle. The infotainment properties will probably be upgraded plus the new Solution crystal monitor that can simpleness the driver to perform your alternatives there. The cabin section is done to become even larger and so the travellers will receive some room with the thought process and likewise lower leg. Inside of the safety features, you will realize the security burglar alarm strategy, electronic rearview camera system, security shopping bags, and the like.

2020 BMW X6 ENGINE

Beneath the hood through the new X6 is going to be fueled by two motors. Initially, it will be the 3.-liter engine capability with 6-brand engine process. It might give you electricity about 300 hp as well as 300 lb-ft . of torque. Second, there are actually the 4.4-liter engine volume with V8 engine model. It offers 445 energy as well as 480 lb-ft of torque. The transmission practice implemented is definitely the 8-pace computerized transmission course of action. The result of the engine applied to 2020 BMW X6 is probably going to result in the automatic to own better energy utilization and acceleration.

2020 BMW X6 RELEASE DATE AND PRICE

The price of 2020 BMW X6 is expected will start from $103,000 for your underside number with the United States market place. The release date from the truck is not best-known. Nonetheless, the revolutionary X6 will most likely be shown first of all within the Nee AutoShow.

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bmwbestusa · 2 years

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New 2024 Honda Passport Specs, Interior, Changes

New 2024 Honda Passport Specs, Interior, Changes – The 2024 Honda Passport is a perfect car because it has a roomy interior and a large cargo area. The Passport is pleasantly capable in many ways, though those who need more than two rows of seating may want to consider the three-row Honda Pilot, the Passport’s first cousin. All models feature cutting-edge driver assistance technology, from…

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perksofwifi · 4 years

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Ford Explorer vs. Chevrolet Traverse: Domestic SUV Duke-Out

Bad news first: Both the 2020 Ford Explorer and 2019 Chevrolet Traverse feature a number of off-putting compromises. Neither is revolutionary on the road, and both come with interiors that must be better in order to justify their price points. Luckily, if you’re a parent in need of an American three-row SUV—in both name and country of origin—with a lot of room for the kiddos, one of these three-row family haulers is still much better than the other.

At just six months old, the 2020 Explorer is an infant—even in car years. When it launched, much hullabaloo was made about the return to a rear-wheel-drive layout, multiple powertrain options, and redesigned-from-the-ground-up chassis. Even sporty ST and fuel-sipping Hybrid versions are available. It seems like Ford wants there to be an Explorer for everyone. The one for us was a 2020 Explorer XLT rear-driver with the base 300-hp 2.3-liter turbo-four that rang in at $47,715. The engine also makes an impressive 310 lb-ft of torque and is paired with a 10-speed automatic.

But despite being brand new in almost every way, the Explorer feels like a step backward for Ford. The biggest reason for this is interior quality, or rather, a serious lack thereof. Inside, there is an abuse of hard, scratchy plastics on the doors and dash, leatherette materials that feel more like rubber than leather, and a myriad of mismatched panels and exposed wiring that belie the Explorer’s price tag. The seats in particular suffer from this lack of quality. The leatherette Ford used to cover them is vegan, and they feel entirely synthetic as a result. Road tester Chris Walton described them as “gooey.”

Turn the Explorer on, and the quality control problems extend beyond the Ford’s physical faults. Ford’s Sync3 infotainment was buggy in this particular tester—even Apple CarPlay was reluctant to work properly. In my four days with the car, CarPlay crashed eight times, most frequently right after startup—and that was just while I was driving it. Features editor Christian Seabaugh reported similar problems on his drives.

“This SUV feels like it was designed to pass a quick once-over by a customer in a dealership,” Seabaugh said. “But the second anyone has to live with it, they’ll be disappointed.”

Life doesn’t get much better inside the Traverse, however.

Plastics rule the day inside the big Chevy, despite what our Premier trim level might lead buyers to believe. You can have your pick of whichever you like, too: Gloss-black, scratchy, smooth plastic that masquerades as metal trim; they’re all here. Even just two years into its life span, the Traverse feels dated on the inside.

Aside from not feeling like a $47,990 vehicle thanks to Chevrolet’s liberal use of low-quality plastics, the interior is also baffling at first. The climate control buttons are crammed together, and there’s no clear demarcation between them. As a result it’s difficult to use the system without looking. The Traverse’s setup is nowhere near as intuitive as those in the Kia Telluride or Honda Pilot.

