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newsstand.xml
<rss version="2.0"
xmlns:atom="http://www.w3.org/2005/Atom"
xmlns:content="http://purl.org/rss/1.0/modules/content/">
<channel>
<title>Car News, Car Reviews, Racing and Auto Show Stories | Autoweek</title>
<link>http://autoweek.com</link>
<language>en</language>
<lastBuildDate>Mon, 31 Jul 2017 14:31:13 +0000</lastBuildDate>
<description>Car News, Car Reviews, Racing and Auto Show Stories | Autoweek</description>
<item>
<title>Taking the 2017 Dodge Challenger SRT Hellcat camping on Pikes Peak</title>
<link>http://autoweek.com/article/car-reviews/taking-2017-dodge-challenger-srt-hellcat-camping-pikes-peak</link>
<guid isPermaLink="false">597f218c0e622b340d7c690c</guid>
<pubDate>Mon, 31 Jul 2017 12:24:44 +0000</pubDate>
<content:encoded>
<![CDATA[
<head>
<meta property="og:image" content="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/00000_1.jpg?itok=FOq_ZFgz" />
<meta property="og:image:width" content="1200" />
<meta property="og:image:height" content="675" />
</head>
<SECTION class="type:slideshow"><P>View Gallery (14)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/00000_1.jpg?itok=FOq_ZFgz"><FIGCAPTION>2017 Dodge Challenger SRT Hellcat at Pikes Peak</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/20170623_121517.jpg?itok=2iC3Wmok"><FIGCAPTION>2017 Dodge Challenger SRT Hellcat decklid SRT emblem</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/20170624_092353.jpg?itok=wWE6hr8J"><FIGCAPTION>2017 Dodge Challenger SRT Hellcat with cargo in back seat</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/20170624_184635.jpg?itok=Kfl26JW7"><FIGCAPTION>Cooking on Coleman stove at Pikes Peak</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/20170625_120512.jpg?itok=NCruKogB"><FIGCAPTION>Office on Pikes Peak</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/20170630_100624.jpg?itok=Hh1E-kYg"><FIGCAPTION>Gassing up the 2017 Dodge Challenger Hellcat</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/20170630_103336.jpg?itok=S5mngUFA"><FIGCAPTION>2017 Dodge Challenger SRT Hellcat engine</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/20170630_103406.jpg?itok=8S2wF1EU"><FIGCAPTION>2017 Dodge Challenger SRT Hellcat engine badge</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/img_7326.jpg?itok=OxnN8Ptw"><FIGCAPTION>2017 Dodge Challenger SRT Hellcat LH front view</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/img_7352.jpg?itok=pxV8YjYy"><FIGCAPTION>2017 Dodge Challenger SRT Hellcat front view</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/_mg_6794.jpg?itok=TCB16uZ7"><FIGCAPTION>2017 Dodge Challenger SRT Hellcat LH front view</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/_mg_6796.jpg?itok=Y_v9dDzp"><FIGCAPTION>2017 Dodge Challenger SRT Hellcat at Pikes Peak</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/_mg_6910.jpg?itok=PUdgzuLi"><FIGCAPTION>2017 Dodge Challenger SRT Hellcat RH front view</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/_mg_6910.jpg?itok=PUdgzuLi"><FIGCAPTION>2017 Dodge Challenger SRT Hellcat RH front view</FIGCAPTION></FIGURE></SECTION><H2 class="header-sub-headline">In which your Race Organizer takes the Hellcat to someone else's race</H2><P>July 28, 2017</P><P>Since I live in Colorado, I make a point of covering the <A href="http://www.ppihc.com/" target="_blank">Pikes Peak International Hill Climb</A> each year, and I camp on the mountain the night before the race. Car camping with a bunch of race fans is always fun, and I have done so on Pikes Peak using vehicles ranging from a <A href="http://autoweek.com/article/car-reviews/2015-lexus-gx460-luxury-race-reporter-review" target="_blank">Lexus GX460</A> to a <A href="http://autoweek.com/article/car-life/heading-pikes-peak-caged-checker-marathon-race-car" target="_blank">fully caged 1978 Checker Marathon race car</A>.</P><P>For <A href="http://autoweek.com/article/racing/race-14115-feet-our-big-2017-pikes-peak-hill-climb-photo-gallery" target="_blank">the 2017 event</A>, I decided practicality didn't matter as much as <EM>inspiring awe</EM> among the race officials and fans, so I drove from Denver and up the mountain in a Destroyer Gray <A href="http://autoweek.com/article/car-reviews/2015-dodge-challenger-srt-hellcat-first-drive" target="_blank">2017 Dodge Challenger SRT Hellcat</A>.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/20170624_092409%280%29.jpg?itok=0-dcwgKa"><FIGCAPTION>2017 Dodge Challenger SRT Hellcat trunk full of camping gear</FIGCAPTION></FIGURE> <P class="">A minivan would have made more sense, but who cares? Photo by Murilee Martin</P>
<P>I had a friend flying in from California to cover the race for <A href="http://www.carplushk.com/" target="_blank">CarPlus Hong Kong</A>, and so I needed to bring camping equipment for two. The Challenger, being a fairly big car, had enough trunk space for <EM>some</EM> of our stuff, but a minivan or SUV would have been made this part of the adventure a bit easier.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/_MG_6794.JPG?itok=RhqrdBPm"><FIGCAPTION>2017 Dodge Challenger Hellcat at Pikes Peak Hill Climb pits</FIGCAPTION></FIGURE> <P class="">Nobody paid much attention to it on the highway, but racers and spectators on the mountain were impressed by the Hellcat. Photo by Murilee Martin</P>
<P>Driving the 70 miles between my house and Pikes Peak, I learned that the Hellcat is a well-behaved, reasonably normal— if noisy— car if you are gentle on the throttle. Giving it a hair too much throttle while turning, however, will liquefy the tires and send the rear end kicking out like a '73 Satellite with a tunnel-rammed 440 doing donuts in a Megadeth-concert parking lot in 1985; the difference is that the mulleted gentleman roasting the Satellite's tires while <A href="https://www.youtube.com/watch?v=mKG3n19GdJI" target="_blank">"The Conjuring"</A> cranks out of his Sparkomatic cassette deck had his foot <EM>mashed</EM> on the throttle, while the Hellcat makes that kind of power happen at about one-third throttle. Strangely, the Hellcat got no attention on the highway, but that all changed when it rumbled into the pits at Pikes Peak, the afternoon before the race.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/20170624_172650.jpg?itok=1435zfCm"><FIGCAPTION>2017 Dodge Challenger Hellcat at Glen Cove parking area on Pikes Peak</FIGCAPTION></FIGURE> <P class="">We got the VIP treatment when parking at the campsite. Photo by Murilee Martin</P>
<P>In the pit area on Saturday, and then in the parking lot at the Glen Cove camping area, the Pikes Peak International Hill Climb staffers let me park the car in the choicest spots, and everybody wanted to take a look at the engine. Even the European Porsche fanatics and motorcycle geeks were impressed. I think something Japanese, vintage, and rally-centric, like a Mazda 323 GTX, would have had an even higher approval rating in this setting, but not by much.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/IMG_7331_0.JPG?itok=dj4zCmjz"><FIGCAPTION>2017 Dodge Challenger SRT Hellcat on Pikes Peak</FIGCAPTION></FIGURE> <P class="">Even well above the treeline, where humans and naturally-aspirated engines gasp for oxygen, the Hellcat has way more power than you need. Photo by Murilee Martin</P>
<P>I wasn't about to be <EM>that dumb car writer</EM> who tumbled a new Hellcat down the side of a mountain while engaged in idiotic hoonery, so I kept a very light foot on the throttle while driving up to the summit on the day before the race. With the laughable power overkill, sticky tires, big ol' Brembo brakes, and stiff suspension, I'll bet this car could climb Pikes respectably quickly with a pro driver at the wheel (<EM>hint, hint, FCA</EM>). </P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/20170624_184926%280%29.jpg?itok=u4dX13HT"><FIGCAPTION>Camping at Glen Cove, Pikes Peak</FIGCAPTION></FIGURE> <P class="">Yes, a Hellcat can carry enough camping equipment to make for a fairly luxurious mountain campsite. Photo by Murilee Martin</P>
<P>I was worried that the Hellcat's not-so-generous ground clearance would cause problems at the camping area, but this turned out to be all asphalt and no problem. After carrying all our gear up the hill to the campsite and setting up the tents, I prepared a Coleman-stove meal of gnocchi with mushroom sauce.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/_MG_6922.JPG?itok=KWCrjHcL"><FIGCAPTION>2017 Dodge Challenger SRT Hellcat on Pikes Peak</FIGCAPTION></FIGURE> <P class="">I came to like the Destroyer Gray paint a lot, maybe because of the name. Photo by Murilee Martin</P>
<P>I <A href="http://autoweek.com/article/racing/race-14115-feet-our-big-2017-pikes-peak-hill-climb-photo-gallery" target="_blank">shot a lot of photos of the race</A> the next day, then joined the hours-long traffic jam of spectators and competitors leaving the mountain when it was all over. The Hellcat didn't even <EM>think</EM> about overheating while idling in an endless stop-and-go creep back down to the highway. We live in the Golden Age of Engines, a time in which 707-horsepower V8s behave docilely in traffic and get well into the double digits in fuel economy.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/20170630_102422.jpg?itok=0Eg0TGqW"><FIGCAPTION>2017 Dodge Challenger SRT Hellcat with Chevelle SS</FIGCAPTION></FIGURE> <P class="">The car on the left has about half the horsepower and weighs about 1,200 pounds less than the car on the right. Photo by Murilee Martin</P>
<P>Later, I got to thinking about the <EM>point</EM> of the Hellcat, especially when I encountered a Chevelle SS 454 convertible (a clone, but with a real big-block and manual transmission) in a Denver parking lot. The muscle cars of the 1960s were smaller, lighter, and <EM>much</EM> less powerful than their 2017 descendants. They handled like cement mixers, overheated in traffic, reeked of leaking fuel and unconsumed hydrocarbons, and suffered from total brake-fade in a single hard deceleration… and yet the uncivilized and, well, <EM>pointless</EM> nature of, say, a 1968 Plymouth Road Runner with 383 engine makes it a lot more fun. I'd like to see FCA stuff a supercharged or turbocharged Pentastar V6 into some unsuspecting member of the Fiat Compact Platform family, for a brutish, torque-steering, uncontrollable front-wheel-drive monster that would make the eager-to-crash Neon SRT4 seem like a tedious rental econobox by comparison.</P>
<UL class="list-inline">
<LI class="model-name bg-model">
<H2>
<A class="oswald" href="http://autoweek.com/buyers-guide/dodge/challenger/2017" target="_blank">
Dodge Challenger </A>
</H2>
</LI>
<LI>
<H2 class="info-title">MSRP</H2>
<H2 class="info-value">
$26,995 </H2>
<P class="info-desc">SXT</P>
<H2 class="info-title">MPG</H2>
<H2 class="info-value">
19 / 30 </H2>
<P class="info-desc">City / HWY</P>
</LI>
<LI class="btn-item bg-model">
<P><A class="btn" href="http://autoweek.com/buyers-guide/dodge/challenger/2017" target="_blank">
Research Dodge Challenger &gt;
</A></P>
</LI>
</UL>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/article-author/public/FreezingAssJunkyardSelfPortrait-800px.jpg?itok=ISasMQK4"><FIGCAPTION>Murilee Martin</FIGCAPTION></FIGURE>
<P>
<A href="http://autoweek.com/authors/murilee-martin" target="_blank">
Murilee Martin </A>
</P><P>
<A class="semour" href="http://autoweek.com/authors/murilee-martin" target="_blank">See more by this author»</A>
</P>
<P>On Sale: Now</P>
<P>Base Price: $62,495</P>
<P>As Tested Price: $71,970</P>
<P>Drivetrain: 6.2-liter supercharged OHV V8, 8-speed automatic transmission, rear-wheel-drive</P>
<P>Output: 707 hp, 650 lb-ft</P>
<P>Curb Weight: 4,448 lbs</P>
<P>Fuel Economy: 13/22/16 mpg(EPA City/Hwy/Combined)
</P>
<P>Observed Fuel Economy: 17.97 mpg</P>
<P>Options: Hellcat Hemi Package 26R ($2,995), Power sunroof ($1,995), Dual carbon stripes ($995), Pirelli P-Zero tires ($695)</P>
<P>Pros: Ridiculous power, turns heads, sounds glorious</P>
<P>Cons: Heavy, wants to crash</P>
<!-- MARFEEL METRICS -->
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</item>
<item>
<title>2017 Mazda 6 quick take: The enthusiast&#039;s midsize sedan</title>
<link>http://autoweek.com/article/car-reviews/2017-mazda-6-quick-take-best-non-german-sedan-you-can-buy</link>
<guid isPermaLink="false">597f218c0e622b340d7c690d</guid>
<pubDate>Mon, 31 Jul 2017 12:24:44 +0000</pubDate>
<content:encoded>
<![CDATA[
<head>
<meta property="og:image" content="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_mazda6_02.jpg?itok=n2AkEhUM" />
<meta property="og:image:width" content="1200" />
<meta property="og:image:height" content="675" />
</head>
<SECTION class="type:slideshow"><P>View Gallery (14)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_mazda6_02.jpg?itok=n2AkEhUM"><FIGCAPTION>2017 Mazda 6 Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_mazda6_03.jpg?itok=psxeoRx7"><FIGCAPTION>2017 Mazda 6 Photo 2</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_mazda6_04.jpg?itok=DRqBSygu"><FIGCAPTION>2017 Mazda 6 Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_mazda6_05.jpg?itok=BtMKl8qw"><FIGCAPTION>2017 Mazda 6 Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_mazda6_06.jpg?itok=DloFf8w_"><FIGCAPTION>2017 Mazda 6 Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_mazda6_07.jpg?itok=727_ttSN"><FIGCAPTION>2017 Mazda 6 Photo 6</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_mazda6_08.jpg?itok=UKEz4Scy"><FIGCAPTION>2017 Mazda 6 Photo 7</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_mazda6_09.jpg?itok=9NnRVGKe"><FIGCAPTION>2017 Mazda 6 Photo 8</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_mazda6_10.jpg?itok=Hfi3gUUd"><FIGCAPTION>2017 Mazda 6 Photo 9</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_mazda6_11.jpg?itok=Z10tgsNw"><FIGCAPTION>2017 Mazda 6 Photo 10</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_mazda6_12.jpg?itok=Eza0EHrW"><FIGCAPTION>2017 Mazda 6 Photo 11</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_mazda6_16.jpg?itok=UuCzjVFD"><FIGCAPTION>2017 Mazda 6 Photo 12</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_mazda6_16.jpg?itok=UuCzjVFD"><FIGCAPTION>2017 Mazda 6 Photo 12</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-224-126/public/IMG_7020.JPG?itok=1iF841qH"><FIGCAPTION>2017 Toyota Sienna Limited Premium AWD with tent</FIGCAPTION></FIGURE></SECTION><H2 class="header-sub-headline">Styling and sporty driving dynamics set Mazda's midsize sedan apart</H2><P>July 27, 2017</P><P><STRONG>What is it?</STRONG> The 6 is Mazda's biggest sedan offering a four-cylinder for power, leather and active safety features on upgraded models and 30 mpg combined.</P><P><STRONG>Key Competitors: </STRONG><A href="http://autoweek.com/article/car-reviews/2015-toyota-camry-xse-review-notes" target="_blank">Toyota Camry</A>, <A href="http://autoweek.com/article/car-news/can-2018-honda-accord-rescue-family-sedan" target="_blank">Honda Accord</A>, <A href="http://autoweek.com/article/car-reviews/2017-nissan-altima-quick-take-quiet-comfy-and-unremarkable" target="_blank">Nissan Altim</A>a, <A href="http://autoweek.com/article/car-reviews/2017-ford-fusion-sport-review-have-your-sport-and-your-sedan-too" target="_blank">Ford Fusion</A></P><P><STRONG>Base Price:</STRONG> $31,530 <STRONG>As Tested:</STRONG> $34,530</P><P><STRONG>Highlights:</STRONG> <A href="http://autoweek.com/vehicles/mazda" target="_blank">Mazda </A>revamped the look of the 6 a few years ago into its current, handsome form and it now sports a 184-hp, 2.5-liter SkyActiv four-cylinder engine under the hood. It can be had with a six-speed manual, but most people will probably stick with the paddle-shifted automatic.</P><P><STRONG>Our Opinion:</STRONG> I’ve said it a million times: I love the Mazda 6. I love mostly everything about the car. I’ll get to the "mostly" part in a sec but for now I say there isn’t a better non-German, non-luxury midsize sedan on the market.</P><P>Mazda’s Kodo design is a welcome change from the competition’s commonplace shapes. Scanning Mazda’s site, there isn’t a car or crossover Mazda offers I don't think looks good. The 6’s long hood and short-ish rear deck, good-looking creases and just the right of chrome help the styling stay new and fresh. The interior looks good, too, and is plenty roomy, comfortable and well built with good materials. Most things within touch range are soft. The brightwork is just a single piece of smooth aluminum-look plastic -- just right. The controls are intuitive and the seats comfortable. Mark Vaughn once wrote “circumstances might force you to buy a car this size and for this cost, but you don’t have to sacrifice sculptural automotive design to get it.”</P><P>Right on.</P><P>The 6’s four is smooth and responsive and 184 hp feels right. There’s some real poke in Sport mode above 3,000 rpm.</P><P>As midsize sedans go you don’t often hear the word "fun." Sometimes, but not always. I submit the 6 is definitely fun. The excellent chassis makes this car among the best front-drivers on the market. It’s that simple. It’s certainly the stiffest front-drive chassis I recall. The ride/handling is excellent -- taut with flat cornering and fine body control around town. The 6 is also a fast, quiet freeway blaster.</P><P>I do have one nit: I don’t like head up display. When I jump into a car it’s usually the first thing I turn off. In the 6 if you don’t want the head-up display on, you have to turn it off every time you start the car. I’ve whined about this before. That’s it. Love everything else about it.</P><P>That 6s start at about $22,000 continues to blow my mind, even if our loaded tester topped $34K.</P><P><EM>--Wes Raynal, editor</EM></P>
<SECTION class="type:slideshow"><P>View Gallery (8)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/2017_mazda6_22.jpg?itok=OKK9UAEF"><FIGCAPTION>2017 Mazda 6 interior Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/2017_mazda6_23.jpg?itok=8Rmle2Vt"><FIGCAPTION>2017 Mazda 6 interior Photo 2</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/2017_mazda6_24.jpg?itok=s44QWuuH"><FIGCAPTION>2017 Mazda 6 interior Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/2017_mazda6_25.jpg?itok=-lxAaten"><FIGCAPTION>2017 Mazda 6 interior Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/2017_mazda6_26.jpg?itok=D4vQDoTy"><FIGCAPTION>2017 Mazda 6 interior Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/2017_mazda6_40.jpg?itok=D8tCFHTt"><FIGCAPTION>2017 Mazda 6 interior Photo 6</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/2017_mazda6_40.jpg?itok=D8tCFHTt"><FIGCAPTION>2017 Mazda 6 interior Photo 6</FIGCAPTION></FIGURE></SECTION>
<H2>
<A href="http://autoweek.com/gallery/car-reviews/gallery-2017-mazda-6-interior" target="_blank">Car Reviews</A>
</H2>
<P><A class="story-title" href="http://autoweek.com/gallery/car-reviews/gallery-2017-mazda-6-interior" target="_blank">Gallery: 2017 Mazda 6 interior</A></P>
<P><STRONG>Options</STRONG>: GT Premium Package (i-Eloop regenerative engine braking system, active grille shutters, shifter LED accent lighting, Bright finish interior trim, nappa leather-trimmed upholstery, heated rear seats, heated steering wheel, steering wheel w/unique stitch, black headliner) ($2,500), gray paint charge ($300), door sill trim plates ($125), cargo mat ($75)</P>
<UL class="list-inline">
<LI class="model-name bg-model">
<H2>
<A class="oswald" href="http://autoweek.com/buyers-guide/mazda/6/2017" target="_blank">
Mazda 6 </A>
</H2>
</LI>
<LI>
<H2 class="info-title">MSRP</H2>
<H2 class="info-value">
$21,945 </H2>
<P class="info-desc">Sport</P>
<H2 class="info-title">MPG</H2>
<H2 class="info-value">
24 / 34 </H2>
<P class="info-desc">City / HWY</P>
</LI>
<LI class="btn-item bg-model">
<P><A class="btn" href="http://autoweek.com/buyers-guide/mazda/6/2017" target="_blank">
Research Mazda 6 &gt;
</A></P>
</LI>
</UL>
<P>
By Autoweek Staff
</P>
<P>On Sale: Now</P>
<P>Base Price: $31,530</P>
<P>As Tested Price: $34,530</P>
<P>Drivetrain: 2.5-liter DOHC I4, FWD, six-speed auto</P>
<P>Output: 184 hp @ 5,700 rpm; 185 lb-ft @ 3,250 rpm</P>
<P>Curb Weight: 3,250 lb</P>
<P>Fuel Economy: 27/35/30 mpg(EPA City/Hwy/Combined)
</P>
<P>Pros: Perfect driving position, great curb appeal</P>
<P>Cons: Head-up display reinitializes after every startup</P>
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<title>2017 Lexus RX350 F Sport quick take: Spicing up a family crossover</title>
<link>http://autoweek.com/article/car-reviews/2017-lexus-rx350-f-sport-quick-take-sportier-not-sporty</link>
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<pubDate>Mon, 31 Jul 2017 12:24:48 +0000</pubDate>
