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 Mercedes-Benz ML250 Tested: An Oil-Burning SUV for the Suburban Set

If the exterior of the 2015 Mercedes-Benz ML250 pictured right here appears practically identical to the 2014 ML350 it replaces, that is most likely due to the fact it is. Comprehensively overhauled for the 2013 model year, the ML’s styling will get updated for next year—when it also adopts the GLE-class nomenclature—but for now the minor modify in diesel ML badging is all that is new outdoors it acknowledges the arrival of Benz’s 2.1-liter dual-turbo diesel 4 beneath the hood. The very same standard diesel engine that gives the Mercedes-Benz E250 sedan and GLK250 crossover with surprising punch and refinement, the 2.1-liter unit is the initial 4-cylinder oil-burner in decades to discover its way into U.S.-market Mercedes passenger autos.

Comparisons are inevitable, so let’s get this out of the way right now: Packing 200 horsepower and 369 lb-ft of torque, the diesel in ML250 trim can not match the 240-hp and 455-lb-ft ratings of the departed ML350’s turbo-diesel V-6. But losing 2 cylinders has its positive aspects, namely a reduction in w7 Registering a nevertheless-hefty 5041 pounds on the C/D scales, the ML250 nevertheless shaves 162 pounds off the 5203-pound figure of a 2013 ML350 BlueTec 4MATIC we tested for a recent diesel-SUV comparo.

Unfortunately, the reduction in weight isn’t sufficient to offset the loss of muscle. At 73 seconds to 60 mph and 16.3 seconds to the quarter-mile mark, the ML250 offers up about a second to the 7.- and 15.4-second times delivered by the old ML350’s V-6. The torquey 4-cylinder provides intelligent off-the-line acceleration, nevertheless, and the sequential turbochargers—a tiny one offers low-finish increase to mitigate lag before handing off to a larger unit at higher engine speeds—do their ideal to hold momentum building as the 6-speed automatic imperceptibly shuffles although the gears. It is a reasonable assumption that the suburbanites who make up the target demographic of the ML will in no way miss the V-6.

EPA city/highway ratings of 22/29 mpg place the ML250 correct in the ballpark with competitors such as the BMW X5 xDrive35d diesel, the Jeep Grand Cherokee EcoDiesel 4×4, and the Volkswagen Touareg TDI. In our hands, the ML250 recorded 24 mpg in combined driving, an identical number to the one we measured with the ML350 V-6 we have been hoping for at least a modest improvement in efficiency, provided the subtraction of 2 cylinders and 162 pounds. What the numbers can’t communicate, even so, is the 2.1-liter diesel’s prepared and amicable nature. Smooth and quiet at idle (for a diesel), it has a polished good quality that makes the 4-cylinder compression-ignition unit in our extended-term BMW 328d xDrive Sports Wagon sound a bit loutish in comparison.

Communicative steering has never ever been a crucial element of the SUV formula, and the ML250 does small to modify that truism. There’s no doubt that the ultralight steering will be appreciated throughout parking maneuvers and tight stop-and-go driving, and even though the wheel weights up with increased speeds, the really feel remains artificial, unprogressive, and devoid of nuance. Ought to the need to have for aggressive inputs arise, Benz’s Airmatic air suspension ($ 1610) gives the alternative of firming items up with a Sport setting, and it does a competent job of maintaining things on an even keel in the regular Comfort mode, as well. Based on the taut but creamy highway ride it offers, the air suspension is one option box we’d verify with no remorse.

Our test instance wore Dunlop Grandtrek 255/50 all-season tires on fashionable 19-inch 5-spoke AMG wheels ($ 500), which did a good job of prioritizing a quiet ride more than all-out traction and directional fussiness. The ML250 essential 176 feet to stop from 70 mph, 13 feet fewer than required by the ML350 to perform the identical job our test driver did note some mild fade and a squishy pedal below repeated stops.

