2017 Mitsubishi Mirage G4 Assessment – It’s Fine

2017 Mitsubishi Mirage G4

I’m sitting on the pit lane of my regional track — Atlantic Motorsports Park in Shubenacadie, Nova Scotia — surveying the empty course. My helmet is on the seat beside me, my hands are gripping the leather-wrapped wheel, and I can hear the low growl of three-cylinders idling as they wait for me.

But before I get to that, a bit about what I’m driving.

This is the Mitsubishi Mirage G4. It’s what takes place when the oft-cheapest new hatchback in Canada (depending on who is supplying what cash on the hood that month) grows a trunk. Under the hood: a 1.two-liter 3-cylinder engine that has 78 horses in there somewhere. Connected to that is a continuously variable transmission, the only transmission obtainable on this SEL trim tester.

I do a quick verify of the course to make confident it is nonetheless empty. My foot hits the floor.

The car is not fast to accelerate, but it’s not slow either. My every day is a Civic Hybrid and this Mirage definitely feels quicker than that. 2017 brings an added 4 horses to the engine, which does not sound like much, but it is five-percent more than before. The revs climb gradually, the speedo climbs much more gradually, and I believe back to what I mentioned to the Mitsubishi guy when he authorized this as I near the very first turn.

“Don’t worry, I’m not organizing any hot laps,” I mentioned. I can already inform it will not be a difficulty keeping my speed in verify.

I method the first turn with caution. The steering is quick to react, so I ease it into the corner. At the same price I till the wheel, the car lists to port. I’m listening to see if the mud flaps or the mirrors scrape very first. Neither happens.

2017 Mitsubishi Mirage G4 Interior, Image: © 2016 Evan Williams/The Truth About Cars

Turn two is a hairpin left with bumpy concrete on the inside that begins downhill and adjustments sharply to an uphill climb just prior to the apex. The G4 handles the transition a lot greater than I anticipated, but it does make extremely clear one of the greatest troubles with the Mirage’s revised interior. They say they’ve upgraded some of the components, but the seats are board flat and there is no armrest. I’m struggling to maintain in my seat at a speed I would see in a grocery shop parking lot.

I’m in for a extended bout of acceleration via turn three and into four. The CVT responds effectively. Although it is still a CVT, it’s as excellent as the 1 in the Civic Touring I had final month. Most of the time. At instances, the transmission is caught off guard — and then it can be clunky. There’s also a slight whine at reduced revs. Strangely, it won’t let the engine rev above five,500 rpm — which is confusing, simply because peak power is at 6,000 rpm.

Turn four is downhill and bumpy, and this showcases what is my most significant problem with the G4. If you are in town or on the highway, it delivers a surprisingly properly-sorted ride. Potholes and speed bumps are soaked up with aplomb definitely much better than Canada’s second-least expensive sedan, the Hyundai Accent. But on a rural road with some twists, every single wheel seems to react entirely differently when you add imperfect pavement to the mix. You can feel every corner dealing with the valleys and rises. You can really feel the automobile moving laterally about its wheels. It’s not the tires they’re as well low profile to squirm that considerably, and I checked the air pressures myself. There’s anything in the suspension tuning that is causing or permitting it. It is really unsettling on the road.

2017 Mitsubishi Mirage G4, Image: © 2016 Evan Williams/The Truth About Cars

I’m going down the backstretch, and the further 4 inches of wheelbase in the sedan offers more stability in a straight line than the hatch. That very same wheelbase offers it adequate back seat space for 6’3” me to sit behind myself. But soon after that last turn, I’m wisely backing off and just going for a Sunday drive. Any tough cornering means I either fall out of the seat on the proper or bang my head on the door frame on the left. The headliner feels cheap against my skull, but the door is reassuringly strong. I pull into the pit lane and get out of the vehicle. I have a grin on my face, but I don’t want to do it once more.

That final statement largely sums up the Mirage G4.

The 2017 Mirage hatch and G4 each have a new interior, and it is ok. Sure, the dash is constructed of rock-challenging plastic, but it appears fine. It’s a little slow, but it keeps up with targeted traffic fine. The auto only weighs two,200 pounds, so it does well in cut and thrust urban driving. Its turning circle is tiny, the auto feels narrow, and visibility is outstanding, so you can stick it fairly a lot anyplace. Its interior offers a lot of space, you sit up higher, and the trunk is acceptable.

But as quickly as you turn in the Mirage G4, you fall out of the seat. If you hit a bump in that turn, you begin to question Mitsubishi’s definition of “independent suspension.”