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<SECTION class="type:slideshow"><P>View Gallery (25)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2016_lexus_rx_350_f_sport_001_d13650acf61206e57626fecf560419cae5460935.jpg?itok=LvvCmjuB"><FIGCAPTION>2017 Lexus RX 350 F Sport Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2016_lexus_rx_350_f_sport_002_43a0b7399e40f4dc70b4259cff896c7cd41427a5.jpg?itok=lcIonh7Q"><FIGCAPTION>2017 Lexus RX 350 F Sport Photo 2</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2016_lexus_rx_350_f_sport_003_f97f7506b56853007b97dbf8cf8fa4b65cbcd2fe.jpg?itok=x06bUi3O"><FIGCAPTION>2017 Lexus RX 350 F Sport Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2016_lexus_rx_350_f_sport_004_8c81221e8aa734056b8477b51d7f044f46fa025a.jpg?itok=UfY5JMgN"><FIGCAPTION>2017 Lexus RX 350 F Sport Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2016_lexus_rx_350_f_sport_005_af054fec725d83edc8347b7b8aa6ec4ea70b7b50.jpg?itok=AweLjU3N"><FIGCAPTION>2017 Lexus RX 350 F Sport Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2016_lexus_rx_350_f_sport_006_d0f0e62a3fda81ef3f718d52513104bdf9a8a1a4.jpg?itok=rwBAaruF"><FIGCAPTION>2017 Lexus RX 350 F Sport Photo 6</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2016_lexus_rx_350_f_sport_007_08ade7f20129998116456b0615c23dfff39b221e.jpg?itok=qB6Rn7YT"><FIGCAPTION>2017 Lexus RX 350 F Sport Photo 7</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2016_lexus_rx_350_f_sport_008_a91c6cb24ee649d9cfb479aac9e52e193748a05a.jpg?itok=VWv9FPqu"><FIGCAPTION>2017 Lexus RX 350 F Sport Photo 8</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2016_lexus_rx_350_f_sport_009_273408f1961c32ff816f8cc84673a6b2b0acbfd8.jpg?itok=zyIMSrsE"><FIGCAPTION>2017 Lexus RX 350 F Sport Photo 9</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2016_lexus_rx_350_f_sport_010_bba998c4eaaa9a66695b4406ef8b0cc336cc33cb.jpg?itok=JVDwB_tT"><FIGCAPTION>2017 Lexus RX 350 F Sport Photo 10</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2016_lexus_rx_350_f_sport_011_15402eab6daa31b080212fbd37fa9718ccca2b3b.jpg?itok=JPVobRAv"><FIGCAPTION>2017 Lexus RX 350 F Sport Photo 11</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2016_lexus_rx_350_f_sport_012_ec1cf2278da4439aad7aea0b7f96df4170201c50.jpg?itok=t1waK-w4"><FIGCAPTION>2017 Lexus RX 350 F Sport Photo 12</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2016_lexus_rx_350_f_sport_014_f894d2d98049fea2abf7aed85bd8bb5fb1f2ca5a.jpg?itok=o02-fjH9"><FIGCAPTION>2017 Lexus RX 350 F Sport Photo 13</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2016_lexus_rx_350_f_sport_015_c511f6ea852624290ac31cc65f17f754962eb888.jpg?itok=aCaCDgF6"><FIGCAPTION>2017 Lexus RX 350 F Sport Photo 14</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2016_lexus_rx_350_f_sport_016_47ca17f1d57824d817da867762064088b5ea0a61.jpg?itok=KN48Sb3J"><FIGCAPTION>2017 Lexus RX 350 F Sport Photo 15</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2016_lexus_rx_350_f_sport_017_97d2d9d4dc318763ff143e8fb08f5ef3591d1a0e.jpg?itok=XA9cSfaa"><FIGCAPTION>2017 Lexus RX 350 F Sport Photo 16</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2016_lexus_rx_350_f_sport_018_8ca21897a98c9d268d44fa4302e461b7c9d46f2d.jpg?itok=LBpt8vlF"><FIGCAPTION>2017 Lexus RX 350 F Sport Photo 17</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2016_lexus_rx_350_f_sport_019_502ecf008b935ef8e0c5204649fcae4d7470d03b.jpg?itok=9bfuzSek"><FIGCAPTION>2017 Lexus RX 350 F Sport Photo 18</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2016_lexus_rx_350_f_sport_020_d9489256b2720c598970ea509f1354a2db4936f8.jpg?itok=B0Ul_fMo"><FIGCAPTION>2017 Lexus RX 350 F Sport Photo 19</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2016_lexus_rx_350_f_sport_021_2ced547265726ddbc8c6a71a42c32d3c444d3f8c.jpg?itok=4DK2XpBp"><FIGCAPTION>2017 Lexus RX 350 F Sport Photo 20</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2016_lexus_rx_350_f_sport_023_8330a9c86f00cc4fd526e3af6bd0fcf82b76f4e9.jpg?itok=FwjYHz9d"><FIGCAPTION>2017 Lexus RX 350 F Sport Photo 21</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2016_lexus_rx_350_f_sport_025_7dd32c43e26c7a897ae1e3c141a1bbf9915a4f46.jpg?itok=BL83qQnu"><FIGCAPTION>2017 Lexus RX 350 F Sport Photo 22</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2016_lexus_rx_350_f_sport_027_9ba22ce45a7a5b5604507763e7176076a8e02058.jpg?itok=6Ak7wAET"><FIGCAPTION>2017 Lexus RX 350 F Sport Photo 23</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2016_lexus_rx_350_f_sport_027_9ba22ce45a7a5b5604507763e7176076a8e02058.jpg?itok=6Ak7wAET"><FIGCAPTION>2017 Lexus RX 350 F Sport Photo 23</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-224-126/public/2017_Toyota_Prius_Prime_Advanced_002_FADE50FB678C9A4906C8B68A6917BADCA9790568.jpg?itok=cK0etI4b"><FIGCAPTION>2017 Toyota Prius Prime review and test drive with mpg</FIGCAPTION></FIGURE></SECTION><H2 class="header-sub-headline">Lexus' best-selling RX gets a dose of attitude with the F Sport package</H2><P>July 27, 2017</P><P><STRONG>What is it?</STRONG> The RX350 SUV is Lexus' best selling vehicle. The company moved more than 100,000 last year, most with the 3.5-liter V6. There's also a hybrid version.</P><P><STRONG>Key Competitors:</STRONG> <A href="http://autoweek.com/article/car-reviews/2017-acura-mdx-sport-hybrid-first-drive-big-relative" target="_blank">Acura MDX</A>, <A href="http://autoweek.com/article/car-news/2016-mercedes-benz-gle-quick-take" target="_blank">Mercedes-Benz GLE</A>, <A href="http://autoweek.com/article/car-reviews/2018-audi-q5-first-drive-recasting-lead" target="_blank">Audi Q5</A></P><P><STRONG>Base Price:</STRONG> $51,295 <STRONG>As Tested:</STRONG> $58,760</P><P><STRONG>Highlights:</STRONG> The RX350 F Sport doesn't get a bump in power over the base RX, meaning output stays at 295 hp and 268 lb-ft. The F Sport package does add an adaptive suspension, 20-inch wheels and sportier cabin materials.</P>
<SECTION class="type:slideshow"><P>View Gallery (10)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/2016_lexus_rx_350_f_sport_032_f4acd78d99869dd948c3890612da5ae6137ac765.jpg?itok=S4JKpsZb"><FIGCAPTION>2017 Lexus RX 350 F Sport interior Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/2016_lexus_rx_350_f_sport_033_8b5e1775962d358196efc97e5f75c60e4528885b.jpg?itok=wBhbBjqH"><FIGCAPTION>2017 Lexus RX 350 F Sport interior Photo 2</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/2016_lexus_rx_350_f_sport_034_4002e1454fc503df482f08a7672f45fb8f772042.jpg?itok=wmNO3VDg"><FIGCAPTION>2017 Lexus RX 350 F Sport interior Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/2016_lexus_rx_350_f_sport_036_30c8d42fc50c74b6bf4e400b19235923add9796b.jpg?itok=gD4NynSh"><FIGCAPTION>2017 Lexus RX 350 F Sport interior Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/2016_lexus_rx_350_f_sport_037_d3b2b07f76a2cb976c8e2993e5af9db8c246f1d2.jpg?itok=1nFYKjT-"><FIGCAPTION>2017 Lexus RX 350 F Sport interior Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/2016_lexus_rx_350_f_sport_038_d49ba563566b108cc0d11d44db992917c1d9648c.jpg?itok=KrVz4weI"><FIGCAPTION>2017 Lexus RX 350 F Sport interior Photo 6</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/2016_lexus_rx_350_f_sport_039_2e269bd7f1b161ea2387102fb643f8dead36e504.jpg?itok=WFVfKUir"><FIGCAPTION>2017 Lexus RX 350 F Sport interior Photo 7</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/2016_lexus_rx_350_f_sport_040_521851142625e247e5f289b39b4b980a0b51225b.jpg?itok=6ZSLW263"><FIGCAPTION>2017 Lexus RX 350 F Sport interior Photo 8</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/2016_lexus_rx_350_f_sport_040_521851142625e247e5f289b39b4b980a0b51225b.jpg?itok=6ZSLW263"><FIGCAPTION>2017 Lexus RX 350 F Sport interior Photo 8</FIGCAPTION></FIGURE></SECTION>
<H2>
<A href="http://autoweek.com/gallery/car-reviews/gallery-2017-lexus-rx-350-f-sport-interior" target="_blank">Car Reviews</A>
</H2>
<P><A class="story-title" href="http://autoweek.com/gallery/car-reviews/gallery-2017-lexus-rx-350-f-sport-interior" target="_blank">Gallery: 2017 Lexus RX 350 F Sport interior</A></P>
<P><STRONG>Our Opinion: </STRONG>Where are my super comfortable, supple, snug seats Lexus? That’s where you always come through! There’s something about this driver’s seat, maybe the material is stretched too tightly. It just feels hard on my rear end. And I only noticed because I’m so used to the perfectly formed seats from Toyota’s luxury cousin.</P><P>The rest of the interior on the <A href="http://autoweek.com/article/car-reviews/2016-lexus-rx-350-and-rx-450h-first-drive" target="_blank">RX350</A> F Sport looks upscale. I like the big nav screen that can be split in two halves and the controls are all within reach. For the first time the Lexus mouse/joystick controller annoyed me, normally I don't mind it -- I couldn’t get it to lock in on what I was trying to do. For those who haven’t driven a Lexus, the company uses a little slider knob that works like a mouse to select things on the <A href="http://autoweek.com/article/technology/what-infotainment-autoweek-explains" target="_blank">infotainment </A>screen. It’s a huge pain when you’re trying to play a podcast and you accidentally skip back to the beginning. There’s no good way to jog it forward, except from your phone screen. I now think the RX might benefit from a touch screen.</P><P>The 295-hp V6 has a nice growl and gets this heavy crossover moving in a hurry. Acceleration is smooth and so are shifts from the eight-speed automatic transmission. When I floored it, downshifts came in twos and threes. The brakes are grabby at the top of the pedal stroke, which is great as soon as you get used to it.</P><P>I was in traffic most of my commute and used the&nbsp;radar cruise control almost the whole way home. The RX followed the lines in the road while I kept a light hand on the wheel just in case. It seemed to fade to the right side a little too much, but it never crossed the dotted white lines. The front distance control works OK, keeping about a car length between cars when coming to a full stop. Once traffic moves, it picks up again, but a little more slowly than I’d like. Several times traffic was able to cut into my lane because the RX wouldn’t go until the car ahead was about three lengths or so. Still, it did ease the pressure of the commute. However, until I can nap on my ride home, I don’t really see the point.</P><P>The current RX looks way wilder than the last model. I hate the floating roof look that seems to be in vogue today, but the front is kinda cool, a little angular and aggressive. I noticed that the wheel wells are squared off, which looks a little weird.</P><P>As for luxury midsizers, this is high on the list. The <A href="http://autoweek.com/vehicles/bmw/x3" target="_blank">BMW X3&nbsp;</A>feels sportier, the Mercedes GLC/GLE feels a little more luxurious. This Lexus, like <A href="http://autoweek.com/article/car-reviews/2018-audi-q5-first-drive-recasting-lead" target="_blank">Audi’s Q5</A>, sort of straddles the line.</P><P><EM>--Jake Lingeman, road test editor</EM></P><P><STRONG>Options:</STRONG> 12.3-inch navigation system with Mark Levinson 15-speaker premium audio package ($3,200); Blind spot monitor, intuitive park assist, rear cross traffic alert, automatic braking and panoramic view monitor ($1,865); panorama moonroof ($1,600); color head-up display ($600); touch free power rear door ($200)</P>
<UL class="list-inline">
<LI class="model-name bg-model">
<H2>
<A class="oswald" href="http://autoweek.com/buyers-guide/lexus/rx-350/2017" target="_blank">
Lexus RX 350 </A>
</H2>
</LI>
<LI>
<H2 class="info-title">MSRP</H2>
<H2 class="info-value">
$43,020 </H2>
<P class="info-desc">Base</P>
<H2 class="info-title">MPG</H2>
<H2 class="info-value">
20 / 27 </H2>
<P class="info-desc">City / HWY</P>
</LI>
<LI class="btn-item bg-model">
<P><A class="btn" href="http://autoweek.com/buyers-guide/lexus/rx-350/2017" target="_blank">
Research Lexus RX 350 &gt;
</A></P>
</LI>
</UL>
<P>
By Autoweek Staff
</P>
<P>On Sale: Now</P>
<P>Base Price: $51,295</P>
<P>As Tested Price: $58,760</P>
<P>Drivetrain: 3.5-liter DOHC V6, AWD, 8-speed automatic</P>
<P>Output: 295 hp @ 6,300 rpm; 268 lb-ft @ 4,700 rpm</P>
<P>Curb Weight: 4,387 lb</P>
<P>Fuel Economy: 19/26/22 mpg(EPA City/Hwy/Combined)
</P>
<P>Pros: Smooth V6 with a nice growl</P>
<P>Cons: Big, finicky infotainment screen</P>
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<title>McLaren 570S Spider first drive: Lose nothing but the top</title>
<link>http://autoweek.com/article/car-reviews/2018-mclaren-570s-spider-first-drive-review-photos-specifications-and-pricing</link>
<guid isPermaLink="false">597f21960e622b340d7c6916</guid>
<pubDate>Mon, 31 Jul 2017 12:24:54 +0000</pubDate>
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<SECTION class="type:slideshow"><P>View Gallery (31)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2_52.jpg?itok=unmMjpow"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/3_40.jpg?itok=pGYX-rdB"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 2</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/4_31.jpg?itok=BbT2pIJD"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/5_32.jpg?itok=0PD49UWu"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/6_30.jpg?itok=TjjaeNVf"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/7_25.jpg?itok=yB1FTxTw"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 6</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/8_19.jpg?itok=RvHsSGWv"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 7</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/mclaren-570s-spiderlaunch-1.jpg?itok=yDeBhGbm"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 9</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/mclaren-570s-spiderlaunch-116.jpg?itok=piJT5QCq"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 10</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/mclaren-570s-spiderlaunch-117.jpg?itok=qD0C8oZK"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 11</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/mclaren-570s-spiderlaunch-125.jpg?itok=GD7XP-Uf"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 12</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/mclaren-570s-spiderlaunch-157.jpg?itok=ik4g5KHD"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 13</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/mclaren-570s-spiderlaunch-159.jpg?itok=DQYX3A93"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 14</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/mclaren-570s-spiderlaunch-172.jpg?itok=qVzRN8Fz"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 15</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/mclaren-570s-spiderlaunch-222.jpg?itok=ahH80rv5"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 17</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/mclaren-570s-spiderlaunch-224.jpg?itok=j-3tffzJ"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 18</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/mclaren-570s-spiderlaunch-3.jpg?itok=a1seRDB1"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 19</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/mclaren-570s-spiderlaunch-368.jpg?itok=buw9VNsE"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 20</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/mclaren-570s-spiderlaunch-4.jpg?itok=8onbVLKR"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 21</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/mclaren-570s-spiderlaunch-415.jpg?itok=b3XKkQxE"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 22</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/mclaren-570s-spiderlaunch-416.jpg?itok=OpX6hWDY"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 23</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/mclaren-570s-spiderlaunch-472.jpg?itok=F9eazVmT"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 24</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/mclaren-570s-spiderlaunch-474.jpg?itok=614ZD_lj"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 25</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/mclaren-570s-spiderlaunch-476.jpg?itok=XVTvWSKA"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 26</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/mclaren-570s-spiderlaunch-5.jpg?itok=ogsHDNOL"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 27</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/mclaren-570s-spiderlaunch-60.jpg?itok=Ln9vOjp-"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 28</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/mclaren-570s-spiderlaunch-94.jpg?itok=rr_3OlRe"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 29</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/mclaren-570s-spiderlaunch-217.jpg?itok=3t4ujxz4"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 16</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/mclaren-570s-spiderlaunch-1-2.jpg?itok=dfKoOI73"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 8</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/mclaren-570s-spiderlaunch-1-2.jpg?itok=dfKoOI73"><FIGCAPTION>2018 McLaren 570S Spider first drive Photo 8</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-224-126/public/IMG_7331.JPG?itok=2kteR7JY"><FIGCAPTION>2017 Dodge Challenger SRT Hellcat on Pikes Peak</FIGCAPTION></FIGURE></SECTION><H2 class="header-sub-headline">The Spider makes the 570S even more versatile while remaining as driver-focused as ever. Bring sunscreen.</H2><P>July 26, 2017</P><P>So maybe the McLaren 570S Spider <EM>was</EM> inevitable. Maybe McLaren’s designers penned it a few years ago, right alongside <A href="http://autoweek.com/article/car-reviews/mclaren-570s-first-drive" target="_blank">the coupe</A>, knowing from the start that the carbon-fiber MonoCell II tub underpinning the company’s Sport Series cars could shrug off a fixed roof without going all wet-noodly in the corners. Maybe they had fun, keeping us waiting.</P><P>So what?</P><P>With this new arrival, the 570 trio is complete at last -- it can now be said that there is a McLaren Sports Series offering for everyone in the market for a space-age $200,000-ish two-seater. You’ve got the <A href="http://autoweek.com/article/car-reviews/mclaren-570s-first-drive" target="_blank">coupe</A>, the l<A href="http://autoweek.com/article/drive-reviews/first-drive-570gt-broadens-market-mclarens" target="_blank">uxury-oriented 570GT</A>&nbsp;and now, the open-top toy that is the Spider…</P><P>…except that&nbsp;the Spider is more than an open-top toy. We know that convertibles traditionally come with a certain set of penalties: They’re heavier and often also slower. They creak and groan and sometimes flop their way down the road. They cost more. Yet the new McLaren dodges most (though not all) of these bullets, asking you to make very few real-world compromises to get that open-air experience.</P><P>And it even gains an extra 52 liters of cargo space over the coupe with the top up. Practical!</P><P>On paper, it looks a lot like the rest of the 570 family. Specs are similar to the coupe: 3.8-liter turbocharged V8, seven-speed dual-clutch, rear-wheel drive. Double-wishbone suspension with adaptive dampers and three selectable drive modes (each one noticeably different). Responsive electrohydraulically assisted steering.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/mclaren-570s-spiderlaunch-224_0.jpg?itok=CiIn5oNo"><FIGCAPTION>McLaren 570S Spider first drive rear 3-4 doors open</FIGCAPTION></FIGURE> <P class="">It's fine to be this showy if you can back it up with performance. </P>
<P>True, the 570S Spider weighs 101 pounds more than the coupe (all in the hardtop mechanism, not structural reinforcements). Yet McLaren still says it’s eager to take on all comers in a battle for lower curb weights, probably because it knows that’s the sort of battle it can win. Thanks to its maker’s mastery of lightweight carbon-fiber construction techniques, the 570S Spider is, at 3,302.5 pounds, a few hundred pounds lighter than the <A href="http://autoweek.com/article/new-york-auto-show/audi-r8-loses-its-roof-new-york-auto-show" target="_blank">Audi R8 Spyder</A> (which, granted, has a pair of extra cylinders and a quattro system to haul around) and even shaves a few dozen pounds off the<A href="http://autoweek.com/article/car-reviews/ferrari-488-spider-first-drive-madre-im-coming-home" target="_blank"> Ferrari 488 Spider’s </A>curb weight. Totally dry, it manages to come in at under 3,000 pounds.</P><P>A lower curb weight might not be as scintillating a spec as acceleration (for the Spider, still 0-60 in 3.1 seconds) or top speed (204 mph top up, 196 mph top down). But less mass makes for a livelier car no matter the output of its engine or number of driven wheels, and McLaren’s obsession with weight is heartening -- a sign that remains focused on building driver’s cars, roof or no.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/mclaren-570s-spiderlaunch-438_0.jpg?itok=n4S_WPD7"><FIGCAPTION>McLaren 570S Spider drive review extra cargo space</FIGCAPTION></FIGURE> <P class="">Who could say no to extra cargo space? </P>
<P><STRONG>The Execution</STRONG></P><P>In our tester’ eye-searing coat of<A href="http://autoweek.com/article/car-reviews/2016-lamborghini-huracan-spyder-first-drive-review" target="_blank"> Lamborghini-esque</A> Curacao blue rounded out by McLaren orange brake calipers -- a sort of deconstructed Gulf livery -- the 570S Spider comes dangerously close to feeling frivolous. Something you cruise around a resort town in, stuck in second gear so everybody notices you.</P><P>You certainly can do that, and people certainly will notice you. But as soon as you escape the gridlock and find an open stretch of road, you’ll discover that this car is wasted on low-speed displays. McLaren brought us to sunny Barcelona for the 570S Spider launch. The program didn’t include a track drive component (though the car would have been up to the challenge). The area’s beautifully constructed and perfectly maintained roads were a great substitute -- a series of flowing, winding ascents and descents peppered with tight switchbacks that failed to elicit even a hint of cowl shake.</P><P>The car isn’t<A href="http://autoweek.com/article/car-reviews/2016-alfa-romeo-4c-now-more-carbon-fiber" target="_blank"> 4C-sized,&nbsp;</A>but it does shrink around you. Tucked behind the wheel, you’re low to the ground and feel immediately connected to the road; McLaren is known for building techy cars, but they are predictable, intuitive cars at their cores. The low mass, precise electrohydraulic steering system -- exactly zero slack on center -- and punchy engine (provided you’re on boost) give the car a sense of immediacy we’ve never quite felt in in the competition, no matter how competent it may be.</P><P>The brake pedal, which controls a set of carbon ceramic discs, is almost the opposite -- it's very stiff and responds to pressure more than it does travel. It takes a little mental recalibration to get on top of it, but the setup is ultimately intended to provide linear, predictable stopping power whether you’re tearing up a track or touring the back roads. You may or may not like it, but it’s a McLaren thing.</P>
