2013 Volkswagen CC 2.0T

First Drive Review
In designing the latest Jetta and the U.S.-market Passat, Volkswagen didn’t take many aesthetic risks. Their innocuous, slab-sided shapes reflect modern, strip-mall Americana as much as they contrast the elegance of the brand’s other U.S.-market sedan, the eminently European CC.

Graceful as it is, the CC has been largely unchanged since its emergence as a 2009 model. For 2013, it adopts new styling cues that bring it in line with its more-modern, Yankee-fied siblings. Fearful that the comparison-test-winning four-door coupe’s other strengths were ironed out in the process, we headed to Half Moon Bay near San Francisco for a closer look.

Family Matters

Approach the 2013 CC and you get a familiar feeling; its new three-bar chrome grille looks plucked straight from the Passat and gives the car a harder, chunkier mug. Bright, bixenon headlights flank the new face and are accented by standard LED daytime running lights on all but base Sport models; the LED DRLs are part of the Sport’s optional adaptive front-lighting system. The hood and front bumper also are tweaked, and the car’s side sills are more sculpted than before. The cool, frameless doors carry over.

The CC’s rear also has been restyled and incorporates standard LED taillights that illuminate in an unmistakable “CC” shape. New 17- and 18-inch aluminum wheel designs unique to the CC complete the visual reinvention.

Volkswagen claims the effort makes the car even more elegant while adding some muscle to its stance. That’s a difficult combination to pull off when the original car’s soft, delicate look was its calling card. It’s still one of the prettiest sedans for the money, but the look has been somewhat commoditized.

Five’s a Party

The other major change for 2013 is the addition of a center seating position in the back, something that’s been offered as an option on the European model for a couple of years. With the addition of a seatbelt and some raised padding in place of the bin that was there before, it retains the four-seat look but eliminates what VW says was the car’s greatest point of rejection among potential buyers.

Just don’t expect it to be of much use with full-size passengers. The rear footwells are tight, and the sloping, tapered greenhouse severely crimps head- and shoulder room. Occupants quickly will become acquainted with each other. Minor trim changes keep the rest of the cabin fresh, which is good because the CC’s seats and ergonomics were already excellent.

Familiar Guts and Gears

Four- and six-cylinder engines, as well as chassis bits, carry over untouched. The ride is still refined yet sporty, the steering light but tactile and responsive. All the controls are well-placed and have a premium feel to them.

Our wheel time was limited to the 200-hp 2.0T model, which comes with front-wheel drive and a choice of a slick-shifting six-speed manual or the six-speed dual-clutch DSG automatic, depending on the trim level. The 2.0T is wonderfully tractable and makes more than enough power to have fun on an empty mountain road. Compared with pricier, 280-hp VR6 models we’ve driven in the past, the 2.0T feels lighter and more responsive. (The VR6 remains available with front- or 4Motion all-wheel drive for 2013.)

Finessing the Lineup

Prices increase slightly over last year, with 2.0T stickers ranging from $31,070 to $36,175. Base CC Sport models are well-equipped with 17-inch wheels, rain-sensing wipers, automatic climate control, heated and powered front seats, a touch-screen audio system with eight speakers, Bluetooth, iPod connectivity, and leatherette seating.

Stepping up to the 2.0T Sport Plus adds the front LEDs and adaptive front lighting, as well as navigation, the DSG gearbox, and 18-inch wheels. The top-level 2.0T Lux model brings different 18s and interior trim, along with ambient cabin lighting and a sunroof. A sporty R-Line model will reappear later in the year and will feature a more-aggressive steering wheel and exterior highlights, along with unique 18s and a choice of manual or automatic transmissions. Pricing has yet to be released, but it should come in just above the Sport Plus model.

VR6 models start at $38,550 for a front-drive Lux and include all of the 2.0T items, as well as heated headlight washers, a rearview camera, navigation with a larger touch screen, leather seating with heated and cooled chairs up front, and “Interlagos” 18-inch wheels. The VR6 4Motion Executive ($42,240) adds all-wheel drive, paddle shifters, a massaging driver’s seat, front and rear parking sensors, an upgraded Dynaudio sound system, and a power rear sunshade.

Despite their reserved styling, the new Jetta and Passat have shown to be strong sellers in the U.S. market. Even if the CC’s refresh has diminished its beauty, the sedan remains the most attractive VW of them all. On top of that, it still drives sweetly.

Car car car Nissan , Car , BMW , BMW < BMW , HyundaiUSA.com, Tonkin.com, Chevrolet.com Hyundai , tokin , chevrolet ,cars.com car.org en.wikipedia.org Mercedes sfbay.craigslist.org caranddriver.com hondaofstevenscreek.com cnet.com usedcars.com cargurus.com san-jose-ca.auto.co Automobiles car ford Hyundai

READ MORE

2013 Volkswagen CC 2.0T Manual and DSG Automatic

VW vs. VW

To illustrate the distinctions of three pedals and DIY gear selection, we rounded up two versions of the slick CC sedan: one with the standard six-speed manual, one with a six-speed DSG dual-clutch automatic, both with VW’s ubiquitous 2.0-liter four-cylinder turbo.

Both cars were 2013 models. Revisions for the model year are modest and include freshened front and rear styling reminiscent of the Passat’s, the first sheetmetal updates since the CC’s introduction for 2009. This year also brings standard bixenon headlights, LED taillamps, new exterior colors and wheels, and rear seating redesigned to accommodate three passengers rather than two, although vehicle dimensions are unchanged.

Our manual test car, a base Sport model, was devoid of optional equipment. This is the least expensive CC in the lineup, at $31,430. It included, among other standard features, a premium audio system with a six-CD changer and touch-screen controls, a media interface with an iPod cable, cruise control, leatherette seats with power adjustment up front, a rear-seat pass-through, and a trip computer.

The CC automatic, a Lux version, had the Sport’s features, plus a set of 18-inch aluminum wheels, dark brushed-aluminum interior trim, ambient lighting, and a power tilting-and-sliding glass sunroof. Its sticker was $36,175.

Power Options

The powertrain choices are the same as in previous CCs. The manual and DSG automatic transmissions are offered only with the turbo four, which delivers 200 hp and 207 lb-ft of torque in this application. The upgrade engine is VW’s 3.6-liter VR6—280 hp, 265 lb-ft—mated with a six-speed torque-converter automatic. Pricing for VR6 models starts at $38,550 for a Lux and includes more standard goodies (upgraded nav, a rearview camera, leather). Add $3690 if you want VW’s 4MOTION all-wheel-drive system, plus Tiptronic paddle shifters, parking sensors, an upgraded audio system, front-seat ventilation, and a power rear sunshade.

That’s the new-for-’13 report. Now, back to shifting.

Tangibles

We put both cars through their paces at the test track, and the results were essentially identical. Both cars did the 0-to-60-mph sprint in 6.5 seconds. The manual CC got to 100 mph a little quicker—16.6 seconds versus 17.2—but the automatic’s 15.0-second quarter-mile time was better by 0.2 second. On the other hand, the manual was traveling a little faster at 440 yards, trapping at 95 mph versus 94. It continued to draw away from the automatic as speeds climbed, taking 20.9 seconds to reach 110 mph versus 21.8, 26.3 for 120 versus 28.5.

Car car car Nissan , Car , BMW , BMW < BMW , HyundaiUSA.com, Tonkin.com, Chevrolet.com Hyundai , tokin , chevrolet ,cars.com car.org en.wikipedia.org Mercedes sfbay.craigslist.org caranddriver.com hondaofstevenscreek.com cnet.com usedcars.com cargurus.com san-jose-ca.auto.co Automobiles car ford Hyundai

READ MORE

2017 Mercedes-Benz CLA-class: A Fresh Face for the Baby Benz

Official Photos and Info
The CLA-class is the least expensive way to get into a new Mercedes-Benz—a proposition that’s compelling on its own, and one bolstered by the compact sedan’s provocative styling. That the shape is also polarizing and not especially practical hasn’t hurt the CLA’s market success one bit. Having entered the U.S. market in late 2013 as a 2014 model, the CLA is now the third-most-popular Mercedes sedan, and its sales in 2015 were up by 8 percent over the previous year. For the 2017 model year, the CLA gets a mild mid-cycle freshening, but unless you’re a Mercedes-Benz savant, you’ll have to look twice to see the differences.