2017 Mitsubishi Mirage G4, Image: © 2016 Evan Williams/The Truth About Cars

I know it is well-known to bash small and low-cost automobiles, and I’ll admit I was organizing a comparison of sorts with a Nova LFS transit bus, but I really enjoyed this auto — as lengthy as I never ever went above the speed on the yellow sign on the off-ramp.

It has Bluetooth, a backup camera, and a touchscreen with Android Auto and Apple Carplay. I averaged just shy of 40 mpg. Nothing else for below $ 20,000 (Canadian) has all those items with a trunk. Air conditioning is vintage Basic Motors cold, and — what’s this? — there are even heated seats!

The plastics are difficult, and you can see the cost cutting if you look for it (like the old-school metal door locks). Under the hood isn’t painted (just primed/plated), but there’s actually some thing here. Anything … not exciting, but it is not a penalty either. It is a lot more comfy than a Yaris, feels larger inside than an Accent, and the build good quality seems competitive for the “how cheap can we make this?” class.

I’ve driven the pre-refresh hatch. I despised it. This is undoubtedly far better. Not massively much better, but greater nonetheless. It is fine. Which I look to say a lot about this auto. It sums it up nicely.

2017 Mitsubishi Mirage G4, Image: © 2016 Evan Williams/The Truth About Cars

If you have ever believed about purchasing a Fiesta ST (or something with a sporty suspension), this is obviously not the auto you want. But if you’re like my little brother, who just desires to drive on the highway and downtown with a lot of space, in relative quiet, with a warranty that’ll outlast your finance term, and you want to commit as little money as feasible, this is probably worth a drive.

My loaded SEL tester is selling for just over $ 17,000 (sticker is $ 18,498, but there are incentives), and that’s challenging to ignore. Sure, there are cheaper and far better used cars, but that is apples to oranges.

Just do not ever take the Mirage G4 anyplace near a track, unless you are there to spectate.

[Image: © 2016 Evan Williams/The Truth About Cars]

Automobile Critiques – The Truth About Vehicles

No Diesel Necessary: 2017 Audi A4 two.0T Ultra Does 37 MPG Highway

2017 Audi A4 Ultra

With front-wheel drive, a 2.-liter turbocharged 4-cylinder engine, and a seven-speed dual-clutch transmission, the all-new 2017 Audi A4 Ultra’s EPA highway fuel economy figure is 37 miles per gallon.

Audi says, “No other luxury sedan in its competitive segment provides higher EPA-estimated city or highway mileage” than the new fuel-sipping A4, which the Environmental Protection Agency rates at 27 mpg in the city and 31 mpg combined.

The EPA scores the rear-wheel-drive BMW at 32 mpg city and 42 highway and the 330e at a combined 72 mpge equivalent. Audi presumably excluded these non-entry-level, uniquely powered models from the “competitive segment” definition.

The A4 Ultra, which improves upon the regular front-wheel-drive 2017 Audi A4’s 25/33 mpg ratings, is reduced to 190 horsepower and 236 lbs-ft of torque from the usual A4’s 252 horsepower and 273 lbs-ft.

Non-diesel rivals such as the BMW 320i, Mercedes-Benz C300, and Lexus IS200t have combined EPA fuel economy ratings of 28, 28, and 26 miles per gallon, respectively. Even the Audi A4’s little A3 brother maxed out at a combined 27 mpg in MY2016.

Such as delivery charges, pricing for the 2017 Audi A4 Ultra begins at $ 35,850 in Premium guise — a $ two,400 savings compared with the typical front-wheel-drive A4 2.0T — and $ 39,650 for the Premium Plus.

Audi also makes use of the Ultra badge on a specifically higher-mileage version of the Audi A3 e-tron.

[Image: Audi USA]

Automobile Critiques – The Truth About Cars

Ford Cancelling Remaining 2016 Focus RS Orders, Consumers Will Have to Wait for 2017 Model Year

2016 Ford Focus RS

Buyers are getting their 2016 Ford Concentrate RS orders cancelled, and the automaker is providing differing causes as to why, depending on who you ask.

Ford is telling dealers and buyers who placed orders for Ford’s hottest hatch that they’ll receive 2017 models rather. This, for a model Ford stated it could create as many as consumers wanted.

Ford produces the 350-horsepower, all-wheel-drive Concentrate RS at its Saarlouis plant in Germany. The sought-after model arrived stateside this spring, with the automaker promising not to limit production.

According to emails obtained by TTAC, a Los Angeles dealer had 3 of its pending 2016 Focus RS orders cancelled by Ford and moved to the 2017 model year. That could mean months of delays for consumers as they wait for subsequent year’s deliveries.