At this point I’d like to recall one of MotorTrend’s SUV of the Year judging criteria: Performance of Intended Function. It’s the law by which we judge every vehicle we get behind the wheel of. And if you’re looking for a big three-row SUV, you probably need it to haul the family to and from school, practice, work, the vet, and so on. But most of all, you need it to be easy.

Now it’s time for the good news: The Chevrolet Traverse Premier is both better at its intended function and easier to live with than the Ford Explorer.

On the road the Ford’s ride is choppy, as if the car is constantly squirming underneath you—regardless of how smooth or rough the road may be. Not only that, but the Explorer’s steering is vague and it can be hard to place through the bends, which is strange because rear-wheel-drive vehicles are supposed to steer and handle better than front-drivers.

The Ford’s powertrain is sloppy, so much so that even casual drivers would notice. The 2.3-liter I-4 felt strained under the Explorer’s weight, a problem the Traverse’s 3.6-liter V-6 didn’t have. It wheezes into life under load until the turbo bursts onto the scene at around 3,500 rpm. Then the Explorer finally picks up, but it’s all done at around 6,000 rpm and the process starts again. Shifting up early to keep the engine in its powerband would be ideal, but the Ford’s transmission lollygags its shifts when it finally decides to pick one of its 10 gears.

The powertrain in the Traverse is much more cohesive. Its 3.6-liter V-6 makes 310 hp and 266 lb-ft of torque, and drives the front wheels (all-wheel drive is available, too) through a nine-speed automatic, its transmission makes better use of its gears. Despite a little gear whine that makes its way into the cabin, it’s snappier and smarter than the Explorer’s powertrain. Its mid-range and passing acceleration is stronger, and while it’s not perfect, driving the Chevy simply takes less guessworkthan the Ford. Its steering weights up normally and makes the car feel both more pointed and authoritative on the road.

“The Traverse’s suspension is very softly sprung, which results in lots of lean in hard corners,” Seabaugh said. But you don’t want your SUV to drive like a sports car—unless you do, in which case, you’re reading the wrong comparison. Luckily the Traverse’s ride is a nice mix of comfortable and controlled. Overall, the ride is both more comfortable and better sorted than the Explorer’s.

Perhaps most surprising of all was the fuel economy numbers. Sometimes the theory that smaller, turbocharged engines are inherently more efficient falls to pieces—especially in big vehicles like these. The Traverse, despite its EPA rating of 18/27/21 mpg city/highway/combined, actually returned better fuel economy than the Ford, which is rated at 21/28/24mpg. Despite the downsizing, the Ford’s trip computer reported just 18.9 mpg during our test drive, while the Chevy’s registered19.7 mpg. The difference isn’t massive, but it’s a win for the Traverse.

The Traverse’s infotainment system works better, too. There’s no input lag, and the screen is responsive and features crisp animations. Not only that, but CarPlay crashed not once during our time with the car. This head unit appears in a number of other Chevrolet products, but it works well, and Chevy didn’t change something that was natural and easy by replacing physical controls with digital ones, like Ford did.

The Traverse also features cooled seats at this price, something our Explorer didn’t have. If you live where it gets a little toasty, cooled seat are a godsend. On the flip side, our Explorer came with adaptive cruise control, a nicety the Traverse didn’t offer. At this price you’ll just have to pick which one you value more: a cool derriere or an effortless cruise down a long highway.

In back, life is pretty similar in both the Traverse and Explorer. Both come with climate control systems that rear-seat passengers can adjust via controls in the center console, and both have heated captain’s chairs in the second row, too. If you’re in need of a bench back there, both of these SUVs offer second-row bench seating.

Because both of our testers came with the optional captain’s chairs, getting into the third row was relatively easy. That said, the Traverse has a handle that lets you fold down one of the second-row seats on just the right side of the car, like an old school minivan. That’s not only nonsensical, it’s lazy. The Ford’s seats are easier to fold down, too. But once you get in the back you’re cramped in the Ford, whereas the Chevy’s back row feels almost cavernous. I have no doubt three youths could fit back there with little trouble. The Ford, on the other hand, might cramp the soccer team, as it has less leg and shoulder room overall.

Although both of these vehicles have their obvious faults, the Traverse is easier to live with and easier to use than the new Explorer. We don’t believe in inconvenient personal transport here at MotorTrend, and the Explorer is too difficult to recommend because of its glaring faults. The Chevrolet is the more complete package and wins this comparison because of it.

