Luxury SUV drivers who want supreme off-road capabilities will be pleased to know that they can finally “go green” on their way to the next polo match. That is because the 2020 Range Rover is now offered as a plug-in hybrid. That means you have the option of driving the 2020 Range Rover P400e as you normally would under gasoline power with 25 MPGs, or you can drive it as a fully electric vehicle for up to 25 miles.
If you ask me, the 2020 Range Rover P400e is the best of both worlds, because it has all of the benefits of a luxury gasoline powered SUV combined with the benefits of an electric vehicle. For instance, the average driver commutes less than 20 miles per day. So if you plug the SUV into a wall outlet every night, you would never have to go to the gas station during the week. But for those weekend road trips, you never have to worry about range anxiety because their are over 100,000 gas stations in the United States.
Electric vehicles no doubt save fuel and are better for the environment due to reduced emissions. But, another key selling point is how quite electric vehicles are to operate. You no longer have a fire breathing gas guzzling motor making a bunch of racket. Instead, you drive down the road an absolute bliss. You want peace and quote in a luxury vehicle. So by all standards, the Range Rover P400e Hybrid should be considered Range Rover’s most luxurious vehicle. I am personally a petrol head, but the eerie sound of nothing is quite soothing under electric only drive mode.
The electric drivetrain component of the Range Rover P400e is also a benefit for off-road use because you have instant and linear torque. If you are rock crawling, you want to be able to give over a bolder slowly do you don’t damage the vehicle.
At a starting price of $95,950, the Range Rover P400e does command a $5,000 premium over the base engine model. But you do get more horsepower, more torque, and better fuel economy. Plus like I said previously, the ability to never go to the gas station again for your normal commute is priceless.
In 2020, roadsters represent the most fun way to get around town on a beautiful day. They use to be the best way to get around the race track too because of their light weight nature. Less steel / aluminum = less weight. But as cars started getting faster and faster, engineers learned the affects of drag at high speeds and discovered that coupes are significantly more aerodynamic. On top of that, consumers began wanting automatic convertible tops, which negated the weight savings due to the electric motors. After that, manufacturers then started putting their most power engines only in coupes; leaving drop top gear heads like myself with less powerful engines.
Mercedes-Benz apparently disagrees with the pack, and has released their AMG GT Convertible in GTR in spec. The “R” stands for race. The boys in Stuttgart deserve an extra 27 pints of beer for this one. It delivers the same 4.0L AMG biturbo V8, suspension components, forged wheels, carbon ceramic brakes, and the same active-aero dynamics as the coupe variant. My particular favorite is the carbon fiber spoiler paired with the “solar beam yellow” metallic paint, so stoplight drag races know you mean business. It is boy racer in all the right ways. I just don’t know if I could pony up $9,900 for a paint color. Click Here To Continue Reading
I was surprised and delighted when I got the call that a Jeep Wrangler was heading to office. That is because I am a bit of a Jeep fanboy. My wife has a Jeep Grand Cherokee parked in the driveway of our home in Florida, and there is a Jeep Wrangler parked in the garage of our family home in Missouri.
The Wrangler has always been a go-anywhere rough and tumble vehicle. It is designed for climbing sand dunes and in Sahara desert, traversing jungles in South America, and rock crawling in Arizona. Its roots tie back to its military days, serving as a light duty transport on the frontlines. The Wrangler has always preferences utility over comfort… until now.
Modern versions of the Wrangler feature new chassis and suspension components in order to give the vehicle a more pleasant ride. Gone are the extreme vibrations at highway speed. It is still a brick driving down the road, but a lower drag coefficient also reduces swaying. The Wrangler also steers better than ever before.
But the best part of the 2020 Jeep Wrangler, in my opinion, is that premium trim levels are available with a powered convertible top. With the press of a button, the top slides back, exposing the majority of the cabin. It delivers a truly open air feeling, without having to remove any panels or unzip any pieces of canvas. And with the top closed, you get a hardtop feel, with very minimum cabin noise. I personally loved, small bursts of sunshine while running errands or coming home from work.