Designers have cleaned up the cluttered and chiseled front fascia, creating a sleeker appearance that mimics the look of the new E-class. Full-LED headlamps are optional, while the taillights adopt a slightly more horizontal shape. There are also new wheel designs. New bumpers and lighting units appear on the Mercedes-AMG CLA45—and closer inspection reveals that the bumpers of the CLA250 with the AMG design package are nearly identical to those of the Mercedes-AMG CLA45.

Interior tweaks include a new standard 8.0-inch fixed central infotainment display and new trim, while the AMG CLA45 model gets microfiber inserts and aggressive trim pieces to underscore its sporting aspirations.

The new CLA now offers as standard an automatic emergency-braking system known as Active Brake Assist (previously called Collision Prevention Assist Plus), and a rearview camera also joins the standard-equipment list. Additionally, on cars equipped with proximity entry and engine-start (Mercedes calls this Keyless Go), waving your foot under the rear bumper can open the trunk.

Mercedes-Benz will continue to offer the CLA250 with front- and 4MATIC all-wheel drive; power still comes from the 208-hp 2.0-liter turbocharged four-cylinder, internally called M270. Last year, the AMG CLA45’s 2.0-liter turbo four received a bump in output of 20 horsepower and 18 lb-ft of torque, and it holds steady for 2017 at 375 horsepower and 350 lb-ft. 4MATIC is standard on the AMG. Unfortunately, we don't get two interesting CLA variants: the distinctly styled station wagon version, which Mercedes-Benz calls a Shooting Brake, and the ultra-efficient CLA180d Blue Efficiency Edition.

The facelifted CLA will be displayed at the New York auto show and launched this fall for the 2017 model year; we expect pricing to stay close to that of the current model.

Car car car Nissan , Car , BMW , BMW < BMW , HyundaiUSA.com, Tonkin.com, Chevrolet.com Hyundai , tokin , chevrolet ,cars.com car.org en.wikipedia.org Mercedes sfbay.craigslist.org caranddriver.com hondaofstevenscreek.com cnet.com usedcars.com cargurus.com san-jose-ca.auto.co Automobiles car ford Hyundai

READ MORE

Home / Reviews / 2015 Audi A3 Quattro vs. 2014 BMW 228i, 2014 Mercedes-Benz CLA250 4MATIC - Comparison Tests VIEW 54 PHOTOS 2015 Audi A3 Quattro vs. 2014 BMW 228i, 2014 Mercedes-Benz CLA250 4MATIC 2015 Audi A3 Quattro vs. 2014 BMW 228i, 2014 Mercedes-Benz CLA250 4MATIC

Seems like only yesterday that we were giving last rites to the compact-sports-sedan segment as its standard-bearers ballooned in dimensions, features, and price.

Does a BMW 3-series need to be the size of the old 5? Well, yes, now that the 5 is the new 7 and the 7 is the new battleship Bismarck. If you didn’t buy an Audi or a BMW or a Mercedes last year, it may not be a case of you leaving them, but of them leaving you and the rest of the just-doing-okay middle class.

Alas, some relief is on the way as the German luxury brands furiously backfill their cata­logs to stay in the all-important $35,000 to $45,000 segment, where monthly payments can still be swallowed by average Jills and Johns. There’s already some commonality to the formula: turbocharged four-cylinder engines mounted transversely, dual-clutch automatic transmissions, and optional four-wheel drive. Mercedes leapt first with the swoopy CLA, and a new family of Audis will be launched around the core A3 sedan. Both the Benz and the Audi are on sale now, and we secured a pair of comparably priced four-wheel-drive versions.

By cleverly moving parts-bin components around its vast chessboard, VW-Audi offers you what is essentially a GTI rendered as a four-door sedan. In fact, the Audi A3 1.8T starts at $30,795, right where VW Jetta pricing gets silly. See what you can get away with by having a luxury badge to throw on? Okay, there’s a bit more to it than that, with upgrades to the equipment and styling. If you want an A3 Quattro, add a 2.0-liter engine with 220 horsepower and $3000 to your bill. We had a few more extras, including the 18-inch wheels, power seats, and auto climate control of the $2900 Premium Plus package, plus the full MMI gear for $2600, for a total of $39,845.

While VW has been turning front-drive commuters into premium goods for years, Mercedes-Benz is a rookie. It could have simply issued a B-class with a trunk, but instead the CLA250 looks the part of a much larger and more expensive Benz, relying on the same coupelike visual themes that recently have proved so successful for Team Stuttgart. The CLA starts right next to the A3, at $30,825. Adding 4MATIC is only a $2000 hit, but the 208-hp 2.0-liter engine remains the same either way. Mercedes doesn’t do packages; its options are a la carte. Included in our $37,455 example was a $1480 sunroof, navi­gation equipment for $800, 18-inch wheels and tires for $500, and, amusingly, an illuminated grille star for $550.

But what about that other German brand—you know, the one from Munich? Doesn’t it have a front-driver coming, even if no one at the company will confirm it? Indeed it does, in the 136-hp 2-series Active Tourer, which is based on the UKL platform that underlies the new Mini Cooper. But that 2-series is a quasi-minivan, a sort of German Pontiac Vibe, and we weren’t about to wait around for that.

Still, BMW does offer the 320i, a stripped-down 3-series priced to be an enticing distraction from all this front-drive madness. But because this test is aimed at those rooting around in the travel-size bins, we took the smaller, freshly redesigned 228i coupe as BMW’s representative. This is basically the old 1-series, that stubby bulldog of a two-door that excited purists but not aesthetes. It’s been updated for 2014 on the newer, compact rear-drive platform of the current 3-series, and agreeably restyled. The base price of $33,025 gives you a no-cost choice of a six-speed manual or an eight-speed automatic. To keep things level, we went automatic, though $5200 in options later, we had the M Sport package with 18-inch wheels and run-flat tires and a few other items to inflate the sticker to $38,225.

We hoped to learn through this chipmunk Olympics whether these venerable German brands have kept their core values intact despite the downsizing and price-cutting. And if the answer were simple, we could stop this right here.

Car car car Nissan , Car , BMW , BMW < BMW , HyundaiUSA.com, Tonkin.com, Chevrolet.com Hyundai , tokin , chevrolet ,cars.com car.org en.wikipedia.org Mercedes sfbay.craigslist.org caranddriver.com hondaofstevenscreek.com cnet.com usedcars.com cargurus.com san-jose-ca.auto.co Automobiles car ford Hyundai

READ MORE

Volkswagen CC

With a sweeping design and upscale interior, the CC is the most luxurious and most expensive sedan in the VW lineup. Powertrains include a 200-hp 2.0-liter turbo four with front-wheel drive and either a six-speed manual or dual-clutch automatic; as an option, there is a 280-hp 3.6-liter VR6 with a dual-clutch auto and 4Motion all-wheel drive. The VR6 model feels like a luxury car, but it’s also priced like one, leaving the 2.0T as our peppy, responsive, value-oriented preference.

2015 Volkswagen CC 2.0T Manual

Introduced for 2009, the Volkswagen CC is old enough now that we’re seeing its replacement in concept form at auto shows. That show car marks a revival of the “four-door coupe” pretense that the current marketing pretty much abandoned after 2013, which is when a third seatbelt was added to the rear bench and the styling was amended to share some cues with the U.S.-built Passat. The cars have different underpinnings, however, so the Passat name this car wore at its launch has been dropped—it’s now just the CC—and the VW marketeers tag it as “the mid-size sports sedan with shocking good looks” (emphasis ours).

While the exterior design perhaps isn’t so shocking anymore, it remains appealing, its crisp purity of line unsullied by the grille and lighting changes of a couple years ago. This German-built four-door “resembles” a Tennessee-built Passat in the same way that an Art Fitzpatrick advertising illustration of the late 1960s resembled the real Pontiacs they promoted—it’s lower with a more alluring stance and promises more excitement. The interior still looks handsome, and the controls are easy to locate and operate. We’ve never warmed to the metallic trim strip that spans the dashboard, and the control layout belies the car’s age, which some of us, frankly, find appealing in its relative simplicity when compared with the clutter of some more modern designs. The CC is also more engaging to drive than your standard family sedan, as you’d expect from a car with a base price fully 50 percent higher than that of the lowliest Passat.