<SECTION class="type:slideshow"><P>View Gallery (19)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/mclaren-570s-spiderlaunch-182.jpg?itok=RY-sLGb_"><FIGCAPTION>2018 McLaren 570S Spider first drive interior Photo 2</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/mclaren-570s-spiderlaunch-181.jpg?itok=47mq2Y7c"><FIGCAPTION>2018 McLaren 570S Spider first drive interior Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/mclaren-570s-spiderlaunch-183.jpg?itok=iIsXRQI1"><FIGCAPTION>2018 McLaren 570S Spider first drive interior Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/mclaren-570s-spiderlaunch-185.jpg?itok=QVnyfyyD"><FIGCAPTION>2018 McLaren 570S Spider first drive interior Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/mclaren-570s-spiderlaunch-195.jpg?itok=vOxpjI1K"><FIGCAPTION>2018 McLaren 570S Spider first drive interior Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/mclaren-570s-spiderlaunch-209.jpg?itok=9P4cE6YV"><FIGCAPTION>2018 McLaren 570S Spider first drive interior Photo 6</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/mclaren-570s-spiderlaunch-214.jpg?itok=9i0buepO"><FIGCAPTION>2018 McLaren 570S Spider first drive interior Photo 7</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/mclaren-570s-spiderlaunch-216.jpg?itok=TJ1yiDKa"><FIGCAPTION>2018 McLaren 570S Spider first drive interior Photo 8</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/mclaren-570s-spiderlaunch-423.jpg?itok=7BT5k1RH"><FIGCAPTION>2018 McLaren 570S Spider first drive interior Photo 9</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/mclaren-570s-spiderlaunch-424.jpg?itok=hsm7mvVu"><FIGCAPTION>2018 McLaren 570S Spider first drive interior Photo 10</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/mclaren-570s-spiderlaunch-425.jpg?itok=YmCM954A"><FIGCAPTION>2018 McLaren 570S Spider first drive interior Photo 11</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/mclaren-570s-spiderlaunch-429.jpg?itok=DMjjpXsz"><FIGCAPTION>2018 McLaren 570S Spider first drive interior Photo 12</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/mclaren-570s-spiderlaunch-434.jpg?itok=1AxaVhtm"><FIGCAPTION>2018 McLaren 570S Spider first drive interior Photo 13</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/mclaren-570s-spiderlaunch-438.jpg?itok=fXbv0eBG"><FIGCAPTION>2018 McLaren 570S Spider first drive interior Photo 14</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/mclaren-570s-spiderlaunch-441.jpg?itok=qVZL-kuT"><FIGCAPTION>2018 McLaren 570S Spider first drive interior Photo 15</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/mclaren-570s-spiderlaunch-445.jpg?itok=AybtcpRo"><FIGCAPTION>2018 McLaren 570S Spider first drive interior Photo 16</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/mclaren-570s-spiderlaunch-466.jpg?itok=Wbz1VkJz"><FIGCAPTION>2018 McLaren 570S Spider first drive interior Photo 17</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/mclaren-570s-spiderlaunch-466.jpg?itok=Wbz1VkJz"><FIGCAPTION>2018 McLaren 570S Spider first drive interior Photo 17</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-224-126/public/IMG_7331.JPG?itok=2kteR7JY"><FIGCAPTION>2017 Dodge Challenger SRT Hellcat on Pikes Peak</FIGCAPTION></FIGURE></SECTION>
<H2>
<A href="http://autoweek.com/gallery/car-reviews/gallery-2018-mclaren-570s-spider-first-drive-interior" target="_blank">Car Reviews</A>
</H2>
<P><A class="story-title" href="http://autoweek.com/gallery/car-reviews/gallery-2018-mclaren-570s-spider-first-drive-interior" target="_blank">Gallery: 2018 McLaren 570S Spider first drive interior</A></P>
<P>Of course, nothing here couldn't also be said about the 570S coupe, but we did it all with the top down. Sunscreen was provided.</P><P>All of our test cars came equipped with sport exhausts, which might as well be mandatory; when it comes to discovering its voice, the twin-turbocharged soundtrack can use all the help it can get. Wind it up to toward that 7,500 rpm horsepower peak and it screams, especially in those rocky tunnels blasted out of the Pyrenees (why can’t we drive in tunnels all the time?). Below 3,000 rpm or so, it doesn’t have much to say. A Ferrari V8, this motor is not.</P><P>But even if it isn’t the most progressive, organic-feeling V8 in the world, the twin-turbo 3.8-liter excels at delivering more than ample blasts of power, and the seven-speed dual-clutch is very good at handling it. Automatic mode is effective and generally pretty difficult to throw off-kilter. Switch to manual mode and use the wheel-mounted shifter paddles, and it is possible to bog yourself down while exiting a corner if you don’t set yourself up in a low enough gear. That’s partly a function of the motor’s powerband, but we actually like the fact that the car’s computer brain won’t override your poor decision-making -- it makes manual mode feel more, well, <EM>manual</EM>, and less like a thin veneer of control.</P><P>(There’s one other complaint, so small in the grand scheme of things that we almost feel bad mentioning it. But here it is: The center-mounted infotainment screen is effectively rendered invisible by polarized sunglasses, which wealthy prospective buyers have been known to own and wear, and even if you take them off, the glare from the sun hitting its high-gloss surface makes it impossible to read anyway. Maybe an anti-glare screen protector would help?)</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/mclaren-570s-spiderlaunch-423_0.jpg?itok=LhH0Gocm"><FIGCAPTION>McLaren 570S Spider drive review interior</FIGCAPTION></FIGURE> <P class="">McLaren is proud to note that all of the switchgear in its cars' cabins is custom-made -- no parts bin sifting here. </P>
<P><STRONG>The Takeaway</STRONG></P><P>Unless you have some philosophical objection to the concept of convertibles, or you plan to spend a lot of the time at the track where every superfluous ounce is an enemy, it’s hard to see why you wouldn’t opt for the 570S Spider over the coupe. We didn’t have the chance to probe vmax with the top down (or up, for that matter), and if you hadn’t told us about the extra weight, we wouldn’t have known it was there.</P><P>There is the matter of cost: With a starting price of $208,800, the 570S Spider carries a $20,200 premium over the coupe. That’s a lot to pay for an extra 52 liters of cargo space, but since they threw a folding top in with the deal, we’ll say it’s a bargain.</P><P>Be warned that if a <A href="http://autoweek.com/article/car-reviews/2018-mclaren-720s-first-drive-review" target="_blank">720S</A> rolls up next to you, it will make your 570S Spider feel a little bit dated; the more expensive Super Series car wears such a radically different look that it makes the rest of the McLaren lineup -- to say nothing of the competition -- seem last-gen. We hope McLaren’s fresh design language and growing expertise cycles down to the Sport Series when the 570S’ replacement comes around.</P><P>But that’s potentially years away. The 570S Spider is an excellent car <EM>right now, </EM>whether or not you’re typically the convertible-buying sort. Like the coupe, it has a few imperfections but no worrying flaws. It’s versatile -- with its folding hardtop, arguably more versatile than any other 570S -- but still feels like an occasion to drive; there's something special about the 570S’ combination of almost delicate lightness and rigidity and meaty, raw power, and not a bit of that specialness is lost in the translation to the Spider. It feels distinct from the competition. It feels like a McLaren.</P><P>McLaren expects that maybe 50 percent of 570S sales going forward will be Spiders. Considering how little you have to give up over the coupe to get the open-sky experience, that should come as no surprise.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/article-author/public/GKozak_400x400_0.jpg?itok=0CHrPTsV"><FIGCAPTION>Graham Kozak</FIGCAPTION></FIGURE>
<P>
<A href="http://autoweek.com/authors/graham-kozak" target="_blank">
Graham Kozak </A>
- Graham Kozak drove a 1951 Packard 200 sedan in high school because he wanted something that would be easy to find in a parking lot. He thinks all the things they're doing with fuel injection and seatbelts these days are pretty nifty too.
</P><P>
<A class="semour" href="http://autoweek.com/authors/graham-kozak" target="_blank">See more by this author»</A>
</P>
<P>Base Price: $208,800</P>
<P>Drivetrain: 3.8-liter turbocharged V8, 7-speed dual-clutch auto, RWD</P>
<P>Output: 562 hp @ 7,500 rpm; 443 lb-ft @ 5,000-6,500 rpm</P>
<P>Curb Weight: 3,302.5 pounds</P>
<P>0-60 MPH: 3.1 seconds</P>
<P>Fuel Economy: 16/23/19 (EPA City/Hwy/Combined)
</P>
<P>Pros: Great handling, low weight and everything we liked about the 570S Coupe, now served al fresco </P>
<P>Cons: Curious brake feel; the 720S makes it feel somewhat last-gen</P>
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<title>2017 Ford Fusion Energi review: Great car, so-so plug-in hybrid</title>
<link>http://autoweek.com/article/car-reviews/2017-ford-fusion-energi-review-great-platform-small-trunk</link>
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<pubDate>Mon, 31 Jul 2017 12:24:41 +0000</pubDate>
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<SECTION class="type:slideshow"><P>View Gallery (9)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017-ford-fusion-energi-1.jpg?itok=Ljkwa9ug"><FIGCAPTION>2017 Ford Fusion Energi Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017-ford-fusion-energi-2.jpg?itok=ETVqZNpM"><FIGCAPTION>2017 Ford Fusion Energi Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017-ford-fusion-energi-3.jpg?itok=a1lxO4OU"><FIGCAPTION>2017 Ford Fusion Energi Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017-ford-fusion-energi-4.jpg?itok=-yspPT6J"><FIGCAPTION>2017 Ford Fusion Energi Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017-ford-fusion-energi-5.jpg?itok=3W0rQbqH"><FIGCAPTION>2017 Ford Fusion Energi Photo 6</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017-ford-fusion-energi-8.jpg?itok=UN2DQDQa"><FIGCAPTION>2017 Ford Fusion Energi Photo 9</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017-ford-fusion-energi-6.jpg?itok=8wfteKeP"><FIGCAPTION>2017 Ford Fusion Energi Photo 7</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017-ford-fusion-energi-6.jpg?itok=8wfteKeP"><FIGCAPTION>2017 Ford Fusion Energi Photo 7</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-224-126/public/2017_golf_gti_6399_0.jpg?itok=pYdyAGTM"><FIGCAPTION>2017 Volkswagen Golf GTI Sport review and test drive</FIGCAPTION></FIGURE></SECTION><H2 class="header-sub-headline">Touchy regenerative brakes and modest all-electric range make for a tough sell in a strong field</H2><P>July 26, 2017</P><P>I like this <A href="http://autoweek.com/article/car-reviews/2017-ford-fusion-sport-review-have-your-sport-and-your-sedan-too" target="_blank">Fusion </A>Energi largely because it’s based on the standard Fusion, a great starting point. It’s high-quality, comfortable, and it looks good inside and out.</P><P>The powertrain is just OK. It drives like a "normal" Fusion, a good thing. Without looking at the instruments showing power output and such, I couldn’t really tell when it was in electric-only mode or when the engine was running or when both were working. So it’s smooth, in other words. Power is decent, sapped largely by -- you guessed it -- the CVT. The ride is tuned toward comfort, and the extra battery weight is barely noticeable. The stop/start works fine – couldn’t really feel it. As we’ve mentioned before, the batteries do whack half of the trunk space.</P><P>My biggest beef, as with most other hybrids I can think of, is brake feel. With regenerative braking, the car is just not smooth. The Energi’s brakes felt mushy and provided inconsistent stopping power. Maybe I need more practice.</P><P>I found the seats simply outstanding. I usually reserve such praise for Volvo’s seats but these are right there with them.</P><P>Supposedly the Energi goes 20 miles on electricity, though not when it’s 12 degrees out; something to consider if you live in the snowbelt.</P><P><EM>--Wes Raynal, editor</EM></P><P><STRONG>OTHER VOICES:</STRONG> The regenerative brakes on this car ruin the whole experience. They have about four inches of spongy, pushback feel and then they grab, hard. On slick surfaces it goes from nothing, with the little regen gauge spinning, to full antilock. I could not get used to it, though on dry ground it’s a lot less noticeable.</P><P>Otherwise, the Fusion is great. I’ve loved the look since it was refreshed in 2013 and normally, it feels like a ton of car for the money. Now, this one is $40K, so it doesn’t feel like such a bargain, but it does offer 40 mpg and 104 mpge. Of course, the <A href="http://autoweek.com/article/car-reviews/2016-chevrolet-volt-review" target="_blank">Volt </A>is about the same price, and you get 50 miles of range instead of 20.</P><P>This Fusion <EM>can</EM> go 610 miles on a full tank of gas and full battery. That’s probably way more than most people can stand in a car without stopping for food or bathroom breaks.</P><P>Like the <A href="http://autoweek.com/article/car-reviews/2016-chevrolet-volt-review" target="_blank">Volt</A>, the Fusion feels zippy with the electric power. It’s quick off the line and will hold at 80 mph on the freeway without a problem. I didn’t really notice the CVT, because I was expecting some sort of weird powertrain combo. CVTs feel much less offensive in plug-in hybrids.</P><P>It’s a mid-heavyweight at about 4,000 pounds, so it feels solid and planted over broken roads. It doesn’t skip sideways over bumps around corners either. There are no clunks from down below, and the cabin is surprisingly quiet too.</P><P>In fact, the cabin is probably the best part about this car, besides maybe the sheetmetal. The seats, like Wes said, are muy comfortable. The rotary shifter is a little weird to get used to, but it reacts like you’d expect it to. It stops at D, with the same amount of detents as a standard automatic shifter. Outward visibility is good and there is plenty of room in the back seats. The trunk space is small with the battery back there, so keep that in mind when traveling with friends.</P><P>The base Fusion starts at about $23K, the Hybrid starts at $26K, and if those brakes bother you, you may have to stick with the non-electric Fusions. At least that’s what I would do.</P><P><EM>--Jake Lingeman, road test editor</EM></P><P>I don’t want to pile on about the brakes, but stopping is the most jarring part of the <A href="http://autoweek.com/article/green-cars/2017-ford-fusion-energi-sports-610-mile-range-33995" target="_blank">Fusion Energi</A> driving experience. It’s a little like the all-or-nothing feel of old drum brakes. Depress the pedal. You’re not really slowing down. Push a little more. Still nothing. Progress further down the pedal travel…just a bit…until at some arbitrary point, whoops, there goes your coffee.</P><P>We often talk about brakes when they’re good and linear. Well, here are some distinctly non-linear ones. I’m not sure how much of it is weather conditions, as Jake suggests, and how much is simply getting to know the car. After a herky-jerky drive home, I woke up the next morning and enjoyed a smooth, electric-assisted drive into work -- frankly, it didn’t take long for me to learn how to stop the damn thing while maximizing regen braking.</P><P>Basically, the Fusion works best if you drive like Hank Hill. That is, you gotta pretend the gas pedal (and the brake pedal) is an egg. Easy, smooth, slow, with lots of looking down the road to maximize coasting/regen time. <EM>That’s</EM> how you keep those goofball animated “efficiency” leaves growing on the instrument cluster.</P><P>Perfectly happy in traffic, at least once you’ve mastered the brake pedal, the Fusion Energi is less suited to open-road hauling. It’s not that the car lacks composure at expressway speeds, it’s just that -- if the onboard efficiency metrics can be believed -- steady-state cruising at 70 or 75 mph seems to quickly drain the onboard battery pack and cut into your overall green driving score (again, per the onboard driving coaches). So, if you’re not tapping the brakes (gently!) on a daily basis, this probably isn’t the right setup.</P><P>Once you adapt to the car, and understand its limitations, it’s more than liveable -- a testament to the Fusion it’s based on. And as much you’ll hate to admit it, when the brake coach says that (laws of thermodynamics aside) you’ve recovered 100 percent of your energy at a stop, you’ll feel at least a small flicker of accomplishment.</P><P>Is this the fuel-sipping sedan for you, though? Let’s assume you need a fuel-efficient commuter that will spend a lot of time in stop-and-go traffic or city driving. Short of brakes and the need to install a home charging station to enjoy the full benefit of the <A href="http://autoweek.com/article/green-cars/2017-ford-fusion-energi-sports-610-mile-range-33995" target="_blank">Fusion Energi’s</A> plug-in hybrid powertrain, the only real sacrifice you’ll have to make here is diminished trunk space -- that's where the battery pack is.</P><P>Yet with green tech advancing rapidly, the whole package feels, at times, half a beat behind. If you were really intent on cutting down on those trips to the gas station, and you can make due with a slightly smaller vehicle, the Chevrolet Volt’s substantially greater (53-mile) EV range and slightly lower pricing make it the more obvious choice.</P><P><EM>--Graham Kozak, associate editor</EM></P><P><STRONG>Options:</STRONG> White Platinum Met Tri-Coat paint including 17-inch premium painted Luster Nickel wheels ($595); enhanced active park assist ($995); adaptive cruise control w/ stop &amp; go ($1,190); voice-activated touchscreen navigation system ($795); Driver Assistance Package including lane keeping assist, blind spot monitor w/ cross traffic alert ($1,320)</P>
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<H2>
<A class="oswald" href="http://autoweek.com/buyers-guide/ford/fusion-energi/2017" target="_blank">
Ford Fusion Energi </A>
</H2>
</LI>
<LI>
<H2 class="info-title">MSRP</H2>
<H2 class="info-value">
$33,120 </H2>
<P class="info-desc">SE Luxury</P>
<H2 class="info-title">MPGe</H2>
<H2 class="info-value">
N/A </H2>
<P class="info-desc">City / HWY</P>
</LI>
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<P>
By Autoweek Staff
</P>
<P>On Sale: Now</P>
<P>Base Price: $34,995</P>
<P>As Tested Price: $39,890</P>
<P>Drivetrain: 2.0-liter I4, plug-in hybrid; FWD, electronic continuously variable transmission</P>
<P>Output: 141 hp @ 6,000 rpm (gas), 118 hp (electric) 188 hp combined; 129 lb-ft @ 4,000 rpm (gas), 117 lb-ft (electric)</P>
<P>Curb Weight: 3,986 lb</P>
<P>Fuel Economy: 43/41/42 mpg; 104/91/97 mpge(EPA City/Hwy/Combined)
</P>
<P>Pros: Smooth powertrain, comfortable cabin</P>
<P>Cons: Perpetually strange brake feel; limited trunk space</P>
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<title>Who wins at VIR: 1987 Porsche 944 Turbo or 2017 Macan GTS?</title>
<link>http://autoweek.com/article/wait-theres-more/who-wins-vir-1987-porsche-944-turbo-or-2017-macan-gts</link>
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<pubDate>Mon, 31 Jul 2017 12:24:41 +0000</pubDate>
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<H2 class="header-sub-headline">Racer David Donohue is at the helm of two very different Porsches</H2><P>July 25, 2017</P><P><A href="https://www.pca.org/panorama/edition/panorama-may-2017" target="_blank">Porsche Panorama</A>, the glossy mag for members of the Porsche Club of America, put together an entertaining new vs. old test for the latest issue. It features ace hotshoe David Donohue putting the 1987 <A href="http://autoweek.com/vehicles/porsche" target="_blank">Porsche</A> 944 Turbo through its paces against one of the new breed, a <A href="http://autoweek.com/article/car-reviews/2017-porsche-macan-gts-review-drivers-crossover" target="_blank">2017 Porsche Macan GTS</A> at Virginia International Raceway.</P><P>The 944 Turbo has less power, but also less weight to throw around; it's also in the proper front-engine, rear-drive format. And it has a manual transmission. The <A href="http://autoweek.com/article/car-reviews/2017-porsche-macan-gts-review-drivers-crossover" target="_blank">Macan GTS</A> is about as far from the 944 as you can get and still be a Porsche. It's all-wheel drive, tall and way more powerful (217 hp vs. 360 hp).</P><P>Who wins? Take a guess, and let Mr. Donohue do his thing.</P>
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<H2>
<A class="oswald" href="http://autoweek.com/buyers-guide/porsche/macan/2017" target="_blank">
Porsche Macan </A>
</H2>
</LI>
<LI>
<H2 class="info-title">MSRP</H2>
<H2 class="info-value">
$47,500 </H2>
<P class="info-desc">Base</P>
<H2 class="info-title">MPG</H2>
<H2 class="info-value">
20 / 25 </H2>
<P class="info-desc">City / HWY</P>
</LI>
<LI class="btn-item bg-model">
<P><A class="btn" href="http://autoweek.com/buyers-guide/porsche/macan/2017" target="_blank">
Research Porsche Macan &gt;
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<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/article-author/public/jake.jpg?itok=R6x70eve"><FIGCAPTION>Jake Lingeman</FIGCAPTION></FIGURE>
<P>
<A href="http://autoweek.com/authors/jake-lingeman" target="_blank">
Jake Lingeman </A>
- Jake Lingeman is Road Test Editor at Autoweek, reviewing cars, reporting on car news, car tech and the world at large.
