Automotive

2018 Toyota Prius Prime Advanced Review

2018 Toyota Prius Prime Advanced Review The Toyota Prius Prime Plug-in Hybrid-Electric (PHEV) was new last year, and is already outselling the Tesla Model S, Model X, Chevy Volt, and Bolt. The car is catching on with consumers because Toyota is a leader in hybrid technology and a trusted brand.
We have seen those advantages first-hand this week, as we are driving the top-of-the-line, 2018 Toyota Prius Prime Advanced.
What’s New For 2018
The Prius Prime is unchanged for the 2018 model year.
Features & Options
The range-topping 2018 Toyota Prius Prime Advanced ($33,100) is packed with a long list of tech features. It comes with a power driver’s seat, an 11.6-inch central touchscreen, upgraded multimedia system, premium synthetic leather (SofTex) seats, automatic headlights, keyless entry, satellite radio, and wireless smartphone charging.
The Advanced trim also comes with extra technology features like premium audio, blind-spot monitoring, rear cross-traffic alert, heated steering wheel, auto-dimming mirror, heads-up display, a smartphone app with a charge management system, remote climate control, rain-sensing wipers, and a semi-automated parking function.
Total MSRP including destination: $33,995.

Interior Highlights
The Prius Prime feels modern inside, and the first thing we noticed was the giant 11.6-inch touch-tablet that controls just about everything. It’s fairly intuitive and you get used to it pretty quickly by simply playing with its many features. The new Prius Prime offers seating for four and comes standard with bucket-style seats in the rear. The front seats are heated and trimmed in a SofTex synthetic leather that’s close to leather upholstery.
Passenger space is typical to what you’ll find in most compact cars, with overall volume being a tad less here than its other Prius stablemates. The raked roofline does cut into head space for taller passengers, but it doesn’t impact visibility from the driver’s seat much.
Prius Prime offers up 19.8 cubic feet of cargo space, which is above average for a compact car but less than the standard Prius hatchback’s 27.4 cubic feet. The cargo hold is less due to the Prime’s rechargeable battery, which is mounted in the rear of the car. The 60/40 split-folding back seat adds extra cargo-carrying ability, however.

Engine & Fuel Mileage Specs
The Toyota Prius Prime is powered by a 1.8-liter 4-cylinder engine and a hybrid synergy drive system featuring a rechargeable Lithium-ion battery. The hybrid system’s net power is 121 horsepower (90 kW). It comes mated to an electronically-controlled Continuously Variable Transmission (ECVT). The combination drives the front wheels.
The Prius Prime gets an EPA-estimated 54 combined mpg on gas only, and 133 MPGe electricity plus gasoline, making it one of the most fuel-efficient plug-in hybrids available. It has an all-electric driving range of 25 miles and when fully fueled and charged, the Prius Prime has a range of 640 miles.
Unlike battery-electric vehicles, the Prius Prime does not need a special home charger which will save owners thousands. On a 120 volt circuit, the Prime can charge to 100 percent in about five and a half hours. Homeowners that use a dedicated 240 volt circuit will be able to recharge in about two hours.

Driving Dynamics
Aside from the annoying drone of the continuously variable transmission winding up under power, the Prius Prime can be fun-to-drive with its surge of electric acceleration. It was especially enjoyable as we zipped around Denver with ease because of its compact size.
The Prius Prime doesn’t offer the greatest acceleration when getting up to highway speeds, but it shines in the fuel mileage department. We noticed more cabin noise than the traditional Prius, likely because of its harder tires designed for maximum mileage. But the engine noise from the 1.8-liter plant is well suppressed.
We took the compact hybrid up in the high country as we headed up I-70 into the mountains west of Denver, and found it to have ample power. In the tight mountain corners, the Prius Prime didn’t lean over too much; the city-hauler hugged the curves fairly well.
Conclusion
The Prius Prime more than doubles the range of the past Prius Plug-in Hybrid, while offering more standard equipment and technology. Those looking for a fuel-efficient commuter should consider the 2018 Toyota Prius Prime. It offers consumers one of the best overall values of any vehicle on the market.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 Toyota Prius Prime Gallery

2018 Toyota Prius Official Site.
Photos: Toyota Motor Sales, U.S.A., Inc.

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2019 Ram 1500 “Classic” To Sell Alongside All-New Model