The cause given to the dealer by a Ford rep for the cancellations? “Economic turmoil in Europe” that forced the Saarlouis plant to shut down, limiting production volume.

Nonetheless, when TTAC asked Ford representative Dan Jones about the e mail, he stated 220 orders were cancelled basically due to the fact Ford couldn’t keep up with demand just before a planned summer season factory shutdown.

“We regularly adjust daily production to be aligned with market place demand,” Jones stated. “Focus RS demand about the globe has exceeded expectations, so these 220 buyer units that had been scheduled for 16MY construct, are now going to be rescheduled into 17MY, and as these orders will be prioritized, buyers will expertise virtually no delay in delivery of their automobile.”

There’s a massive gap amongst planned maintenance and “economic turmoil.”

Would-be Concentrate RS buyers have expressed aggravation over continually changing delivery timetables on on the internet enthusiast forums.

One particular Australian Focusrs.org forum user was told the vehicle’s planned August construct would be moved to November, although an additional had his pushed from July to September. Another user sought answers for why his Focus RS create date went from June to August, and then to October. “Your develop date can move around until it is finally locked in when a VIN is assigned,” mentioned a Ford Australia representative.

At some point in the summer season, the German plant shuts down for a worker’s holiday. When pressed, the user’s Ford rep claimed the plant shut down for a week in early July. That rep returned to say the plant would be shut down for summer season maintenance from July 25 to August 19.

When asked about the shutdown timing, Jones stated workers will return to Saarlouis following a three-week holiday on August 15.

Time will inform what the delivery delay amounts to, if anything, or whether dealers and buyers experience additional aggravation. For an automaker, it is nonetheless better to deal with the fallout of a model with overwhelming demand than, say, a Chrysler 200.

Auto Critiques – The Truth About Cars

If You Haven’t Purchased One particular Already, Your 2017 Dodge Viper Dreams are Nearly Toast

2017 Dodge Viper Snakeskin Edition GTC was inspired by the origi

It’s a great day for an automaker when it can say it sold an complete year’s worth of vehicles in much less than a week. Items get significantly less impressive when it is the final model year of a niche car.

Still, Fiat Chrysler Automobiles is putting on its bragging pants and grabbing the megaphone soon after it sold each and every special-edition version of the 2017 Dodge Viper in a matter of days. So wonderful was the response, FCA plans to provide one last version of the 25-year-old nameplate.

Orders for the final Vipers opened on June 24, and snake aficionados have to have had their fingers poised over the keyboard.

According to the automaker, all 100 units of the GTS-R Commemorative Edition ACR and all 25 units of the Snakeskin Edition GTC sold out within two ordering days. The 31 units of the VoooDoo II Edition ACR were gone within two hours, and all 28 units of the 1:28 Edition ACR have been snapped up in 40 minutes.

Enthusiasts with money on hand clearly weren’t prepared to let an opportunity pass by. With the model headed to the FCA gallows, collector worth of the 2017 Vipers will be higher.

Being aware of they could sell out an additional unique-edition version in a heartbeat, FCA executives right away set about performing just that. The firm now plans to offer you 31 units of the Dodge Viper Snakeskin ACR, with orders starting in mid-July.

Inspired by the 2010 Snakeskin ACR (which also amounted to 31 units), the 2017 version comes in Dodge’s Snakeskin Green and attributes a snakeskin-pattern SRT stripe, Extreme Aero Package, carbon ceramic brakes, ACR interior, Snakeskin instrument panel badge and custom car cover. Since you want everybody  — Everybody! — to know who you are, that car cover will have your name showcased over the driver’s door.

Owning a Dodge Viper is not an act of subtlety, restraint, or modesty, and Dodge knows it.

[Image: Fiat Chrysler Automobiles]

Vehicle Testimonials – The Truth About Automobiles

2017 Fiat 124 Spider Evaluation – Shhh, Don’t Say Its Name

2017 Fiat 124 Spider Abarth, Image: FCA

If you weren’t in on the secret, a lot of this morning’s presentation at the Park Hyatt Aviara would have made no sense. A series of 4 FCA personnel stood up to talk about the new 124 Spider, which was behind them to stage correct. On stage left was a pristine Euro-bumpered 124 Sport Spider from the late ’60. Every of them talked about “what’s changed on the vehicle.”

“It’s 5 inches longer, with all-new exterior sheetmetal,” 1 presenter mentioned. “It’s got an aluminum panel in the folding roof, and thicker rear glass,” yet another noted. “The suspension tuning is fully various,” stated yet an additional. I could see the confusion on the faces of some of the older auto journos from the newspapers. It is five inches longer than the original 124? It’s got thicker rear glass? The suspension is diverse? Properly, duh, appropriate? For a lot more than an hour, Fiat’s marketing and advertising, styling and engineering personnel talked about “what’s changed on the vehicle.”