</P><P>
<A class="semour" href="http://autoweek.com/authors/jake-lingeman" target="_blank">See more by this author»</A>
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<title>2017 Nissan Pathfinder Platinum review: True to its new formula</title>
<link>http://autoweek.com/article/car-reviews/2017-nissan-pathfinder-platinum-drive-review-midsizer-stays-fresh-update</link>
<guid isPermaLink="false">597f218d0e622b340d7c690e</guid>
<pubDate>Mon, 31 Jul 2017 12:24:45 +0000</pubDate>
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<SECTION class="type:slideshow"><P>View Gallery (20)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/p-1_9.jpg?itok=MDJl_s-s"><FIGCAPTION>2017 Nissan Pathfinder Platinum 4WD Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/p-2_6.jpg?itok=_6QKLzxl"><FIGCAPTION>2017 Nissan Pathfinder Platinum 4WD Photo 2</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/p-20_0.jpg?itok=JFyB706U"><FIGCAPTION>2017 Nissan Pathfinder Platinum 4WD Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/p-21_1.jpg?itok=-b1b2Tu5"><FIGCAPTION>2017 Nissan Pathfinder Platinum 4WD Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/p-22_2.jpg?itok=ei7ZoqvP"><FIGCAPTION>2017 Nissan Pathfinder Platinum 4WD Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/p-23_2.jpg?itok=Lz_dbKoG"><FIGCAPTION>2017 Nissan Pathfinder Platinum 4WD Photo 6</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/p-24_1.jpg?itok=OUFAtN0_"><FIGCAPTION>2017 Nissan Pathfinder Platinum 4WD Photo 7</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/p-25.jpg?itok=cTQwDDO-"><FIGCAPTION>2017 Nissan Pathfinder Platinum 4WD Photo 8</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/p-26.jpg?itok=9YKWFIIi"><FIGCAPTION>2017 Nissan Pathfinder Platinum 4WD Photo 9</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/p-30.jpg?itok=PRO-prEr"><FIGCAPTION>2017 Nissan Pathfinder Platinum 4WD Photo 10</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/p-32.jpg?itok=BB7y7Skn"><FIGCAPTION>2017 Nissan Pathfinder Platinum 4WD Photo 11</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/p-33.jpg?itok=XJ1NQb9t"><FIGCAPTION>2017 Nissan Pathfinder Platinum 4WD Photo 12</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/p-4_5.jpg?itok=PQpTw3h5"><FIGCAPTION>2017 Nissan Pathfinder Platinum 4WD Photo 13</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/p-5_3.jpg?itok=8tTtdeGZ"><FIGCAPTION>2017 Nissan Pathfinder Platinum 4WD Photo 14</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/p-6_3.jpg?itok=TvfQVRR1"><FIGCAPTION>2017 Nissan Pathfinder Platinum 4WD Photo 15</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/p-7_3.jpg?itok=QzgVx_my"><FIGCAPTION>2017 Nissan Pathfinder Platinum 4WD Photo 16</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/p-8_1.jpg?itok=eM7rdDuR"><FIGCAPTION>2017 Nissan Pathfinder Platinum 4WD Photo 17</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/p-9_1.jpg?itok=1PX7pELI"><FIGCAPTION>2017 Nissan Pathfinder Platinum 4WD Photo 18</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/p-9_1.jpg?itok=1PX7pELI"><FIGCAPTION>2017 Nissan Pathfinder Platinum 4WD Photo 18</FIGCAPTION></FIGURE></SECTION><H2 class="header-sub-headline">Family hauler gets new sheetmetal for its current softroad mission</H2><P>July 25, 2017</P><P>The <A href="http://autoweek.com/article/car-reviews/2017-nissan-pathfinder-sv-drive-review-family-hauler-remodeled" target="_blank">Nissan Pathfinder</A> isn't quite all new for 2017, despite the freshened looks. Nissan's midsize family frigate has <A href="http://autoweek.com/article/car-news/2017-nissan-pathfinder-first-look-rethought-not-groundbreaking" target="_blank">received a mid-cycle refresh</A> to sharpen its looks while going a little easier on the chrome. The <A href="http://autoweek.com/article/car-reviews/2017-nissan-pathfinder-sv-drive-review-family-hauler-remodeled" target="_blank">Pathfinder</A> is still powered by a 3.5-liter V6 coupled with an Xtronic continuously variable transmission designed to do a good impression of an automatic while keeping the noise down. The latest generation of Xtronic debuted in the <A href="http://autoweek.com/article/car-news/2016-nissan-maxima-quick-take" target="_blank">Maxima</A> a couple years ago, and as far as CVTs go this one's pretty good.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/p-7_4.jpg?itok=kHv9PeMd"><FIGCAPTION>2017 Nissan Pathfinder Platinum rear</FIGCAPTION></FIGURE> <P class="">The Pathfinder keeps the 3.5-liter V6 paired with a continuously variable transmission. Photo by Autoweek</P>
<P>The 2017 update hasn't changed basic Pathfinder formula: This is still a big three-row SUV whose handling is optimized to tune out the outside world and the discomforts of busted road infrastructure. For the Pathfinder this means generous helpings of body roll, a slightly floaty suspension that reminds me of Lincolns of the 1990s (but in a good way), and a love for tackling interstates on cruise control. Visibility is good enough on the open road, but in parking lots the generous overhangs are tolerable only because there are parking cameras fore and aft.</P><P>Interior design and quality is still where Nissan is ahead of ahead of the pack. The center stack is still a sea of buttons, but thankfully most of them are right where you want them. The busy layout features no fewer than five rotary dials and even a cluster of buttons inside what looks like yet another circular rotary dial, but after spending a couple days it's easy to get used to. The infotainment screen itself is almost a secondary feature in this Mission Control Center, but overall it's a straightforward system that does not require too much menu-spelunking -- it's designed to be quickly learned because there is a big plastic button for just about everything.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/p-21_2.jpg?itok=aLs1B7m7"><FIGCAPTION>2017 Nissan Pathfinder Platinum interior</FIGCAPTION></FIGURE> <P class="">The interior remains a comfortable place in which to spend time, with Nissan getting a lot of the ergonomics right. Photo by Autoweek</P>
<P>With a starting price of $44,460 the Platinum 4WD trim lives high up in the Pathfinder range, it's not an unreasonable price for a three-row SUV with a very premium interior and an engine/transmission combo that will please most buyers. The model I drove was optioned up to $44,685, and it had pretty much everything that parents looking for a big but not '90s-big family SUV will want, save for distractor screens fitted into the front headrests. Overall, the Pathfinder makes a very good case for sticking with Nissan and not being tempted by Infiniti models from next door, which will serve up much of the same but at a higher price.</P>
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<LI class="model-name bg-model">
<H2>
<A class="oswald" href="http://autoweek.com/buyers-guide/nissan/pathfinder/2017" target="_blank">
Nissan Pathfinder </A>
</H2>
</LI>
<LI>
<H2 class="info-title">MSRP</H2>
<H2 class="info-value">
$29,990 </H2>
<P class="info-desc">S</P>
<H2 class="info-title">MPG</H2>
<H2 class="info-value">
20 / 27 </H2>
<P class="info-desc">City / HWY</P>
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<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/article-author/public/JRamey_400x400_0.jpg?itok=r1DnB7mJ"><FIGCAPTION>Jay Ramey</FIGCAPTION></FIGURE>
<P>
<A href="http://autoweek.com/authors/jay-ramey" target="_blank">
Jay Ramey </A>
- Jay Ramey is an Associate Editor with Autoweek, and has been with the magazine since 2013. Jay also likes to kayak and bike.
</P><P>
<A class="semour" href="http://autoweek.com/authors/jay-ramey" target="_blank">See more by this author»</A>
</P>
<P>On Sale: Now</P>
<P>Base Price: $44,460</P>
<P>As Tested Price: $44,685</P>
<P>Drivetrain: 3.5-liter V6; 4WD, continuously variable transmission</P>
<P>Output: 284 hp @ 6400 rpm, 259 lb-ft @ 4800 rpm</P>
<P>Curb Weight: 2,550 lb</P>
<P>0-60 MPH: N/A</P>
<P>Fuel Economy: 19/26/22(EPA City/Hwy/Combined)
</P>
<P>Observed Fuel Economy: 22</P>
<P>Pros: Ease of use, good ergonomics, premium cabin materials, roomy interior</P>
<P>Cons: Top-heavy in corners, floaty road manners, CVT a bit loud</P>
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<title>2018 Dodge Challenger SRT Demon first drag: We wreck the quarter-mile in SRT&#039;s monster coupe</title>
<link>http://autoweek.com/article/car-reviews/2018-dodge-challenger-srt-demon-dragstrip-drive</link>
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<pubDate>Mon, 31 Jul 2017 12:24:48 +0000</pubDate>
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<SECTION class="type:slideshow"><P>View Gallery (8)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/dg018_036clul7gbtg3iqneobqm1lk3178ng4_1.jpg?itok=44Njom_w"><FIGCAPTION>2018 Dodge Challenger SRT Demon Burnout Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/dg018_037clkr40bq86s926ukok312qhga30s_1.jpg?itok=wWa5x26x"><FIGCAPTION>2018 Dodge Challenger SRT Demon Burnout Photo 2</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/dg018_039clmmsbhgqf3th6cqjjtlah51nja2_1.jpg?itok=-DnmCVWj"><FIGCAPTION>2018 Dodge Challenger SRT Demon Burnout Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/dg018_040clb64p62ehq0cgitr0nau6qm64g7_1.jpg?itok=uRqgmC_0"><FIGCAPTION>2018 Dodge Challenger SRT Demon Burnout Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/dg018_067club3vh9prb2ije9rvbomsdcb73u_1.jpg?itok=Tx4SJGpl"><FIGCAPTION>2018 Dodge Challenger SRT Demon Burnout Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/dg018_136cl32jirorbo9ij7fa3faid97hfr8_0.jpg?itok=sXGV3C1f"><FIGCAPTION>2018 Dodge Challenger SRT Demon Burnout Photo 6</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/dg018_136cl32jirorbo9ij7fa3faid97hfr8_0.jpg?itok=sXGV3C1f"><FIGCAPTION>2018 Dodge Challenger SRT Demon Burnout Photo 6</FIGCAPTION></FIGURE></SECTION><H2 class="header-sub-headline">840 horsepower, running on 100 octane fuel. An otherworldly experience, not for the meek</H2><P>July 24, 2017</P><P><A href="https://www.youtube.com/watch?v=YeZZk2czG1c" target="_blank">808</A>. That’s a legendary number in the music industry. Roland introduced the <A href="https://www.theverge.com/2017/4/3/15162488/roland-tr-808-music-drum-machine-revolutionized-music" target="_blank">TR-808 Rhythm Composer</A> in 1980. The 808, its colloquial name, revolutionized the music industry because it was one of the first programmable drum machines in existence, which provided an avenue to all kinds of new, synthesized music. And 37 years later,&nbsp;that number is destined for fame again, this time for a different kind of revolution: horsepower. From the factory, with a warranty, in a street-legal, 50-states emissions-passing road car that costs $86,090, about $6,000 less than a bone stock 370 HP <A href="http://autoweek.com/vehicles/porsche/911" target="_blank">Porsche 911</A>.</P><P>It's the <A href="http://autoweek.com/article/new-york-auto-show/dodge-challenger-srt-demon-can-lifts-it-wheels-takeoff-and-other" target="_blank">Dodge Challenger SRT Demon</A>, and it doesn’t stop there. If you’ve got an extra dollar, Dodge will happily sell you the <A href="http://autoweek.com/article/new-york-auto-show/heres-what-youll-get-dodge-srt-demon-crate" target="_blank">Demon Crate</A> (yes, it’s literally a $1 dealer option). In addition to Demon logo-emblazoned parts and narrow front drag wheels, the kit includes a modified powertrain module that allows the engine to run <A href="http://autoweek.com/article/technology/rejoice-good-gas-might-be-coming-back" target="_blank">100 octane unleaded fuel</A>. With the module installed, it can be filled up with that potent cocktail and press the H.O. button on the center console for an extra 32 hp and 53 more lb-ft of torque. This kit still honors all warranties and, somehow, meets emissions requirements, yet provides a brain-squishing 840 hp and 770 lb-ft of torque.&nbsp;</P>
<SECTION class="type:slideshow"><P>View Gallery (16)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_009cls7ob224acupqgb9j0agt6qfop3_1.jpg?itok=LSyWaoUO"><FIGCAPTION>2018 Dodge Challenger SRT Demon Dragstrip Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_013clktuegbm481igj2gtluho6fmmns_1.jpg?itok=udVEqsMD"><FIGCAPTION>2018 Dodge Challenger SRT Demon Dragstrip Photo 2</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_014cli2qoe57booh0i14ubpibhus3i1_1.jpg?itok=CymOrJtD"><FIGCAPTION>2018 Dodge Challenger SRT Demon Dragstrip Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_018clsc6jv34sscs635ktcjnldvmhej_1.jpg?itok=_liPEbZ5"><FIGCAPTION>2018 Dodge Challenger SRT Demon Dragstrip Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_019clm08ia68oahst7e222knu2smm58_1.jpg?itok=Vit8Jyer"><FIGCAPTION>2018 Dodge Challenger SRT Demon Dragstrip Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_026cluu48j9rmtuvuqoeq73if4lbuvn_1.jpg?itok=c59CbKsJ"><FIGCAPTION>2018 Dodge Challenger SRT Demon Dragstrip Photo 6</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_128cl2lag795643ic73ovd5ka024qtm.jpg?itok=KXZDHd6D"><FIGCAPTION>2018 Dodge Challenger SRT Demon Dragstrip Photo 7</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_233cliha2csprkc88u6deqbfn3df5bf.jpg?itok=bQKZ5dUd"><FIGCAPTION>2018 Dodge Challenger SRT Demon Dragstrip Photo 8</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_234cldt4hjhbis11rg1s42t832a6gkh.jpg?itok=6ergy60K"><FIGCAPTION>2018 Dodge Challenger SRT Demon Dragstrip Photo 9</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_236cl8dtg5vlqpmo2miiabgsl2pdgjh.jpg?itok=jHT_X8lS"><FIGCAPTION>2018 Dodge Challenger SRT Demon Dragstrip Photo 10</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_238cl7t6iqkt869bur5be79qjcm8233.jpg?itok=OkS9KPch"><FIGCAPTION>2018 Dodge Challenger SRT Demon Dragstrip Photo 11</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_240cl79hrrscm335ti1ppid4ga4v2he.jpg?itok=dE7APxan"><FIGCAPTION>2018 Dodge Challenger SRT Demon Dragstrip Photo 12</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_242cl60a4je8hphee1heghq390vmqug.jpg?itok=7HUHgPQl"><FIGCAPTION>2018 Dodge Challenger SRT Demon Dragstrip Photo 13</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_244cllnjfn7usblkb24dp71gaisl8ls.jpg?itok=cHNYYC4e"><FIGCAPTION>2018 Dodge Challenger SRT Demon Dragstrip Photo 14</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_244cllnjfn7usblkb24dp71gaisl8ls.jpg?itok=cHNYYC4e"><FIGCAPTION>2018 Dodge Challenger SRT Demon Dragstrip Photo 14</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-224-126/public/dg018_039clmmsbhgqf3th6cqjjtlah51nja2_1_0.jpg?itok=rZCGs-g3"><FIGCAPTION>Autoweek in review: Everything you missed July 24 - 28</FIGCAPTION></FIGURE></SECTION>
<H2>
<A href="http://autoweek.com/gallery/photo/gallery-2018-dodge-challenger-srt-demon-dragstrip" target="_blank">Photo</A>
</H2>
<P><A class="story-title" href="http://autoweek.com/gallery/photo/gallery-2018-dodge-challenger-srt-demon-dragstrip" target="_blank">Gallery: 2018 Dodge Challenger SRT Demon Dragstrip</A></P>
<P>Insanity!</P><P>Pure, unattenuated, straitjacket-worthy insanity. The only other road car on the planet from a non-boutique brand that makes that power without hybrid help currently for sale is the <A href="http://autoweek.com/article/car-reviews/2017-bugatti-chiron-first-drive-warp-factor-80" target="_blank">Bugatti Chiron</A>. Yeah, sure that Challenger SRT Demon has seatbelts, a stereo (I think) and other add-ons like a suspension and brakes, but who cares? I mean, seriously, we’re in a reality wormhole here, leaping through dimensions, stretching to the far reaches of the universe; don’t try to tell me you care about the number of airbags installed (it’s seven, by the way).</P><P><STRONG>The Execution</STRONG></P><P>There are three different ways to launch the Demon on a drag strip. The easiest method is <A href="http://www.racetechnologies.com/article/what-brake-torque" target="_blank">brake torquing</A>&nbsp;--&nbsp;left foot on the brake, right on the gas, let the engine rev up, release the brake and go. You can also switch on launch control, which uses a combination of brakes, engine and transmission slip to get a touch more torque to the ground at launch. But to maximize the Demon’s ability, you <EM>must</EM> try the trans brake.&nbsp;</P>
<SECTION class="type:slideshow"><P>View Gallery (7)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_195cl71hv3kg13n2pvc582h34fdbaef_0.jpg?itok=8_sC696l"><FIGCAPTION>2018 Dodge Challenger SRT Demon Road Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_256clvsjgas08d717meue9331prla14.jpg?itok=h5zRJ7mS"><FIGCAPTION>2018 Dodge Challenger SRT Demon Road Photo 2</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_257cluf0olvmume2gv7mvs02h11om4q.jpg?itok=IKcISxxy"><FIGCAPTION>2018 Dodge Challenger SRT Demon Road Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_258clksh4gbcl6jjd6jgl16c0mc9vq5.jpg?itok=m7mYWOhH"><FIGCAPTION>2018 Dodge Challenger SRT Demon Road Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_260cl9rs7fs83lvut59pu0q3obqvh80.jpg?itok=iudisusD"><FIGCAPTION>2018 Dodge Challenger SRT Demon Road Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_260cl9rs7fs83lvut59pu0q3obqvh80.jpg?itok=iudisusD"><FIGCAPTION>2018 Dodge Challenger SRT Demon Road Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-224-126/public/dg018_039clmmsbhgqf3th6cqjjtlah51nja2_1_0.jpg?itok=rZCGs-g3"><FIGCAPTION>Autoweek in review: Everything you missed July 24 - 28</FIGCAPTION></FIGURE></SECTION>
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<A href="http://autoweek.com/gallery/photo/gallery-2018-dodge-challenger-srt-demon-road" target="_blank">Photo</A>
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<P><A class="story-title" href="http://autoweek.com/gallery/photo/gallery-2018-dodge-challenger-srt-demon-road" target="_blank">Gallery: 2018 Dodge Challenger SRT Demon Road</A></P>
<P>Unheard of in cars with a warranty and a window sticker, the <A href="https://en.wikipedia.org/wiki/Transbrake" target="_blank">trans brake</A> is exactly what is sounds like -- it uses the transmission as a brake, instead of the friction brakes. This method allows you to launch with more torque, an amount that would overwhelm the rear brakes. Dodge engineers say the trans brake is worth a tenth of a second at the drag strip. The method is simple enough to learn, though tricky to master.</P><P>With your foot on the brake, hold down both shift paddles to engage the trans brake. Rev the engine to a little better than 2,000 rpm. Lift the right-hand paddle, lift your foot off the brake. The transmission is now the only thing holding the car in place. Release the left-hand paddle and, as quickly as you dare, add throttle. Too much throttle too soon and the <A href="http://autoweek.com/article/new-york-auto-show/dodge-challenger-srt-demon-will-get-nitto-dot-approved-drag-radials" target="_blank">Nitto drag radials</A> light off in a fury of tire smoke. Not enough throttle and you feel like a dud.&nbsp;</P><FIGURE class="op-interactive"><IFRAME src="https://www.youtube.com/embed/KJf0rZs3M4A" class="no-margin" width="640" height="480"></IFRAME></FIGURE><P>Get it right, though, and wow. Immense forces first lift the front axle, then immediately yank you into the seat. It’s jarring. The combination of a sticky drag strip and grippy tire works wonders with gobs of power. Peak acceleration of the Demon is 1.8 <EM>g</EM>. That means you feel nearly twice your body weight press against you. Internal organs strain to stay in place. Except for your stomach -- it gives in early and looks for an exit, first through your mouth, then your spleen.</P><P>The large amount of rage unleashed in such a short amount of time comes from the huge 2.7-liter <A href="http://www.superchargersonline.com/index.php?main_page=page&amp;id=7" target="_blank">supercharger</A> sucking copious amounts of air from a massive hood vent, pressurizing it to 14.5 psi, then jamming it down the throat of the 6.2-liter Hemi powerplant. Good thing Dodge crafted the crankshaft out of forged steel, the pistons from a forged alloy and increased the strength of the connecting rods. Along with the supercharger, Dodge added 27 percent bigger than Hellcat fuel injectors and two large fuel pumps. They even divert cooling capacity from the air conditioner to cool the intake air further. That’s right, the Demon puts the engine first, passengers second.</P><P>Not only can the eight-speed automatic transmission handle the torque, it rips off one lightning-fast shift after the other. Sixty mph goes by in 2.3 seconds, and you're besting 140 mph in a quarter of a mile. That takes 9.65 seconds, incidentally.&nbsp;</P>
<SECTION class="type:slideshow"><P>View Gallery (10)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_054claaugnu76ug1sh7teo3bi2rssr2_1.jpg?itok=U9Wi9p6E"><FIGCAPTION>2018 Dodge Challenger SRT Demon Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_251clv60vfqjmnl3p1tg47uecft8ici.jpg?itok=autO2ok2"><FIGCAPTION>2018 Dodge Challenger SRT Demon Photo 2</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_252clit45hphc1vc6gsj20b67pqur8m.jpg?itok=8t22-uhH"><FIGCAPTION>2018 Dodge Challenger SRT Demon Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_300clnao3cub13hdr7q49u17pf5kisl.jpg?itok=_LHTcs4c"><FIGCAPTION>2018 Dodge Challenger SRT Demon Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dodge_demon_v-8ukanr32oahvbvill2vse6c2ji5.jpg?itok=ahVifjhU"><FIGCAPTION>2018 Dodge Challenger SRT Demon Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dodge_demon_airboxb4c1pq3vfqvlo45b5ogc1u8jcv.jpg?itok=ldbxCVBD"><FIGCAPTION>2018 Dodge Challenger SRT Demon Photo 6</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dodge_demon_piston2eqma3us0elgjjedu6qt1uhfp3.jpg?itok=yntNNEa1"><FIGCAPTION>2018 Dodge Challenger SRT Demon Photo 7</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dodge_demon_valvesa8j525j1929jpf2o3o80airnqn.jpg?itok=PYKaS3zS"><FIGCAPTION>2018 Dodge Challenger SRT Demon Photo 8</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dodge_demon_valvesa8j525j1929jpf2o3o80airnqn.jpg?itok=PYKaS3zS"><FIGCAPTION>2018 Dodge Challenger SRT Demon Photo 8</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-224-126/public/dg018_039clmmsbhgqf3th6cqjjtlah51nja2_1_0.jpg?itok=rZCGs-g3"><FIGCAPTION>Autoweek in review: Everything you missed July 24 - 28</FIGCAPTION></FIGURE></SECTION>
<H2>
<A href="http://autoweek.com/gallery/photo/gallery-2018-dodge-challenger-srt-demon" target="_blank">Photo</A>
</H2>
<P><A class="story-title" href="http://autoweek.com/gallery/photo/gallery-2018-dodge-challenger-srt-demon" target="_blank">Gallery: 2018 Dodge Challenger SRT Demon Powertrain</A></P>
<P><STRONG>The Takeaway</STRONG></P><P>While road legal, Dodge only gave us the Demon to drive at the drag strip. And, realistically, that’s its place. It’s a car that Dodge engineered to go well in a straight line. That includes tires, suspension, steering, software, everything. And they succeeded in their goal.</P><P>It’s an exclamation point on wheels. A very special, fast-moving kind of Rhythm Composer. The Tempo is set to under 10 seconds, with lots of rumbling bass. For the record, in 1984 Roland replaced the 808 with a new model they named the <A href="https://www.youtube.com/watch?v=ydCDro4YerY" target="_blank">TR-909</A>.</P><P>Dodge, your move. &nbsp;</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/article-author/public/Unknown_0.jpeg?itok=PQmBn7sP"><FIGCAPTION>Robin Warner</FIGCAPTION></FIGURE>
<P>
<A href="http://autoweek.com/authors/robin-warner" target="_blank">
Robin Warner </A>
- Robin Warner is Editorial Manager at Autoweek. He once tried and failed to become a professional race car driver, but succeeded in learning about debt management and having a story to tell. A former engineer, Warner loves cars for their technology and capability.