What hasn’t changed about the ML is its capacity to haul 5 passengers and a fair amount of cargo in comfy and luxurious surroundings. Tastefully upholstered in almond beige and black leather ($ 1620) with open-pore brown ash trim ($ 160) that completely complements the Obsidian Black Metallic exterior ($ 720), this Benz softly speaks items that flashier SUVs really feel the need to shout. A single word of caution: Venturing into the ML’s order sheet can hit a bank account rather hard. The price of our 2015 ML250 BlueTec 4MATIC (Benz’s 4MATIC all-wheel-drive technique is normal no 2-wheel-drive version is currently offered) ratcheted from its $ 50,725 base MSRP to $ 68,610 in much less time than it requires to brew a pot of responsibly harvested free of charge-trade coffee. But hey, at times it is okay to splurge if the contents are worthy of the fancy label on the package.

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2015 Mercedes-Benz ML250 Tested: An Oil-Burning SUV for the Suburban Set

Ferrari LaFerrari Tested: Yes, It’s Hellaciously Swift – Instrumented Test

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Ferrari LaFerrari Tested: Yes, It’s Hellaciously Swift – Instrumented Test

2015 Ferrari LaFerrari Tested: We Run Numbers on Maranello’s Ultimate Hypercar!

To test the Ferrari LaFerrari, we traveled to Italy to the storied marque’s individual track, Fiorano. Ferrari’s offer you was this: We could either test there—or not at all. We chose to test.

The Fiorano circuit is almost 2 miles lengthy, a thirteen-turn rollercoaster built on what was once Italian farmland. Our usual testing venues, exactly where we collect our zero-to-60-mph times, quarter-mile acceleration, braking figures, and grip numbers are nothing at all like racetracks. Putting a vehicle by means of our battery of tests calls for a long, flat straight, usually one particular a lot more than a mile in length, as well as a 300-foot skidpad to assess lateral acceleration.

But even when we test at our places, Ferrari does not just let us jump into its automobiles and test them. An engineer watches the proceedings and offers an often-beneficial briefing on the subsystems of the car, and mechanics are there to swap out tires if necessary. When asked why all the bother, Ferrari says it desires the test to go smoothly and being there guarantees that any troubles that arise can be hammered out that day. Every single modern day Ferrari we’ve tested with the factory’s knowledge also had the automaker’s personal test equipment inside the auto to record what we’re performing and, as they tell us, as a backup must our own test gear fail. We uncover this “generosity” completely unnecessary, even so, and, aside from a current McLaren 650S test, no other manufacturer proctors our regular battery of tests, and we test a lot more than 200 vehicles per year.

The Final results: Apply an Asterisk as You Deem Match

to 60 mph: 2.5 sec
to 25 mph: 4.8 sec
to 150 mph: 9.8 sec
Standing ¼-mile: 9.8 sec @ 150 mph

Full disclosure: The Fiorano track introduces key limitations to our usual testing procedures. The straight has a slight kink in it as you pass below a bridge, and there’s not considerably space to accelerate beyond the quarter-mile. C/D procedure calls for running in 2 directions to offset any prospective elevation modifications and the effects of wind. Fiorano’s straight is ever so slightly downhill, but at least there was small to no wind on our test day. Ordinarily, we’d either reject the testing venue or we’d run in both directions and average the final results. Running the straight in 2 directions is not possible, according to Ferrari, and reversing the FIA-authorized racetrack would apparently poke the bureaucratic monster that rules more than Italy. Or we may possibly hit the bridge. Either way, that wasn’t happening. So we had been unable to average our best runs in every path and have to use the very best in 1 direction right here. The outcomes, we must note, are uncorrected for ambient circumstances, which means they’re representative of what the LaFerrari did on this particular day. It’s the identical policy we applied to our 2003 test of the Enzo, and, in any event, the weather correction wouldn’t have affected the LaFerrari numbers much at all.

That’s it with the caveats—apply an asterisk as you deem fit—but at Fiorano the LaFerrari developed the quickest acceleration to 150 mph of any production car we’ve ever tested. To 150 mph, the LaFerrari is a complete 1.5 seconds quicker than the early Bugatti Veyron 16.4 we tested in 2008. Put up against the Porsche 918 Spyder, the LaFerrari traverses the quarter-mile in the same 9.8 seconds, but the Ferrari is going 150 mph at the traps versus the 918’s 145.