And the reason why the Sahara is the best trim level for the 2020 Jeep Wrangler is because it is posh. Gone are the use of cheap plastics and cloth. Instead, Jeep enthusiasts can enjoy leather seats, aluminum trim, a premium Alpine Sound System, and an 8.4inch touch screen display. The interior quality is better than a $100,000 Mercedes G-Wagen from a couple years ago. The Jeep Wrangler Sahara I described can be had for around $40,000.
One new item for the 2020 model year is that you can now get a Jeep with a 3.0L Diesel motor. This delivers more torque and better fuel economy. With us to 29 miles per gallon, you can take a Wrangler on a road trip and not break the bank. The towing capacity is rated for 3,500 pounds, which means that the 2020 Jeep Wrangler Sahara EcoDiesel can easily tow a boat, a car, or most RVs.
Don’t let the sound of these creature comforts fool you, the latest Wrangler (with the right off road options) is fully capable of outlasting any Overland trail. A two-speed 4X4 transfer case will allow you to get out of any sticky situation with easy. The vehicle also has excellent approach and departure angles.
If you have been itching to get into a new Jeep or thinking about buying your first one, now is the time. It is going to be a long time before Jeep can top the 4th generation JL Wrangler.
Let’s face it, the world is obsessed with SUVs. These family haulers are becoming more and more mainstream, because advance engineering and technology have allowed them to become more fuel efficient and safer. Then you also have companies like BMW who are turning them into rocket ships that are able to outrun super cars from 20 years ago.
I recently got behind the wheel of the BMW X6 M50i. It is BMW’s X6 mid-size coupe (like) SUV, but with a 4.4L twin turbo V8 that produces an impressive 523 horsepower and 553 pounds of torque. All this power means that you can accelerate from 0 to 60 mph faster than a Porsche 911 Cabriolet (4.1 versus 4.2 seconds). It also comes standard with M Sport Brakes, and adaptive M Suspension. For those familiar with the X6 M, this is a slightly tamer and more civilized version. Both vehicles beg you to hit every apex, and produce a nice thunder when you smash the gas pedal. Click Here To Continue Reading
This week I am driving the Jeep Renegade Trailhawk 4X4. What I love about it is that you get can get the full Jeep off-road experience for under $30,000. The Renegade comes standard with two-wheel front-wheel drive, but the upgraded Trailhawk trim adds 4X4 capabilities. You also get a well thought-out premium interior with excellent build quality. The exterior features a unique style that is firmly Jeep, but doesn’t follow the design language (in my opinion) as that of other Jeep models. This is likely because the Jeep Renegade is the first Jeep product to be built exclusively outside of the United States for global markets. Assembly facilities are located in Italy, Brazil, and China. Some may call it a European take on fantastic America brand. I call it a bargain for a fully-loaded Jeep.
It seem like every couple years, I ask “Hyundai what were you thinking???” A brilliantly designed SUV or car graces our presence for a shockingly low sticker price. It offers styling from German, American and Korean car designers with all of the latest luxury car bells and whistles.
This time, Hyundai has given us a coupe-like sedan. I hate using that terminology, because a coupe is a two car in my book. But the industry has now identified it as anything with a sloped rear roofline. The thought process for the 2020 Sonata “sensuous sportiness,” and indeed it is. The 8th generation Sonata is lower, longer and wider. Take off the badging, and I could easily fooled into thinking it comes from a German luxury manufacture like Audi. I wouldn’t be too far actually, because Hyundai’s design team in Germany had a hand in eleganty crafting the design language.
The interior is just as elegantly dressed as the exterior. Visually and to the touch, you will notice that the 2020 Sonata is far superior than anything in its segment. Little details on the door handles, windshield wiper stalk, and textured knobs make the vehicle feel special. It is a kind to a luxury car with the use of leather, high quality plastics, and real aluminum trim. You will also notice two large displays to represent the instrument cluster and the infotainment system.