Solid Base
A stripper Passat, though, is pared back to a store-brand frozen-fish-sticks price. The base CC as tested here is a different bowl of bouillabaisse, a driver’s delight that includes essential equipment but eschews unneeded distractions. Officially, it’s the Sport 2.0T with the standard six-speed manual transmission, and its $33,550 sticker reflects no options. The entry price has been a little lower in the past, but the packaging has been realigned and this year’s CC includes a standard 5.0-inch touch screen, navigation, a rearview camera, and adaptive bixenon headlights—it’s a better value proposition than was the 2013 we tested previously in a stick-versus-automatic comparison. This one ran near-identical numbers at the track, taking 6.5 seconds to hit 60 mph en route to a quarter-mile in 15.1 at 94 mph, stopping from 70 mph in 168 feet, and cornering at 0.86 g. That’s good enough to be entertaining on your favorite byways without setting anyone’s hair on fire.

It goes about its business with a really sweet balance of handling and ride comfort, good feedback and control in its pedals and shifter, and the responsive engine we’ve applauded in many VW products. We could wish for a bit more steering feel, but the CC was one of the earliest to get electric assist right, with proportional effort and predictable response. For those who value such automotive traits, the CC delivers, and the base model is probably the best way to appreciate them.

To Step Up or Not?
Another $1280 would put you into the R-Line variant with some minor cosmetic tweaks, but the only functional changes would be 18-inch wheels in place of the 17s on this car, as well as paddle shifters if you also opted for the DSG automatic. Our earlier test found the manual preferable, though, and its availability remains an asset. The top-spec Executive trim with this engine brings the DSG with paddles; a larger, 6.5-inch touch screen; keyless access; leather upholstery; and wood trim. Or you can go deep into the mid-$40K range by opting for the driveline upgrades of the 280-hp 3.6-liter VR6 engine, 4MOTION all-wheel drive, and Executive Lux trim that includes parking sensors, massaging seats, and more.

A 2.0T R-Line won a comparison test in 2010 against more powerful competition from Buick and Acura. Load it up with the six and 4MOTION, though, and a CC starts bumping heads with some pretty desirable and much fresher entry-luxury machines. Instead, consider the Sport 2.0T as a viable alternative to mid-size family sedans like the Honda Accord, Mazda 6, and its more utilitarian-minded Passat stablemate.

Consider: We recently tested a Mazda 6 that had a lot of modern safety and telematics features that this VW lacks, including a touch screen bigger than any you can get in the CC, and it was loaded to within $200 of this car’s MSRP. The 6 has a little more space for both passengers and cargo and achieves much better fuel economy according to the EPA. The Mazda is also pretty to look at and good to drive, although its track numbers were all a bit behind the CC’s (7.0 seconds to 60 mph, 175 feet to stop from 70 mph, 0.84 g). The case for the CC is that it’s quieter under hard acceleration, a bit more refined in both handling and ride, and, in this guise, has a manual. We’d not argue with anyone who decided the 10Best-winning Mazda was the better buy, but the CC still merits serious consideration.


Car car car Nissan , Car , BMW , BMW < BMW , HyundaiUSA.com, Tonkin.com, Chevrolet.com Hyundai , tokin , chevrolet ,cars.com car.org en.wikipedia.org Mercedes sfbay.craigslist.org caranddriver.com hondaofstevenscreek.com cnet.com usedcars.com cargurus.com san-jose-ca.auto.co Automobiles car ford Hyundai

READ MORE

BMW 3-series

At one time, the 3-series was the benchmark for all sports sedans, but its once uncompromised tactility has been slightly softened in this latest generation. The showroom is flooded with choices, though; the 3-series offers five different engine options (including a turbo-diesel and a plug-in hybrid), a six-speed manual or an eight-speed automatic transmission, and either rear- or all-wheel drive. Three body styles are offered, too—a sedan, a wagon, and a funky five-door Gran Turismo hatchback.

Car car car Nissan , Car , BMW , BMW < BMW , HyundaiUSA.com, Tonkin.com, Chevrolet.com Hyundai , tokin , chevrolet ,cars.com car.org en.wikipedia.org Mercedes sfbay.craigslist.org caranddriver.com hondaofstevenscreek.com cnet.com usedcars.com cargurus.com san-jose-ca.auto.co Automobiles car ford Hyundai

READ MORE

Mercedes-Benz CLA-class

It might be the least expensive Benz available, but the CLA’s swoopy “four-door coupe” design makes it one of the more stylish cars on the road. The sole engine choice is a 2.0-liter turbo four-cylinder making 208 hp. It teams up with a seven-speed automatic and either standard front- or optional all-wheel drive. However, the steering is heavy and the ride can be harsh. The interior design is handsome, but the infotainment display looks tacked on—and tacky. An updated CLA goes on sale in July.


Car car car Nissan , Car , BMW , BMW < BMW , HyundaiUSA.com, Tonkin.com, Chevrolet.com Hyundai , tokin , chevrolet ,cars.com car.org en.wikipedia.org sfbay.craigslist.org caranddriver.com hondaofstevenscreek.com cnet.com usedcars.com cargurus.com san-jose-ca.auto.co Automobiles car ford Hyundai

READ MORE

BMW 2-series

The delightful 2-series coupe and convertible showcase BMW’s trademark performance in a pleasing package. Base 230i models get an eager 248-hp 2.0-liter turbo four and an eight-speed automatic; the coupe has an optional six-speed manual. A smooth 335-hp 3.0-liter turbo six powers M240i models, both available with manual or automatic. Rear-drive is standard; all-wheel drive is optional. An optional Track Handling package—standard on M models—offers brake, suspension, and steering upgrades.

Car car car Nissan , Car , BMW , BMW < BMW , HyundaiUSA.com, Tonkin.com, Chevrolet.com Hyundai , tokin , chevrolet ,cars.com car.org en.wikipedia.org sfbay.craigslist.org caranddriver.com hondaofstevenscreek.com cnet.com usedcars.com cargurus.com san-jose-ca.auto.co Automobiles car ford Hyundai

READ MORE

Hyundai and Rockstar Performance Garage Create Burly, Off-Road Tucson for SEMA

Perhaps the last thing anyone expects of the innocuous Hyundai Tucson crossover is actual off-road swagger, so it’s rather amusing to see this SEMA-bound 2016 Tucson festooned in rock-crawling regalia by Rockstar Performance Garage. Think of it as the antithesis of the slammed, Bismoto-modified, 700-hp Tucson “anti-crossover” that will also be on display at this year’s SEMA show. With black paint, custom bumpers, smoked lights, skid plates, multiple LED bars and light “spikes,” and, of course, an upgraded sound system, the RPG Tucson looks like something Batman might buy

his son for his sixteenth birthday. It rides six inches higher than the stock Tucson, with fenders modified to make room for the 32-inch Mickey Thompson MTZ P3 tires wrapped around KMC 17-inch “Bully” wheels. The suspension, meanwhile, gets new 2.5-inch adjustable coilovers and shocks from King Shocks. Hyundai Tucson Rockstar Performance Garage concept Under the hood, new turbo plumbing, a high-flow exhaust and new intake and intercooler systems are among the changes made to the 1.6-liter turbo four. While Hyundai did not specify how much output has been increased as a result of these new bits, it’s safe to say that it produces somewhat more than the stock motor’s 175 horsepower and 195 lb-ft of torque. As for its all-wheel drive system? No word on any changes to that, so don’t expect to see it creeping though Moab any time soon.

Car car car Nissan , Car , BMW , BMW < BMW , HyundaiUSA.com, Tonkin.com, Chevrolet.com Hyundai , tokin , chevrolet ,cars.com car.org en.wikipedia.org sfbay.craigslist.org caranddriver.com hondaofstevenscreek.com cnet.com usedcars.com cargurus.com san-jose-ca.auto.co Automobiles car ford Hyundai

READ MORE

2016 Hyundai Tucson 1.6T AWD

2016 Hyundai Tucson 1.6T AWD

Instrumented Test
In the ever-escalating battle for the hearts and checkbooks of North American crossover SUV buyers, Hyundai is drizzling a bit of European character into its all-new 2016 Tucson. A seven-speed dual-clutch automatic transmission, torque-rich four-cylinder turbo, stiff structure, and improved chassis are some of the attributes that give this compact crossover a more composed, more substantial—dare we say almost engaging?—feel behind the wheel. The Continental flavoring is no accident, as the new Tucson is also the replacement for the Euro-market ix35, and so it must not disappoint picky Old World drivers traveling on, say, unrestricted autobahn stretches or serpentine Bavarian two-lanes.