Producing the efficiency even more remarkable is that the LaFerrari is rear-wheel drive. Ferrari’s launch manage is straightforward to actuate and rips off consistent runs, but the 918’s 4-wheel drive gives it an initial advantage. So the LaFerrari’s 2.5-second -to-60 romp can’t match the Porsche’s 2.2-second time to 60 mph. Initial traction gets the 918 to 60 in 114 feet the LaFerrari needs 119. Still, the LaFerrari is pushing on your chest with a full g of force via 70 mph and it doesn’t taper off significantly after that. In the rolling 5-to-60-mph test, which removes the aggressive launch, the LaFerrari posted a 3.-second time.

Beyond 60 mph, the 3489-pound LaFerrari’s superior power-to-weight ratio allows it to start to pull away from the 3724-pound 918. The Ferrari’s combined 950 horsepower yields a 3.7-pound-per-horsepower ratio every single of the 918’s horses moves 4.2 pounds. In the Ferrari, the century mark passes in a what-the-hell-was-that 4.8 seconds—one-tenth quicker than the 918. And there’s the aforementioned benefit to 150. At a single of our standard testing venues, we could have pushed nicely previous 150 mph, but at Fiorano we had to be tough on the brakes a blink after the speedometer indicated that speed.

At least the LaFerrari’s braking numbers don’t need any hemming or hawing. There’s enough of a flat and even surface prior to Turn Twelve to perform our 70-to–mph test. Stops from 70 took only 136 feet, and the LaFerrari hooks to the ground as if it stubbed its toe. Regenerative braking can erase up to .4 g of braking force, but the massive carbon-ceramic rotors are the main retardants. Stops are repeatable and incredibly steady due to the dynamic aero that flips up the air brakes below serious deceleration. Pirelli P Zero Corsa tires developed for the LaFerrari are the only rubber obtainable. When asked if Pirelli’s stickier Trofeo R rubber was regarded as, an engineer quipped, “Our owners may have to drive home in the rain.” A clear criticism of the slick tires that Basic Motors puts on the Camaro Z/28, and not the first time Ferrari personnel commented to us on the Z/28’s rubber. We’ve driven the Z/28 in the rain, although, and it’s not impossible. Which leaves us dreaming of a LaFerrari on Trofeo Rs.

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2015 Ferrari LaFerrari Tested: We Run Numbers on Maranello’s Ultimate Hypercar!

2015 Ferrari LaFerrari Tested: We Run Numbers on Maranello’s Ultimate Hypercar!

To test the Ferrari LaFerrari, we traveled to Italy to the storied marque’s personal track, Fiorano. Ferrari’s offer you was this: We could either test there—or not at all. We chose to test.

The Fiorano circuit is almost 2 miles long, a thirteen-turn rollercoaster built on what was when Italian farmland. Our usual testing venues, exactly where we gather our zero-to-60-mph instances, quarter-mile acceleration, braking figures, and grip numbers are absolutely nothing like racetracks. Placing a automobile via our battery of tests calls for a extended, flat straight, typically a single much more than a mile in length, as effectively as a 300-foot skidpad to assess lateral acceleration.

But even when we test at our areas, Ferrari doesn’t just let us jump into its automobiles and test them. An engineer watches the proceedings and supplies an often-valuable briefing on the subsystems of the auto, and mechanics are there to swap out tires if needed. When asked why all the bother, Ferrari says it wants the test to go smoothly and being there guarantees that any difficulties that arise can be hammered out that day. Each contemporary Ferrari we’ve tested with the factory’s information also had the automaker’s personal test gear inside the auto to record what we’re doing and, as they inform us, as a backup ought to our own test gear fail. We find this “generosity” entirely unnecessary, however, and, aside from a recent McLaren 650S test, no other manufacturer proctors our standard battery of tests, and we test a lot more than 200 vehicles per year.

