2015 GMC Canyon two.5L Automatic 4×4 Tested: An Okay Truck in Search of Two Far more Cylinders

Six cylinders. That is what we’ve identified to be a requirement as we’ve made our way by means of the different offered configurations for the Chevrolet Colorado and the GMC Canyon, Common Motors’ hugely anticipated, lately introduced mid-size pickup twins. The 2015 GMC Canyon tested right here has just 4 cylinders, and it isn’t precisely the full-size truck replacement for adventurous weekend warriors that GM thinks it is.

But Look at Its Fuel Economy!

GMC will inform you that the Canyon’s normal-problem 2.5-liter 4-cylinder will net you the ideal fuel economy of any mid-size pickup, with an EPA rating of 20 mpg in the city and 27 on the highway. That is wonderful, till you take into account the Canyon’s (and the identically rated Colorado’s) decade-old competitive set. (A new Toyota Tacoma and Nissan Frontier are on the way, however—as nicely as a second-generation Honda Ridgeline.) And issues decline from there: Add 4-wheel drive, like our test truck had, and the EPA figures drop to 19/25 mpg. Not only is that just 2- and 1-mpg much better than the far a lot more potent V-6 4×4’s numbers, but it’s also not far adequate above the thriftiest complete-size Chevrolet Silverado and GMC Sierra 4×4 trucks (17/22 with the base V-6) to look worth it.

In this test we saw 18 mpg, with the 2.5-liter 4 fighting a multi-pronged battle against the axis of weight (4158 pounds), a 6-speed automatic whose overriding goal was to grab the highest gear achievable, and torque and horsepower peaks (191 lb-ft and 200 horsepower) situated too close to redline to be valuable. For comparison, a V-6–powered Canyon 4×4 crew cab we not too long ago tested got 17 mpg, and a Chevrolet Silverado crew cab 4×4 V-6 managed 16 mpg. These trucks also occurred to be 1.7-and 1.5-seconds quicker to 60 mph than this Canyon, while also offering useful back seats.

Cruising at speed, the Canyon necessary a downshift (or 2) to keep 75 mph when encountering a slight grade, and even then, the engine sounded coarse and displeased with the request. Should you be hooking up a trailer, the V-6 Canyon can tow up to 7000 pounds, whilst the 6-cylinder Silverado/Sierra can lug as significantly as 7600 pounds. Provided that our 4-banger test truck can pull only 3500 pounds, the other trucks’ genuine capability appears worth the sacrifice of 1 or 2 mpg.

Six-y Dreams

In truth, we’re not even confident why GMC sees match to supply the 4, specially offered how the brand’s pricing structure virtually begs buyers to upgrade to the 305-hp 3.6-liter V-6 that is optional on every single Canyon save for the base SL. On the second-rung-up Canyon (curiously, GMC’s trim-level structure moves from SL to “Canyon” to SLE, then SLT), the V-6 commands $ 1235, plus the essential $ 650 6-speed automatic for a total of $ 1885 on the SLE, where the automatic is standard, the 6 also fees $ 1235 finally, on the prime-flight SLT, GMC charges just $ 950 for the exact same engine.

Getting 5.7 inches narrower, 17.1 inches shorter, and 3.6 inches reduced than an equivalent extended-cab Sierra, you’d feel the Canyon would be much more maneuverable, but your 1st 3-point encounter with a perpendicular parking spot quickly banishes that hopeful believed. GMC says the Canyon’s turning circle is 41.3 feet, which, although not as poor as a Sierra’s 46.9, is nonetheless much less than nimble.

Are there upsides? Confident, the Canyon rides nicely, even though the physique and chassis do not really feel as ingot-strong as do these of a Sierra, and the truck is prepared to round corners even when traveling at a quick pace. The interior appears pleasant, even if all the materials are generally bland and challenging to the touch, and—somehow—power mirrors aren’t incorporated on a truck with an as-tested value of $ 30,200.

All of this isn’t to totally shoot down the Canyon. Like the Colorado, trim-level-for-trim-level, it’s numerous thousand dollars less expensive than an equivalent Sierra or Silverado. And even though it does not redefine the segment, regardless of having a head start on the competition, it is newer and provides many a lot more contemporary conveniences. Just do yourself a favor and get the V-6.

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2015 GMC Canyon two.5L Automatic 4×4 Tested: An Okay Truck in Search of Two Far more Cylinders

2015 Fiat 500C Abarth Automatic Test: A Self-Shifting Droptop Mini-Exotic

Instrumented Test

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An automatic alfresco ankle-biter.

Appear what followed us home. The tiny fella is noisy, a flashy dresser, and, at $ 32,095 out the door, pricey by the pound. Subtlety is not a single of the Fiat 500C Abarth’s virtues. When we tested a manual-transmission coupe version final year, it was sent to the showers by the Ford Fiesta ST and the new Mini Cooper S hardtop. So why is it shadowing our driveway?

Even though we’re staunch supporters of human-shifted cogs, this Abarth cabrio’s 6-speed automatic transmission gives an exciting contrast to the floppy shifter and mushy clutch of the 5-speed manual in the Fiat 500C Abarth we tested in 2013. It turns out that the Aisin 6-speed automatic—a $ 1350 option—is well matched to the 1.4-liter turbo’s energy curve. Fiat tunes the MultiAir 4-cylinder differently for the automatic application: Compared with the manual version, energy is down 3 horsepower to 157 but torque jumps by 13 lb-ft to 183. The added grunt, peaking 25-rpm lower in the rev range, makes this engine way much less boggy under 3000 rpm than we’ve experienced, for instance, in the 2013 Dodge Dart. In truth, the automatic Abarth outdragged the stick-shift 500C, hitting 60 mph in 6.9 seconds versus the manual’s 7.3 seconds.