There was the word that never ever escaped anybody’s lips, not a single time. Even when I raised my hand to ask “how the weight compares,” I couldn’t quite bring myself to say the word. But we can say it here on TTAC: Miata. The new Fiat 124 Spider is based on the ND-generation Mazda Miata, the auto that your humble author drove in Spain a year and a half ago and which has been fairly justifiably hailed as the finest modest roadster of this century. The 124 Spider is assembled proper next to the Miata in Japan, with a “J” VIN. The principal distinction: where the Miata has a 2.-liter Skyactiv typically-aspirated 4-cylinder, the 124 has the turbo 1.four-liter MultiAir four-banger from the Fiat 500 Abarth, constructed in Italy and shipped to Mazda’s assembly line.

Fiat would favor that we didn’t mention the Miata. But, as we’ll see, the 124 Spider need not worry any comparisons with its retailer-branded sibling. Fairly the contrary, in fact.

2017 Fiat 124 Spider and 1968 Fiat 124 Spider, Image: FCA

As fate would have it, two weeks ago I had the likelihood to put about 400 miles on a fully-loaded Miata as part of a piece I’m doing for R&ampT subsequent month. It was my very first likelihood to drive a 2.-liter, U.S.-spec ND Miata and I have to say that I was utterly stunned by just how close the tiny Mazda comes to perfection. Every thing about that Miata is in best balance. The chassis, the engine, and the handle weighting — all but not possible to improve upon.

What a relief, consequently, to see that Fiat didn’t even try to increase on it. Alternatively, they took that central, perfected character of the Miata and shattered it, producing three wonderful automobiles from one best one particular. I’ll clarify. You see, all Miatas are generally the identical. Certain, you can get a handful of distinct trim levels, but that’s all they are — diverse selection packages that sit quite lightly on a single vital character. If you don’t like the MX-5 Club, you will not like the Grand Touring, and vice versa.

2017 Fiat 124 Spider Lusso, Image: FCA

With the 124, on the other hand, the three accessible trim levels every represent a fundamental change in the car’s mission. Commence with Classica, the $ 25,990 base model. I started my morning by driving a grey six-speed manual Classica via about 40 miles of San Diego canyon roads. It is significantly quieter than the Miata, even best down, and it rides quite softly. The interior, even so, is primarily identical to what you get in a base Miata, proper down to the three metal-finish knobs that manage the climate manage. Grip from the 16-inch tire package is modest, and the suspension floats a bit when you encounter sharp dips or rises in the road.

I’m a veteran of a lot of miles and years in the original Fiat Spiders. This Classica is the truest to those comparatively modest roadsters, built as cheaply as possible by sullen union labor with cheap steel and massively aromatic vinyl. There was nothing luxurious or even exotic about the first 124 Spider. It’s greatest to think of it as an Italian take on the Karmann Ghia, throwing a spectacular physique on prosaic underpinnings and a twin-cam head on the very same engine that took much of Italy to operate each day.

The stellar unity of the Miata is missing from the Classica. It doesn’t deal with very as nicely as I’d like and the MultiAir, like most modern day turbo motors, would rather you skip the final thousand revs in favor of a quick-shift method that rides the meat of the torque curve. The net impact is to undermine that jinba ittai just a bit. It doesn’t feel as special as the auto from which it’s derived. As an actual, practical day-to-day driver, nevertheless, it is miles ahead. The NVH improvements reduce driver fatigue, and the turbo engine tends to make maintaining up with traffic effortless. I would recommend the Classica more than the Miata for anybody who does not have an active racing license.

2017 Fiat 124 Spider Interior, Image: FCA

That goes double, even triple, for the Lusso, which adds leather upholstery and the capability to add a wide variety of optional extras for just beneath twenty-nine grand. The Lusso that I drove had an automatic transmission. LJK Setright famously mentioned that the turbo engine and the torque-converter automatic transmission have been perfect partners, due to the fact “one will be at operate when the other is not.” I suspect that the vast majority of Spiders in this nation will be automatic Lussos — and you know what? It is an absolutely brilliant car. I was prepared to despise it, but 30 miles behind the wheel was enough to make me a believer. The Aisin-sourced automatic is direct and beautifully programmed, keeping the turbo on the boil and catapulting the Lusso forward with actual authority. With the prime up, I located myself going really rapidly without having really planning to.