Giving the Tucson a Boost
The Tucson’s new 1.6-liter turbo four-cylinder (standard on all but the base SE model and shared with the Sonata Eco) is a model of flexibility and tractability. Its small twin-scroll turbocharger is sized for quick response rather than max output. Here making 175 horsepower, the 1.6-liter’s output is down a tad compared to that of compact crossover competitors such as the Honda CR-V, the Toyota RAV4, the Mazda CX-5 2.5L, and the Ford Escape 1.6L EcoBoost, but Hyundai’s four bests the field with more torque: 195 lb-ft developed earlier in the rev range. There’s almost no lag—the Tucson’s torque curve is mostly a plateau reaching maximum elevation at 1500 rpm and carrying on to 4500 rpm. That means even with part-throttle, it’s easy to get to cruising speed and to exploit open pockets in traffic without the need for wide-open-throttle bursts and heroic downshifts.

Aside from the 1.6-liter turbo, the feature that most distinguishes the Tucson Limited (as well as Eco and Sport trim levels) is the seven-speed dual-clutch automatic transmission. It’s not quite as responsive as the six-speed DCT in some Volkswagens and Audis, but it’s a class standout among compact crossovers using conventional torque-converter automatics or CVTs. When rolling, the DCT feels crisp with deft, torque-managed shifts that you’ll see in the tach more than feel in the butt. Launches from rest are mostly well-mannered, but sometimes uphill starts with sudden throttle applications can result in some brief driveline oscillation and rubber-banding as the DCT’s clutches engage and boost ramps up. We also noticed some uncouth lurching while gently reversing and feathering the throttle.

Overall, the Tucson’s lively feel was borne out in our testing. The Hyundai’s 7.6-second zero-to-60-mph run bested those of competitors we’ve tested, including the Escape 1.6L EcoBoost (9.1 seconds), RAV4 (8.2), CR-V (8.2), and even the CX-5 2.5L (7.7). The Tucson also bested the last Audi Q3 2.0T Quattro to the 60-mph mark (7.8 seconds). Shod with 245/45R-19 tires, the 2016 Tucson Limited didn’t disappoint on the skidpad either, its 0.83 g of grip topping the CR-V Touring (0.76 g), RAV4 XLE (0.78 g), Escape, and CX-5 (both 0.81 g). The Tucson’s 177-foot stop from 70 mph, however, wasn’t top-of-segment but stretched only one foot longer than the Audi Q3 and two feet beyond that of the top-ranked non-luxury compact crossover, the Mazda CX-5.



What the test numbers don’t show is just how solid the Tucson is. It’s the smallest of three crossovers in Hyundai’s lineup (the others being the short-wheelbase, two-row Santa Fe Sport and the three-row regular Santa Fe), yet it feels the most premium. Hyundai claims extensive use of structural adhesives at weld seams, and judging by how stiff and rattle-free the body feels, we have no reason to doubt that. Roll is well controlled, yet the suspension is compliant while providing good wheel control without harshness. Despite column-mounted electric power-steering assist, responses to steering inputs are direct and linear although lacking the more connected feel of a CX-5’s communicative helm.

Premium Without the Expensive Aftertaste
Inside, the Tucson’s supple leather seats have good torso support, and the switchgear offers a solid, tactile feel and look. The console shift lever is pleasantly substantial, suggesting the mass and inertia of a premium luxury car. Limited trim brings extra padding to the door panels and console. Thoughtful storage solutions abound. An 8.0-inch infotainment touch screen is easy to use and features handy redundant volume and tuning knobs for no-look adjustments on the road. Optional premium content usually reserved for luxury crossovers, such as ventilated front seats, heated rear seats, and automatic emergency braking with pedestrian protection, is available.

It’s ironic that Volkswagen, the only mainstream full-line European brand in the U.S., has dithered and delayed updates to its crossover lineup while diluting the European character of its “Americanized” sedans (the Jetta and the Passat). Meanwhile, Hyundai cranks up the European character and feature content of its Tucson compact crossover in a quest to put it on more shopping lists. And the sales numbers say it’s working.


Car car car Nissan , Car , BMW , BMW < BMW , HyundaiUSA.com, Tonkin.com, Chevrolet.com Hyundai , tokin , chevrolet ,cars.com car.org en.wikipedia.org sfbay.craigslist.org caranddriver.com hondaofstevenscreek.com cnet.com usedcars.com cargurus.com san-jose-ca.auto.co Automobiles car ford Hyundai

READ MORE

Hyundai Tucson

Named after an American desert town, styled in Germany, and built in South Korea, the Tucson is a globe-trotting go-getter. It’s value packed, too—touchscreen infotainment with satellite radio is standard. Limited models have nav and leather seats. A 164-hp 2.0-liter four, a six-speed automatic, and front-drive are standard; a 175-hp 1.6-liter turbo four, seven-speed automatic, and all-wheel drive are optional. The Eco model got 25 mpg in our testing, only 1 mpg better than a turbo we tested.

2016 Hyundai Tucson Eco 1.6T AWD

We have lavished praise upon Hyundai’s current-generation Tucson compact crossover, which manages to do most things well. Looks are subjective, we know, but the wagonoid vehicle is fairly handsome; the interior is a model of ergonomic simplicity; and the quality feel is evident. We even found plenty to like in our drive of a front-drive base-model Tucson SE. The Tucson nails the basics and fails to offend in any major way, and that stays true with the latest version to pass through our hands, the Eco model.

Eco!
As is obvious from its name, the Eco is intended to offer a fuel-economy advantage over other Tucsons. Plopped into the middle of the Tucson lineup—above the SE but below the flashy Sport and Limited—the Eco uses the 175-hp 1.6-liter turbocharged four-cylinder engine and seven-speed dual-clutch automatic from the more expensive models. (The base SE has a 164-hp 2.0-liter naturally aspirated four with a six-speed automatic.) With fewer standard features than the Sport and Limited, however, the Eco is lighter. Our all-wheel-drive Eco test car was nearly 200 pounds lighter than the Tucson Limited, albeit at the expense of niceties such as a power passenger seat, a panoramic sunroof, and leather.

VIEW PHOTOS

Combine the Eco’s weight savings with its smaller 17-inch wheels and tires—which promise lower rolling resistance than the 19-inch setup on the Sport and Limited—and you get the highest EPA fuel-economy estimates in the Tucson range. In front-drive guise, the Eco is rated at 26 mpg city and 33 mpg highway; with all-wheel drive, it’s 25/31 mpg. Those numbers range from 2 to 5 mpg better than the SE and 1 to 3 mpg better than those of the Sport and Limited with the same powertrain.

We didn’t find the Eco’s efficiency advantage to be as great in the real world. We recorded 25 mpg over 1000 miles, a good number for a compact crossover but only a 1-mpg improvement over the last turbocharged Tucson we tested. As a consolation, the Eco’s weight advantage paid dividends at the track—it was quicker to 60 mph (7.4 seconds compared with 7.6) and posted a higher, 0.84-g cornering figure than the Limited we previously tested. Those numbers place the Tucson Eco near the head of the class—at least among its all-wheel-drive peers—with none topping its grip figure and only the more powerful GMC Terrain V-6, Kia Sportage 2.0T, and Subaru Forester 2.0XT outgunning it to 60 mph.

Outside of the test numbers, the Eco’s electrically assisted power steering is as numb, yet still accurate, as the tillers in other Tucsons, and the suspension tuning yields a comfortable and secure ride—ride comfort is as cosseting as it is in the base Tucson SE, the only other member of the family with 17-inch wheels and tires. As in other turbocharged Tucsons, the engine goes about its business quietly, the dual-clutch automatic doing its best to exploit the torque on hand and keep engine revs low. We detected only faint chatter from the clutches—a common niggle with transmissions of this type—and usually only when starting on a hill under light throttle input. More deliberate jabs of the accelerator engage the clutches smoothly and quickly, after which the transmission cracks off crisp upshifts in its quest for the highest gear practical for a given road speed.

VIEW PHOTOS

Money Matters
The Eco not only stands as the most efficient Tucson, but also as the least expensive way to nab the turbocharged engine and dual-clutch automatic transmission. In fact, at $26,445, the all-wheel-drive Eco is just $1450 dearer than the entry-level SE with all-wheel drive. (On any Tucson, opting for front-wheel drive saves $1400.) That $1450 outlay mainly nets the powertrain upgrade, with the only other features added over the SE being a power driver’s seat, power lumbar support, illuminated vanity mirrors, roof rails, LED running lights, turn signals on the outside mirrors, premium fascias and sills, and an “Eco” badge. The lone add-on present on our test car was a $125 set of accessory floor mats, bringing the total to $26,570. There are no options beyond dealer accessories.