Italians are Excellent Dancers, Appropriate?

As with the stick-shift version, the auto-equipped 500C Abarth’s chassis is bolstered with efficiency-tuned anti-roll bars and dampers, oversize brakes, and large wheels and tires. The electrically boosted steering is rapid and manages to provide modest rivulets of tactility transmitted through the meaty, leather-wrapped steering wheel. At speed, the 500C feels stable and as planted as anything with just 90.6 inches amongst the front and rear axles can. The tiny fella does, nevertheless, bound enthusiastically over bumps, frost heaves, and expansion strips, so hang onto that double-half-decaf cappuccino.

A thick blanket of cold white stuff prevented us from performing our full testing regimen with the 500C Abarth, so no leading-speed or skidpad testing was attainable. But in the patch of tarmac we were able to scrape clean, brake testing had the 500C coming to a halt from 70 mph in 170 feet—similar to the 2013 Abarth cabrio’s 167 feet.

Amazingly, considering the minuscule Fiat’s huge tires and stiff suspension, not to mention the clear lack of steel in the roof, structural rigidity isn’t that bad. A single issue this schnauzer of a subcompact does not have is a undesirable case of the shakes.

The 500C’s revised-for-2015 interior is a riot of shapes and functions, and virtually no switchgear or buttons are positioned where you’d anticipate them to be if this have been, say, a Toyota. But it’s not a Toyota, and part of the exciting is peeling back the onion a tiny with each subsequent drive oh, there’s that switch I was searching for last month! Even though the rear seats are pooch perches at greatest, the fronts handle to be each comfy and supportive. Nonetheless, the tilt steering column can not telescope, which does not help extended-legged North Americans get dialed in behind the wheel. With no clutch pedal to deal with here, even though, that’s significantly less of a concern. The Fiat 500’s new, 6-inch color infotainment display assists clean up some of the dash clutter, but it sadly doesn’t consist of navigation. To get maps, you should opt for a tacked-on $ 600 TomTom unit with a tiny screen that sits atop the dash.

Ideas for Tops

In contrast, the ease of opening the “convertible” best is merely brilliant. It’s really just a rather large fabric sunroof, one that operates with surprising precision. When totally retracted to within a handful of inches of the trunk lid, it exposes nearly as considerably skin as a Hollywood ingénue on a red carpet. Press the roof button (you will do that twice going down and 3 occasions coming back up) and the canvaslike material accordions neatly as it rolls back in channels along the door tops—very slick and, at least for the duration of our watch, free of charge of wind noise and water leaks.

The only downside to opening the best is the ever-present exhaust sound—enhanced by Abarth to homeowner-association-demerit status—which drones on like a leaf-blowing lawn crew in your neighbor’s yard. It is the growl of the dog that does not bite.

But the almost inappropriate level of enthusiasm doesn’t matter. The 500C Abarth, even in slushbox kind, zips in and out of targeted traffic, is buckets of enjoyable around town, maneuvers like a border collie tending a herd of sheep, and parks wherever you want it to. Not only does the cabrio version let far more of the outside planet in, it also radiates far more of the Abarth attitude to the ionosphere.

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2015 Fiat 500C Abarth Automatic Test: A Self-Shifting Droptop Mini-Exotic

Geared for Luxury: 2015 Cadillac Escalade eight-Speed Automatic Tested

Instrumented Test

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Caddy’;s big SUV doubles up on eights.

Now in its 4th generation considering that its 1999 introduction, the Cadillac Escalade remains one of the automotive world’s patron saints of conspicuous consumption. Checking in 1.5 inches wider, 1.4 inches longer, and about 25 pounds heavier than the model it replaced, the large-livin’ 2015 Escalade makes no excuses for its imposing presence.

Constructed on the very same truck-based underpinnings as the rest of GM’s full-size SUV fleet, the 2015 Cadillac Escalade initially launched with the recently updated 6.2-liter V-8 mated to a 6-speed automatic transmission. Generating 420 horsepower and 460 lb-ft of torque, the engine eagerly shouldered its substantial load, hustling the 6-speed-equipped Escalade about town and down the highway with ease. But while we were busy flogging the 6-speed Escalade on the test track, GM was finalizing plans to place its new 8-speed gearbox (essentially the very same transmission that handles gear-swapping duties in the Corvette) into the Escalade, as properly as in the 6.2-liter-equipped Chevrolet Silverado, GMC Sierra, and GMC Yukon Denali. GM figured that transplanting the 8-speed into the ’Slade would be a reasonably straightforward way to increase performance on a quantity of fronts. Curious to see if the General’s hunch paid off, we re-upped for an Escalade equipped with the new ’box and strapped on the test gear.

As was the case with the 8-speed-equipped GMC Yukon and Chevrolet Silverado we drove earlier, low-speed drivability is substantially enhanced with the new transmission. A numerically higher initial gear facilitates seamless takeoffs, and the a lot more tightly spaced ratios imply the transmission stays busy even beneath light acceleration. But it shuffles amongst gears with a precise, almost imperceptible action, hardly ever letting the revs climb above 3000 rpm. Mat the accelerator at any speed, nevertheless, and the tach swings for the cheap seats, the transmission letting the beefy V-8 rev to around 5700 rpm just before grabbing another gear. Thanks to the tighter gap among ratios, the engine spends far more time in the meaty portion of its torque curve, producing the most of its output and lending a more fluid really feel to the proceedings.