The Final results: Apply an Asterisk as You Deem Fit

to 60 mph: 2.5 sec
to 100 mph: 4.8 sec
to 150 mph: 9.8 sec
Standing ¼-mile: 9.8 sec @ 150 mph

Complete disclosure: The Fiorano track introduces main limitations to our usual testing procedures. The straight has a slight kink in it as you pass beneath a bridge, and there’s not a lot space to accelerate beyond the quarter-mile. C/D process calls for operating in 2 directions to offset any prospective elevation modifications and the effects of wind. Fiorano’s straight is ever so slightly downhill, but at least there was tiny to no wind on our test day. Ordinarily, we’d either reject the testing venue or we’d run in each directions and typical the results. Operating the straight in 2 directions is impossible, according to Ferrari, and reversing the FIA-approved racetrack would apparently poke the bureaucratic monster that rules more than Italy. Or we might hit the bridge. Either way, that wasn’t taking place. So we had been unable to average our greatest runs in every path and have to use the ideal in 1 direction right here. The results, we have to note, are uncorrected for ambient conditions, which means they’re representative of what the LaFerrari did on this specific day. It’s the very same policy we applied to our 2003 test of the Enzo, and, in any occasion, the climate correction wouldn’t have affected the LaFerrari numbers a lot at all.

That’s it with the caveats—apply an asterisk as you deem fit—but at Fiorano the LaFerrari developed the quickest acceleration to 150 mph of any production car we’ve ever tested. To 150 mph, the LaFerrari is a full 1.5 seconds quicker than the early Bugatti Veyron 16.4 we tested in 2008. Place up against the Porsche 918 Spyder, the LaFerrari traverses the quarter-mile in the exact same 9.8 seconds, but the Ferrari is going 150 mph at the traps versus the 918’s 145.

Producing the functionality even more exceptional is that the LaFerrari is rear-wheel drive. Ferrari’s launch handle is straightforward to actuate and rips off constant runs, but the 918’s 4-wheel drive gives it an initial advantage. So the LaFerrari’s 2.5-second -to-60 romp cannot match the Porsche’s 2.2-second time to 60 mph. Initial traction gets the 918 to 60 in 114 feet the LaFerrari wants 119. Nevertheless, the LaFerrari is pushing on your chest with a full g of force by means of 70 mph and it does not taper off significantly soon after that. In the rolling 5-to-60-mph test, which removes the aggressive launch, the LaFerrari posted a 3.-second time.

Beyond 60 mph, the 3489-pound LaFerrari’s superior energy-to-weight ratio permits it to commence to pull away from the 3724-pound 918. The Ferrari’s combined 950 horsepower yields a 3.7-pound-per-horsepower ratio each and every of the 918’s horses moves 4.2 pounds. In the Ferrari, the century mark passes in a what-the-hell-was-that 4.8 seconds—one-tenth quicker than the 918. And there’s the aforementioned advantage to 150. At one particular of our regular testing venues, we could have pushed nicely previous 150 mph, but at Fiorano we had to be hard on the brakes a blink after the speedometer indicated that speed.

At least the LaFerrari’s braking numbers don’t call for any hemming or hawing. There’s enough of a flat and even surface ahead of Turn Twelve to carry out our 70-to–mph test. Stops from 70 took only 136 feet, and the LaFerrari hooks to the ground as if it stubbed its toe. Regenerative braking can erase up to .4 g of braking force, but the large carbon-ceramic rotors are the principal retardants. Stops are repeatable and incredibly stable due to the dynamic aero that flips up the air brakes under severe deceleration. Pirelli P Zero Corsa tires created for the LaFerrari are the only rubber available. When asked if Pirelli’s stickier Trofeo R rubber was considered, an engineer quipped, “Our owners may have to drive house in the rain.” A clear criticism of the slick tires that Basic Motors puts on the Camaro Z/28, and not the first time Ferrari personnel commented to us on the Z/28’s rubber. We’ve driven the Z/28 in the rain, although, and it’s not impossible. Which leaves us dreaming of a LaFerrari on Trofeo Rs.

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2015 Ferrari LaFerrari Tested: We Run Numbers on Maranello’s Ultimate Hypercar!

2015 Ferrari LaFerrari Tested: We Run Numbers on Maranello’s Ultimate Hypercar!

To test the Ferrari LaFerrari, we traveled to Italy to the storied marque’s private track, Fiorano. Ferrari’s offer was this: We could either test there—or not at all. We chose to test.