If our test Tucson seems plain—particularly in its Winter White paint—it’s nonetheless capable, with a roomy interior and cargo bay, smart ergonomics, and solid build quality. Although the Hyundai’s interior and cargo volumes are mid-pack, the back seat has plenty of stretch-out space and the cargo hold lacks any obstructions and is usefully shaped. The Tucson, regardless of trim level and engine, is a crossover that does everything pretty well, without doing any one thing exceptionally. Yet neither does it do anything poorly, although it does lack the driving zest of the segment’s sportiest offering, the Mazda CX-5. But the Tucson offers good value, is efficient (particularly in Eco form), and is well suited to the daily grind in any form, so we’ll continue to sing its praises.

Car car car Nissan , Car , BMW , BMW < BMW , HyundaiUSA.com, Tonkin.com, Chevrolet.com Hyundai , tokin , chevrolet ,cars.com car.org en.wikipedia.org sfbay.craigslist.org caranddriver.com hondaofstevenscreek.com cnet.com usedcars.com cargurus.com san-jose-ca.auto.co Automobiles car ford Hyundai

READ MORE

Mazda’s Dynamic Pressure Turbo Explained

The Dynamic Pressure Turbo system fitted to the CX-9’s 2.5-liter engine combines elements of twin-scroll and variable-geometry turbos in one small package. Like a variable-geometry turbo, the CX-9 constrains exhaust flow at low rpm to accelerate the gases, which helps spool up the turbo. It produces the same result as putting your thumb over the end of a hose, but instead of doing so inside the turbine housing, as in a variable-geometry turbo, Mazda puts its “thumb over the hose” upstream. The valve body fits between the cylinder head and the turbocharger. Below 1620 rpm, the three valves are closed, forcing exhaust gas into the smaller passages above the three butterflies. The constricted path accelerates the gas into the turbine and improves the turbo’s low-rpm responsiveness. At 1620 rpm, the exhaust volume is great enough that the valves open and the turbo operates normally. To manage the exhaust pulses as in a twin-scroll turbo, Mazda separates the engine’s waste gases into three distinct branches with a 4-3-1 exhaust manifold built into the head. The two inner cylinders blow their exhaust into a common runner, while the outer cylinders push their exhaust through individual pipes. Separating the gases has two effects. First: Scavenging uses the fast-moving exhaust gases from a cylinder beginning its exhaust stroke to help draw out the remaining low-pressure waste gas from the cylinder just starting the intake stroke in the adjacent passage. Second: By separating the exhaust into three path­ways, the turbocharger is hit with more evenly metered pulses, like a twin-scroll turbo. Those timed pulses improve responsiveness and help reduce turbo lag.

Car car car Nissan , Car , BMW , BMW < BMW , HyundaiUSA.com, Tonkin.com, Chevrolet.com Hyundai , tokin , chevrolet ,cars.com car.org en.wikipedia.org sfbay.craigslist.org caranddriver.com hondaofstevenscreek.com cnet.com usedcars.com cargurus.com san-jose-ca.auto.co Automobiles car ford Hyundai

READ MORE

Mazda Confirms CX-9’s 2.5L Turbo Four Fits in Other Models

The Mazda CX-9‘s 2.5-liter turbocharged four-cylinder engine may make its way under the hoods of other Mazda vehicles. At least that’s what Australian automotive site CarAdvice is reporting. The media site from Down Under recently spoke with Mazda North America vehicle development engineer Dave Coleman, who acknowledged that the CX-9’s engine “fits in the same package as the diesel fits in, and the same package that the naturally aspirated 2.5-liter fits in. Basically, that big space we used for the bundle of snakes exhaust manifold, the turbo is in that space, too. They’re all packaged to occupy the same space.” We reached out to a representative at Mazda, who refused to comment on future U.S.-market plans for the turbo four, which we’ve characterized as diesel-like in its beefy torque delivery at low revs. Nevertheless, we did receive confirmation that the CX-9’s engine shares its basic block with a number of other Mazda engines. While we can’t verify that the CX-9’s turbocharged engine will be installed in other vehicles such as the Mazda 3 compact sedan and hatchback, the Mazda 6 mid-size sedan, or the Mazda CX-5 compact crossover, we can say with near certainty that, yes, the CX-9’s 250-horsepower powerplant would fit within their engine bays.

Car car car Nissan , Car , BMW , BMW < BMW , HyundaiUSA.com, Tonkin.com, Chevrolet.com Hyundai , tokin , chevrolet ,cars.com car.org en.wikipedia.org sfbay.craigslist.org caranddriver.com hondaofstevenscreek.com cnet.com usedcars.com cargurus.com san-jose-ca.auto.co Automobiles car ford Hyundai

READ MORE

2016 Mazda CX-9

First Drive Review
The new Mazda CX-9 occupies a class of vehicles that often come up a bit short on style, even though that’s ostensibly the reason why many buyers are choosing a three-row crossover over a much more spacious and practical minivan. The need for passenger and cargo space tend to drive body-side sheetmetal that’s more upright and a roofline that plunges less dramatically, if much at all. And these competing priorities tend to water down the elegance of these vehicles, where functionality is so mission critical.

Upscale Style

That’s where the CX-9 sets itself apart. It’s the Karl Lagerfeld of a mom-jeans segment. Redone from bumper to bumper, the CX-9 borrows some cues from the CX-5 but also seemingly cribs a few styling flourishes from the Infiniti QX70. The CX-9 looks fantastic, especially on the optional 20-inch wheels. Covered in the eerie glow of Machine Gray paint, it looks expensive enough to wear a luxury-brand badge. Infiniti’s three-row QX60 and Acura’s MDX look plain by comparison.

It’s the same story inside. Material quality is excellent throughout. Many of the plastics are so finely grained and soft to the touch that they appear to be bovine based. As in all Mazdas, there are round analog dials, but unlike the binnacles in other Mazdas, one of the round housings actually contains a color LCD screen that can display trip information, a compass, and navigation directions.

There are four trim levels, and all-wheel drive is an $1800 option on all of them except for the top-dog Signature, on which it’s standard. At the bottom is the Sport ($32,420), which comes with LED headlights and taillights, cloth seats, 18-inch wheels, a backup camera, and Mazda’s 7.0-inch touchscreen infotainment system with a knob controller just in front of the center armrest. Mazda, like Audi, is smart enough to put the volume knob next to the controller.


Moving up to Touring ($36,870) brings leather seats, blind-spot monitoring, rear cross-traffic alert, power front seats, a power liftgate, an auto-dimming rearview mirror, and an 8.0-inch touchscreen. A Premium package ($1745) adds a 12-speaker Bose stereo, rain-sensing wipers, satellite radio, and a sunroof.

The next rung up is the Grand Touring trim level ($41,070), which brings 20-inch wheels, a head-up display, lane-departure warning, lane-keeping assist, adaptive cruise control with forward-collision warning and automated emergency braking, automatic high-beams, and aluminum interior trim.

The top-spec Signature ($44,915) dresses up the interior with rosewood accents and brick-colored nappa-leather seats. On the outside, the Signature gets an LED-lit grille frame. Even fully loaded at $44,915, the CX-9 remains a good value in a world where the Honda Pilot Elite costs $47,470 and the 2017 Ford Explorer Platinum goes for $54,180.

In the second row, there’s ample space for adults, provided they slide the split bench all the way back. But second-row legroom comes at the expense of third-row space. The second row moves forward to allow for entry to the rear, but the Pilot, the Explorer, and the Toyota Highlander all make it easier. The competition also beats the CX-9’s third row for spaciousness. The Mazda’s is pretty much only for kids, whereas the rear seats in the Highlander, Pilot, Explorer, Kia Sorento, and Hyundai Santa Fe work slightly better for adults.

Doing More with Four

Another major difference between the CX-9 and its competition is under the hood. While most in this class offer V-6 power, the CX-9 comes only with a turbocharged four-cylinder. The engine displaces 2.5 liters and makes 250 horsepower on premium fuel and 227 horsepower on regular. Mazda claims to have studied how buyers use their three-row mobiles and found that they almost never rev the engine past 4500 rpm, which seems reasonable. In the real world, these drivers spend most of their time at about 2000 rpm. So, to provide punch where owners want it, the CX-9’s engine makes 310 lb-ft of torque at 2000 rpm regardless of octane. There’s a nice shove from low revs, and it gives the big CX-9 the ability to squirt into holes in traffic. Keep the right pedal pinned, and the urge tapers off noticeably. It doesn’t fall away as abruptly as does a turbo-diesel, but there’s a noticeable drop in pulling power as the engine spins to its upper reaches.