Playing the Numbers

First impressions formed, we set off for the track in search of confirmation that our finely honed seat-of-the-pants meter was correctly calibrated. Initial up was the zero-to-60-mph dash, where the 8-speed Escalade posted a 5.6-second run, laying waste to the 6.1-second time of the 6-speed truck. The rest of the data continued to fall in favor of the 8-speed, with the quarter-mile passing in 14.1 seconds at a trap speed of 99 mph­­, edging out the 6-speed’s run of 14.7 at 96 mph.

Unfortunately, the 8-speed Escalade remained just as thirsty as our 6-speed test car, returning the exact same 14 mpg in mixed driving. To be fair, neither GM nor the EPA have been claiming otherwise the newer version’s 15/21-mpg city/highway estimates are barely far better than the 6-speed model’s 14/21 mpg (that’s for 4-wheel-drive examples like ours rear-drive Escalades pick up 1 mpg on the EPA highway cycle with the 8-speed). Grip on our 300-foot skidpad remained unchanged at .75 g, GM’s Magnetic Ride Control adaptive suspension toiling to keep the huge girl on the level.

Fans of the Escalade’s opulent interior and brassy exterior will be pleased to know that very small has changed outside of the powertrain. The giant Cadillac nonetheless brandishes its glitzy grille and fascia with pride, our newest version riding high on optional 22-inch wheels ($ 600). Accessing the leather-lined, clubroom-like, Kona Brown interior is produced easier by the optional energy retracting side steps ($ 1695), a function we’d leave off unless we have been hampered by stature or lack of flexibility. We really took a liking to the organic matte-wood interior trim, which appears a tad much more organic sans the usual ladled-on gloss finish. Needless to say, virtually each creature comfort and gadget in the GM catalog makes an look here—heated and cooled front and rear seats, all manner of security assists and blind-spot warnings, a 4-color head-up show, Bose audio, and much, a lot more. It is as you’d count on of an $ 89,360 SUV—which now has a transmission more befitting of its lofty sticker.

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Geared for Luxury: 2015 Cadillac Escalade eight-Speed Automatic Tested

Geared for Luxury: 2015 Cadillac Escalade 8-Speed Automatic Tested

Instrumented Test

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Caddy’;s massive SUV doubles up on eights.

Now in its 4th generation given that its 1999 introduction, the Cadillac Escalade remains a single of the automotive world’s patron saints of conspicuous consumption. Checking in 1.5 inches wider, 1.4 inches longer, and about 100 pounds heavier than the model it replaced, the large-livin’ 2015 Escalade tends to make no excuses for its imposing presence.

Constructed on the very same truck-based underpinnings as the rest of GM’s complete-size SUV fleet, the 2015 Cadillac Escalade initially launched with the lately updated 6.2-liter V-8 mated to a 6-speed automatic transmission. Creating 420 horsepower and 460 lb-ft of torque, the engine eagerly shouldered its substantial load, hustling the 6-speed-equipped Escalade about town and down the highway with ease. But whilst we were busy flogging the 6-speed Escalade on the test track, GM was finalizing plans to put its new 8-speed gearbox (basically the very same transmission that handles gear-swapping duties in the Corvette) into the Escalade, as properly as in the 6.2-liter-equipped Chevrolet Silverado, GMC Sierra, and GMC Yukon Denali. GM figured that transplanting the 8-speed into the ’Slade would be a comparatively simple way to boost functionality on a quantity of fronts. Curious to see if the General’s hunch paid off, we re-upped for an Escalade equipped with the new ’box and strapped on the test gear.

As was the case with the 8-speed-equipped GMC Yukon and Chevrolet Silverado we drove earlier, low-speed drivability is significantly enhanced with the new transmission. A numerically larger first gear facilitates seamless takeoffs, and the more tightly spaced ratios mean the transmission stays busy even beneath light acceleration. But it shuffles amongst gears with a precise, almost imperceptible action, seldom letting the revs climb above 3000 rpm. Mat the accelerator at any speed, nonetheless, and the tach swings for the inexpensive seats, the transmission letting the beefy V-8 rev to about 5700 rpm before grabbing another gear. Thanks to the tighter gap among ratios, the engine spends a lot more time in the meaty portion of its torque curve, generating the most of its output and lending a much more fluid feel to the proceedings.

Playing the Numbers

First impressions formed, we set off for the track in search of confirmation that our finely honed seat-of-the-pants meter was properly calibrated. Initial up was the zero-to-60-mph dash, where the 8-speed Escalade posted a 5.6-second run, laying waste to the 6.1-second time of the 6-speed truck. The rest of the information continued to fall in favor of the 8-speed, with the quarter-mile passing in 14.1 seconds at a trap speed of 99 mph­­, edging out the 6-speed’s run of 14.7 at 96 mph.

Sadly, the 8-speed Escalade remained just as thirsty as our 6-speed test vehicle, returning the exact same 14 mpg in mixed driving. To be fair, neither GM nor the EPA had been claiming otherwise the newer version’s 15/21-mpg city/highway estimates are barely far better than the 6-speed model’s 14/21 mpg (that’s for 4-wheel-drive examples like ours rear-drive Escalades choose up 1 mpg on the EPA highway cycle with the 8-speed). Grip on our 300-foot skidpad remained unchanged at .75 g, GM’s Magnetic Ride Manage adaptive suspension toiling to preserve the large girl on the level.