2020 Chevrolet Traverse Premiere (FWD) 2020 Ford Explorer XLT (RWD) DRIVETRAIN LAYOUT Front-engine, FWD Front-engine, RWD ENGINE TYPE 60-deg V-6, alum block/heads Turbocharged I-4, alum block/head VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 222.7 cu in/3,649 cc 138.1 cu in/2,264 cc COMPRESSION RATIO 11.5:1 10.0:1 POWER (SAE NET) 310 hp @ 6,800 rpm 300 hp @ 5,500 rpm TORQUE (SAE NET) 266 lb-ft @ 2,800 rpm 310 lb-ft @ 3,500 rpm REDLINE 6,750 rpm 6,500 rpm WEIGHT TO POWER 14.0 lb/hp 14.6 lb/hp TRANSMISSION 9-speed automatic 10-speed automatic AXLE/FINAL-DRIVE RATIO 3.49:1/2.16:1 3.58:1/2.58:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 17.3:1 16.5:1 TURNS LOCK-TO-LOCK 3.3 3.1 BRAKES, F; R 12.6-in vented disc; 12.4-in vented disc, ABS 13.6-in vented disc; 12.6-in disc, ABS WHEELS 8.0 x 20-in cast aluminum 8.5 x 20-in cast aluminum TIRES 255/55R20 107H (M+S) Continental Cross Contact LX20 255/55R20 107H (M+S) Pirelli Scorpion Zero DIMENSIONS WHEELBASE 120.9 in 119.1 in TRACK, F/R 67.3/67.0 in 66.9/66.9 in LENGTH x WIDTH x HEIGHT 204.3 x 78.6 x 70.7 in 198.8 x 78.9 x 69.9 in GROUND CLEARANCE 7.5 in 7.9 in APPRCH/DEPART ANGLE 13.3/21.3 deg 20.1/22.0 deg TURNING CIRCLE 39.0 ft 38.7 ft CURB WEIGHT 4,346 lb 4,367 lb WEIGHT DIST, F/R 58/42% 50/50% TOWING CAPACITY 5,000 lb 5,300 lb SEATING CAPACITY 7 6 HEADROOM, F/M/R 41.3/40.0/38.2 in 40.7/40.5/38.9 in LEGROOM, F/M/R 41.0/38.4/33.5 in 43.0/39.0/32.2 in SHOULDER ROOM, F/M/R 62.1/62.2/57.5 in 61.8/61.9/54.6 in CARGO VOLUME, BEH F/M/R 98.2/57.8/23.0 cu ft 87.8/47.9/18.2 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.4 sec 2.2 sec 0-40 3.5 3.5 0-50 4.7 5.0 0-60 6.4 6.8 0-70 8.1 9.1 0-80 10.4 11.8 0-90 13.0 15.5 0-100 16.7 — PASSING, 45-65 MPH 3.2 3.6 QUARTER MILE 14.8 sec @ 94.9 mph 15.3 sec @ 89.6 mph BRAKING, 60-0 MPH 116 ft 121 ft LATERAL ACCELERATION 0.81 g (avg) 0.81 g (avg) MT FIGURE EIGHT 27.2 sec @ 0.64 g (avg) 27.7 sec @ 0.64 g (avg) TOP-GEAR REVS @ 60 MPH 1,750 rpm 1,600 rpm CONSUMER INFO BASE PRICE $46,995 $37,770 PRICE AS TESTED $47,990 $47,715 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes AIRBAGS 7: Dual front, front side, front center, f/m/r curtain 8: Dual front, front side, front knee, f/m/r curtain BASIC WARRANTY 3 yrs/36,000 miles 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles 5 yrs/60,000 miles ROADSIDE ASSISTANCE 5 yrs/60,000 miles 5 yrs/60,000 miles FUEL CAPACITY 19.4 gal 17.9 gal 5 x 25-MI LOOP, VEH. REPORTED* 19.7 mpg 18.9 mpg REAL MPG, CITY/HWY/COMB Not tested 20.1/29.4/23.5 mpg EPA CITY/HWY/COMB ECON 18/27/21 mpg 21/28/24 mpg ENERGY CONS, CITY/HWY 187/125 kW-hrs/100 miles 160/120 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.92 lb/mile 0.82 lb/mile RECOMMENDED FUEL Unleaded regular Unleaded regular *Onboard trip computer averages

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