To combat turbo lag, the engine has what Mazda calls the Dynamic Pressure Turbo System that combines the advantages of variable-vane and twin-scroll turbocharger technologies in one small part. There are three butterfly valves positioned in the exhaust manifold at the entrance to the turbocharger. Below 1620 rpm, these valves are closed, forcing exhaust gases through restricted paths, thereby raising the pulsation energy of the exhaust impacting the turbine wheel (like a thumb over a water hose). At 1620 rpm, when the exhaust volume is large enough, the valves open, and the turbo operates normally.

Upstream of the three valves, the integral exhaust manifold joins the two inner cylinders in one branch and the two outer cylinders in another. This arrangement facilitates scavenging—the flow from one cylinder helping draw exhaust out of the other cylinder sharing that branch. Mazda’s exhaust plumbing is quite effective at maximizing output while minimizing turbo lag. Throttle response is satisfyingly instant, even from a stop.

Mazda’s four-cylinder is 132 pounds lighter than its predecessor’s 3.7-liter V-6. The company claims overall curb weight is down 269 pounds for front-drive models (to 4054 pounds) and 258 pounds for all-wheel-drive versions (4301 pounds)—despite a heavier-gauge floorpan, 53 pounds of sound insulation between the floor and the carpet, and double-paned front-window glass. It’s quiet inside, where road noise is faint and engine noise fainter.

Efficiency Talk

The downsized engine and lighter weight help boost EPA city/highway fuel-economy numbers from last year’s 16/22 mpg (AWD) and 17/24 (front-drive) to 21/27 mpg for all-wheel-drive versions and 22/28 mpg with front-drive. Those numbers take the CX-9 to the head of the class—although the Explorer with its optional 2.3-liter turbo four and the Kia Sorento with its base 2.4-liter four come close. In the interest of real-world fuel economy, Mazda also fits an exhaust-gas-recirculation (EGR) cooler to the engine, which helps reduce combustion temperatures without the usual method of squirting in additional fuel. When on boost, turbos consume more fuel to match the extra air entering the engine and to cool combustion, but cooling the EGR system helps keep temps down. Mazda tells us that while the system’s benefits don’t show up on the light-throttle, almost-no-boost EPA test, there allegedly will be a benefit in real-world circumstances.

In that real world, the CX-9 is smooth and charismatic. Few drivers will push a CX-9 very hard, but it handles admirably with nicely controlled body roll and light but accurate steering. Mazda calls its many safety systems i-Activsense. Radar-based active cruise control comes on Grand Touring and Signature models and adds a very sensitive collision-warning system that will apply the brakes aggressively if it senses an imminent collision. Twice in two days of driving, this system thought a crash was imminent when it clearly was not. It slammed on the brakes when we were gradually slowing for a red light and again when we were changing lanes to pass a slow-moving car. The system can be shut off and its sensitivity can be adjusted (both times when we saw the system intervene, it was set to its least sensitive mode), but it automatically turns on every time the engine is started. Such an overly active system seems glaringly out of phase with Mazda’s driver-centric philosophy.

Remember to turn off the jumpy collision-warning system, and the CX-9 is an excellent three-row crossover. It doesn’t have the third-row space of some competitors, but it is more stylish, promises to be more efficient, and is more entertaining and rewarding to drive than the rest of the three-row herd.



Car car car Nissan , Car , BMW , BMW < BMW , HyundaiUSA.com, Tonkin.com, Chevrolet.com Hyundai , tokin , chevrolet ,cars.com car.org en.wikipedia.org sfbay.craigslist.org caranddriver.com hondaofstevenscreek.com cnet.com usedcars.com cargurus.com san-jose-ca.auto.co Automobiles car ford Hyundai

READ MORE

Mazda CX-9

Incorporating zoom-zoom charisma into a three-row crossover is no easy feat, but Mazda’s engineers pull it off with the CX-9. A well-tuned suspension provides admirable handling, and the steering is light but precise. A 250-hp 2.5-liter turbo four mates with a six-speed automatic and either front- or all-wheel drive. The EPA estimates 22 mpg city and 28 mpg highway for front-drive models; adaptive cruise control and automated emergency braking are standard on Grand Touring and Signature trims.

2016 Mazda CX-9 AWD

Three-row crossovers are the new minivans. They haul families and stuff with increasingly bland sameness. But what if there existed an affordable option that's attractive and fun to drive?

We talk a big game. After endlessly professing our love for Chevy Corvettes, Porsche Caymans, and Mazda MX-5 Miatas, more often than not, when the time comes to pick a vehicle for a weekend road trip, we choose something practical. Practical is three rows. Practical is all-wheel drive. Practical is quiet. Practical rides well. Practical doesn’t make us look as if we’re suffering a mid-life crisis. And practical gets driven. In our long-term fleet, the vehicles that rack up 40,000 miles the quickest are always minivans and three-row SUVs. As much as we love driving them, sports cars can’t accommodate the family or carry much stuff.

So the Mazda CX-9 is practical, but it’s not all Costco and Home Depot and road trips to Disney. The CX-9 looks like something Karl Lagerfeld would use to run errands on whatever his version of a nice little Saturday might be.

A wholesale redo, the new CX-9 lifts the design idioms of Mazda’s own CX-5 but also borrows some styling cues from the Infiniti QX70 (the SUV formerly known as the FX). The big Mazda, especially on its optional 20-inch wheels, looks elegant enough to wear a designer badge. Some of what makes the Mazda appear expensive is actually its restraint. Yes, the large chrome grille juts menacingly forward and has LED lighting inside it, but Mazda’s designers appear to have sculpted the clay with hands when forming the CX-9, rather than hacking at it with swords. Even the Mazda’s paint looks like a budget breaker. Covered in a finely flaked hue called Machine Gray, the CX-9 glows. This SUV has the presence and style to rival Acura’s MDX and Infiniti’s QX60.

It’s the same story inside. Mazda’s material choices look and feel rich. Many of the plastics are so finely grained and soft to the touch that they appear to be bovine based. On our top-spec Signature tester, sticker price $45,215, there are open-pore rosewood trim pieces, aluminum accents, and soft brick-colored Nappa leather seats. The gaps are consistently tight, and the trim all lines up with an obsessive attention to detail.

In an effort to bring the CX-9’s noise levels upmarket, Mazda tells us it worked on suppressing the tire roar that plagued the previous CX-9. The replacement has a thicker floorpan, 53 pounds of sound deadening under the carpet, and an acoustically laminated windshield and front windows. The work pays off with a low 65 decibels of noise at 70 mph, four less than the last CX-9 we tested and the same as the Tesla Model X. Our only gripes up front are related to the seats. The driver’s chair doesn’t go low enough and needs more thigh support, and the passenger’s seat produces the same complaints while lacking any height adjustment.

As in the CX-9’s brethren, the instrument panel is dominated by round analog dials. But unlike in almost every other Mazda, one of the round gauges is actually a color LCD screen that can display trip-computer information and a compass. On all but the lowest Sport trim level, which gets a seven-inch screen, there’s an eight-inch touchscreen in the middle of the dashboard. It’s a bit too far to touch while driving, so the screen can also be controlled by the BMW iDrive–like knob behind the shifter. Navigation and audio controls are logical and easy to use with either the knob or the touchscreen.

In the second row, there’s ample space for adults, provided they slide the split bench all the way back. However, second-row legroom comes at the expense of third-row space. Unlike some competitors, Mazda doesn’t offer captain’s chairs in the second row. The split-bench second row folds forward to ease entry into the way back, but the Ford Explorer, Honda Pilot, and Toyota Highlander, with their second-row walk-throughs, make it easier. The competition also beats the CX-9’s two-person third row. The Mazda’s rearmost row is kid-friendly, but the Highlander’s and the Pilot’s work better for adults, and each can theoretically hold three. There is a 14-cubic-foot cargo hold in the Mazda, and folding its third row increases that to 38 cubic feet. With both rows folded flat, there’s 71 cubic feet of space, but the Mazda is on the smaller end of the three-row spectrum. Also, you’ll be doing the folding yourself as power-folding seats aren’t available.

And while the rest of the class offers V-6 power, the CX-9 comes with only a four-cylinder turbo. The engine displaces 2.5 liters and makes 250 horsepower on 93 octane and 227 horses on 87, says Mazda. On California’s 91-octane fuel, it makes something in between and can run zero to 60 mph in 7.2 seconds. It passes through the quarter-mile in 15.7 seconds at 88 mph. The Pilot and Explorer Sport are both quicker to 60 by about a second; the V-6–powered Highlander is about a tenth slower than the CX-9.