I’ve by no means had any affection at all for auto-transmission Miatas, but the 124 Lusso is basically a wonderful car. It’s quiet, it’s comfortable, and it is definitely no hassle to drive. The nearest competitor with the very same virtues would have to be the Mercedes SLK250, which expenses practically twice as a lot. It is not the 124 that I’d choose for myself, but there’s extremely little to criticize about it. Incidentally, the 1st one particular hundred and twenty-four Spiders to be delivered to this nation will be particular electric-blue Lussos with a Prima Edizione equipment package. They’ll be $ 35,995 and I’d imagine that they are all spoken for currently.

2017 Fiat 124 Spider, Image: © 2016 Jack Baruth/The Truth About Cars

As good as the Classica and Lusso are, I’d still personally take a Miata Club or Grand Touring for my personal garage. The 124 Abarth, on the other hand … oh man. Just appear at it. That flat-black hood and trunk, the Brembo calipers, the scorpion badging. It’s aggressive in a way that no factory Miata has ever been. Fiat set up an autocross course at Qualcomm Stadium in San Diego especially to show the Abarth off. They stated that we could have “unlimited runs.” Following my ninth run, it was recommended to me that I take a break. Like, a long break.

Without having that suggestion, I’d have driven that course for yet another hour. Possibly two. The Abarth is just brilliant. The MultiAir is uncorked a bit by a quad-pipe exhaust that supposedly raises horsepower to 164. There’s an Abarth-branded aftermarket exhaust accessible as well that makes the Fiat sound like a miniature Ferrari 488. I suggest it. Attempt to forgive me for saying “1.6 liter” during the cooldown lap in the video, by the way!

20160609_132126

The six-speed manual transmission, sourced from the NC-generation Miata, has shorter, sharper throws than the new-gen box in the ND. It’s completely self-confidence inspiring. The chassis, as properly, is beyond reproach, allowing the tail to be thrown and caught in third gear with reckless abandon. The front end has all the grip that’s missing in the Classica and the stiffer suspension removes each the float and the mild fore-and-aft pitch that affects the Classica, the Lusso, and the Miata itself.

The Classica departs from the Miata formula to add every day usability the Lusso leaves it to give grand-touring comfort. The Abarth is like a tuner Miata low, angry, fast to respond. Speaking of tuning: there are shops that are acquiring 230 horsepower out of the 500 Abarth for a couple grand. The Abarth starts at $ 30,540. Anticipate to see them in Friday-evening street-race lots across the nation next year, snorting and popping and hissing below exaggerated boost pressure. There’s anything amusing about the reality that the Miata is ultimately offered in a variant that will command the respect of young males all they had to do was place a snail on the thing and roll hardware-shop paint on the hood. I totally adore it.

2017 Fiat 124 Spider Abarth, Image: FCA

The best way to recognize the 124 Spider is this: it’s a 4-wheeled Bimota. Some of you will recognize Bimota as the Italian motorcycle manufacturer that wraps Italian chassis and styling about verified Japanese engines. In the ’80s, when Suzuki and Yamaha have been putting killer powerhouse inline-fours in rather dodgy perimeter frames, the Bimotas were unstoppable. The issue with them was that all of the Italian stuff, especially the wiring, was topic to variable high quality control.

This Fiat should provide the identical bulletproof engineering and assembly top quality that makes Miatas such fantastic extended-term ownership propositions, but it also has Italian styling and a powertrain that just speaks with far more authority than the relatively anodyne Skyactiv 2.-liter in the Mazda-branded car. There’s no value penalty, and the weight penalty of about 100 pounds is nicely worth it for anyone who values peace and quiet on the freeway. I will not say that it’s a greater vehicle than the Miata I do not feel it is. But it hits some really distinct marks in a way that its sibling can not.

Casual roadster fans will love the automatic Lusso. The Classica is arguably better value than the base MX-5. And that Abarth? It is enough to make you neglect that word that we weren’t supposed to say in today’s media briefing.

Auto Evaluations – The Truth About Automobiles

2017 Audi Q7 Overview – The 3-Row Flagship

2017 Audi Q7 Front 3/4 Exterior, Image: © 2016 Alex Dykes/The Truth About Cars

2017 Audi Q7 three.T

3.-liter DOHC V6, supercharged (333 horsepower @ 5,500-6,500 rpm 325 pounds-feet @ two,900-five,300 rpm)

Eight-speed ZF automatic, Quattro AWD

19 city / 25 highway / 21 combined (EPA Rating, MPG)

19.5 (Observed, MPG)

Base Value: $ 55,750*

As Tested: $ 78,825*

* Prices contain $ 950 location charge.

We not too long ago reviewed the 2016 Volvo XC90, the long overdue redesign of Volvo’s family hauler. Very first introduced as a 2002 model, the XC90 was a teenager by the time it was finally replaced. Oddly enough, it is a similar story with the Audi Q7.