Fans of the Escalade’s opulent interior and brassy exterior will be pleased to know that quite tiny has changed outside of the powertrain. The giant Cadillac still brandishes its glitzy grille and fascia with pride, our most recent version riding high on optional 22-inch wheels ($ 600). Accessing the leather-lined, clubroom-like, Kona Brown interior is created easier by the optional energy retracting side methods ($ 1695), a feature we’d leave off unless we were hampered by stature or lack of flexibility. We actually took a liking to the organic matte-wood interior trim, which looks a tad a lot more organic sans the usual ladled-on gloss finish. Needless to say, virtually each and every creature comfort and gadget in the GM catalog tends to make an look here—heated and cooled front and rear seats, all manner of safety assists and blind-spot warnings, a 4-colour head-up display, Bose audio, and significantly, a lot far more. It’s as you’d anticipate of an $ 89,360 SUV—which now has a transmission more befitting of its lofty sticker.

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Geared for Luxury: 2015 Cadillac Escalade 8-Speed Automatic Tested

Geared for Luxury: 2015 Cadillac Escalade eight-Speed Automatic Tested

Instrumented Test

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Caddy’;s big SUV doubles up on eights.

Now in its 4th generation given that its 1999 introduction, the Cadillac Escalade remains 1 of the automotive world’s patron saints of conspicuous consumption. Checking in 1.5 inches wider, 1.4 inches longer, and about 25 pounds heavier than the model it replaced, the massive-livin’ 2015 Escalade tends to make no excuses for its imposing presence.

Built on the exact same truck-based underpinnings as the rest of GM’s complete-size SUV fleet, the 2015 Cadillac Escalade initially launched with the lately updated 6.2-liter V-8 mated to a 6-speed automatic transmission. Making 420 horsepower and 460 lb-ft of torque, the engine eagerly shouldered its substantial load, hustling the 6-speed-equipped Escalade around town and down the highway with ease. But even though we have been busy flogging the 6-speed Escalade on the test track, GM was finalizing plans to put its new 8-speed gearbox (primarily the identical transmission that handles gear-swapping duties in the Corvette) into the Escalade, as effectively as in the 6.2-liter-equipped Chevrolet Silverado, GMC Sierra, and GMC Yukon Denali. GM figured that transplanting the 8-speed into the ’Slade would be a relatively basic way to enhance efficiency on a quantity of fronts. Curious to see if the General’s hunch paid off, we re-upped for an Escalade equipped with the new ’box and strapped on the test gear.

As was the case with the 8-speed-equipped GMC Yukon and Chevrolet Silverado we drove earlier, low-speed drivability is substantially enhanced with the new transmission. A numerically larger very first gear facilitates seamless takeoffs, and the far more tightly spaced ratios mean the transmission stays busy even under light acceleration. Yet it shuffles in between gears with a precise, nearly imperceptible action, hardly ever letting the revs climb above 3000 rpm. Mat the accelerator at any speed, even so, and the tach swings for the inexpensive seats, the transmission letting the beefy V-8 rev to about 5700 rpm prior to grabbing an additional gear. Thanks to the tighter gap in between ratios, the engine spends far more time in the meaty portion of its torque curve, generating the most of its output and lending a much more fluid really feel to the proceedings.

Playing the Numbers

Initial impressions formed, we set off for the track in search of confirmation that our finely honed seat-of-the-pants meter was properly calibrated. Initial up was the zero-to-60-mph dash, where the 8-speed Escalade posted a 5.6-second run, laying waste to the 6.1-second time of the 6-speed truck. The rest of the information continued to fall in favor of the 8-speed, with the quarter-mile passing in 14.1 seconds at a trap speed of 99 mph­­, edging out the 6-speed’s run of 14.7 at 96 mph.

However, the 8-speed Escalade remained just as thirsty as our 6-speed test automobile, returning the identical 14 mpg in mixed driving. To be fair, neither GM nor the EPA had been claiming otherwise the newer version’s 15/21-mpg city/highway estimates are barely greater than the 6-speed model’s 14/21 mpg (that is for 4-wheel-drive examples like ours rear-drive Escalades pick up 1 mpg on the EPA highway cycle with the 8-speed). Grip on our 300-foot skidpad remained unchanged at .75 g, GM’s Magnetic Ride Manage adaptive suspension toiling to preserve the huge girl on the level.

Fans of the Escalade’s opulent interior and brassy exterior will be pleased to know that quite tiny has changed outdoors of the powertrain. The giant Cadillac nonetheless brandishes its glitzy grille and fascia with pride, our most recent version riding higher on optional 22-inch wheels ($ 600). Accessing the leather-lined, clubroom-like, Kona Brown interior is made easier by the optional energy retracting side actions ($ 1695), a function we’d leave off unless we were hampered by stature or lack of flexibility. We actually took a liking to the all-natural matte-wood interior trim, which appears a tad far more organic sans the usual ladled-on gloss finish. Needless to say, practically each creature comfort and gadget in the GM catalog tends to make an appearance here—heated and cooled front and rear seats, all manner of safety assists and blind-spot warnings, a 4-color head-up show, Bose audio, and considerably, a lot more. It’s as you’d expect of an $ 89,360 SUV—which now has a transmission far more befitting of its lofty sticker.