The Fiorano circuit is almost 2 miles extended, a thirteen-turn rollercoaster built on what was once Italian farmland. Our usual testing venues, exactly where we gather our zero-to-60-mph occasions, quarter-mile acceleration, braking figures, and grip numbers are practically nothing like racetracks. Putting a auto via our battery of tests calls for a lengthy, flat straight, normally one particular more than a mile in length, as properly as a 300-foot skidpad to assess lateral acceleration.

But even when we test at our locations, Ferrari doesn’t just let us jump into its cars and test them. An engineer watches the proceedings and provides an typically-useful briefing on the subsystems of the automobile, and mechanics are there to swap out tires if needed. When asked why all the bother, Ferrari says it desires the test to go smoothly and becoming there guarantees that any problems that arise can be hammered out that day. Each and every modern Ferrari we’ve tested with the factory’s expertise also had the automaker’s personal test gear inside the automobile to record what we’re performing and, as they inform us, as a backup should our own test equipment fail. We find this “generosity” totally unnecessary, however, and, aside from a current McLaren 650S test, no other manufacturer proctors our regular battery of tests, and we test much more than 200 cars per year.

The Outcomes: Apply an Asterisk as You Deem Fit

to 60 mph: 2.5 sec
to 25 mph: 4.8 sec
to 150 mph: 9.8 sec
Standing ¼-mile: 9.8 sec @ 150 mph

Full disclosure: The Fiorano track introduces key limitations to our usual testing procedures. The straight has a slight kink in it as you pass below a bridge, and there’s not much space to accelerate beyond the quarter-mile. C/D procedure calls for running in 2 directions to offset any potential elevation adjustments and the effects of wind. Fiorano’s straight is ever so slightly downhill, but at least there was tiny to no wind on our test day. Ordinarily, we’d either reject the testing venue or we’d run in each directions and typical the benefits. Operating the straight in 2 directions is impossible, according to Ferrari, and reversing the FIA-authorized racetrack would apparently poke the bureaucratic monster that guidelines over Italy. Or we might hit the bridge. Either way, that wasn’t happening. So we had been unable to typical our very best runs in every path and have to use the greatest in one path here. The outcomes, we have to note, are uncorrected for ambient conditions, meaning they’re representative of what the LaFerrari did on this particular day. It’s the very same policy we applied to our 2003 test of the Enzo, and, in any occasion, the weather correction wouldn’t have impacted the LaFerrari numbers much at all.

That’s it with the caveats—apply an asterisk as you deem fit—but at Fiorano the LaFerrari developed the quickest acceleration to 150 mph of any production automobile we’ve ever tested. To 150 mph, the LaFerrari is a full 1.5 seconds quicker than the early Bugatti Veyron 16.4 we tested in 2008. Place up against the Porsche 918 Spyder, the LaFerrari traverses the quarter-mile in the identical 9.8 seconds, but the Ferrari is going 150 mph at the traps versus the 918’s 145.

Generating the overall performance even far more outstanding is that the LaFerrari is rear-wheel drive. Ferrari’s launch handle is easy to actuate and rips off constant runs, but the 918’s 4-wheel drive offers it an initial benefit. So the LaFerrari’s 2.5-second -to-60 romp can’t match the Porsche’s 2.2-second time to 60 mph. Initial traction gets the 918 to 60 in 114 feet the LaFerrari requirements 119. Still, the LaFerrari is pushing on your chest with a complete g of force through 70 mph and it doesn’t taper off much right after that. In the rolling 5-to-60-mph test, which removes the aggressive launch, the LaFerrari posted a 3.-second time.

Beyond 60 mph, the 3489-pound LaFerrari’s superior power-to-weight ratio allows it to start to pull away from the 3724-pound 918. The Ferrari’s combined 950 horsepower yields a 3.7-pound-per-horsepower ratio every single of the 918’s horses moves 4.2 pounds. In the Ferrari, the century mark passes in a what-the-hell-was-that 4.8 seconds—one-tenth quicker than the 918. And there’s the aforementioned benefit to 150. At one particular of our typical testing venues, we could have pushed properly previous 150 mph, but at Fiorano we had to be tough on the brakes a blink right after the speedometer indicated that speed.