In response to Volvo’s then-new XC90, Audi began development of the seven-seater Q7 in 2002, which later hit the market place in 2005. It received a facelift in 2009, but the fundamentals of the slab-sided Audi remained. Eleven years later, and at about the same time as the new XC90, Audi has finally reinvented the Q7 as a sort of soft-road A8 Avant.

Can it compete against the new XC90 for the hearts and minds of luxury-minded households?

Exterior
You’d be forgiven for considering this Q7 is but another refresh of the original model, as its resemblance — the result of Audi’s “brand unifying styling” — exhibits historical roots. Even complete redesigns have to stick to the “one sausage various lengths” style philosophy.

The Q7’s grille and headlamps are much more angular than prior to, providing the front end some needed masculinity, and the tail lamps achieve Audi’s new Y-shaped light pipes. The all round impact is a sharpening of the desirable lines located in the 2016 model without breaking any new ground.

It is not just sheetmetal that Audi replaces for the new Q7. The seven-seater is built upon Audi’s new MLB two platform, which was produced for the Bentley Bentayga and the majority of Audi’s future models. Although the huge Bentley is the largest expression of MLB, the Q7’s 199.7 inch length is notably longer than the BMW X5 and just 4 inches shorter than an Escalade.

2017 Audi Q7 Interior, Image: © 2016 Alex Dykes/The Truth About Cars

Interior
Although the outdoors is a variation on a theme, the interior goes all-in on the latest gadgetry — from an available full-LCD instrument cluster to a large touchpad for “finger writing” entry and far more active security gadgets than I care to name.

The general look is a tiny busy compared to the minimalist Volvo or even the X5. The dash is bisected by an huge bank of air vents styled right after the Audi 5000 that stretch from the gauge cluster all the way to the passenger door.

2017 Audi Q7 Interior Rear Seats, Image: © 2016 Alex Dykes/The Truth About Cars

Audi’s new front seats are much more comfortable than the base thrones in the BMW or Mercedes, although the up-level seat beats the competition’s premium alternatives by a hair. That mentioned, the new seat design in the XC90 trumps this comfort, no matter whether we’re talking base or optional seats.

Where the Q7 shines is in its second row. It is enormous. Sporting a 40/20/40-split style like we see in the Volvo, the seats offer a smidge much more space and my backside discovered them much more comfy. The trade-off is a third row that’s less comfortable than the XC90, even though it is a substantial improvement more than the cramped way-back in the X5.

Solidifying the Q7’s status as the luxury alternative to a minivan, you will discover 5 sets of latch anchors for child seats. In addition, the second row is wide enough to strap a Graco Classic Ride 50 seat in the middle and nonetheless flip/fold the outboard seats to hop in the rear. That is essential since moving the second row out-of-the-way is a more involved two-step process than the 1-step fold/slide mechanism we see in comparable Volvo, Acura, and Infiniti models.

2017 Audi Q7 Apple CarPlay, Image: © 2016 Alex Dykes/The Truth About Cars

Infotainment
2017 requires MMI to a new level. Utilizing the exact same 12.3-inch LCD disco dash as the TT, the Q7 adds an eight-inch LCD front and center. Audi decided to limit some of the “virtual cockpit” characteristics observed in the TT, but the system functions similarly all round. The LCD cluster offers a wide-screen map view with Google satellite imagery and infotainment readouts, but method and automobile settings have to be adjusted with the show in the dash.

Perhaps the biggest adjust is the addition of Apple CarPlay and Android Auto support. With out a touchscreen, these interfaces work a small differently than in mass-market sedans. As a outcome, it actually feels significantly less polished than the implementation in the 2016 Accord.

Audiophiles will be content to hear that the base audio technique is a nicely balanced, ten-speaker setup with a regular CD player. Our tester had the mid-level, 19-speaker Bose branded technique, which adds speakers in locations you by no means believed you’d discover them. This isn’t the prime-finish method. That’d be the insane 23-speaker, 1,900-watt Bang &amp Olufsen method for a cool $ five,000 over the Bose program.

2017 Audi Q7 Engine 3.0L Supercharged V6, Image: © 2016 Alex Dykes/The Truth About Cars

Powertrain
Even though we have been told that a two.-liter turbo 4-cylinder engine will at some point be the base engine, the only engine at launch is a three.-liter supercharged V6. Cranking out 333 horsepower and 325 lbs-ft of torque, it tops the three.-liter turbo in the X5 and the turbocharged and supercharged four-banger in the Volvo. Mated to a standard ZF eight-speed automatic and Quattro all-wheel drive, the Q7 will tow up to 7,700 pounds when appropriately equipped.