Unfortuantly for some, and fortunatly for others, the 2020 Sonata looks way faster than it is. When approaching the vehicle, you heart starts throbbing in anticipation to carve canyon roads. Luckily the vehile has a great road manners. It feels well planted at highway speeds and steers with relative percision for the segment. In terms of power, the 2020 Hyundai Sonata isn’t a dog, but the standard 191 horsepower engine pair with a traditional 8-speed automatic makes you loose all sense of sport when you put the hammer down. Having a car that looks sporty and gets good gas milage (38 mpg) is the perfect combination for the average driver. But if you are like me, you need a little extra umph for your daily community.
For those willing to wait a year or two, Hyundai will be blessing you with N-Line Sonata. It will have basically the same interior and exterior. However, the driving dynamics totally change. You feel like you are in a sports sedan. Hyundai let me drive a prototype with a 2.5L turbocharged 4-cylinder that pumps out 290 horsepower and 310 pounds of torque. The engine was mated to an 8-speed wet dual-clutch transmission that shifts as fast as you can pull the paddle on the steering wheel. A little wheel spin will come natural to this vehicle. The Sonata N-Line feels quick off the line, and seemingly offers improved handling characteristics. It felt tighter going into corners, but that may be because I was pushing it harder.
I would be remiss if I didn’t talk about the 2020 Santa’s technology. It has two really cool tecgh features that are shadowed by how great the car is, but are pioneering technology:
First, you can drive the car with your car key. No this isn’t out of some James Bond movie. Using the key you can pull the car forwards or backwards up to 30ft. The feature was designed for individuals who have a narrow garage with filled with “stuff.” But it can also be used when needing to park in tight spaces. Ever park your car in a narrow parking lot, and come back to find that someone parked inches from your door so you can’t get back in? Now you can have the car simply back out of the spot.
Second, do you hate carrying keys? I know I do. We live in the 2020s, where half of the neighborhoods have smart homes that can automatically unlock your front door when you arrive. Why can’t our cars do the same? Hyundai has developed a digital key that uses low power Bluetooth and NFC technology on your smart phone to authenticate your accessibility. The digital key works just like a regular key, but you use your phone. There is a caveat: it only works with Android devices for now. Hyundai is working with Apple to unlock the currently installed hardware in your iPhone to make it possible.
The calendar just rolled over, but the 2020 Hyundai Sonata is posed to be the best non-luxury sedan you can buy this year. I highly recommend one.
This week I am driving the Dodge Charger R/T Scat Pack wide body. What I love about this car is that it means serious business on the racetrack. But it also comfortable enough for long commutes to the office, and large enough to fit kids with car seats. Under the hood is a naturally-aspirated 485 horsepower V8 motor. It is pure muscle car. While it is no Hellcat Red Eye (almost 800hp), it has a similar look and better fuel economy. You can get to the office and back with 25mpg (highway). Standard is four-piston Brembo Brakes, which is awesome. Brembo are often times used on Ferrari and Porsche sports cars, due to their superior design and efficiency.
Remember, just because you are a Dad, it doesn’t mean that you can’t have fun and drive a cool car. Dodge proves this with the Charger R/T Scat Pack.
For those that want the comfort of a mid-size executive sedan on their morning commute, but also want to unwind a little on their way home from the office: I present to you the Mercedes E53 AMG Cabriolet.
Well equipped models feature all of the technology and luxury offered by E-Class sedan. In fact, from the front seat forward, it is almost identical in appearance. Sleek styling on the exterior, and a beautifully dressed dash complete with two large displays on the inside. The leather wrapped seats are soft to the touch and supportive in all the right areas. Depending on how you configure the car, you can also get massaging seats. Surprisingly, the Mercedes E53 AMG Cabriolet is almost as practical as the sedan too. The rear seats are usable for a full-grown adult with the top up or down. And, their is enough truck space for two suit cases or your golf clubs.