At least the LaFerrari’s braking numbers don’t demand any hemming or hawing. There’s sufficient of a flat and even surface prior to Turn Twelve to execute our 70-to–mph test. Stops from 70 took only 136 feet, and the LaFerrari hooks to the ground as if it stubbed its toe. Regenerative braking can erase up to .4 g of braking force, but the big carbon-ceramic rotors are the principal retardants. Stops are repeatable and extremely stable due to the dynamic aero that flips up the air brakes below serious deceleration. Pirelli P Zero Corsa tires created for the LaFerrari are the only rubber obtainable. When asked if Pirelli’s stickier Trofeo R rubber was regarded as, an engineer quipped, “Our owners may have to drive residence in the rain.” A clear criticism of the slick tires that Basic Motors puts on the Camaro Z/28, and not the initial time Ferrari personnel commented to us on the Z/28’s rubber. We’ve driven the Z/28 in the rain, although, and it’s not impossible. Which leaves us dreaming of a LaFerrari on Trofeo Rs.

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2015 Ferrari LaFerrari Tested: We Run Numbers on Maranello’s Ultimate Hypercar!

2015 Chevrolet Trax AWD Tested: A Tidy, No-Fuss Machine

In this episode of “Badge Engineering: GM,” the Chev­rolet Trax gets the greater of its Buick Encore cast-mate. Following the Encore’s lead, the Trax is Chevrolet’s entry into a new class of diminutive SUVs, one particular occupied by the Honda HR-V, Jeep Renegade, Mazda CX-3, and the Nissan Juke. But the Trax is a lot more exciting than its Buick twin for 2 motives. First, the Trax, with its flared fenders, does not appear like a chrome-laden potato. Second, Chevy charges roughly $ 4000 less than Buick.

The Trax is tiny on the outside—it’s less than one inch longer than an old air-cooled Porsche 911—but remarkably spacious within. A 6-foot passenger can fit comfortably behind a 6-foot driver. Huge doors make acquiring in and out simple, and the Encore’s strong structure and quiet demeanor remain. In reality, the Trax proved to be slightly quieter at 70 mph than the final Encore we tested. Chevy’s interior appointments and supplies aren’t very as expensive-looking as the Buick’s, but the cabin design and style is clean and contemporary. One particular low point is the audio system’s touch screen. Lifted from the Chevy Sonic, the screen is irritatingly slow to respond.

We’d also like a bit much more speed from the powertrain. As in the Encore, the Trax gets a 1.4-liter turbo 4 with 138 horsepower and 148 pound-feet of torque channeled by way of a 6-speed automatic. Acceleration is tepid, turning downright cold with passengers and cargo aboard. Equipped with 4-wheel drive, our LTZ-spec Trax hit 60 mph in 9.4 seconds. There’s no obtaining about it: The Trax is slow. Get utilized to flooring the pedal. A lot. We did, and traveled 23 miles on a gallon of normal. That’s shy of the 24-mpg city figure quoted by the EPA and effectively quick of the 31-mpg highway number. At least the small 4 requires its licks with out much audible protest.

And although it may possibly not be quick, the 3296-pound Trax has a tiny-vehicle tossability that we discover endearing. It’s never ever clumsy on the road, and the quick steering fosters a deft and lively feel. Lateral grip is ­lacking, but body roll is nicely controlled and secure. We did notice that the nose dives adequate to upset the Trax’s stability under challenging braking. A powerful leg is necessary to activate the ABS, but slam on the brakes with authority and the reward is a close to-sports-car-grade 166-foot quit from 70 mph.

Neither fast nor attractive, the Chevy Trax is nonetheless precisely what it appears to be: a pleasant, space-effective transportation pod.

Chevy’s Trax is a no-fuss machine. Little and refined, it is a handsome entry into the burgeoning infant-ute set. Our only advice to shoppers is to steer clear of the prime LTZ trim level. Our LTZ with 4-wheel drive arrived with a $ 27,405 cost tag, but you could save $ 2585 by opting for the mid-level LT version and forgoing the power driver’s seat, fog lights, Bose stereo, and 18-inch wheels. Now, if that $ 2585 bought an further 50 horsepower, we’d happily spend up, simply because there’s nothing incorrect here that an added 50 horses won’t fix.