</P><P>
<A class="semour" href="http://autoweek.com/authors/robin-warner" target="_blank">See more by this author»</A>
</P>
<P>Base Price: $86,090</P>
<P>As Tested Price: $86,091</P>
<P>Drivetrain: 6.2-liter supercharged V8, 8-speed auto, RWD</P>
<P>Output: 808 HP, 717 lb-ft of torque</P>
<P>0-60 MPH: 2.3 seconds</P>
<P>Pros: Insane in the best possible way</P>
<P>Cons: You need a dragstrip to properly use it</P>
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<title>Nissan ProPilot Assist first drive: Self-driving tech moves into the mainstream</title>
<link>http://autoweek.com/article/autonomous-cars/nissans-propilot-assist-first-drive-painless-commuter</link>
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<pubDate>Mon, 31 Jul 2017 12:24:45 +0000</pubDate>
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<SECTION class="type:slideshow"><P>View Gallery (11)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/033a1891.jpg?itok=fHRKEV8J"><FIGCAPTION>Nissan Rogue ProPilot Assist first drive Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/033a2101_new.jpg?itok=HhTSvPpr"><FIGCAPTION>Nissan Rogue ProPilot Assist first drive Photo 2</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/033a2159.jpg?itok=HrOR9lgL"><FIGCAPTION>Nissan Rogue ProPilot Assist first drive Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/033a2260.jpg?itok=AiHr_t_8"><FIGCAPTION>Nissan Rogue ProPilot Assist first drive Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/033a2300.jpg?itok=3ythm8ay"><FIGCAPTION>Nissan Rogue ProPilot Assist first drive Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/033a2423.jpg?itok=KkY531Ic"><FIGCAPTION>Nissan Rogue ProPilot Assist first drive Photo 8</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/033a2330.jpg?itok=M0TJklTA"><FIGCAPTION>Nissan Rogue ProPilot Assist first drive Photo 6</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/033a2359.jpg?itok=sem9TdNv"><FIGCAPTION>Nissan Rogue ProPilot Assist first drive Photo 7</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/033a2446_new.jpg?itok=ze5Nobzd"><FIGCAPTION>Nissan Rogue ProPilot Assist first drive Photo 9</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/033a2446_new.jpg?itok=ze5Nobzd"><FIGCAPTION>Nissan Rogue ProPilot Assist first drive Photo 9</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-224-126/public/01%20Maserati%20GranCabrio%20Sport%20MY18%20%2839%29.jpg?itok=kUFcAizc"><FIGCAPTION>2018 Maserati GranTurismo review and road test with price and horsepower</FIGCAPTION></FIGURE></SECTION><H2 class="header-sub-headline">The new Leaf will get Nissan's trick tech first, but we drive it in a prototype Rogue</H2><P>July 24, 2017</P><P>The leather-trimmed steering wheel gently turns in my hand, tracing a smooth line around a slight bend in the highway. My feet hover above the pedals, but the pre-production <A href="http://autoweek.com/article/car-reviews/2017-nissan-rogue-sport-first-drive-why-stop-winning-streak" target="_blank">Nissan Rogue</A> applies the brakes as I near a slower vehicle in the turn. I take my hands off the wheel as I gain confidence in the system’s capability, but a stern warning from the dash quickly tells me not to -- we’re <EM>not</EM> at hands-free driving yet.</P><P>I’m in a Nissan Rogue equipped with a system <A href="http://autoweek.com/vehicles/nissan" target="_blank">Nissan</A> calls ProPilot Assist. It’s not an autonomous driving system, but it does closely resemble similar driver-assist programs from automakers like&nbsp;<A href="http://autoweek.com/article/car-news/testing-tech-2017-mercedes-benz-e300-how-well-do-those-systems-work" target="_blank">Mercedes-Benz</A> and <A href="http://autoweek.com/article/luxury/2019-audi-a8-goes-higher-tech" target="_blank">Audi</A>. The two big selling points are advanced adaptive cruise control and lane-centering. What they end up accomplishing is making either long drives or stop-and-go traffic much more bearable.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/033A2423.jpg?itok=9jCTBm_X"><FIGCAPTION>Nissan ProPilot image 1</FIGCAPTION></FIGURE> <P class="">The center screen in the gauge cluster indicates if ProPilot Assist is activated or not. </P>
<P>How does it work? Just set the cruise control at your desired speed and the front radar will read the road in front of you to brake and accelerate with the flow of traffic. I set the cruise at 48 on a divided two-lane surface street with plenty of traffic and traffic lights. For about a three-mile stretch of stopping and going, I applied zero input to the brake or throttle. The system will come to a complete stop and hold the car there indefinitely if the vehicle ahead does not move. If that car takes off again within three seconds then the Nissan will automatically take off with them, but if the wait’s any longer, a tap of the resume button or a slight prod of the throttle will put it back into auto mode. Like other adaptive cruise systems, this one also gives you the choice of three different following distances.</P><P>Lane-centering is a bit creepier, but it ended up being a huge step above what most manufacturers call lane-keeping assist. Instead of constant corrections, ProPilot will easily navigate you around curves of a gentler nature. No, it’s not designed to pull any extreme G-forces, and it’ll need some human input if the curve is too sharp, but almost all highway driving (minus interchanges and on/off ramps) can be handled without any issue. I managed to find the limit for how fast it would go around a corner -- once the wheel has dialed in as much lock as it can manage, you end up slowly slipping into the outside lane. Not the most ideal thing in the world but if you’re paying attention it’s simple to adjust to.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/033A2101_new.jpg?itok=71X1-_0P"><FIGCAPTION>Nissan ProPilot image 2</FIGCAPTION></FIGURE> <P class="">A front facing camera and radar module allows the Rogue to make its way down the road on its own. </P>
<P>The lane centering requires your hands be on the wheel to function, and if it doesn’t sense any pressure on the wheel, then it will chime and warn you to reapply your hands. Not much pressure is necessary to keep it happy, but if you keep your hands off for long enough the car will slow down, turn on the flashers and eventually come to a stop in the lane it was in. Nissan believes the alternative of shutting the system off on a potentially incapacitated driver would be more dangerous than stopping in its lane.</P><P>One other safety caveat to take note of is the fact that <A href="http://autoweek.com/article/green-cars/new-nissan-leaf-will-feature-automatic-self-parking" target="_blank">ProPilot</A> can only apply a maximum of 40 percent braking power. If an emergency stop from high speed is necessary the car is only capable of partial brake application -- the driver is responsible for the rest. Of course, Nissan’s collision avoidance system can provide full brakes, but that’s only activated at lower speeds.</P>
<SECTION class="type:slideshow"><P>View Gallery (13)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/roguesport10.jpg?itok=cxQFmFAX"><FIGCAPTION>2017 Nissan Rogue Sport Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/roguesport11.jpg?itok=n-Vy62as"><FIGCAPTION>2017 Nissan Rogue Sport Photo 2</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/roguesport13.jpg?itok=zAzGsZY5"><FIGCAPTION>2017 Nissan Rogue Sport Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/roguesport2.jpg?itok=58lXCh_D"><FIGCAPTION>2017 Nissan Rogue Sport Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/roguesport4.jpg?itok=jPCNkZmg"><FIGCAPTION>2017 Nissan Rogue Sport Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/roguesport5.jpg?itok=7GcXyW1K"><FIGCAPTION>2017 Nissan Rogue Sport Photo 6</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/roguesport6.jpg?itok=WfTcH0_i"><FIGCAPTION>2017 Nissan Rogue Sport Photo 7</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/roguesport7.jpg?itok=Ze_PjDWv"><FIGCAPTION>2017 Nissan Rogue Sport Photo 8</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/roguesport8.jpg?itok=ZtAW2FEk"><FIGCAPTION>2017 Nissan Rogue Sport Photo 9</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/roguesport_35.jpg?itok=XbzPQI5v"><FIGCAPTION>2017 Nissan Rogue Sport Photo 10</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/roguesport_41.jpg?itok=mNnVIHOZ"><FIGCAPTION>2017 Nissan Rogue Sport Photo 11</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/roguesport_41.jpg?itok=mNnVIHOZ"><FIGCAPTION>2017 Nissan Rogue Sport Photo 11</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-224-126/public/09_Bugatti_Chiron_The_Quail.JPG?itok=AU-UH8at"><FIGCAPTION>Bugatti Chiron road test with price, photos, specs and power</FIGCAPTION></FIGURE></SECTION>
<H2>
<A href="http://autoweek.com/gallery/car-reviews/gallery-2017-nissan-rogue-sport" target="_blank">Car Reviews</A>
</H2>
<P><A class="story-title" href="http://autoweek.com/gallery/car-reviews/gallery-2017-nissan-rogue-sport" target="_blank">Gallery: 2017 Nissan Rogue Sport</A></P>
<P>So how helpful is the technology? For one, it’s easy to use. Press two buttons on the steering wheel and you’re on your way. For most commutes or long drives, it would be entirely unnecessary to touch either pedal. ProPilot doesn’t have lane change assist so you’ve got to physically put on a blinker and steer over -- an <EM>arduous</EM> task, yes, but the future isn't entirely here yet.</P><P>I enjoyed the novelty and the usefulness of ProPilot, and that’s the opposite of my opinion toward most driver-assist technologies out there. It was never annoying to the point of having to turn it off, but if there was one slight annoyance it was the audible “ding” heard every time it activates. A maximum operating speed of 90 mph should be enough for the majority of those using the system out there -- we certainly don’t expect to see it on the <A href="http://autoweek.com/article/car-reviews/2017-nissan-gt-r-premium-review-deal-century" target="_blank">GT-R</A> anytime soon.</P><P>If you’re someone who has a hellish commute every day, then this might be an option box to check when the time comes. There’s no word on what pricing will be when the tech finally makes it to U.S. shores, but the fact a system like this is available on a non-luxury car brand shows self-driving vehicle tech continues its march toward the mainstream.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/article-author/public/Zac_web.jpg?itok=zmKb3UTN"><FIGCAPTION>Zac Palmer</FIGCAPTION></FIGURE>
<P>
<A href="http://autoweek.com/authors/zac-palmer" target="_blank">
Zac Palmer </A>
- Editorial Intern Zac Palmer has probably spent more time in a car than any other 21-year old in the country. He likes anything that can go around a corner, and is surely talking about a car wherever he might be.
</P><P>
<A class="semour" href="http://autoweek.com/authors/zac-palmer" target="_blank">See more by this author»</A>
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<title>2018 Maserati GranTurismo first drive: GT evolution, Italian style</title>
<link>http://autoweek.com/article/car-reviews/2018-maserati-granturismo-something-old-nothing-new-ours-was-red-they-have-blue</link>
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<pubDate>Mon, 31 Jul 2017 12:24:50 +0000</pubDate>
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<SECTION class="type:slideshow"><P>View Gallery (34)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/01-maserati-grancabrio-sport-my18-39.jpg?itok=Ut6Riq7Y"><FIGCAPTION>Maserati Gran Turismo Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-grancabrio-sport-my18-10.jpg?itok=DH87g8cC"><FIGCAPTION>Maserati Gran Turismo Photo 2</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-grancabrio-sport-my18-16.jpg?itok=E3cwxD_g"><FIGCAPTION>Maserati Gran Turismo Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-grancabrio-sport-my18-22.jpg?itok=Cmp8Kg4z"><FIGCAPTION>Maserati Gran Turismo Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-grancabrio-sport-my18-27.jpg?itok=n6JE1ICg"><FIGCAPTION>Maserati Gran Turismo Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-grancabrio-sport-my18-29.jpg?itok=4GvrWeAR"><FIGCAPTION>Maserati Gran Turismo Photo 6</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-grancabrio-sport-my18-33.jpg?itok=f-Mu5h-Y"><FIGCAPTION>Maserati Gran Turismo Photo 7</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-grancabrio-sport-my18-4.jpg?itok=StxgxVO9"><FIGCAPTION>Maserati Gran Turismo Photo 8</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-grancabrio-sport-my18-40.jpg?itok=LYQ8zrcI"><FIGCAPTION>Maserati Gran Turismo Photo 9</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-grancabrio-sport-my18-45.jpg?itok=n4LToOFT"><FIGCAPTION>Maserati Gran Turismo Photo 10</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-grancabrio-sport_maserati-granturismo-mc-my18-3.jpg?itok=x_tUrRFO"><FIGCAPTION>Maserati Gran Turismo Photo 11</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-grancabrio-sport_maserati-granturismo-mc-my18-4.jpg?itok=_Z8OQj4e"><FIGCAPTION>Maserati Gran Turismo Photo 12</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-grancabrio-sport_maserati-granturismo-mc-my18-8.jpg?itok=h8MPNHtR"><FIGCAPTION>Maserati Gran Turismo Photo 13</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-granturismo-mc-my18-10.jpg?itok=2gJ7ooWw"><FIGCAPTION>Maserati Gran Turismo Photo 14</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-granturismo-mc-my18-12.jpg?itok=Tmkp2f3K"><FIGCAPTION>Maserati Gran Turismo Photo 15</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-granturismo-mc-my18-14.jpg?itok=JdGJixCC"><FIGCAPTION>Maserati Gran Turismo Photo 16</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-granturismo-mc-my18-15.jpg?itok=vchBlOV2"><FIGCAPTION>Maserati Gran Turismo Photo 17</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-granturismo-mc-my18-16.jpg?itok=LAZIeg_8"><FIGCAPTION>Maserati Gran Turismo Photo 18</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-granturismo-mc-my18-2.jpg?itok=mKa90KfH"><FIGCAPTION>Maserati Gran Turismo Photo 19</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-granturismo-mc-my18-21.jpg?itok=sE70emTH"><FIGCAPTION>Maserati Gran Turismo Photo 20</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-granturismo-mc-my18-22.jpg?itok=hbSPlCb-"><FIGCAPTION>Maserati Gran Turismo Photo 21</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-granturismo-mc-my18-23.jpg?itok=PUDwaHzT"><FIGCAPTION>Maserati Gran Turismo Photo 22</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-granturismo-mc-my18-26.jpg?itok=wk2P-Epd"><FIGCAPTION>Maserati Gran Turismo Photo 23</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-granturismo-mc-my18-40.jpg?itok=h6TJCAD1"><FIGCAPTION>Maserati Gran Turismo Photo 24</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-granturismo-mc-my18-42.jpg?itok=ZoC4FN1F"><FIGCAPTION>Maserati Gran Turismo Photo 25</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-granturismo-mc-my18-5.jpg?itok=ZRzqEvC5"><FIGCAPTION>Maserati Gran Turismo Photo 26</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-granturismo-mc-my18-51.jpg?itok=1NV84zeP"><FIGCAPTION>Maserati Gran Turismo Photo 27</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-granturismo-mc-my18-52.jpg?itok=FypoSw7h"><FIGCAPTION>Maserati Gran Turismo Photo 28</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-granturismo-mc-my18-53.jpg?itok=LTRTF36C"><FIGCAPTION>Maserati Gran Turismo Photo 29</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-granturismo-mc-my18-6.jpg?itok=Vu0cQH2v"><FIGCAPTION>Maserati Gran Turismo Photo 30</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-granturismo-mc-my18-8.jpg?itok=9sdYKGH4"><FIGCAPTION>Maserati Gran Turismo Photo 31</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-granturismo-mc-my18-9.jpg?itok=WCiHr781"><FIGCAPTION>Maserati Gran Turismo Photo 32</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/maserati-granturismo-mc-my18-9.jpg?itok=WCiHr781"><FIGCAPTION>Maserati Gran Turismo Photo 32</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-224-126/public/2016_Lexus_RX_350_F_SPORT_018_8CA21897A98C9D268D44FA4302E461B7C9D46F2D.jpg?itok=-BVGMnws"><FIGCAPTION>2017 Lexus RX350 F Sport</FIGCAPTION></FIGURE></SECTION><H2 class="header-sub-headline">Ten-year-old car gets… almost nothing new. So what? It’s still fantastico!</H2><P>July 24, 2017</P><P>In car years, as in dog years,&nbsp;the&nbsp;<A href="http://autoweek.com/article/sports-cars/freddie-hunt-puts-autoweek-liveried-maserati-pole-vir" target="_blank">Maserati GranTurismo</A>&nbsp;is old. A normal model cycle for a normal car is four or five years long; our subject here&nbsp;is over 10 -- which, in years measured in either dog <EM>or</EM> car is just about ancient. But the GranTurismo is a faithful dog that can still catch a Frisbee -- it’s a beautiful car that can still raise a pulse among both drivers and onlookers, so we are glad that it’s still around.</P><P>The 2018 <A href="http://autoweek.com/article/car-reviews/maserati-granturismo-convertible-right-car-your-entourage" target="_blank">Maserati GranTurismo</A> Coupe and GranCabrio get what would, on a <A href="http://autoweek.com/article/junkyard-treasures/junkyard-treasure-1994-ford-taurus-sho" target="_blank">Ford Taurus </A>or a <A href="http://autoweek.com/article/car-reviews/2018-camry-review-double-whammy-camry-aims-two-buyers" target="_blank">Toyota Camry</A>, be called a mid-cycle facelift. Normally, that might not mean a lot in terms of newsworthiness. But it’s a Maserati we’re talking about here, a rare and elegant machine, so it’s a bigger deal. Plus it means the mighty GT will live at least three more years, which is a good thing for cool cars. And selfishly, for me, it’s a chance to drive a Maserati -- in Italy, no less --which is always a cause for celebration.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/IMG_7363_0.jpg?itok=VRp-7PCI"><FIGCAPTION>1947 Maserati A6 1500</FIGCAPTION></FIGURE> <P class="">The car that started it all, the 1947 Maserati A6 1500 Photo by Mark Vaughn</P>