What isn’t apparent from the outside is AMG’s new straight six bi-turbo engine that produces 429 horsepower and 384 pounds of torque. It is a great engine for a sporty car. The power curve is very linear with zero turbo-lag. The power output isn’t what I expected though from an AMG model; I was hoping for a rocket ship 0-to-60 mph time and a German muscle car like experience. Instead I got a respectable 4.4 second time and a nice bark from the exhaust. Of course I am just being picky after having the privilege of previously experiencing AMG engines with 12-cylinders and 600+ horsepower. On the plus side of having a more tame engine though, the E53 AMG has impressive fuel economy for an AMG. Up to 26 miles per gallon is great for a larger luxurious performance oriented car. On a weekend sports car, you typically don’t care about fuel economy. But it can get quite annoying having to fill up the tank multiple times throughout the week. The engine sounds quite good thanks to adjustable baffles in the exhaust for loud and quite modes. Handling characteristics are quite nice for this type of vehicle. In sport+ mode, the vehicle hunkers down in the corners. While in comfort mode, the adjustable suspension system minimizes bumps in the road.
Cabriolet is French for convertible. And while the E53 AMG Cabriolet is a true convertible in every sense of the word, I was surprised by how coupe like the car feels with the top up. Gone are the burdens of driving a convertible. The insulated top keeps the cold and heat out very well. It also dampens road noise to traditional fixed roof levels. Even at highway speeds, I could easily forget I am driving a convertible. I credit Mercedes engineers and the advancements in Haartz top materials. But when nature calls, the top goes down in a matter of seconds – even when driving at slow speeds.
All this technology, luxury, and performance comes at a price though. The Mercedes E53 AMG Cabriolet that I tested had a price tag of just under $100,000. For that kind of money you could get Mercedes’ flagship sedan, the S-Class, or the SL-class convertible. But the S-Class wouldn’t be as fun to drive. And the SL isn’t as practical for everyday use.
Many will argue that a panoramic roof or a sunroof with the windows down will deliver the same experience, but nothing compares to the freedom of a true convertible. It will release your stress and quickly put a smile on your face.
Entry level vehicles are often times contrived as being the cheapest way to buy the name plate, versus delivering a taste of what the brand represents. Obviously, the Audi Q3 will never be “as good” as its older brothers, the Q5, Q7 or Q8. But, throughout the years it felt like the baby SUV was the red headed stepchild of the Audi family: With the Q3 not having the same interior design or technology options as its larger SUV siblings.
But that has changed with the all-new Q3. It joins the Audi family as a full-blood member, with a sleek exterior and a plush interior worth of the four-rings badge. The 2019 Audi Q3 feels more like a shrunken SUV versus a lesser Q5 this time around. But in actuality, it is more like a miniature Q8, Audi’s $70,000 flagship SUV. That is because the Q3 is using Audi’s newest design language. The larger and more expensive Q5s and Q7s are still using Audi’s old design language; which is beautiful, but not stunning like its latest rendition on the Q8.
Like on the Audi Q8, the 2019 Audi Q3 features a large touchscreen display that seamlessly blends into the center of the dash. Here you can control a number of infotainment options, but best of all: It has wireless CarPlay. When synced, your phone, while inside your pocket, will appear on the dash to make phone calls, listen to music, navigate, and even find you the best nearby restaurant. The screen on center console is paired with another large display for viewing the instrument cluster; it is dubbed the “Virtual Cockpit.” A slew of information can custom presented here. Giving you focus to traditional gauges, the navigational map, or your music selection.
Like a proper Audi, the interior is a work of art; it is visually pleasing and precision crafted. It does include quite a bit of plastics, but all of the pieces appear to be high quality plastics with a nice finish. Aluminum trim is carefully placed throughout the cabin to give a high tech look. The door handles especially are beautifully crafted. Depending on how you configure your vehicle, additional brushed aluminum inlays, brown natural wood inlays, or orange alcantra inlays can create a unique look. The seats, steering wheel, gear lever, and part of the doors come in genuine leather standard. The options are black, brown, and gray.
The front seats were comfortable and spacious enough for long commutes or road trips despite the deceptively small size of the vehicle. The backseats were also comfortable and offer acceptable legroom. There is also plenty of cargo space for road trips, but if you need extra space, the second row seats fold flush with the rear storage area.