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Geared for Luxury: 2015 Cadillac Escalade eight-Speed Automatic Tested

2015 Volkswagen Golf 1.8T TSI Automatic – Long-Term Road Test Intro

2015 Volkswagen Golf 1.8T TSI Automatic – Long-Term Road Test Intro

2015 Volkswagen Golf 1.8T TSI Automatic Lengthy-Term Test Intro: The Newest Golf Enters Our 40,000-mile Gantlet

Lengthy-Term Road Test Intro

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More than a worldwide ideal-seller, this is one particular of the greatest cars on sale these days.

The Volkswagen Golf ranks up there with the Toyota Corolla and Ford’s F-series as one of the best-promoting nameplates of all time, but you probably see a lot more Corollas and F-150s dotting the American landscape. That’s simply because the little Volkswagen has racked up most of its sales in Europe, the citizens of which appreciate the car’s polish and sophistication, attributes that Americans have only lately began warming to in compact vehicles. A new Golf arrived for 2015, and VW is hoping it will make a real play at American buyers much more concerned with cost and fuel economy than Audi-like solidity and comfort at triple-digit speeds.

To make the 6th-generation Golf much more palatable to American and European buyers alike, Volkswagen stripped out some weight, replaced the earlier model’s normal 2.5-liter 5-cylinder lump with a fresh 4-cylinder turbo, and beefed up the hatchback’s list of driver-help characteristics. Oh, and to preserve fees down, VW is constructing North American Golf models in Mexico. The car’s 10Best award this year proves that assimilation didn’t require severance from what made it so wonderful prior to.

A 10Best award is explanation adequate to sign a car up for a extended-term test, but this Golf evaluation is particular. Recall how much of a mixed bag Volkswagen’s comparable American-centric play with the most current Passat was? In addition to increasing in size to meet Americans’ concept of a mid-size sedan, the Passat was for the first time split from the European model, cheapened, and then assembled in Tennessee. Sales shot up but then plateaued more worrisome is that our long-term 2013 Passat TDI test vehicle suffered a range of glitches and maladies familiar to owners of German luxury automobiles, difficulties that just will not do for mainstream purchasers hooked on reliability surveys and the like. Will the new Golf be the same? We took delivery of an automatic-equipped gasoline-fueled Golf 4-door to find out.

More Doors, Far more SEL, Far more Automatic!

The 2015 Golf lineup consists of 2 physique types (2- and 4-door hatchbacks), 2 engines (a gas turbo 4 and a TDI diesel), and 2 transmission alternatives (a 5-speed manual and a 6-speed automatic). The Golf’s trim-level structure gives the option of S, S with Sunroof, SE, and SEL possibilities on gas-powered models, while the diesel TDI provides the exact same lineup save for the S with Sunroof. We settled on the 4-door SEL with the gas-fed turbocharged 1.8-liter “TSI” 4 and a 6-speed automatic.

We’d choose a manual, and we know from our encounter with an entry-level model that the Golf’s stick shift is a very good a single. But most Americans will choose the turbo/automatic powertrain combination, and we dig nicely equipped vehicles, so the $ 27,815 SEL was an simple decision. It’s loaded with 18-inch wheels, navigation, automatic climate handle, keyless entry with push-button ignition, a 12-way energy driver’s seat, heated front seats, ambient cabin lighting, a sunroof, rain-sensing windshield wipers, fog lights, a backup camera, and Fender audio. Our choices were restricted to color—Tornado Red is spicy, and it looks excellent on the angular Golf—and 2 packages: Lighting ($ 995) and Driver Assistance ($ 695). We skipped the latter due to the fact we saw no require for parking sensors in a vehicle as compact and straightforward to see out of as the Golf, but we grabbed the former for its adaptive bixenon headlights and distinctive LED operating lamps.

Light on Fuel, Big on Praise

Early impressions have been positive, as you might expect. Quite significantly every single editor who has wrapped his or her hands about the Golf’s padded, leather-wrapped steering-wheel rim has come away impressed by the car’s stiff structure, comfy ride, and sure handling. The handling bit was confirmed at the track, exactly where the Golf’s inaugural skidpad run resulted in an excellent .88 g. Our VW’s other overall performance metrics weren’t practically as sparkling, with a 7.5-second sprint to 60 mph and a so-so 173-foot stop from 70 mph. Nevertheless, they are consistent with a similar Golf TSI automatic we tested last year, which recorded a 7.7-second zero-to-60 time and an identical stopping distance. Like other Volkswagens, the Golf’s brake pedal is somewhat soft and lacks bite through the initial inch or 2 of its travel it is the only dynamic trait we don’t like.

So far the hatchback has left the higher Detroit location only once, for a rapid trip to Chicago. Given that the Golf has racked up nearly all of its 5600-plus miles locally on the streets and freeways around Car and Driver’s Ann Arbor headquarters, its 27-mpg fuel economy is both surprising and commendable. Our recorded efficiency beats the EPA’s 25-mpg city rating and nudges against the 29-mpg combined figure. As Michigan’s deep freeze thaws, you can bet the Golf will begin venturing farther afield, as staffers take advantage of its eminently sensible, 22.8-cubic-foot cargo hold and serene highway demeanor. Longer trips will likely push our fuel-economy figure even greater.