Mazda tells us that it studied how buyers use their three-row-mobiles and found that they almost never rev the engine past 4500 rpm. The power just above idle is more impor­tant. To provide punch where owners want it, the CX-9’s engine makes 310 pound-feet of torque at 2000 rpm, regardless of octane. That torque translates into a nice firm shove from low revs, and it gives the big CX-9 the ability to squirt into holes in traffic. The throttle response is excellent, even from idle, with boost that builds instantly, likely due to the clever Dynamic Pressure Turbo system. But if you drive the CX-9 as we do—part throttle and no redlining makes Jack a dull boy—the power tapers off noticeably. It doesn’t fall away with the abruptness of a turbo-diesel, but there’s a big drop in enthusiasm beyond 4500 rpm.

VIEW PHOTOS

According to Mazda, using a four instead of the old 3.7-liter V-6 saves 132 pounds. Front-drive models weigh 4054, a loss of 269 pounds. We measured 4336 for our all-wheel-drive CX-9 Signature, 223 pounds less than the old CX-9. It’s between 200 and 700 pounds lighter than most of the three-row class, but the Pilot, Hyundai Santa Fe, and Kia Sorento are a few pounds lighter still.

The downsized engine and reduced mass help boost EPA fuel economy from last year’s 16 city/22 highway mpg (AWD) and 17/24 (front drive) to 21/27 and 22/28, respectively. Those numbers are good enough to take the CX-9 to the head of the class; the GMC Acadia, with the newly available naturally aspirated 194-hp 2.5-liter four and all-wheel drive, comes close at 21/25 mpg.

To boost real-world fuel economy, Mazda fits a cooling system to the exhaust-gas-recirculation system that helps reduce combustion temperatures. When on boost, a turbo causes the engine to consume more fuel, not only to match the extra air entering the engine but also as a little extra to help keep the combustion chamber cool. By cooling the exhaust that recirculates back to the engine, combustion temperatures are thus reduced without having to rely on a rich mixture.

Mazda tells us that while the system’s benefits don’t show up on the light-throttle, almost-no-boost EPA test, there will be a benefit for real drivers. We rarely drive like real people, though, so we managed only 19 mpg over nearly 500 miles.

VIEW PHOTOS

All drivers will find the CX-9 is as smooth and charismatic as it appears. The electrically assisted power steering is light and accurate. Like all Mazdas, the CX-9 is easy to place on the road. With 20-inch wheels, the suspension tuning is on the firm side of supple. Push the CX-9 hard, and it never feels as ponderous as the minivan-like Highlander and Pilot. Switch the six-speed automatic into sport mode, and the CX-9 almost starts to think it’s an MX-5 Cup car. The gearbox snaps through downshifts under braking and gears are held longer.

We measured 0.80 g of grip in skidpad testing despite an overactive stability-control system. Even on public roads, we found the stability control a bit too intrusive. It can’t be shut off, and if you press hard into a corner, it’ll clamp down on the brakes. Should you need to slam on the brakes, stopping from 70 mph takes 179 feet, a typical distance for the class.

For the safety conscious, Mazda offers a full cache of driver-­assistance systems, including blind-spot monitoring, radar-based cruise control, and lane-departure warning and correction. Only Grand Touring and Signature models get the radar-based active cruise control that makes the collision-warning system possible. If the vehicle senses an imminent collision, it will slam on the brakes. It’s too sensitive. Three times in as many days, the system thought an accident was developing when there was no danger. It surprised us by slamming on the brakes twice while gradually slowing behind a row of cars at a red light, and once again when changing lanes to dart around a slower car. The system can be shut off and its sensitivity can be adjusted (both times when the system intervened, it was set to its least sensitive setting), but it automatically reactivates every time the engine starts. The overactive system is completely inconsistent with Mazda’s driver-centric gospel.

Annoying collision-warning system aside, the new CX-9 is the most engaging vehicle in its class, proving that practicality doesn’t always mean giving up handling and style. What it lacks in third-row space, it makes up for in refinement and dynamics. A base CX-9 starts at $32,420; add all-wheel drive for $1800. Even fully loaded to $45,215 as our test car was, the CX-9 remains a strong value in a world where a Pilot Elite costs $47,470 and an Explorer Platinum costs $53,915. It might not have the acceleration or third-row space of those two, but what’s more practical than saving money?

Car car car Nissan , Car , BMW , BMW < BMW , HyundaiUSA.com, Tonkin.com, Chevrolet.com Hyundai , tokin , chevrolet ,cars.com car.org en.wikipedia.org sfbay.craigslist.org caranddriver.com hondaofstevenscreek.com cnet.com usedcars.com cargurus.com san-jose-ca.auto.co Automobiles car ford Hyundai

READ MORE

Dodge Durango

The Durango remains big, brawny, and masculine in an era of soft, curvaceous crossovers, but it’s not as trucklike as other large SUVs. Powertrains include a 295-hp 3.6-liter V-6 or a 360-hp 5.7-liter Hemi V-8, both offered in rear- or all-wheel-drive guises; an eight-speed automatic is standard. The V-6 models are enough for most, while Hemi models deliver excellent torque, especially handy for towing. Uconnect infotainment with an 8.4-inch touchscreen and satellite radio is optional.

This number is based on a 36-month, 15000-mile-per-year lease. Lease calculation assumes money factor of 0.00091 and residual of 53%. Assumes ZIP code of 90210 and entered credit score of 800 or higher. Does not include sales tax. Option to purchase at lease end for an amount may be determined at lease signing. Mileage charge of $0.25/mile over 45,000 miles. Lessee pays for maintenance, repair and excess wear. Lease payments will vary depending on options, vehicle availability, dealer participation, lender participation and terms, and credit score, all of which may vary from the assumptions above. The payment listed is not a guarantee or offer, only an estimate. Promotional interest rate and residual used for monthly lease payment calculation valid 8/18/2016 - 8/31/2016.
Cash Due at Signing
$466 total cash due at signing includes $466 total cash down, $0 security deposit. Tax, title, tags, and dealership fees not included. $595 lease acquisition fee is rolled into monthly payments. Unless waived as part of offer, first month's payment is included in due at signing amount.
*AccuPayment estimates payments under various scenarios for budgeting and informational purposes only. AccuPayment does not state credit or lease terms that are available from a creditor or lessor, and AccuPayment is not an offer or promotion of a credit or lease transaction.
2 INCENTIVES AVAILABLE
Price with Options
or Get a Quote
Browse Used Inventory
The Durango remains big, brawny, and masculine in an era of soft, curvaceous crossovers, but it’s not as trucklike as other large SUVs. Powertrains include a 295-hp 3.6-liter V-6 or a 360-hp 5.7-liter Hemi V-8, both offered in rear- or all-wheel-drive guises; an eight-speed automatic is standard. The V-6 models are enough for most, while Hemi models deliver excellent torque, especially handy for towing. Uconnect infotainment with an 8.4-inch touchscreen and satellite radio is optional.
Jump to Instrumented Test – 2016 Dodge Durango V-8 AWD
14/22 mpg
EPA
6.2 sec
0-60
360 hp
HP
120 mph
Top Speed
Tested: 2016 Dodge Durango V-8 AWD
View All Features and Specs
Rank in Segment Full Review All Reviews
Rank in Three-row Mid-size Crossovers and SUVs


1. Dodge Durango
Price: $31,490 - $45,590

2. Mazda CX-9
Price: $32,420 - $44,915

3. GMC Acadia
Price: $31,900 - $50,815

4. Honda Pilot
Price: $31,245 - $47,670

5. Hyundai Santa Fe
Price: $31,295 - $37,145

6. Ford Explorer
Price: $31,995 - $53,915

7. Toyota Highlander
Price: $31,430 - $51,425

8. Ford Flex
Price: $30,495 - $43,495
Show More in Three-row Mid-size Crossovers and SUVs (12 total)
Instrumented Test
VIEW 56 PHOTOS
2016 Dodge Durango V-8 AWD
2016 Dodge Durango V-8 AWD
Three rows of seats, no waiting.