2017 Audi Q7 Driving, Image: © 2016 Alex Dykes/The Truth About Cars

Drive
With 333 horses under the hood and a ZF transmission coordinating the energy delivery, you’d assume the Q7 would be sprightly, and you’d be appropriate. Our tester scooted to 60 miles per hour in six.1 seconds, simply besting the six-cylinder X5 and base GLE whilst tying with the lighter, nine-speed equipped MDX. What may surprise you is how close the 2016 Volvo XC90 came — just 3/10ths slower.

Audi’s Quattro integrates the center and front differentials into the transmission case, the side effect of this is that the complete engine and torque converter ride in front of the front axle. This placement signifies that the Q7 carries a higher percentage of its weight on the front wheels than primarily each rear-wheel-drive competitor and, interestingly adequate, the new XC90 as well. Nonetheless, don’t confuse front-heavy weight distribution with front-wheel-drive power bias. This AWD system sends the majority of the energy to the rear wheels unless needed. The XC90 can never send much more than 50 % of its power to the rear wheels unless a front wheel slips, and the new SH-AWD technique in the MDX is far less aggressive at sending energy to the rear than it was ahead of, which now defaults to a front-wheel-drive bias unless you’re genuinely pushing it hard.

2017 Audi Q7 Wheel, Image: © 2016 Alex Dykes/The Truth About Cars

When the new Q7 was launched, Audi trumpeted a significant 700 pound reduction in curb weight. Even so, by the time the Q7 made it to America, it gained about 275 pounds back, placing the 2017 model a cupcake away from five,000 pounds. That is a significant distance from the new XC90 at four,394 pounds, or the MDX at a comparatively slim 4,286. Even though the Q7 has a powerful rear energy bias and our model came equipped with optional rear-wheel steering and wide 285-width tires, the Q7 nevertheless felt large and heavy on winding mountain roads. Our model was equipped with the optional adaptive air suspension which, like all air suspensions, makes the Q7 really feel “boatier” than it otherwise would. In contrast, the front-wheel-biased Volvo feels nimble and greater balanced in neutral handling scenarios. On the flip side, the rear-wheel steering makes effortless perform of parking lot maneuvers that would be multi-point turns in the Volvo or Acura.

The EPA prices combined fuel economy at 21 mpg, which is primarily the very same as the XC90. Nonetheless, most likely thanks to the weight and the general drivetrain design, we averaged 19.five mpg — below what we saw in the Acura or Volvo.

At $ 55,650 to start (inclusive of a $ 950 location fee), the Audi is $ 100 a lot more than a base X5, but is far much better equipped. In addition to the normal third row, the Q7 also attributes common leather seats, all-wheel drive and three zone climate handle, making it nearly $ five,000 significantly less than a comparably equipped BMW. The delta among the Q7 and the new three-row Mercedes GLS is likely to be $ ten,000-$ 15,000. The Q7 is faster to 60 mph than the comparable Germans as well.

2017 Audi Q7 Rear 3/4 Exterior, Image: © 2016 Alex Dykes/The Truth About Cars

On the other side of the segment, the Acura MDX is a significant discount more than the Q7, but ZF’s nine-speed auto is far much less polished than the eight-speed in the Q7. The MDX also feels much less premium in common. Even though a comparable MDX is a $ 9,000 discount more than the Q7, the Audi is practically $ 9,000 nicer.

As anticipated, the toughest competitor for the Q7 is the new Volvo. The XC90 T6 AWD is $ four,000 much less than the Q7, is practically as rapidly, is a hair far more effective and has a far more comfortable 1st and third row. The XC90’s style also strikes me as refreshing in a sea of complex Germanic themes. Whilst the Q7’s drivetrain is far more my cup of tea than Volvo’s higher-strung four-pot, the Volvo’s much more nimble dynamic, much more polished active driving assistants and decrease price tag hold it in the top spot for me. Second place is not a undesirable finish for the Q7, but our tester pushed the $ 4,000 delta among the Audi and Volvo to $ ten,000 with out adjusting for the leather dashboard and door panels you locate in the Swede. With that kind of price tag distinction, the Q7 might be the discount German, but the Volvo is the all around greater folks hauler.

[Pictures: © 2016 Alex Dykes/The Truth About Automobiles]

Audi offered the vehicle, insurance and one particular tank of gas for this evaluation

Specifications as tested

-30: 2.three seconds

-60: six.1 seconds

1/4 mile: 14.3 seconds @ 97.7 mph


The Truth About Automobiles » Vehicle Critiques

NAIAS 2016: 2017 Lexus LC500 – Ur-Lexus for Subsequent Generation?