Months in Fleet: 2 months
Present Mileage: 5635 miles Average Fuel Economy: 27 mpg
Fuel Tank Size: 13.2 gal Fuel Variety: 360 miles
Service: $ Regular Wear: $ Repair: $
Harm and Destruction: $

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2015 Volkswagen Golf 1.8T TSI Automatic Lengthy-Term Test Intro: The Newest Golf Enters Our 40,000-mile Gantlet

Amarok Double Cab Automatic now available in 4×2

The Amarok Double Cab has revolutionised the local 1-tonne bakkie market since its introduction in September 2010. One of the innovative technologies that Amarok introduced into the local bakkie segment was the 8-speed automatic transmission in January 2013. Until now, this popular derivative was only available with a permanent 4-wheel drive system.

Customers can now order the Amarok Double Cab Automatic with a rear-wheel drive system. The 4×2 derivative has a combined fuel consumption of 8.2 litres per 100 km and CO₂ emissions of 216 g/km.

The additional gears make it possible to achieve a wider gear ratio spread between the 1^st and 8^th gears compared to a conventional automatic transmission. As a result, the 132kW 2.0 litre BiTDI engine works more frequently in its optimal torque band. The 8^th gear has been configured as a fuel saving overdrive gear that operates at reduced engine speed.

The 2.0 litre BiTDI has a maximum torque of 420 Newton metres that is available at 1 750rpm.The top speed of 180 km/h is reached in 7^th gear. It only takes 10.6 seconds to accelerate from 0 to 100 km/h.

Standard Features

The Amarok Double Cab Automatic is offered with the top of the range equipment line, Highline. Its standard safety and convenient features include ESP with brake assist and Hill Start/Hill Descent assist, ABS including off-road ABS, driver and front passenger airbag, daytime running lights, park distance control (rear), 17-inch alloy wheels, Radio/CD (MP3 capable) with 6 speakers, Climatronic 2-zone air conditioning system, electrically foldable mirrors, storage drawers under front seats, cruise control and 12-volt socket in centre console, dashboard and load box.

Optional Features

Customers can order optional functional features such as park distance control (front), alloy wheels (18 and 19-inch) and Vienna leather seats to individualise their Amarok Double Cab Automatics.

Retail Pricelist (Vat Included)

Amarok Double Cab 2.0 BiTDI 132kW 4×2 Auto Highline                R467 700

Service and Warranty

The Amarok Double Cab with automatic transmission comes standard with 3 year/100 000 km manufacturer warranty, 5 year/90 000 km Automotion Service Plan and 6 year anti-corrosion warranty. The service interval is at 15 000 km.

Amarok Double Cab Automatic now available in 4×2

2015 Ford Mustang GT Automatic Tested: “GT” Fits This Vehicle Perfectly

Instrumented Test

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“GT” fits this vehicle completely.

Whilst we have nothing at all but praise and admiration for Ford’s decision to spread stick shifts around the new Mustang lineup, the fact is that numerous of you will buy automatics just as your forebears did in the 1960s. Back then, slushboxes had been the gooey, horsepower-gobbling Neanderthal ancestors to today’s computer-linked, electrohydraulic torque-thrusters. The basics of clutched planetary gearsets remain unchanged, but today’s performance is totally various. Congratulations on surviving to the Age of Automatics We Can Reside With.

The new Mustang GT is a strong citizen of this era, partly because the 6-speed automatic transmission is so excellent as to be almost transparent, and partly since Ford has built a vehicle about the lazy-left-foot gearbox that is not attempting to be excessively sporty. The GT is strong and fast, to be confident, but a bit more mellow and refined in this, the new Mustang’s initial V-8 iteration. We already know of 3 more hot Mustangs coming, the Shelby GT350, GT350R, and, in all likelihood, a fresh GT500 these will grind the Mustang to a tougher edge, so this massive-hearted cruiser is for people who do not want their finger in the socket for each and every mile.

The 10Best-winning Mustang GT begins at $ 32,925 with a stick, and for the auto you should check an $ 1195 option box that also brings steering-wheel paddles and remote start off. Do that and you’re locked out of the GT Overall performance Pack, a $ 2495 slew of goodies that includes Brembo brakes, 19-inch rims wrapped in summer season tires, and a 3.73:1 Torsen restricted-slip differential. You can option 19s and a 3.55:1 rear end separately but not the complete shot. So Ford is not positioning the slusher for street racers who just don’t want to shift. It’s for individuals wanting V-8 power but a lot more luxury than go-fast gear. The automatic’s choice cost remains constant up via the GT’s Premium and 50th Anniversary trim levels. (The latter, sold-out limited edition was the only way to get the automatic with the Overall performance Pack.)

A Very good Self-Shifter

Automatic gearboxes have “long been a millstone around our neck,” one former Ford engineer told us once, but the ghosts of fragile AODs and AXODs have largely been exorcised, especially as Ford has moved to the modern day rear-drive 6R unit based on the ubiquitous and sturdy ZF 6HP26. For the new Mustang, Ford says it redesigned and strengthened the case for enhanced driveline stiffness and decreased shift shock.

Whatever the company is doing, it is operating. Left alone in D, the transmission snaps new ratios into spot with a lubricated, seamless efficiency. Take manage with the paddles and the engine pleasingly matches revs on the downshift. Neither the roar nor the shove of the 4-cam, 435-hp V-8 appears dimmed by its marriage to a torque converter.

Even on the automatic’s loose set of Pirelli P Zero Nero all-season tires, the GT is able to get out of the hole as quick as the stick operating the optional summer time rubber. We saw 60 mph pass in 4.5 seconds and the quarter-mile in 13. seconds at 113 mph, identical to the manual’s times. Still, the low-grip rubber prevented recording something greater than a .83-g skidpad run, far much less than the .95 posted by the final stick-shift vehicle we tested on the summer time Pirelli P Zeros.