<P>Maserati claims to have invented the Gran Turismo in 1947 with its A6 1500. Ten years later, it debuted the <A href="http://autoweek.com/article/car-life/1961-maserati-3500-gt-coupe-what-its-worth" target="_blank">3500 GT</A>, a car that is still turning heads at <A href="http://autoweek.com/article/pebble-beach-concours/2016-concorso-italiano-molto-bene-very-good" target="_blank">Concorso Italiano</A>&nbsp;in Monterey, California, every year. In 1967, it gave us the <A href="http://autoweek.com/article/drive-reviews/maseratis-mud" target="_blank">Ghibli</A>, again, a beautiful and striking car. This latest model, 70 years on, is the evolution of all those beautiful rides.</P><P>“It is about evolution, not revolution,” said designer Fabio Novembre said of the newest model, coming to America in the fourth quarter of 2017. “Charles Darwin in 1859 wrote ‘On the Origin of Species.’ It was an interesting book. He came up with theories of evolution. Some species evolved, some did not.”</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/IMG_7361.jpg?itok=xA_3O5JM"><FIGCAPTION>1967 Maserati Ghibli</FIGCAPTION></FIGURE> <P class="">1967 Maserati Ghibli </P>
<P>While there isn’t much new on this minor facelift, the parts of the GranTurismo that are carried over are still pretty good. The front-mid-mounted 4.7-liter <A href="http://autoweek.com/article/auctions/pink-floyd-ferrari-f40-ready-be-auctioned-goodwood" target="_blank">Ferrari</A> V8 traces its flat-plane crank roots back to the smaller-displacement <A href="http://autoweek.com/article/car-news/ferrari-360-modena-still-one-beauty-skin-deep-all-aluminum-space-frame-bone" target="_blank">Ferrari 360 Modena</A>. It still makes 454 hp and 384 lb-ft of torque, all while cracking out an exhaust note worthy of a Verdi opera. The six-speed ZF automatic transmission sends that torque to the limited-slip differential and on to new Pirelli P Zero tires.</P><P>The improved aerodynamics that come with the new front and rear bodywork lower the car’s Cd from 0.33 to 0.32 in the coupe and from 0.35 to 0.33 in the cabriolet. Overall aerodynamic efficiency is improved by 10 percent, including a reduction in lift.</P><P>Altogether, the powertrain launches the 4,129-pound Gran Turismo to 60 in 4.7 seconds and on to a top speed of 187 mph in the GranTurismo MC Coupe, according to Maserati.&nbsp;</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/Maserati%20GranTurismo%20MC%20MY18%20%2816%29.jpg?itok=9SuMQ7m5"><FIGCAPTION>Maserati GranTurismo</FIGCAPTION></FIGURE> <P class="">Maserati GranTurismo coupe </P>
<P><STRONG>The Execution</STRONG></P><P>Our story begins in Italy, specifically Northern Italy, under the gaze of the towering Alps, or <EM>Alpes</EM>, as they call them there, with all their twisting, sguiggling mountain passes. I set off in a GranTurismo MC coupe because coupes always handle better than convertibles, and because the MC is sportier than the Sport model. Both the MC coupe and cabrio get their own front splitter, air extractors on the hood and fenders, side skirts, rear deck lid and rear end.</P><P>So off I went through Lombardy to celebrate the GranTurismo’s (the coupe) and GranCabrio’s (the convertible) new grille, headlight surround and, inside, the, uh, new clock.</P><P>“A GT is a car able to travel long distances fast but also in comfort,” said vehicle integration specialist Gian Luca Antinori.</P><P>“It’s not the fastest around the track, nor the most powerful but it represents perfectly the gran tourer,” said product planner Enrico Billi.</P><P>I kept all that in mind as I set out on the Northern Italian roads. While the front and rear clips of the car may have evolved, the four-wheel double-wishbone suspension did not. You can still get the patented Maserati Skyhook suspension, an automatic continuous damping control “to ensure comfort without penalizing performance,” standard on GT and GC sport version. The MC model I drove was, in theory, stiffer.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/Maserati%20GranCabrio%20Sport%20MY18%20%2827%29.jpg?itok=3CtYyGTF"><FIGCAPTION>Maserati GranTurismo interior</FIGCAPTION></FIGURE> <P class="">In addition to the new clock, the interior boasts a revised dash pad on the right, new rotary dial controller and a Harman Kardon sound system. </P>
<P>Along the gorgeous shores of Lago Iseo the Gran Turismo was perfectly comfortable, just as Billi had promised. You could own one of these and use it as your daily driver all year. You might not want to sit in that back seat, but it’s not really for humans anyway. Maybe if you had a pet monkey.</P><P>Soon enough, I headed up into those Alpes. The problem with Alpen passes in Europe is that they’re almost always short, straight squirts of roadway followed by ridiculously tight U-turns, followed by another short, straight shot, etc. There is no chance to establish the rhythm you might achieve on a less severe mountain road or on a ramble through lovely hill country. And those U-turns are hard to see around and even harder to wedge a big GT through.</P><P>Just as I was starting to feel sorry for myself I arrived at <EM>Pub La Forella</EM> on <EM>Strada Provencal</EM> 40. It was here, up in the hills, that Maserati had somehow convinced the local carbineri to shut down two and a half miles of mountain pass just for us writer dopes. Is this a great country or what? Some locals, one mean lady in particular who probably had a kidney to donate or something, were upset by this very temporary shutdown. The vast majority of the population was happy. They lined the stretch of road like they were attending an F1 test or a WRC stage. The hills were dotted with their smiling, cell-phone-picture-taking selves.</P><P>For me, it was a chance to open up the Gran Turismo MC without fear of spending the night in an Italian jail.</P><P>With a professional driver in the passenger seat to offer advice, I took off. There was only one tight turn on this stretch of road and the rest you could probably take flat if you had enough practice. I took them as close to flat as I dared, not wanting to wind up in the local <EM>Gazetto</EM>. The GT? It felt like a GT, not a sports car, though with the nice long wheelbase I would have expected more stability. The single-rate damping on this MC was softer than I’d have expected in a sports car and the 454 hp didn’t seem sports car enough for this craft’s 4,365 pounds. I had to keep reminding myself it was a <EM>Gran Turismo</EM>, and at that, it felt just fine. At the far end of the course was another crowd and when I turned around to head back, I engaged launch control and laid down a track of rubber so glorious that I’m sure the tire smoke is recorded on many an Italian cellphone and the Pirelli remnants are probably still there if you’re ever driving through that way, mute testament to the glory of Maserati.</P><P>Later I drove it on the <EM>Autostrade</EM>, where it was just as comfortable as you would expect a great GT to be. Unfortunately, not only is there an 81-mph speed limit on the <EM>Autostrade</EM>, it is apparently enforced by speed cameras that note your entry and departure and time both to determine if you were speeding. Where’s the sport in that? They should at least allow a little room for error, especially for Maseratis and above.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/Maserati%20GranCabrio%20Sport_Maserati%20GranTurismo%20MC%20MY18%20%288%29.jpg?itok=6BFq0L2T"><FIGCAPTION>Maserati GranTurismo coupe and GranCabrio</FIGCAPTION></FIGURE> <P class="">Maserati GranTurismo coupe and GranCabrio </P>
<P><STRONG>The Verdict</STRONG></P><P>We should all be thankful that there are still great and beautiful cars like the GranTurismo on the market. Maserati could have said, “Basta!” and thrown in the towel on the GT, trading it instead for profits on the <A href="http://autoweek.com/article/car-reviews/2017-maserati-levante-review-high-riding-trident" target="_blank">new Levante SUV</A>. But it gave it a little tweak here and there and kept it on the market. We are the beneficiaries.</P><P>You can buy one of your own for an entirely reasonable $132,825, not counting destination and a few other charges. That’s for a Gran Turismo Sport. Prices go up all the way to $161,070 for a GranTurismo Convertible MC. For that you could line up, what? A <A href="http://autoweek.com/article/car-news/2017-porsche-panamera-beats-alfa-romeo-giulia-around-ring" target="_blank">Porsche Panamera</A>? <A href="http://autoweek.com/article/car-reviews/2017-bentley-continental-supersports-coupe-and-convertible-first-drive-review" target="_blank">Bentley Continental</A>? <A href="http://autoweek.com/article/geneva-motor-show/aston-martin-db11-600-hp-british-charm" target="_blank">Aston Martin DB11</A>? <A href="http://autoweek.com/article/car-reviews/bmw-6-series-gran-coupe-drive-review" target="_blank">BMW 6-Series Gran Coupe</A>? There are plenty of choices. But with this you’d be going with the maker that started the whole thing 70 years ago. And to that we say, <EM>molto bene</EM>.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/article-author/public/IMG_8014_0.jpg?itok=lePd4HqS"><FIGCAPTION>Mark Vaughn</FIGCAPTION></FIGURE>
<P>
<A href="http://autoweek.com/authors/mark-vaughn" target="_blank">
Mark Vaughn </A>
- West Coast Editor Mark Vaughn covers all car things west of the Mississippi from his Autoweek lair high above the LA metropolis.
</P><P>
<A class="semour" href="http://autoweek.com/authors/mark-vaughn" target="_blank">See more by this author»</A>
</P>
<P>On Sale: 4th Quarter 2017</P>
<P>Base Price: $132,825 (GranTurismo Sport)</P>
<P>As Tested Price: $150,570 (GranTurismo MC) </P>
<P>Drivetrain: 4.7-liter V8, six-speed automatic, RWD</P>
<P>Output: 454 hp at 7000 rpm, 384 lb-ft at 4750 rpm</P>
<P>Curb Weight: 4129 lbs</P>
<P>0-60 MPH: 4.7 sec (mfg.)</P>
<P>Fuel Economy: 16.5 mpg combined (Euro)(EPA City/Hwy/Combined)
</P>
<P>Pros: A grand, elegant touring car</P>
<P>Cons: I don't live in Italy</P>
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<title>2017 Toyota Prius Prime quick take: All about efficiency</title>
<link>http://autoweek.com/article/car-reviews/2017-toyota-prius-prime-quick-take-all-about-efficiency</link>
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<pubDate>Mon, 31 Jul 2017 12:24:54 +0000</pubDate>
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<SECTION class="type:slideshow"><P>View Gallery (37)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_001.jpg?itok=T77OOx7h"><FIGCAPTION>Gallery Toyota Prius Prime Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_002.jpg?itok=cLMoVUlr"><FIGCAPTION>Gallery Toyota Prius Prime Photo 2</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_003.jpg?itok=Bb3iTitC"><FIGCAPTION>Gallery Toyota Prius Prime Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_004.jpg?itok=Om4QH7Tt"><FIGCAPTION>Gallery Toyota Prius Prime Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_005.jpg?itok=ObVywwTK"><FIGCAPTION>Gallery Toyota Prius Prime Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_006.jpg?itok=5T34RtFp"><FIGCAPTION>Gallery Toyota Prius Prime Photo 6</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_007.jpg?itok=6hsjgMYR"><FIGCAPTION>Gallery Toyota Prius Prime Photo 7</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_008.jpg?itok=3WjP3_Nj"><FIGCAPTION>Gallery Toyota Prius Prime Photo 8</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_009.jpg?itok=eta2-n4P"><FIGCAPTION>Gallery Toyota Prius Prime Photo 9</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_010.jpg?itok=r8rHUrae"><FIGCAPTION>Gallery Toyota Prius Prime Photo 10</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_011.jpg?itok=BQ3I2Brz"><FIGCAPTION>Gallery Toyota Prius Prime Photo 11</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_012.jpg?itok=F44khpoN"><FIGCAPTION>Gallery Toyota Prius Prime Photo 12</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_013.jpg?itok=5-G8ea9d"><FIGCAPTION>Gallery Toyota Prius Prime Photo 13</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_014.jpg?itok=Hpy9H2iT"><FIGCAPTION>Gallery Toyota Prius Prime Photo 14</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_015.jpg?itok=G57bUetk"><FIGCAPTION>Gallery Toyota Prius Prime Photo 15</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_016.jpg?itok=idUvHb9a"><FIGCAPTION>Gallery Toyota Prius Prime Photo 16</FIGCAPTION></FIGURE><FIGURE><IMG 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src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_021.jpg?itok=x9Et2z_M"><FIGCAPTION>Gallery Toyota Prius Prime Photo 21</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_022.jpg?itok=bLSgMvNN"><FIGCAPTION>Gallery Toyota Prius Prime Photo 22</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_023.jpg?itok=pUrdkrDd"><FIGCAPTION>Gallery Toyota Prius Prime Photo 23</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_024.jpg?itok=Iq2TCNco"><FIGCAPTION>Gallery Toyota Prius Prime Photo 24</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_025.jpg?itok=l5I3ZxBH"><FIGCAPTION>Gallery Toyota Prius Prime Photo 25</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_026.jpg?itok=2hV-hyqA"><FIGCAPTION>Gallery Toyota Prius Prime Photo 26</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_027.jpg?itok=U7bYbaMZ"><FIGCAPTION>Gallery Toyota Prius Prime Photo 27</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_028.jpg?itok=v4z9mE9m"><FIGCAPTION>Gallery Toyota Prius Prime Photo 28</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_029.jpg?itok=8MJxjxwH"><FIGCAPTION>Gallery Toyota Prius Prime Photo 29</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_030.jpg?itok=7POcAQjp"><FIGCAPTION>Gallery Toyota Prius Prime Photo 30</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_031.jpg?itok=khPEXzXf"><FIGCAPTION>Gallery Toyota Prius Prime Photo 31</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_032.jpg?itok=pjK096eq"><FIGCAPTION>Gallery Toyota Prius Prime Photo 32</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_033.jpg?itok=MeonaXbI"><FIGCAPTION>Gallery Toyota Prius Prime Photo 33</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_034.jpg?itok=DYLA59Pz"><FIGCAPTION>Gallery Toyota Prius Prime Photo 34</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_035.jpg?itok=wiWjCj3Z"><FIGCAPTION>Gallery Toyota Prius Prime Photo 35</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/2017_toyota_prius_prime_advanced_035.jpg?itok=wiWjCj3Z"><FIGCAPTION>Gallery Toyota Prius Prime Photo 35</FIGCAPTION></FIGURE></SECTION><H2 class="header-sub-headline">It won't thrill, but it will get more than 50 mpg</H2><P>July 21, 2017</P><P><STRONG>What is it?</STRONG> The Prime is the most expensive and technologically advanced Prius to date. It'll go 25 miles on battery power alone.</P><P><STRONG>Key Competitors:</STRONG> <A href="http://autoweek.com/article/car-news/2016-chevrolet-volt-quick-take" target="_blank">Chevrolet Volt</A>, <A href="http://autoweek.com/article/spy-photos/spied-2017-ford-c-max-spotted-without-any-camo" target="_blank">Ford C-Max</A>, <A href="http://autoweek.com/article/car-reviews/2014-lexus-ct-200h-review-notes" target="_blank">Lexus CT</A></P><P><STRONG>Base Price:</STRONG> $33,985 <STRONG>As Tested:</STRONG> $33,985</P><P><STRONG>Highlights: </STRONG>The <A href="http://autoweek.com/article/car-reviews/2017-toyota-prius-prime-advanced-race-organizer-review" target="_blank">Prius Prime Advanced</A> uses a 1.8-liter Atkinson-cycle I4 to supplement its two permanent-magnet AC sychronous motors. MPGe is rated at 133 and it will uses electric power up to 84 mph.</P>
<SECTION class="type:slideshow"><P>View Gallery (8)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/2017_toyota_prius_prime_advanced_022_557a055a281958ab36b6baaf7a044082824860b3.jpg?itok=RQlEdLu1"><FIGCAPTION>2017 Toyota Prius Prime Advanced Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/2017_toyota_prius_prime_advanced_025_ffe426ce964c4cd23e49a00ff37409b49e3753d4.jpg?itok=5mfw4Bih"><FIGCAPTION>2017 Toyota Prius Prime Advanced Photo 2</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/2017_toyota_prius_prime_advanced_027_01f34d8e2a3fdc0e2c1e097f9d3e39b25a6d238d.jpg?itok=IXJP1L9q"><FIGCAPTION>2017 Toyota Prius Prime Advanced Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/2017_toyota_prius_prime_advanced_029_8fd6bdc1011e061a7b21fc998fb649782db52b83.jpg?itok=0Q6YuWZq"><FIGCAPTION>2017 Toyota Prius Prime Advanced Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/2017_toyota_prius_prime_advanced_031_247b0c7b4d03a7923b97882fd9b6854a6b93335b.jpg?itok=ZNq0Ku9C"><FIGCAPTION>2017 Toyota Prius Prime Advanced Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/2017_toyota_prius_prime_advanced_032_d6c164a5a48d90b5fa7a50ddada6291b57ab38c3.jpg?itok=pt4--lDr"><FIGCAPTION>2017 Toyota Prius Prime Advanced Photo 6</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/2017_toyota_prius_prime_advanced_032_d6c164a5a48d90b5fa7a50ddada6291b57ab38c3.jpg?itok=pt4--lDr"><FIGCAPTION>2017 Toyota Prius Prime Advanced Photo 6</FIGCAPTION></FIGURE></SECTION>
<H2>
<A href="http://autoweek.com/gallery/car-reviews/gallery-2017-toyota-prius-prime-advanced" target="_blank">Car Reviews</A>
</H2>
<P><A class="story-title" href="http://autoweek.com/gallery/car-reviews/gallery-2017-toyota-prius-prime-advanced" target="_blank">Gallery: 2017 Toyota Prius Prime Advanced</A></P>
<P><STRONG>Our Opinion:</STRONG> What makes the Prius Prime 'Prime?' It’s the most-expensive Prius available and Toyota calls it the “ultimate” Prius, saying all materials and the hybrid tech and whatnot are optimized for efficiency. The <A href="http://autoweek.com/gallery/new-york-auto-show/gallery-2017-toyota-prius-prime-plugs-new-york" target="_blank">Prime</A> has a bigger battery to double range on pure electricity to 25 miles -- good, but still not as good as the <A href="http://autoweek.com/article/car-news/2016-hyundai-sonata-phev-gets-27-miles-electric-range" target="_blank">Sonata plug-in</A> or the <A href="http://autoweek.com/vehicles/chevrolet/volt" target="_blank">Volt</A>. Toyota claims Prius engineers targeted the 25-mile range based on research showing that distance meets 50 percent of U.S. commuters’ needs.</P><P>The Prime drives like, well, a Prius. In other words, it is what it is -- all about efficiency rather than fun. When I got in it, it was charged up so I never heard the engine, just silent EV cruising. So I didn’t experience what I remember from previous Prius drives like the strangely revving engine, spinning CVT, nasty, grabby brakes, and general lack of oomph. In EV mode I actually thought the car wasn’t bad for zipping around town. The brakes felt much better than I remember, throttle response wasn’t bad and – surprise! – the agility in corners wasn’t horrible either. I also thought the steering was quite good, another surprise. Still, a sport sedan? Certainly not. But it’s not supposed to be.</P><P>As for that $33K sticker, yes, I gasped. The Prime’s base price is $27,100, though, and there are the tax credits. They vary according to what state you live in but the federal credit seems to average about $4500. So we’re looking at $22,600. That’s gettin’ there…</P><P><EM>--Wes Raynal, editor</EM></P>