In terms of driving dynamics, the vehicle feels well planted at high speeds on the highway. It also steered wheel at slower speeds around town, and features a good turning radius. It is not a rocket ship, with only 228 horsepower, but it is peppy for a compact SUV. The sprite nature is largely thanks to the motors 258 pounds of torque. That translates into 28 more horsepower and 51 more pounds of torque compared to the previous generation Q3.
Other vehicles in this segment are the Mercedes GLA, BMW X1, and the Lexus UX. The Audi has a way nicer interior than the Mercedes. The Audi is slower than the BMW, but the Audi comes standard with all-wheel-drive and leather seats. The Lexus is cheaper than the Audi by a couple grand, but the Lexus also uses a cheap CVT transmission versus Audi’s eight-speed traditional automatic transmission.
If you want to learn more, I recommend visiting your local Audi dealer and taking a test drive for yourself.
Disclosure: Michelin did not pay me to write this article, however they did provide race passes and travel accommodations for me to attend the Petit LeMans race at Road Atlanta a few weeks ago. In the spirit of full transparency, I paid full price for the last 3 sets of Michelin Pilot Sport tires on my car.
Most automotive industry manufacturers go racing for three reasons: the fame, the glory, and to sell things. Michelin on the other hand is different, they go racing to test their products in extreme conditions. This approach has allowed Michelin stayed on the forefront of tire technology for over 100 years. There greatest achievement was in 1946, when they introduced the radial tire: “a special radial ply design now almost universally used in tires that makes them both durable and flexible.” Then they struck gold again 1992, when they started using silica in their compounds. This formula, which was designed for racing, improves fuel efficiency (important for endurance racing) and enhances both wet and dry grip (important for all cars).
“Motorsports leads to better tires and increased safety.” So to learn about Michelin’s track to street approach, they sent me to Road Atlanta for Le Petit LeMans; the final race of the IMSA Sports Car Championship series. There I learned how every member of their all-volunteer motorsports team has one mission: to test, to learn, and to create a better product.
Le Petit LeMans consists of four classes, but the most relevant to the street is GTLM. It is a factory team only class that represents the fastest and most advanced GT cars on the track. You could easily see these vehicles on the road during your daily commute to the office. Furthermore, all of the participating cars have the same exact wheel size (18 inches) in order to create an even playing field.
Teams are able to choose their tire manufacturer at will, but the vast majority choose Michelin for every race. The decision doesn’t come lightly as the teams still have to pay for the tires no matter which manufacturer they choose. Pricing information was not released to me, but I am guessing that you are looking at somewhere around $60,000 per race in tires alone. Michelin leases tires to teams for a fee in order to reduce the cost of racing. This strategy ensures that competing tire manufactures don’t get access to Michelin’s technology, and it guarantees Michelin engineers access to analyze tire performance after each race.
The best R&D lab in the world can’t simulate the stress a tire endures during a 10+ hour endurance race. Which is why Michelin engineers bring the R&D lab to race track. Realtime data analysis is employed using RFID chips embedded into each tire. This allows engineers to know when each tire goes on to the track and when it gets off. After the race, data is cross referenced with teams to analysis relative weather conditions, the vehicle’s average speed for each set of tires, and how many laps were completed. No other major tire manufacturer is leveraging technology this way.
The data becomes increasingly relevant, because Michelin will often times test new compounds and tread patterns for each race. Michelin’s latest formulas are top secret, however I was told that they include both synthetic and organic materials. They have even gone as far as testing orange peels in the mix.
Before going to Le Petit LeMans at Road Atlanta with Michelin, I thought the main reason to get new tires on my car was because my tread was getting low – replacing a wearable item. Or in the case of collectibles, the tires would start to dry rot.
Now I realize that new tires are actually a performance and safety upgrade. This means that with each new evolution of rubber, my 20 year Porsche will get better and better. In fact a Michelin representative argued that modern Michelin street tires would out perform race tires from 50 years ago. It may look like the same black rubber, but Michelin tires will keep you planted on the race track and your family safer on the road.