The Auto’s for Those on Auto

In comparison to, say, a Camaro SS 1LE, the simple Mustang GT is a floater. Ford has chosen a reasonably mushy suspension tune that makes the GT a serene choice for long highway trips but a slightly squishier steed on the twisty sections. At occasions, such as when crossing onto the varied surfaces of bridge overpasses at 70 mph, the nose develops a distinctly vintage circular bob as the circa-3800-pound vehicle does a slight shimmy and porpoise at the exact same time. Undulations can really perform over the base GT’s springs, while the all-season tires can ruin a very good switchback with some squealing understeer. But the bumps are likewise greater absorbed and the occupants stay largely isolated from the worst. As we mentioned, harder Mustangs are coming, as is a slew of aftermarket filling-looseners for these wanting to starch up the GT’s suspension. Or you could get a manual and order the Overall performance kit.

Inside, the Mustang is the new kid on the pony-vehicle block and it shows, with the newest and greatest components and electronic frippery, such as blind-spot warning, parking sensors, and a cross-visitors alert that prevents you from backing out of the driveway into an oncoming petroleum tanker. Drop the further $ 4000 for a GT Premium and you are swaddled in soft-touch leather, aluminum trim, and chrome accents. Click the unlock button on the fob and tiny lamps hidden in the side-view mirrors project the galloping Mustang logo on the ground next to the auto, a excellent celebration trick.

The screen in the Mustang’s cluster can be configured to digitally render all types of fascinating gauges you didn’t know you required, such as twitching dial indicators for the air/fuel ratio, intake vacuum, and the inlet-air temperature. It’s with this screen and accompanying buttons that you engage the Track mode for the stability handle and the all-essential line-lock function, which at a standstill enables you to electronically lock just the front brakes and barbecue the rear tires for up to 15 seconds. A toggle in the center stack lets you dial up the steering effort from Comfort to Normal to Sport.

Greatness with Room Overhead

None of the foregoing is to say that the automatic-transmission Mustang GT is a negative handler it’s just set on the soft side on its base suspension, and it is a best pleasure to drive at 6-tenths provided its direct steering and reassuring brakes. Ford’s engineers certainly left overhead clearance in the suspension for the Efficiency pack and future models. That frees up the GT automatic to be what its name implies: a comfortable, each day-usable gran turismo.

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Gearing Up: Subsequent-Gen Jeep Wrangler To Get Eight-Speed Automatic

Amongst the rumors and speculation that surrounds the subsequent-generation Jeep Wrangler, one particular point is specific: Its fuel economy need to enhance from the current model’s less than stellar 17-mpg city and 21-mpg highway numbers. A recent report in Automotive News points to a major modify that will assist in that mission.

AN reports that a current Fiat-Chrysler filing with the Securities and Exchange Commission shows that the corporate 8-speed automatic, built by Chrysler under license from ZF, will uncover a home in the brand’s redesigned rugged off-roader: “The 8-speed transmission is at present paired with gasoline and diesel engines in the 2014 Ram 1500 and Jeep Grand Cherokee and is also featured in the new 2014 Dodge Durango. We plan to use this transmission in all of our rear-wheel-drive autos, except for heavy-duty versions of the Ram pick-up truck and the SRT Viper.” The filing also noted that the 8-speed ’box “reduces fuel consumption by a lot more than 9 % more than the 5-speed and 6-speed transmissions” that it has currently supplanted in many FCA cars.

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If this appears like an obvious and reasonably straightforward way to squeeze a few extra mpg from the existing Wrangler, AN asserts that “Chrysler would have utilized the 8-speed in the Wrangler ahead of the upcoming redesign, but the transmission does not fit in the current model.”

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Gearing Up: Subsequent-Gen Jeep Wrangler To Get Eight-Speed Automatic

2014 Kia Forte5 SX Turbo Automatic Test: Closing the Hot-Hatch Gap

Instrumented Test

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Getting warmer in pursuit of hot-hatch cred.

When we 1st tested Kia’s 5-door-hatch version of the Forte (there are also sedan and coupe, ahem, Koup variants), we have been crucial of its maker’s claim that the auto was “ultra hot,” noting that a 7.5-second 0–60 run does not qualify for hot-hatch status.

That auto had a manual 6-speed manual transmission. Now we’ve tested a 6-speed automatic, and it got to 60 mph in just 6.4 seconds, only .3 slower than our long-term Ford Focus ST took, and we don’t question the ST’s hot-hatch credentials at all. That a modern automatic can accelerate more speedily than even an expertly shifted manual equivalent does not come as a shock to us anymore, but a complete second?

Shaving 1.1 second off the launch time would look worth the $ 1000 Kia charges for the automatic, which offers manual gear choice via huge paddles behind the steering-wheel rim, but hold on a bit. The stick-shift vehicle showed fewer than 1000 miles on its odometer while this automatic had nearly 3700 miles of experience when it went to the track. Probably element of the performance difference can be attributed to a tight 1.6-liter turbocharged 4 in the manual-transmission car, 1 not as fully broken-in as was the automatic version?