AUG 2016 BY DON SHERMAN PHOTOGRAPHY BY MICHAEL SIMARI
SHARE
TWEET
The Dodge Durango is the longer-wheelbase, slightly racier sibling to Jeep’s better-known Grand Cherokee. Named after a Colorado town boasting fewer than 17,000 residents and its own narrow-gauge railroad, the Durango has an interesting lineage. Like the 2011–2017 Grand Cherokee, the current generation was designed and developed in the era of DaimlerChrysler, the car-company marriage made in hell. While most three-row SUVs ride on stout body-on-frame foundations, this is a theoretically lighter and more space-efficient unibody design assembled in the Motor City. Like most things, weight is relative: The specimen reviewed here, a Durango R/T, registered a hefty 5369 pounds on our scales.

So far, FCA hasn’t seen fit to fit the Durango with the 475-hp 6.4-liter V-8 that powers the Jeep Grand Cherokee SRT, though rumors of a pending Durango SRT persist. For now, at least, its maker proudly postures the Durango as the Dodge Charger of the SUV segment, and the R/T edition is as racy as this model line gets with a 5.7-liter Hemi V-8 in place of the standard, 295-hp 3.6-liter V-6, in combination with a ZF-designed eight-speed Torqueflite automatic transmission. The venerable Hemi appellation describes a Mexico-made 360-hp V-8 with a mix of rustic and recent technologies. The deep-skirt block is cast iron. Aluminum cylinder heads (lacking any hint of hemisphere in their combustion chambers) support a pushrod valvetrain blessed with variable valve timing, port fuel injection, and cylinder deactivation during light-load cruising to maximize EPA-rated mpg.

VIEW PHOTOS

The R/T AWD version reviewed here leaves the starting gate with a premium $45,490 price tag in large part because it’s lavishly equipped with heated (first two rows) and ventilated (front only) leather seats, three seating rows for six occupants, a two-speed transfer case, three-zone automatic climate control, premium audio with an 8.4-inch touchscreen and wheel-spoke controls, and a slew of power outlets. Supporting the Racy/Trendy label, there are paddle shifters, a sport suspension with a ride height dropped by nearly an inch, 20-inch aluminum wheels fitted with 265/50R-20 low-rolling-resistance all-season radials, and dual exhaust tips. Two options raised this test vehicle’s bottom line to $48,480: a $1995 twin-screen rear entertainment system and $995 for second-row fold-and-tumble captain’s chairs.

Over the years, American families have systematically swapped their minivans for three-row SUVS like this one, surrendering convenient sliding-door access for a more assertive posture. The dozen or so mid-size triple-row utilities on the market with a base price below $40,000 all offer excellent versatility with seating readily convertible to cargo space. The Durango R/T’s added attraction is a sporty exterior with actual fun-to-drive temperament baked into its soul.

VIEW PHOTOS

Lots of “Go,” Not So Much “Stop”
This Durango earned a B+ at the test track by hustling to 60 mph in a fleet 6.2 seconds and through the quarter-mile in 14.7 seconds at 95 mph. It’s quick on its feet during passing and will top out at 120 mph if you need to beat a narrow-gauge tourist train over a Colorado crossing. While the Hemi V-8 is outspoken above 4000 rpm to the tune of 80 decibels during flat-out acceleration, it fades mostly into the background during cruising, although the exhaust note goes grumbly when the Hemi switches into four-cylinder mode, something that can be diminished by toggling off the switch for Eco mode. We measured 0.78 g of lateral grip on the skidpad, not bad for such a large, husky truck rolling on all-season Bridgestone Ecopia tires. The Durango’s one low grade came during emergency braking tests. As the arresting gear warmed during successive brake applications, the 70-to-zero-mph stopping distance grew from the initial not-very-good 193 feet to a more concerning 207 feet (fifth stop). So when you hitch a trailer (the Durango’s tow limit is a substantial 7400 pounds), make sure it is equipped with its own brakes.

One worthwhile new-for-2016 feature is a Sport mode button mounted just above the console to delay upshifts, increase steering effort, and sharpen throttle response. Once you click a steering-wheel-mounted paddle, this eight-speed automatic holds the selected gear even at the 5900-rpm redline. Accompanying each upshift, a ripping noise rattles through the dual exhaust pipes. While rotary shift knobs are not our preference, this arrangement does leave more room for cupholders.

Attacking our favorite back road with gusto, we observed astute body control and resistance to excessive lean in corners, combined with a placid ride. The front and rear suspensions are both independent designs with rubber-isolated subframes to filter road and driveline buzz from the cabin, although we noted substantial noise from the rear end making its way into the cabin over rough roads. Sport-mode steering effort and response are both good, though there’s virtually no feedback from the pavement to the rim of the leather-wrapped wheel. While we’d prefer less dive during aggressive braking, considering the size and weight of this Durango, it’s surprisingly competent when thrashed over twisty, undulating byways.

VIEW PHOTOS

Flexible Utility
To invite all aboard the Durango, its back doors are long, and the middle-row seats—captain’s chairs in our case—fold and tumble forward with a single yank of a fabric loop. The headrests also drop out of the way during this cabin reconfiguration. The rear seats are habitable by adults and should prompt minimal whining. Kids will love it back there, in part because they can stretch their legs atop folded middle seats while watching the 9.0-inch Blu-ray DVD video screens attached to the front seatbacks, although this lounge posture is discouraged by a warning label for safety reasons. Four overhead and two console vents provide airflow and are adjustable for temperature and volume. Folding all seatbacks creates a load floor that could theoretically sleep two six-footers as long as interseat gaps are spanned with a rigid panel. While there’s insufficient space to tote four-by-eight-foot materials, the 17-cubic-foot hold behind the third row stretches incrementally to 47 and 85 cubic feet when the third-row and then the second-row seats are sacrificed. There’s also a small but handy cubby under the rear floor, and the hatch opens and closes with taps of the key fob. This R/T’s front seats drew a couple of gripes from drivers who found thigh support lacking and the lumbar bulge out of place.

The reconfigurable 7.0-inch electronic cluster behind the steering wheel and the 8.4-inch dashboard touchscreen offer a wealth of info, entertainment, and control functions. Dodge’s Uconnect Access provides voice command of climate, audio, texting, and Bluetooth connections. A Yelp search function can locate destinations and determine routes for display on 3D maps. Various media apps are available, but neither Apple CarPlay nor Android Auto connects here.

Kudos to Dodge for keeping this relatively rustic platform current with excellent chassis tuning, entertaining creature comforts, and commendable versatility. The 16 mpg we observed is tolerable as long as regular gas stays cheap. Considering all that the Durango R/T accomplishes with a smile, it’s a sensible choice for today’s families.

Highs and Lows
Highs:
Balance of driving enjoyment and versatility, sporting mind-set, modern cabin equipment.

Lows:
Fuel-thirsty, safety aids cost extra, consumes lots of garage space.

Model Research
Get a Quote
Specifications
VEHICLE TYPE:
front-engine, rear-/4-wheel-drive, 6-passenger, 4-door hatchback

PRICE AS TESTED:
$48,480 (base price: $45,490)

ENGINE TYPE:
pushrod 16-valve V-8, iron block and aluminum heads, port fuel injection

DISPLACEMENT:
345 cu in, 5654 cc
Power: 360 hp @ 5150 rpm
Torque: 390 lb-ft @ 4250 rpm

TRANSMISSION:
8-speed automatic with manual shifting mode

DIMENSIONS:

Wheelbase: 119.8 in
Length: 201.2 in
Width: 75.8 in Height: 71.9 in
Passenger volume: 141 cu ft
Cargo volume: 17 cu ft
Curb weight: 5369 lb

C/D TEST RESULTS:

Zero to 60 mph: 6.2 sec
Zero to 100 mph: 16.3 sec
Zero to 110 mph: 20.6 sec
Rolling start, 5-60 mph: 6.6 sec
Top gear, 30-50 mph: 3.0 sec
Top gear, 50-70 mph: 4.1 sec
Standing ¼-mile: 14.7 sec @ 95 mph
Top speed (governor limited): 120 mph
Braking, 70-0 mph: 193 ft
Roadholding, 300-ft-dia skidpad: 0.78 g

FUEL ECONOMY:

EPA city/highway driving: 14/22 mpg
C/D observed: 16 mpg
C/D observed highway driving: 23 mpg
C/D observed highway range: 560 mi

Car car car Nissan , Car , BMW , BMW < BMW , HyundaiUSA.com, Tonkin.com, Chevrolet.com Hyundai , tokin , chevrolet ,cars.com car.org en.wikipedia.org sfbay.craigslist.org caranddriver.com hondaofstevenscreek.com cnet.com usedcars.com cargurus.com san-jose-ca.auto.co Automobiles car ford Hyundai

READ MORE

2017 Nissan Pathfinder