<SECTION class="type:slideshow"><P>View Gallery (10)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/_0000_1.jpg?itok=_FuvdhLL"><FIGCAPTION>2017 Toyota Prius Prime Advanced</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/20170322_144443.jpg?itok=d_ogpoM2"><FIGCAPTION>2017 Toyota Prius Prime Advanced cargo area</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/img_4125.jpg?itok=rmRQYLPi"><FIGCAPTION>2017 Toyota Prius Prime Advanced near Tesla plant</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/img_4611.jpg?itok=omwLz-8I"><FIGCAPTION>2017 Toyota Prius Prime Advanced grille emblem</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/img_4645.jpg?itok=tvCOYSNy"><FIGCAPTION>2017 Toyota Prius Prime Advanced with Corolla race car</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/_mg_3452.jpg?itok=TvVR0K2s"><FIGCAPTION>2017 Toyota Prius Prime Advanced</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/_mg_3529.jpg?itok=QyohJQoE"><FIGCAPTION>2017 Toyota Prius Prime Advanced</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/_mg_3536.jpg?itok=beaedXsw"><FIGCAPTION>2017 Toyota Prius Prime Advanced</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/_mg_3536.jpg?itok=beaedXsw"><FIGCAPTION>2017 Toyota Prius Prime Advanced</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-224-126/public/2017_Lexus_RC_200t_001_2AF794876D6FE1C2426FAAB470CF90D12D9C648C.jpg?itok=3fkTj-sg"><FIGCAPTION>2017 Lexus RC200t road test</FIGCAPTION></FIGURE></SECTION>
<H2>
<A href="http://autoweek.com/gallery/car-reviews/race-organizer-review-2017-toyota-prius-prime-advanced" target="_blank">Car Reviews</A>
</H2>
<P><A class="story-title" href="http://autoweek.com/gallery/car-reviews/race-organizer-review-2017-toyota-prius-prime-advanced" target="_blank">Race Organizer Review - 2017 Toyota Prius Prime Advanced</A></P>
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<LI class="model-name bg-model">
<H2>
<A class="oswald" href="http://autoweek.com/buyers-guide/toyota/prius-prime/2017" target="_blank">
Toyota Prius Prime </A>
</H2>
</LI>
<LI>
<H2 class="info-title">MSRP</H2>
<H2 class="info-value">
N/A </H2>
<P class="info-desc">Base</P>
<H2 class="info-title">MPG</H2>
<H2 class="info-value">
N/A </H2>
<P class="info-desc">City / HWY</P>
</LI>
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<P><A class="btn" href="http://autoweek.com/buyers-guide/toyota/prius-prime/2017" target="_blank">
Research Toyota Prius Prime &gt;
</A></P>
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<P>
By Autoweek Staff
</P>
<P>On Sale: Now</P>
<P>Base Price: $27,100</P>
<P>As Tested Price: $33,100</P>
<P>Drivetrain: 1.8-liter I4, permanent-magnet AC motor, continuously variable automatic transmission, FWD</P>
<P>Output: 121 net horsepower (hybrid system total)</P>
<P>Curb Weight: 3,375</P>
<P>Fuel Economy: 53/55/54 mpg; 133 mpge(EPA City/Hwy/Combined)
</P>
<P>Pros: About as efficient a hybrid commuter as you can find</P>
<P>Cons: Still limited EV range; gets expensive</P>
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<title>2018 Dodge Durango SRT first drive: When the tow vehicle IS the track car</title>
<link>http://autoweek.com/article/car-reviews/2018-dodge-durango-srt-first-drive</link>
<guid isPermaLink="false">597f21910e622b340d7c6913</guid>
<pubDate>Mon, 31 Jul 2017 12:24:49 +0000</pubDate>
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<SECTION class="type:slideshow"><P>View Gallery (9)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/dg018_124du.jpg?itok=a7QPMDAY"><FIGCAPTION>2018 Dodge Durango SRT Track Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/dg018_125du.jpg?itok=XG68osXs"><FIGCAPTION>2018 Dodge Durango SRT Track Photo 2</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/dg018_126du.jpg?itok=Y7616jk1"><FIGCAPTION>2018 Dodge Durango SRT Track Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/dg018_127du.jpg?itok=klygeSoA"><FIGCAPTION>2018 Dodge Durango SRT Track Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/dg018_128du.jpg?itok=OYTgSgZC"><FIGCAPTION>2018 Dodge Durango SRT Track Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/dg018_129du.jpg?itok=GpaTcTSu"><FIGCAPTION>2018 Dodge Durango SRT Track Photo 6</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/dg018_130du.jpg?itok=a5PzLY-W"><FIGCAPTION>2018 Dodge Durango SRT Track Photo 7</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/dg018_130du.jpg?itok=a5PzLY-W"><FIGCAPTION>2018 Dodge Durango SRT Track Photo 7</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-224-126/public/Jeep-Cherokee.jpg?itok=kil3UzuK"><FIGCAPTION>4,400 mile 2000 Jeep Cherokee found in Queens</FIGCAPTION></FIGURE></SECTION><H2 class="header-sub-headline">SRT-tuned Durango hustles. It tows. It makes the right sounds. It seats six.</H2><P>July 20, 2017</P><P>My first moments in this new <A href="http://autoweek.com/vehicles/dodge/durango" target="_blank">Durango</A><A href="http://autoweek.com/article/supercars/2018-dodge-challenger-srt-demon-starts-86090" target="_blank">SRT</A>&nbsp;are spent adjusting the heavily bolstered leather seats and flat-bottom steering wheel -- it’s important to get these right at a <A href="http://autoweek.com/article/car-life/top-5-cheap-cars-track-day-warriors" target="_blank">track day</A>. Once settled in, it's time to look around and gauge my surroundings. From the windshield, turn 1 is clearly marked and easy to spot after peering down the long straightaway. To the right, a 153-foot-tall <A href="https://www.indianapolismotorspeedway.com/at-the-track/yard-of-bricks-pagoda/the-pagoda" target="_blank">pagoda</A>. To the left, a <A href="https://www.indianapolismotorspeedway.com/at-the-track/yard-of-bricks-pagoda/the-pagoda" target="_blank">yard of bricks</A>. In back, two additional rows of seats.</P><P>Wait. Why am I about to run the infield road course at <A href="http://autoweek.com/article/indy-500/why-not-indycar-formula-1-doubleheader-indianapolis-motor-speedway" target="_blank">Indianapolis Motor Speedway</A> in a Durango?</P><P>SRT is why. They bolted in a 6.4-liter Hemi engine, good for 475 hp and 470 lb-ft of torque, and an equally capable eight-speed automatic transmission. Mega <A href="http://autoweek.com/article/24-hours-le-mans/brembo-racing-boss-mario-almondo-passion-fuels-growing-brake-empire" target="_blank">Brembo</A> brakes work with 295/45R-20 Pirelli P Zero tires to arrest progress as quickly as it builds. SRT also stiffened up the front and rear springs, fattened up the rear stabilizer bar and added <A href="http://www.bilsteinus.com/" target="_blank">Bilstein</A> adaptable shocks. Then there’s the electronics. The stability-control system, throttle mapping and power steering weight all adjust. That’s common, but SRT also quickens gear-shift time, sends more power to the rear of the all-wheel-drive system <EM>and</EM> tightens up shock absorbers.</P>
<SECTION class="type:slideshow"><P>View Gallery (10)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_077du8cgf3av9rtm5m0c8us93aftat9.jpg?itok=6dR-T5An"><FIGCAPTION>2018 Dodge Durango SRT Interior Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_078du5228ap0vi1kg5dpvgiis2mnqup.jpg?itok=izevyxJF"><FIGCAPTION>2018 Dodge Durango SRT Interior Photo 2</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_079dufu5g0469u6ibvu8259ij5jo6ed.jpg?itok=jMAjZVy7"><FIGCAPTION>2018 Dodge Durango SRT Interior Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_080dulkgivhsqohqbm58upcj8q5ig8p.jpg?itok=1gVbr13n"><FIGCAPTION>2018 Dodge Durango SRT Interior Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_081du7k195dirc6qdfm0qb5v0m7n3p0_0.jpg?itok=WLyEOMLP"><FIGCAPTION>2018 Dodge Durango SRT Interior Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_082duq05tp3kkodij9ks1bijf404glf_0.jpg?itok=4HW949Fi"><FIGCAPTION>2018 Dodge Durango SRT Interior Photo 6</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_085du5rrhqk1rrk1se7fj5dk60jg0o1.jpg?itok=aQYifxUt"><FIGCAPTION>2018 Dodge Durango SRT Interior Photo 7</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_086durh3nvj2d0n1qjlcfpqm5061ifb.jpg?itok=SWVcPQ0X"><FIGCAPTION>2018 Dodge Durango SRT Interior Photo 8</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_086durh3nvj2d0n1qjlcfpqm5061ifb.jpg?itok=SWVcPQ0X"><FIGCAPTION>2018 Dodge Durango SRT Interior Photo 8</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-224-126/public/Jeep-Cherokee.jpg?itok=kil3UzuK"><FIGCAPTION>4,400 mile 2000 Jeep Cherokee found in Queens</FIGCAPTION></FIGURE></SECTION>
<H2>
<A href="http://autoweek.com/gallery/photo/gallery-2018-dodge-durango-srt-interior-0" target="_blank">Photo</A>
</H2>
<P><A class="story-title" href="http://autoweek.com/gallery/photo/gallery-2018-dodge-durango-srt-interior-0" target="_blank">Gallery: 2018 Dodge Durango SRT Interior</A></P>
<P>The aforementioned adjustability comes from choosing one of seven different <A href="http://autoweek.com/article/technology/are-you-missing-out-life-driving-wrong-settings" target="_blank">drive modes</A> available. And two of those modes are sport and track. In track mode, this SUV, with seating for six, is able to withstand hot (well, very warm) laps on a track. The default setting is automatic, which makes the Durango SRT its most comfortable self. There’s also eco, to squeak out a (very) little extra mpg, valet mode, which takes away all the hoonability, and snow mode for spotty weather.</P><P>But the seventh driving mode is tow, and it feels out of place in this <A href="http://autoweek.com/article/car-reviews/heres-best-suv-and-crossover-reviews-year-so-far" target="_blank">SUV</A>. After all, a tow vehicle and a track car are two different things. But not in this case. All the extra cooling systems, beefy suspension and brakes required to make the SRT <A href="http://autoweek.com/article/wait-theres-more/track-day-tips-heres-what-expect-your-first-track-day" target="_blank">hold up on-track</A> also aid in pulling 8,700 pounds around without trouble. For good measure, SRT iced this particular cake with luxury, wrapping the Durango in <A href="https://en.wikipedia.org/wiki/Nappa_leather" target="_blank">Napa leather</A> with suede inserts and installing a fancy stereo.</P>
<SECTION class="type:slideshow"><P>View Gallery (11)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_106du.jpg?itok=Vmgup7XZ"><FIGCAPTION>2018 Dodge Durango SRT Road Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_108du.jpg?itok=xql6XwLk"><FIGCAPTION>2018 Dodge Durango SRT Road Photo 2</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_109du.jpg?itok=HgEm1x6V"><FIGCAPTION>2018 Dodge Durango SRT Road Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_110du.jpg?itok=em-h8SFz"><FIGCAPTION>2018 Dodge Durango SRT Road Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_111du.jpg?itok=324034F7"><FIGCAPTION>2018 Dodge Durango SRT Road Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_112du.jpg?itok=LBUnsc-l"><FIGCAPTION>2018 Dodge Durango SRT Road Photo 6</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_114du.jpg?itok=g6l3U11q"><FIGCAPTION>2018 Dodge Durango SRT Road Photo 7</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_115du.jpg?itok=NdaLYYCG"><FIGCAPTION>2018 Dodge Durango SRT Road Photo 8</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_116du.jpg?itok=T1RmKRKj"><FIGCAPTION>2018 Dodge Durango SRT Road Photo 9</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_116du.jpg?itok=T1RmKRKj"><FIGCAPTION>2018 Dodge Durango SRT Road Photo 9</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-224-126/public/Jeep-Cherokee.jpg?itok=kil3UzuK"><FIGCAPTION>4,400 mile 2000 Jeep Cherokee found in Queens</FIGCAPTION></FIGURE></SECTION>
<H2>
<A href="http://autoweek.com/gallery/photo/gallery-2018-dodge-durango-srt-road" target="_blank">Photo</A>
</H2>
<P><A class="story-title" href="http://autoweek.com/gallery/photo/gallery-2018-dodge-durango-srt-road" target="_blank">Gallery: 2018 Dodge Durango SRT Road</A></P>
<P><STRONG>The Execution</STRONG></P><P>This Durango SRT is a jack-of-all-trades, in the broadest sense, in the automotive world. And, generally speaking, it achieves its goal. Romping around Indy in a two-and-a-half-ton, high-center-of-gravity stuff hauler should bring about exorbitant understeer and body roll, or worse. But no, the SRT is competent, which is high praise for this class of vehicle.</P><P>The throaty V8 growls and howls, like '60s era <A href="http://autoweek.com/article/sports-cars/trans-am-series-revamps-ownership-group" target="_blank">Trans Am</A> race cars, and shifts bang off in just 160 milliseconds with the violence of a mule kick. It's easy to see better than 120 mph before stomping on the binders for turn 1. At turn-in, the Durango, well, <EM>does</EM>. Body control is composed, yet not unnaturally stiff. And SRT tuned chassis balance darn near perfectly for a track machine of this size. There's understeer at the limit, but it's easy to erase with a dab of brake or a dollop of throttle. It drives like a tall <A href="http://autoweek.com/vehicles/dodge/challenger" target="_blank">Challenger</A>, which drives like a <A href="http://autoweek.com/article/car-news/muscle-car-icons-immortalized-new-postal-stamp-set" target="_blank">muscle car</A>. Don’t believe me? Watch:</P><FIGURE class="op-interactive"><IFRAME src="https://www.youtube.com/embed/yk4Ew5lFMrM" class="no-margin" width="640" height="480"></IFRAME></FIGURE><P>Admittedly, the brake pedal did get long over the morning but never faded enough to concern anyone. All the air inlets, vents and heat exchangers did their job to keep the powertrain from losing its cool, too. And when track time ended, a Durango SRT was fueled and ready to commute to the next stop.</P><P>Switched to auto mode, the transmission calms way down and the suspension happily absorbs bumps and ruts in the road. The same animal that hustles its way around Indy commutes down the highway with aplomb. The front seats are both heated and cooled. And the <A href="http://autoweek.com/article/international-ces/android-auto-and-apple-carplay-slated-uconnect" target="_blank">Uconnect infotainment system</A> works well, causing less frustration than most systems on the market today. This one comes with <A href="http://autoweek.com/article/international-ces/android-auto-and-apple-carplay-slated-uconnect" target="_blank">Apple CarPlay and Android Auto</A> and also controls a nine-speaker, 506-watt sound system. And did we mention it tows things? Dodge strapped a big ol' boat to the SRT to prove it. &nbsp;</P>
<SECTION class="type:slideshow"><P>View Gallery (6)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_137du_0.jpg?itok=JKPfYsak"><FIGCAPTION>2018 Dodge Durango SRT Towing Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_138du_0.jpg?itok=ArHNuNmT"><FIGCAPTION>2018 Dodge Durango SRT Towing Photo 2</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_139du_0.jpg?itok=OK79s1lw"><FIGCAPTION>2018 Dodge Durango SRT Towing Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_140du_0.jpg?itok=DB7jTTFn"><FIGCAPTION>2018 Dodge Durango SRT Towing Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_140du_0.jpg?itok=DB7jTTFn"><FIGCAPTION>2018 Dodge Durango SRT Towing Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-224-126/public/Jeep-Cherokee.jpg?itok=kil3UzuK"><FIGCAPTION>4,400 mile 2000 Jeep Cherokee found in Queens</FIGCAPTION></FIGURE></SECTION>
<H2>
<A href="http://autoweek.com/gallery/photo/gallery-2018-dodge-durango-srt-towing" target="_blank">Photo</A>
</H2>
<P><A class="story-title" href="http://autoweek.com/gallery/photo/gallery-2018-dodge-durango-srt-towing" target="_blank">Gallery: 2018 Dodge Durango SRT Towing</A></P>
<P><STRONG>The Takeaway</STRONG></P><P>The Dodge Durango SRT isn’t a vehicle for folks who appreciate subtlety or wish to blend in. SRT logos abound, as well as two 392 emblems on either side of the SUV so that everyone knows the number of cubic inches displaced in this particular engine. It’s not cheap either -- base price is $64,090, and our examples came loaded with an additional $11,000 worth of goodies.</P><P>But <EM>nothing</EM> comes close to offering such distinctive character along with such varied capabilities. If you're limited by space, not money, and need a car to handle everything, the Durango SRT is a compelling choice.&nbsp;</P>
<SECTION class="type:slideshow"><P>View Gallery (11)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_087du6pce4kufva631mht2trdsdmkpm.jpg?itok=JCxZ76yT"><FIGCAPTION>2018 Dodge Durango SRT Uconnect Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_088du43f0239ub6vfeumo73jb1ag5g6.jpg?itok=ng-jmfJE"><FIGCAPTION>2018 Dodge Durango SRT Uconnect Photo 2</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_089duiapb5tfr0lrlg6ff3fqmm827p.jpg?itok=meTrIKXF"><FIGCAPTION>2018 Dodge Durango SRT Uconnect Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_090dulml57aaek107iqgjp5uedp28om.jpg?itok=QqfQYVed"><FIGCAPTION>2018 Dodge Durango SRT Uconnect Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_091dulkbnm4fig5fivak68usl8v77mp.jpg?itok=ZQBZNtJB"><FIGCAPTION>2018 Dodge Durango SRT Uconnect Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_092du8hmr9t6naidj7ehkg2asrl04cs.jpg?itok=OL6LoQbL"><FIGCAPTION>2018 Dodge Durango SRT Uconnect Photo 6</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_093due3vc7dcbpdutb1b4k6tfsdl0hb.jpg?itok=ec04gUB7"><FIGCAPTION>2018 Dodge Durango SRT Uconnect Photo 7</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_094dukjd19v3ukdta6dqd7nvl9vi2n4.jpg?itok=Ypq4093x"><FIGCAPTION>2018 Dodge Durango SRT Uconnect Photo 8</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_095dup3uei9erdj7rjrsos8t5uo3ms.jpg?itok=TAHEefwa"><FIGCAPTION>2018 Dodge Durango SRT Uconnect Photo 9</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/dg018_095dup3uei9erdj7rjrsos8t5uo3ms.jpg?itok=TAHEefwa"><FIGCAPTION>2018 Dodge Durango SRT Uconnect Photo 9</FIGCAPTION></FIGURE></SECTION>
<H2>
<A href="http://autoweek.com/gallery/photo/gallery-2018-dodge-durango-srt-uconnect" target="_blank">Photo</A>
</H2>
<P><A class="story-title" href="http://autoweek.com/gallery/photo/gallery-2018-dodge-durango-srt-uconnect" target="_blank">Gallery: 2018 Dodge Durango SRT Uconnect</A></P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/article-author/public/Unknown_0.jpeg?itok=PQmBn7sP"><FIGCAPTION>Robin Warner</FIGCAPTION></FIGURE>
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<A href="http://autoweek.com/authors/robin-warner" target="_blank">
Robin Warner </A>
- Robin Warner is Editorial Manager at Autoweek. He once tried and failed to become a professional race car driver, but succeeded in learning about debt management and having a story to tell. A former engineer, Warner loves cars for their technology and capability.