2016_NAIAS_Lexus_LC_500_003_40A7CA57F9573A3B781A4B40D7A8FF9552992C8A

4 years soon after Lexus unveiled its LF-LC at the 2012 North American International Auto Show, the automaker announced Monday that it would put into production largely the identical auto and contact it the LC 500.

Powered by a five-liter V-8 lifted from the RC-F and GS-F, the LC 500 will be the brand’s largest two-door coupe and mostly total the turnaround by the automaker they started around four years ago.

Seriously, the LC 500 is by the same people who make the ES 350.

Lexus didn’t announce how considerably the LC 500 will price, nor when it would be on sale, but said it would be accessible sometime this year.

In announcing the coupe, Lexus signaled that the LC 500 would ride on the identical chassis that will underpin the new LS when that auto is unveiled later. (In Detroit, Lexus showed an LF-FC fuel cell notion with four doors that could foretell what the LS looks like later on.) The coupe is underpinned by Lexus’s new GA-L worldwide architecture for rear-drive, front-engine vehicles, according to the automaker.

Even though the LC 500 is a lot more than a foot shorter than the newly announced Mercedes-Benz S-Class coupe, each automobiles have their fair share of similarities. The LC 500 and S550 share almost identical horsepower figures (although the Merc’s turbos give it significantly much more twist) and the coupe’s are practically the exact same height. Both coupes accelerate up to 60 mph in 4.five seconds and it is probably that the two coupes will share similar costs.

In spite of being an all-new car for Lexus, the LC 500 will function largely the identical electronics as current Lexus models without any new autonomous drive modes or tech.

Trading on momentum from its earlier design and style, the LC 500 largely follows the exact same form as the LF-LC idea, such as 20- and 21-inch wheels and wide hips.

Holy crap. These are the very same individuals that make the ES.


The Truth About Automobiles » Automobile Reviews

LA 2015: Ohhai Fiata 2017 Fiat 124 Spider Leaked A Day Early

fiat-124-spider-leak

AutoGuide has an early image of the 2017 Fiat 124 Spider in full pixelated glory ahead of its reveal Wednesday at the Los Angeles Auto Show.

The two-seater sports vehicle, which shares a equivalent skeleton as the Mazda MX-5 Miata, will reportedly sport a Fiat engine underneath its lengthy hood — almost certainly borrowed from the Fiat 500 Abarth. That 1.four-liter turbocharged mill produces 160 horsepower, which is only five far more than the Miata.

If the Fiata does get the Multi-air treatment, items could get fascinating. For starters, the Fiat 500 Abarth uses nearly straight pipes out its rear finish, which makes the auto sound like an angsty 60-pound bee gasping for air. Top-down, cold begins could be magnificent in the 124 Spider. Second, power delivery in a boosted mill could be all types of lumpy enjoyable next to the Mazda’s naturally aspirated 4.

We’ll have to wait until Wednesday for official information from Fiat, like what may possibly be in retailer for a 124 Abarth model.

The vehicle is slated to go on sale sometime next year.


The Truth About Automobiles » Vehicle Testimonials

Here’s The New 2017 Buick LaCrosse’s Grille

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By on September 22, 2015

2017 Buick LaCrosse will feature many Avenir-inspired design cues and introduce the new face of Buick.  LaCrosse will make its global debut in November at the Los Angeles Auto Show.

This is the nose of the subsequent Avenir-inspired Buick LaCrosse.

Now back to Volkswagen…

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The Truth About Vehicles » Car Testimonials

2017 Audi S4 Will not Get Dual-clutch Automatic, or Manual

news-2017-audi-s4
Raphael Orlove over at Jalopnik has fine, fine reporting that the subsequent-generation Audi S4 will sport a conventional eight-speed torque converter automatic alternatively of the company’s 7-speed dual-clutch unit.

The reason? The S4’s new turbocharged, 3-liter V-6 that produces 354 horsepower creates just enough torque (368.8 pounds-feet of torque, to be exact) to disqualify the automated manual. According to Orlove, the automaker didn’t rule out a DSG in the S4’s future, but stated it just won’t be obtainable at launch next year.

Even with the classic eight-speed, the S4 nonetheless packs a punch. According to the automaker, the vehicle will run up to 60 mph in four.7 seconds, and its disconnecting, cost-free-wheeling transmission will support the automobile achieve practically 32 mpg.

According to Audi, the S4 sedan — but not the Avant — will go on sale in the States subsequent year.

Also: No manual.


The Truth About Vehicles » Auto Testimonials