Comparing curb weights, the similarly (but not identically) equipped automatic automobile was 69 pounds heavier. The ordering procedure right here is quite basic: To get the turbo engine, you want to skip the $ 1200 more affordable EX and pick the SX trim. It begins at $ 21,700. Add $ 1K for the automatic, then opt for this example’s $ 2200 Premium package, which involves a sunroof, leather trim, heated seats (also ventilated and 10-way energy adjustable for the driver), a heated steering wheel rim, and an auto-dimming rearview mirror. And you have to get all that just before you’re permitted to add yet another $ 1800 for the Technology package on this vehicle, such as navigation, HID projector-beam headlamps, a colour TFT show in the instrument binnacle, and dual-zone automatic climate control. Throw in $ 495 for push-button beginning and remote start, and you are looking at $ 27,195 all-in.

That figure undercuts the manual-shift (only) Focus ST by much more than a couple grand and contains features the Ford does not have or offer you. So Kia holds the worth position here, even as it closes the functionality gap.

Narrowing the Hot-Hatch Gap

The numbers never really tell the whole story, of course. The Concentrate ST and Volkswagen’s GTI nevertheless have a level of sophistication and refinement that the Kia can’t very match—the Forte5 takes a massive step closer with this generation, but steering feel, handling, and braking are not quite there but. And do not dismiss entirely the reduce level of driver engagement that comes with this automatic.

The Ford and VW entries nonetheless hold a overall performance benefit, albeit a smaller sized 1 than our earlier manual Forte5 test suggested. The Focus ST, for instance, not only gets to 60 mph more speedily but holds the edge by means of the quarter-mile (14.7 at 96 mph vs. the Forte5’s 14.9 at 93). Far more significantly, the Focus ST recorded a considerably far more impressive .94 g on the skidpad exactly where the Forte5 could muster only a extremely ordinary .85 g, while understeering a lot more insistently. Some blame certainly goes to the much less-grippy Nexen Premier tires.

Handsomely created and built to a high regular with excellent-quality components and an straightforward-to-use navigation/infotainment method, the Kia Forte5 is really nearly a contender. But its 201-hp, 1.6-liter engine, although eager and pleasant adequate in use, doesn’t fairly measure up to hot-hatch requirements. The Focus ST and the VW GTI have 2.-liter mills and substantially far more horsepower than the Forte5’s as a outcome.

You may expect that the smaller sized engine would win the fuel-economy derby, but not so according to EPA estimates: It gets worked awfully challenging, so the EPA rates the Ford at 23 mpg city/32 highway whilst the Forte5 SX clocks in at only 21/29. In the genuine world, we’re seeing 26 mpg in our lengthy-term Concentrate ST and got 27 mpg throughout a couple of weeks behind the wheel of the Kia. Even that 1-mpg edge on Kia’s side of the ledger hardly seems enough to give up 51 horses and .09 g on the skidpad in exchange.

So, the Kia Forte5 doesn’t fairly offer the levels of performance and driving enjoyment as the Focus ST or the GTI, but the Kia is also not quite as high-priced as the Ford and VW hot hatches. For these who insist on a car with all the toys and don’t actually care about a quarter-second here and there, it’s not a bad deal. But if you rank the driving expertise higher on your list of priorities, be sure to verify out the Focus ST and the GTI before signing any paperwork at the Kia dealer.

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2015 Chevrolet Corvette Stingray Updated, Like New Eight-Speed Automatic

June 13, 2014 at 6:46 pm by Alexander Stoklosa | Photography by James Lipman and John Lamm

Chevrolet has announced a rash of minor tweaks headed the Corvette Stingray’s way for 2015. Even though the new 650-hp Z06 coupe and convertible soak up the limelight, the Stingray gains a series of functional upgrades like a new 8-speed automatic transmission, while also seeing its paint and wheel options shuffled a bit. Don’t be concerned, the 455-hp 6.2-liter V-8 and 6-speed manual transmission are nevertheless very significantly regular.

We previously reported on the replacement of the optional 6-speed automatic with GM’s new, in-residence 8L90 8-speed unit, so we’ll skip to the other stuff. Like practically each and every other Chevy product, the Corvette’s OnStar telematics setup gains a constructed-in 4G LTE data connection supplied by AT&T as regular. A 3-month/3-GB data trial is incorporated, but right after that buyers should pony up for a month-to-month data subscription.

On the efficiency side of issues, the optional high-efficiency Z51 package now involves the Corvette’s offered sports exhaust. We’re guessing that these interested in the Z51 kit had been also keen to order the amazing-sounding upgraded exhaust, too, so this is a logical step. Chevrolet’s new Overall performance Information Recorder, which enables drivers to download a flurry of dynamic and track data following a drive—and record their antics with a built-in camera—is now incorporated with the Vette’s optional navigation technique.

Uplevel 3LT trim levels now get a suede-wrapped dashboard and upper door panels, convertible buyers can get carbon-fiber tonneau inserts, a CFZ carbon-fiber style package is now obtainable, and purchasers can opt for the Z51 wheels and spoiler by way of a new ZF1 package. The only other changes are some updated wheel styles and the loss of a couple of colors, most notably this author’s preferred, Lime Rock Green. The hues have been replaced by Shark Gray and Daytona Sunrise Orange.

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Finally, there are 2 style packages, the Atlantic (luxury GT automobile vibe) and the Pacific (high-overall performance sports vehicle theme). You can read all about those right here. Full pricing and availability for the 2015 models will be released later, but we’re glad to see Chevy continuing to lavish focus on its 10Best-winning sweetheart.

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2015 Chevrolet Corvette Stingray Updated, Like New Eight-Speed Automatic