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<title>2018 Mercedes-Benz E-Class Cabriolet first drive: Easy-E</title>
<link>http://autoweek.com/article/car-reviews/2018-mercedes-benz-e-class-cabriolet-first-drive-easy-e</link>
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<pubDate>Mon, 31 Jul 2017 12:24:49 +0000</pubDate>
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<SECTION class="type:slideshow"><P>View Gallery (14)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/17c444_001.jpg?itok=JqwgkVcc"><FIGCAPTION>2018 Mercedes-Benz E400 Cabriolet Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/17c444_002.jpg?itok=28hY9E1e"><FIGCAPTION>2018 Mercedes-Benz E400 Cabriolet Photo 2</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/17c444_005.jpg?itok=1FeSQi_Q"><FIGCAPTION>2018 Mercedes-Benz E400 Cabriolet Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/17c444_006.jpg?itok=Ze8ZGyHU"><FIGCAPTION>2018 Mercedes-Benz E400 Cabriolet Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/17c444_008.jpg?itok=LtEPyPH4"><FIGCAPTION>2018 Mercedes-Benz E400 Cabriolet Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/17c444_009.jpg?itok=BvheFhj_"><FIGCAPTION>2018 Mercedes-Benz E400 Cabriolet Photo 6</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/17c444_010.jpg?itok=38zQGs-j"><FIGCAPTION>2018 Mercedes-Benz E400 Cabriolet Photo 7</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/17c444_014.jpg?itok=ijfg1r2D"><FIGCAPTION>2018 Mercedes-Benz E400 Cabriolet Photo 8</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/17c444_017.jpg?itok=In40_By0"><FIGCAPTION>2018 Mercedes-Benz E400 Cabriolet Photo 9</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/17c444_020.jpg?itok=_YP31xsz"><FIGCAPTION>2018 Mercedes-Benz E400 Cabriolet Photo 10</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/17c444_025.jpg?itok=dzNiFEZr"><FIGCAPTION>2018 Mercedes-Benz E400 Cabriolet Photo 11</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/17c444_026.jpg?itok=Sfa8fwZF"><FIGCAPTION>2018 Mercedes-Benz E400 Cabriolet Photo 12</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/17c444_026.jpg?itok=Sfa8fwZF"><FIGCAPTION>2018 Mercedes-Benz E400 Cabriolet Photo 12</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-224-126/public/2017_Toyota_Highlander_XLE_AWD_003_EE318DE214D5E5ED8F661D2EC2547D8596B60685.jpg?itok=GS-FNbac"><FIGCAPTION>2017 Toyota Highlander XLE</FIGCAPTION></FIGURE></SECTION><H2 class="header-sub-headline">Straight outta Stuttgart, Mercedes' latest E-Class convertible is the cleanest way to commune with nature</H2><P>July 20, 2017</P><P><EM>“Go outside! Enjoy nature!”</EM></P><P>That’s been the refrain of every mom and dad since the invention of video games, before that, television and probably the radio way back when.</P><P><EM>“Go out and play with that <A href="https://en.wikipedia.org/wiki/Hoop_rolling#/media/File:Boys_with_hoops_on_Chesnut_Street.jpg" target="_blank"></A></EM></P><FIGURE><IMG src="https://en.wikipedia.org/wiki/Hoop_rolling#/media/File:Boys_with_hoops_on_Chesnut_Street.jpg"></FIGURE><P><EM><A href="https://en.wikipedia.org/wiki/Hoop_rolling#/media/File:Boys_with_hoops_on_Chesnut_Street.jpg" target="_blank">hoop and stick</A> we bought you!”</EM></P><P>But there’s another way to enjoy nature. Smell the smells, feel the wind in your hair, and make it to some amazing places in the process, all without donning a pair of hiking boots: the convertible.</P><P>The 2018 <A href="http://autoweek.com/vehicles/mercedes-benz" target="_blank">Mercedes-Benz</A> E-Class Cabriolet, like most convertibles, isn’t made for a track day, or autocross day, or a drag race. It’s made for communing with nature while taking the long way to work, to another state or another country. And with an acceptably-sized trunk (for a convertible) folding seats and pass-through for longer luggage, you can make it pretty far without having to stop and do laundry. Even better, if you really skimp on the suits and shoes—they take up the most room—you can take three friends/lovers/teammates with you.</P><P>The new E-Class Cab is bigger than its predecessor with 5 extra inches of length, 3 inches of width and more than 4 inches of wheelbase, most of which is budgeted for back seat occupants. That means the Sherpa, priest and rabbi you travel with—<EM>we get it, you have an eclectic crew</EM>—will be as comfortable as you are in the driver’s seat.</P><P>The 2018 E-Class convertible is the last of the E-Class family to get renewed. The <A href="http://autoweek.com/article/car-reviews/2018-mercedes-amg-e63-s-first-drive-its-complicated" target="_blank">sedan</A>, <A href="http://autoweek.com/article/car-reviews/2017-mercedes-benz-e400-wagon-first-drive-benchmark" target="_blank">wagon </A>and <A href="http://autoweek.com/article/car-reviews/first-drive-2018-mercedes-benz-e400-coupe" target="_blank">coupe </A>were all revamped in the past 12 months. That means new tech, new style and a new suede-covered acoustic top that keeps out road and wind noise, as least going in a straight line. Get a little too ambitious in the swtichbacks and the tires will sing, early and often. With the top down—the only way to drive a convertible, even in 90-degree heat—that sound will roll right into your ears. On the bright side, there’s a ton of warning before the rubber actually gives way.</P>
<SECTION class="type:slideshow"><P>View Gallery (12)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/17c444_032.jpg?itok=e8L9DCMG"><FIGCAPTION>2018 Mercedes-Benz E400 Cabriolet interior Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/17c444_033.jpg?itok=7uPef_uo"><FIGCAPTION>2018 Mercedes-Benz E400 Cabriolet interior Photo 2</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/17c444_034.jpg?itok=ARyUkJ58"><FIGCAPTION>2018 Mercedes-Benz E400 Cabriolet interior Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/17c444_035.jpg?itok=Z1tWjwoH"><FIGCAPTION>2018 Mercedes-Benz E400 Cabriolet interior Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/17c444_036.jpg?itok=RTkA66EG"><FIGCAPTION>2018 Mercedes-Benz E400 Cabriolet interior Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/17c444_037.jpg?itok=golRpYGQ"><FIGCAPTION>2018 Mercedes-Benz E400 Cabriolet interior Photo 6</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/17c444_038.jpg?itok=hbHHt9jk"><FIGCAPTION>2018 Mercedes-Benz E400 Cabriolet interior Photo 7</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/17c444_039.jpg?itok=Gvf4Ywsp"><FIGCAPTION>2018 Mercedes-Benz E400 Cabriolet interior Photo 8</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/17c444_040.jpg?itok=s17dfXlt"><FIGCAPTION>2018 Mercedes-Benz E400 Cabriolet interior Photo 9</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/17c444_041.jpg?itok=L30Z0QEw"><FIGCAPTION>2018 Mercedes-Benz E400 Cabriolet interior Photo 10</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/17c444_041.jpg?itok=L30Z0QEw"><FIGCAPTION>2018 Mercedes-Benz E400 Cabriolet interior Photo 10</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-224-126/public/2017_Toyota_Highlander_XLE_AWD_003_EE318DE214D5E5ED8F661D2EC2547D8596B60685.jpg?itok=GS-FNbac"><FIGCAPTION>2017 Toyota Highlander XLE</FIGCAPTION></FIGURE></SECTION>
<H2>
<A href="http://autoweek.com/gallery/car-reviews/gallery-2018-mercedes-benz-e400-cabriolet-interior" target="_blank">Car Reviews</A>
</H2>
<P><A class="story-title" href="http://autoweek.com/gallery/car-reviews/gallery-2018-mercedes-benz-e400-cabriolet-interior" target="_blank">Gallery: 2018 Mercedes-Benz E400 Cabriolet interior</A></P>
<P>For 2018, the E-Class Cabriolet follows the rest of the family with a 3.0-liter, twin-turbocharged V6 making 329 hp and 354 lb-ft of torque. For 2018 all E-Class Cabs will get Mercedes’ nine-speed automatic transmission and power will head to the rear or all four wheels courtesy of the company’s available 4Matic system. We’d certainly be surprised if an E43/<A href="http://autoweek.com/article/car-reviews/2018-mercedes-amg-e63-s-first-drive-its-complicated" target="_blank">E63 AMG</A> didn’t follow the basic E400 Cabriolet sometime later this year or next.</P><P>An independent four-link suspension keeps things in control up front, and a five-link arrangement sits in back with an aluminum axle carrier and aluminum spring control arms. As standard, the E-Class Cab sits about three-quarters of an inch lower than the sedan. The optional Dynamic Body Control suspension has adjustable dampers with comfort, sport and sport plus modes. A self-leveling air suspension can also be specified with integrated roll, pitch and lift control.</P><P>Every E-Class convertible gets Dynamic Select, with modes for comfort, eco, sport, sport plus and individual, which changes up engine response, stop/start function and shift strategy.</P><P><STRONG>Execution</STRONG></P><P>You don’t have to travel from European mountain country to European mountain country to enjoy the E convertible, but it certainly helps. There’s a certain smell to nature at 5,000 feet above sea level, and there’s a different one at 10,000 feet. As a Michigander, I don’t really have that elevation change, but I do have a capital U, Up North, and the smell changes there too. Different plants, different animals, different minerals…nature. And you’ll be safe in your convertible.</P><P>Let's start there. Safety features on the E-Class include Active Emergency Stop, which gives the driver a visual, then audible, warning before slowing to avoid a hazard; Active Brake Assist, which brakes autonomously if necessary; Evasive Steering Assist, which helps the driver safely avoid a spin during an emergency lane change maneuver; Pre-Safe Plus, which warns the driver behind of an impending rear-end crash; Active Blind Spot Assist, self-explanatory and Remote Parking Pilot, which allows the vehicle to be maneuvered in and out of the garage remotely.</P><P>The E-Class Cabrio has a sophisticated autopilot/cruise control function called Distance Pilot Distronic with Steering Pilot. That means it will follow the lines in the road and keep a safe distance from the car in front, braking to a stop in traffic if necessary. It’s a little cooler than most of these systems thanks to a lane change function (just tap the turn signal and it will automatically move over a lane) and Speed Limit Pilot, which reads the speed limit signs and adjusts the cruise control accordingly. It does take the stress out of long hauls, though you do have to keep your hands on the wheel.</P><P>The 329-hp V6 is plenty for cruising, but you won't confuse it with one of Mercedes peak AMG mills. Still, passing slower traffic is a cinch and the nine-speed can be adjusted through the drive modes to react in either a sporty or efficient matter. Shifts are generally soft, but it didn’t hunt for the right gear like many of these multispeed transmissions. The E makes a little more noise in sport and sport plus modes, but it never goads you to floor it in tunnels.</P>
<SECTION class="type:slideshow"><P>View Gallery (9)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/a124_e_class_cabriolet_021.jpg?itok=Mh40L91n"><FIGCAPTION>Mercedes-Benz 300 CE Photo 1</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/a124_e_class_cabriolet_022.jpg?itok=OaL6wvsi"><FIGCAPTION>Mercedes-Benz 300 CE Photo 2</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/a124_e_class_cabriolet_024.jpg?itok=wlan91tz"><FIGCAPTION>Mercedes-Benz 300 CE Photo 3</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/a124_e_class_cabriolet_027.jpg?itok=tojHZfP7"><FIGCAPTION>Mercedes-Benz 300 CE Photo 4</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/a124_e_class_cabriolet_028.jpg?itok=nnAoGttf"><FIGCAPTION>Mercedes-Benz 300 CE Photo 5</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/a124_e_class_cabriolet_029.jpg?itok=tDtXeIKH"><FIGCAPTION>Mercedes-Benz 300 CE Photo 6</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/a124_e_class_cabriolet_032.jpg?itok=L-SGQhLn"><FIGCAPTION>Mercedes-Benz 300 CE Photo 7</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/a124_e_class_cabriolet_032.jpg?itok=L-SGQhLn"><FIGCAPTION>Mercedes-Benz 300 CE Photo 7</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-224-126/public/2017_Toyota_Highlander_XLE_AWD_003_EE318DE214D5E5ED8F661D2EC2547D8596B60685.jpg?itok=GS-FNbac"><FIGCAPTION>2017 Toyota Highlander XLE</FIGCAPTION></FIGURE></SECTION>
<H2>
<A href="http://autoweek.com/gallery/car-reviews/gallery-mercedes-benz-300-ce-24" target="_blank">Car Reviews</A>
</H2>
<P><A class="story-title" href="http://autoweek.com/gallery/car-reviews/gallery-mercedes-benz-300-ce-24" target="_blank">Gallery: Mercedes-Benz 300 CE 24</A></P>
<P><A href="http://autoweek.com/vehicles/mercedes-benz" target="_blank">Mercedes </A>had a teal/green/gray first-generation E-Class Cabriolet on hand to add a little nostalgia to the drive and it put a fine point on how far the convertible has come, for better and worse. Fake woodgrain and shiny leather notwithstanding, the old E Cab felt like it was hewn out of a single block of steel. Bumps did nothing to the suspension, let alone the body.</P><P>The new E doesn’t have a lot of body movement either, but you can feel the advanced suspension setup absorbing the brunt of the blows. It feels…<EM>artificially</EM> soft. In comfort mode there’s a good amount of body roll, and like earlier, a lot of tire noise when you’re really sawing at the wheel. Sport and sport plus firm up the ride considerably, making it almost border on harsh, especially over big, Swiss village speedbumps that rise about six inches from the ground. Keep the suspension in comfort and enjoy it. You can’t appreciate nature at 10/10ths anyway.</P><P>The electric power steering setup is a little vague on center, but once you dial some angle in, it’s as accurate as anything. The drive modes adjust the weight of the steering, but not the ratio. It’s tuned for easy, relaxing drives.</P><P>And from the driver’s seat, that’s what buyers will get. Our tester had sporty looking metal weave in the dash, which felt a little bit out of place in the cruiser. If you lean toward sporty, you’ll like it; if not, surely it can be exchanged for woodgrain. The cooling seats couldn’t really keep up with the 95-degree sun, and the Airscarf system, made for keeping your neck warm, doesn’t switch over to air conditioning no matter the exterior temps. If the mercury hits triple digits, you may just want to put the top up, which you can do in 20 seconds, at speeds up to 31 mph. Side note, when the AC compressor is running, it makes a decently loud hum along with a semi-annoying vibration. That’s not a huge deal, but noticeable in an otherwise smooth general ambiance.</P><P>It’s fun to play with the Aircap, Mercedes’ name for its front-window spoiler, which keeps the wind out of your wig at speed. It does throw off the sleek lines with the top down though. That, the windows and the rear wind breaker that pops up behind the back seats make for a surprisingly serene ride with the top down.</P><P><STRONG>The Verdict</STRONG></P><P>Convertible sales dried up in the ‘80s. There was a point when manufacturers almost put away the body style voted most likely to impress your friends and get you a tan. Thankfully that didn’t happen and now Mercedes fields convertibles in no fewer than five segments--C, E, S, SL, SLK—to the joy of buyers who want to feel the sun on their face and the wind in their hair.</P><P>The E-Class Cabriolet ($66,000; $68,569 for the 4Matic) is exactly what it’s billed as: a comfortable cruiser with enough <EM>git </EM>to enjoy some twisty mountain roads or even some dusty forest ones. I'm not saying driving a convertible is the same as exercise (that would be silly). But I will say that at it’s by far the best way to enjoy the flora, fauna and biota (fungi) of the world without experiencing the bad parts: bugs, sore feet, dirty clothes and eventual exhaustion. So get out and play, grab some friends and appreciate the great outdoors in the best way possible: without your feet ever touching the ground.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/article-author/public/jake.jpg?itok=R6x70eve"><FIGCAPTION>Jake Lingeman</FIGCAPTION></FIGURE>
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<A href="http://autoweek.com/authors/jake-lingeman" target="_blank">
Jake Lingeman </A>
- Jake Lingeman is Road Test Editor at Autoweek, reviewing cars, reporting on car news, car tech and the world at large.
</P><P>
<A class="semour" href="http://autoweek.com/authors/jake-lingeman" target="_blank">See more by this author»</A>
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<P>On Sale: Late 2017</P>
<P>Base Price: $66,000; $68,569 (4Matic)</P>
<P>Drivetrain: 3.0-liter twin-turbo V6, nine-speed auto, RWD/AWD</P>
<P>Output: 329 hp @ 5,260-6,000 rpm, 354 lb-ft @ 1,600-4,000 rpm </P>
<P>Curb Weight: 4,200 lb (est)</P>
<P>Pros: A low-effort cruiser with nearly autonomous driving</P>
<P>Cons: Doesn't sing in tunnels like the company's V8s do</P>
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<title>2017 Toyota Sienna Limited AWD: Race organizer review</title>
<link>http://autoweek.com/article/car-reviews/2017-toyota-sienna-limited-premium-awd-race-organizer-review</link>
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<pubDate>Mon, 31 Jul 2017 12:24:43 +0000</pubDate>
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<SECTION class="type:slideshow"><P>View Gallery (10)</P><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/0000_2.jpg?itok=Av2da3J5"><FIGCAPTION>2017 Toyota Sienna Limited Premium AWD with Colorado sunset</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/20170602_085230.jpg?itok=zgF6uT5B"><FIGCAPTION>2017 Toyota Sienna Limited Premium AWD full of Race Organizer cargo</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/20170606_134516.jpg?itok=Wil0QA7h"><FIGCAPTION>2017 Toyota Sienna Limited Premium AWD with all seats removed</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/20170606_135058.jpg?itok=6r4N1z2i"><FIGCAPTION>2017 Toyota Sienna Limited Premium AWD third row seats</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/20170606_135119.jpg?itok=KRFbVgCt"><FIGCAPTION>2017 Toyota Sienna Limited Premium AWD third row seats</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/img_6182.jpg?itok=P1kdA7jp"><FIGCAPTION>2017 Toyota Sienna Limited Premium AWD fueling</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/img_7202.jpg?itok=wWQqBI_1"><FIGCAPTION>2017 Toyota Sienna Limited Premium AWD loading up camping gear</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/img_7284.jpg?itok=4dz-BjFn"><FIGCAPTION>2017 Toyota Sienna Limited Premium AWD full of haphazardly arranged camping gear</FIGCAPTION></FIGURE><FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/img_7284.jpg?itok=4dz-BjFn"><FIGCAPTION>2017 Toyota Sienna Limited Premium AWD full of haphazardly arranged camping gear</FIGCAPTION></FIGURE></SECTION><H2 class="header-sub-headline">In which your Race Organizer brings the most useful possible vehicle to the track</H2><P>July 19, 2017</P><P>Welcome back to the <A href="http://autoweek.com/car-reviews/race-organizer-reviews" target="_blank">Race Organizer Review series</A>, in which I put new vehicles through their paces as I do my job as an organizer for the <A href="https://24hoursoflemons.com/" target="_blank">24 Hours of Lemons race series</A>. Last time, I took a soulful-yet-impractical machine --&nbsp;<A href="http://autoweek.com/article/car-reviews/2017-fiat-124-spider-race-organizer-review" target="_blank">the Fiat 124 Spider Lusso</A>&nbsp;-- to <A href="http://www.murileemartin.com/UG/LTH17a/LTH17a.html" target="_blank">a brain-boilingly hot weekend</A> at Thunderhill Raceway in California, where I stayed at a crime-scene motel and ate the fare of an interstate-oasis choke-n-puke. For the <A href="http://www.murileemartin.com/UG/LCO17/LCO17.html" target="_blank">B.F.E. GP 24 Hours of Lemons</A>, held in <DEL>Kansas</DEL> eastern Colorado, I drove a soulless-yet-practical machine and used it as my office and home for all three days of work.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/IMG_6870_0.JPG?itok=VtlVGMWg"><FIGCAPTION>2017 Toyota Sienna Limited AWD at High Plains Raceway in Colorado</FIGCAPTION></FIGURE> <P class="">One of the great things about High Plains Raceway in Colorado is that you have privacy for your campsite. Photo by Murilee Martin</P>
<P><A href="http://www.highplainsraceway.com/" target="_blank">High Plains Raceway</A>, located near <A href="http://www.latimes.com/nation/la-na-c1-colorado-drones-20140116-dto-htmlstory.html" target="_blank">the first town in the United States to issue drone-hunting licenses</A>, is very remote and very beautiful. Since I love car-camping and I live about 90 minutes from the track, I decided that a minivan would be ideal for hauling all the supplies I'd need and providing a place to sleep in the event that the weather got a bit too crazy for tent comfort.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/20170531_161347.jpg?itok=sMkskEDg"><FIGCAPTION>2017 Toyota Sienna with one second-row seat removed</FIGCAPTION></FIGURE> <P class="">Getting ready for the supply run. Photo by Murilee Martin</P>
<P>Before each race, the organizers must make a run for supplies -- stuff like bottles of water, sunscreen, sandwich fixings, snacks, spray paint for <A href="http://murileemartin.com/wordpress/?p=2345" target="_blank">the BRIBED stencils</A>, and so on. The Sienna probably had enough room for a Costco trip with just the third-row seats folded down, but I opted to remove one of the second-row seats to make my task easier.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/20170531_161228.jpg?itok=7RhQ-2F3"><FIGCAPTION>2017 Toyota Sienna second-row seat removed</FIGCAPTION></FIGURE> <P class="">The second-row seats are very manageable once removed. Photo by Murilee Martin</P>
<P>The seat-arranging process is simple and the second-row seats are light enough to be moved around painlessly. The second-row seat and cargo organizer went onto my garage floor.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/20170601_111435.jpg?itok=idCcNMnV"><FIGCAPTION>2017 Toyota Sienna with race supplies</FIGCAPTION></FIGURE> <P class="">We go through a lot of drinking water in the thin, dry air of Colorado during a race weekend. Photo by Murilee Martin</P>
<P>Loading up a big-box shopping cart full of heavy race supplies was laughably easy with the Sienna. Having done this task using the full range of full-sized sedans and SUVs, I'll say that the Sienna beats every motor vehicle available (with the exception of, say, a full-sized cargo van) in this department.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/IMG_6177.JPG?itok=4alI6MnU"><FIGCAPTION>2017 Toyota Sienna Limited AWD front LH view</FIGCAPTION></FIGURE> <P class="">It's completely invisible on the road. Photo by Murilee Martin</P>
<P>It drives, turns, stops, and parks like a car. Not like a top-heavy, bouncy truck, though it holds more cargo and passengers than most trucks. I didn't push it very hard, mostly because it was always full of not-very-well-secured cargo while I had it, but the 296-horse V6 offered power enough to keep driving from being tedious. I was half-hoping for one of the crazy rainstorms we get in summertime in high-plains Colorado, so I could test out the all-wheel-drive in a gooey, muddy field, but the weather stayed sunny all weekend.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/20170602_084049.jpg?itok=PQgc6PVa"><FIGCAPTION>2017 Toyota Sienna Limited full of junk</FIGCAPTION></FIGURE> <P class="">Camping gear, cooking equipment, food and drink, a bicycle, and much more. Photo by Murilee Martin</P>
<P>Normally, when I pack for a car-camping trip, it's a maddening monkey-puzzle game to fit everything inside the car. Remove the second-row seats and fold the third row in the Sienna, however, and I could just shove stuff in more or less at random. The pre-race stress level was at record lows, getting ready for this race.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/IMG_7003.JPG?itok=6E6YXg8m"><FIGCAPTION>2017 Toyota Sienna Limited AWD with tent and bicycle</FIGCAPTION></FIGURE> <P class="">The only drawback to this camping spot was being awakened by noisy meadowlarks at dawn. Photo by Murilee Martin</P>
<P>Once at the racetrack, I set up my campsite in a field a few hundred yards from the paddock. Racers were very impressed with this vehicle, and the more hardcore a track-nerd was, with a brace of track cars at home, the more he or she approved of the Sienna. It was at this point that I learned that many -- maybe even <EM>most --</EM>&nbsp;of the most serious racers at this event already own Siennas (and, sometimes, a <A href="http://autoweek.com/article/classic-cars/weirder-subaru-svx-and-supercharged-boot-toyota-previa" target="_blank">Previa</A> or two, maybe even a <A href="https://en.wikipedia.org/wiki/Toyota_LiteAce#1985.E2.80.932007_.28M30.2C_M40.2C_M50.2C_M60.2C_M70.2C_M80.29_LiteAce_van.2Ftruck.2C_TownAce_truck" target="_blank">LiteAce</A>, as well). In fact, the Sienna got more attention from fast-driving racing addicts than most of the allegedly sporty machines I drive to these events.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/IMG_6178.JPG?itok=6xTNT0kT"><FIGCAPTION>2017 Toyota Sienna Limited AWD LH view</FIGCAPTION></FIGURE> <P class="">If you own a minivan and, say, a supercharged Miata track car, all your motor-vehicle needs will be met. Photo by Murilee Martin</P>
<P>A minivan, particularly <EM>this</EM> minivan, will meet just about any conceivable transportation-machine need, because the minivan is the perfect utilitarian motor vehicle. Get a Sienna, rely on it for moving people and goods, and then add one frivolously quick car plus one ridiculous old car and you'll have met all your vehicular requirements for a full life. A Sienna, a ludicrously overboosted Volvo 240 Turbo rally car, and a Renault Caravelle, for example— what more do you need? This is how racers view minivans, and this is the reason that racers feel no shame, no "I have given up on life" depression when driving a Sienna.</P>
<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/gen-738-415/public/IMG_7247.JPG?itok=hyhxIixl"><FIGCAPTION>1916 Iver-Johnson bicycle at High Plains Raceway</FIGCAPTION></FIGURE> <P class="">I didn't use the Sienna for driving around the High Plains Raceway facility, because I had this 100-year-old Iver Johnson bicycle for paddock transportation. Photo by Murilee Martin</P>
<P>Racetracks tend to be sprawling facilities, and I'll use a review vehicle to get around while I'm working at a race. In this case, though, the Sienna stayed parked in my campsite because I felt much cooler riding this century-old, made-in-Boston bicycle. Sometimes you just need to be cool, not practical.</P>
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<A class="oswald" href="http://autoweek.com/buyers-guide/toyota/sienna/2017" target="_blank">
Toyota Sienna </A>
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<H2 class="info-title">MSRP</H2>
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$27,645 </H2>
<P class="info-desc">CE Fleet Cargo Van</P>
<H2 class="info-title">MPG</H2>
<H2 class="info-value">
19 / 27 </H2>
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<FIGURE><IMG src="http://hanabi.autoweek.com/sites/default/files/styles/article-author/public/FreezingAssJunkyardSelfPortrait-800px.jpg?itok=ISasMQK4"><FIGCAPTION>Murilee Martin</FIGCAPTION></FIGURE>
<P>
<A href="http://autoweek.com/authors/murilee-martin" target="_blank">
Murilee Martin </A>
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<A class="semour" href="http://autoweek.com/authors/murilee-martin" target="_blank">See more by this author»</A>
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<P>On Sale: Now</P>
<P>Base Price: $47,310</P>
<P>As Tested Price: $50,769</P>
<P>Drivetrain: 3.5-liter DOHC V6, 8-speed automatic transmission, all-wheel drive</P>
<P>Output: 296 hp at 6,660 rpm; 263 lb-ft at 4,700 rpm</P>
<P>Fuel Economy: 18/24/20 mpg(EPA City/Hwy/Combined)
</P>
<P>Observed Fuel Economy: 22.97 mpg</P>
<P>Options: Cargo organizer $239, Wireless headphones $100, Wheel locks $65, Paint protection $395, Remote engine start $499, Mudguards $129, 1st aid kit $30, Roof rack crossbars $185, Tablet holder $99, Glass breakage sensor $299, Floor mats $479</P>
<P>Pros: Hauls lots of people and stuff cheaply, reliably, comfortably</P>
<P>Cons: None (as long as you also have a frivolous car)</P>
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