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2015 Chevrolet Trax AWD Tested: A Tidy, No-Fuss Machine

World Glaucoma Week – ER24 urges road users to have Eyes Tested

This week is World Glaucoma Week and ER24 is urging people to have their eyes tested.

Glaucoma is one of the world’;s leading causes of blindness.

It is not curable, but blindness is preventable if glaucoma is diagnosed and treated early enough.

While ther

e are usually no warning signs, regular eye tests will help detect the onset of the disease.

Explaining what glaucoma is, Dr James Beatty, who practises in Goodwood and Somerset West and operates at the Cape Eye Hospital and the Somerset Eye Centre, said, “Glaucoma is characterised by loss of vision due to damage of the optic nerve. The optic nerve carries sight images to the brain and any damage to the nerve results in damage to sight.

“Usually, but not always, the damage occurs because pressure within the eye increases and presses on the nerve, which damages it.”

Types of glaucoma:

• Chronic (primary open angle) glaucoma – This is the most common form of glaucoma. It usually affects both eyes and develops slowly. Loss of sight is gradual. There is no pain or redness of the eye or dramatic change in vision.
• Acute (angle closure) glaucoma – There is a sudden increase in the pressure within one eye. The eye becomes red and painful. Often there is mistiness of vision and episodes of seeing haloes around lights.
• Congenital (buphthalmos) glaucoma – A condition where glaucoma is present from birth. An increase in the pressure within the eye causes it to enlarge.
• Secondary glaucoma – Other diseases of the eye cause a rise in the pressure within the eye. This group of conditions is called secondary glaucoma.

“Many people develop glaucoma as they get older. It seems to be part of the natural ageing process. However, some groups of people are known to be at more risk,” said Dr Beatty.

Groups include relatives of someone diagnosed with glaucoma, particularly siblings, as well as people with severe short-sightedness.

“Patients with glaucoma rarely lose their sight completely. Providing you receive the correct treatment, use the drops or medication as prescribed, and attend your follow-up appointments and checks, the risk of sight loss should be minimised.

“Drops, tablets and sometimes operations can stabilise the glaucoma, and, with regular check-ups, you will be able to manage the condition. Any sight you have lost you will not regain, however, there is help and information available for people who have lost their sight through glaucoma,” said Dr Beatty.

Chitra Bodasing

ER24 spokesperson

There are several pages on the Arrive Alive website where we discuss the importance of Eyesight and Driver fitness. View Also:

Eyesight and Road Safety

• Eye Protection and Road Safety


• Driving and Clear Vision


• Eye Diseases   


• Importance of Vision 

World Glaucoma Week – ER24 urges road users to have Eyes Tested

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

Instrumented Test

arrow

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

arrow

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

arrow

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

Volvo V60 T6 R-Design and style Tested: Wants More Polestar

Instrumented Test

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Proving racing’;s worth, in reverse.

The inherent balance of an inline 6-cylinder engine makes it attractive to drivers like us, and it contributed to the legendary status of historic cars such as the Nissan Skyline, many Jaguars, and numerous BMWs. The unbent 6 is a dying breed, even though, becoming a lot more uncommon each and every model year, sort of like station wagons and clutch pedals.

Volvo has pretty significantly given up on clutch pedals but nonetheless gives both a wagon and a straight-6. The latter, we’re told, will continue indefinitely even as the Chinese-owned Swedish brand has sworn fealty to a future that is all about 3s and 4s and hybrids.

The only way to get a Volvo V60 with the 3.-liter turbocharged inline-6 (rather than the 2.-liter Drive-E turbo 4 or the 2.5-liter turbo 5-cylinder) is to select the prime T6 R-Design and style model and all-wheel drive. That vehicle, as tested right here, also wears a Polestar badge on its tail, referencing the common computer software upgrade from Volvo’s racing companion that lifts output to 325 horsepower and 354 lb-ft, compared to 300 and 325 for the very same engine as installed in the S80 sedan.

Midyear Mojo

The auto tested right here is marketed as a 2015.5 model, which means that Volvo upgraded the in-dash infotainment technique to incorporate some of the functions on the all-new XC90, such as 3G connectivity (Sensus Connect) and Sensus Navigation (which can get routes sent from your phone or computer and involves cost-free map updates via 2025), plus power lumbar help for the seats. Otherwise, it is pretty significantly the same as the 2015 model that we ranked third in an earlier comparison test against the Audi Allroad and the BMW 3-series wagon. Aiming to show that these Euro-wagons make good options to crossovers, the comparison wasn’t quite apples to apples—Volvo did not but have the V60 Cross Nation model that will match up a lot more directly against the Allroad, as it packs a raised suspension, significantly less power, and a decrease value tag. The T6 R-Design truly has a lowered suspension and a a lot more overall performance-oriented mission. That is why it types the basis for the limited-edition, Polestar-branded models of the S/V60, which have proved common adequate that Volvo now plans to make a lot more of them than it initially announced.

The sticker on this instance bumped right up to close to $ 50,000 with only 3 possibilities: $ 925 for a blind-spot warning method, $ 750 for 19-inch wheels with summer functionality tires, and $ 1550 for the Climate package that puts heaters in the seats (front and rear), the steering wheel, the windshield, and the washer-fluid nozzles. It would take an additional $ 12,000 to get into a higher-efficiency Polestar wagon and more than $ 10,000 added to buy the Polestar sedan we tested recently.

The variations in between the T6 R-Style and the Polestar do not look that enormous at the track. This auto got to 60 mph in 4.9 seconds versus 4.5 for the Polestar sedan, which has 20 much more horsepower and weighs 117 pounds less. Our wagon ran the quarter-mile in 13.5 seconds at 105 mph, only .4-second and 2-mph slower than the Polestar. We managed .88 g on the skidpad versus the Polestar’s .91, and the wagon stopped from 70 mph in only 157 feet (8 much more than the Polestar sedan). This latter figure was a pleasant surprise—the comparison-test V60 triggered complaints of a squishy pedal and required 20 feet longer to stop. Meanwhile, the complete-bore Polestar version of this automobile gets 6-pot Brembo calipers up front as one particular of its hardware upgrades.

What these numbers do not inform you is that the T6 R-Style does not really feel as sweet and responsive as the Polestar edition. The steering responds much less promptly, and shifts from the 6-speed transmission really feel lazier. The normal tune on the Haldex all-wheel-drive system likewise requires a moment prior to transferring torque to the rear axle, contributing to energy understeer and reluctant turn-in. General, the T6 R-Design and style feels like a hot-rodded version of the V60, a little ponderous and clunky, whilst the Polestar has a much more refined, sophisticated tune that feels as smooth and balanced as its straight-6.

Follow that Star

The infotainment upgrades function effectively enough even though relying on the exact same hardware for the interface (who else nonetheless has a full phone keypad on the dash?). It even appears to respond more promptly than before, addressing one of the complaints we had in last year’s comparison test. And the motorized lumbar improves on the seats, which we’ve lauded for their mix of assistance and extended-variety comfort. 1 way to appear at all this is to say the T6 R-Design comes fairly darned close to the Polestar version’s functionality at a 20- to 25-% discount. That’s a lot of cash you could save although obtaining most of the goodness.

We don’;t forget asking yourself when we very first drove the Polestar edition if some of the changes—like stiffer suspension bushings and mounts—shouldn’t be regular kit on the T6 R-Design. These components, unfortunately, would be hard for an owner to retrofit they’re installed in Volvo’s factory prior to the vehicles being shipped over to Polestar for further ministrations.

Just before Volvo lets its marketing department decide that motorsports does not match the corporate mission (yet the around-the-globe sailing Volvo Ocean Race does?), it ought to think about other possible rewards of a connection with a racing group. The racers look to know one thing about suspension tuning that the production side could find out from—the only part of their chassis answer that may be prohibitively high-priced is a set of shock absorbers from Öhlins. Recalibrating the transmission and all-wheel-drive technique in the Polestar style shouldn’t cost a lot and would go a extended way toward optimizing this car for the type of buyers who may possibly otherwise shop 1 of the German brands.

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Volvo V60 T6 R-Design and style Tested: Wants More Polestar