2019 Ram 1500 “Classic” To Sell Alongside All-New Model A new addition – or perhaps existing family member – is coming to the Ram truck lineup. A “Classic Badge” is planned and will be sold alongside the all-new 2019 Ram 1500. The truck maker will offer both the 2019 Ram 1500 Classic (known internally as the “DS” model) and the all-new Ram 1500 (internally as “DT”) at its North American dealers through 2018.
“As we launch the all-new 2019 Ram 1500, we didn’t want to walk away from a key part of the light-duty truck market,” explained Mike Manley, Head of Ram Brand – FCA. “Ram will continue to produce the 1500 Classic targeted at entry and commercial buyers.”
Ram says the 1500 Classic carries a number of segment-exclusive features in areas “most important to truck buyers.” The truck maker points to their link-coil rear suspension and RamBox bedside storage system that allows for easier cargo hauling. The all-new 2019 Ram 1500 was subjected to an extensive redesign before hitting the market, something we learned about in-depth earlier this year.
The 2019 Ram 1500 endures quality and durability testing on the company’s Road Test Simulator in Auburn Hills, Michigan. Photo: FCA US LLC.
Packages & Trim Levels
The Classic will be available as a Regular Cab with an 8 or 6 foot, 4 inch-bed; Quad Cab with a 6 foot, 4 inch-bed; Crew Cab short bed (5 feet, 7 inches), or a Crew Cab with an optional 6 foot, 4 inch-bed. The Classic comes with three powertrian choices (4×2 or 4×4): the 3.6-liter Pentastar V6, 5.7-liter Hemi, and the 3.0-liter EcoDiesel, although Ram says the diesel will not be available until later on.
The Classic has three new packages: Chrome Plus, offered for the Tradesman, which includes chrome bumpers, 17-inch wheels, and keyless entry; the Tradesman SXT, which also includes chrome bumpers, plus a five-inch radio display, fog lamps, dual exhaust for the Hemi models, and 20-inch wheels; finally, the “Express Black Accent Package” for the Express trim adds a number of blacked-out elements, including the wheels, headlight bezels, and badging.
Tradesman, Express, Big Horn/Lone Star, and SSV (Special Services Vehicle) make up the available trim levels.
Manufacturing & Availability
The 2019 Ram 1500 Classic is built at the Warren Truck Assembly Plant in Warren, Michigan. Since opening in 1938, the facility has produced more than 12.5 million trucks. Regular Cab and some Crew Cab Classic models will be built at the Saltillo Truck Assembly Plant in Saltillo, Mexico.
Expect the Ram 1500 Classic at Ram dealerships in the fourth quarter of this year.
The Automoblog Staff contributed to this report and can be reached anytime.
Photos & Source: FCA US LLC.

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Iconic Lamborghini Miura SVR Restored By Automaker’s New, Special Division

Iconic Lamborghini Miura SVR Restored By Automaker’s New, Special Division Like seemingly every other high end car maker in the known universe, Lamborghini has gotten into the factory restoration business. They call it Lamborghini Polo Storico, and no, I have no idea what the Polo is about (I checked and it has nothing to do with Ralph Lauren). And I’ve got to say, good choice of cars to start with Lamborghini: A Miura SVR.
Family Tree
Lambo’s Miura needs no introduction for you cognoscenti out there. The Miura, named after a famous breeder of Spanish fighting bulls (indeed, it was a Miura, Isolero, that gored and killed the great Manolete in 1947); the “normal” ones are interesting enough: transverse mid-engine V12, glorious styling courtesy of Gandini, all that kind of stuff. Then Ferruccio tweaked it a little, and made the Miura P400, then the P400 S, then the P400 SV, the SV Jota (which should have been the final version) and at the top of the hill, performance and rarity-wise, the P400 SVR.
This particular Miura, chassis number 3781, engine number 2511, and body number 383, started out as an S version and was originally painted in Verde Miura with black interior, or green over black. It was originally delivered to the Lamborauto dealership in Turin, on November 30th 1968, after being displayed at the 50th Turin Motor Show. After changing hands a staggering eight times by 1974, it was bought by a German guy, Heinz Straber. Straber took it back to Sant’Agata to have it converted into an SVR race car.
This job was turned around after a rocket-fast 18 months of work (18!!).
Lamborghini Miura SVR as restored by Lamborghini Polo Storico. Photo: Automobili Lamborghini.
Traveling Abroad
Then the ownership trail got seriously odd. In 1976, the car was sold to a Japanese fella by the name of Hiromitsu Ito, who took it home to Japan. Lambo says that, once there, it caused “quite a sensation,” which is an understatement of the first order. The Miura SVR was the inspiration for the Circuit Wolf manga comic book series. The fabled Miura SVR, a race car evolution of the Jota, was developed by Lamborghini test driver Bob Wallace and, after Wallace totaled his Jota in an accident, ceaseless customer demand led Automobili Lamborghini to build a few Miura SVJ models and a single Miura SVR, which turned out to be chassis 3781.
Then 3781, which served as the “model” for the vehicle used in the Circuit Wolf comic book, was used as the reference model for the Kyosho toy version.
Which brings us up to more or less the present day, when Lambo got the thing back, returned to its former splendor by the Polo Storico specialists. Fittingly, it was then exhibited during an event organized in its honor at Nakayama Circuit in Japan.
“The full restoration took 19 months and required a different approach to the way we normally work,” explained Paolo Gabrielli, Director of the Polo Storico and Lamborghini Head of After Sales. “The original production sheet wasn’t of much help, as we relied mostly on the specifications from the 1974 modifications. The challenge for the Polo Storico team was even more daunting as the car arrived in Sant’Agata in pieces, although the parts were all there, and with considerable modifications.”

Handle With Care
Lamborghini Polo Storico, based at the company’s HQ in Sant’Agata Bolognese, is the specialized unit dedicated to the restoration and certification of Lamborghini models that have been out of production for at least 10 years. So it functions as Lambo’s version of Ferrari’s Classiche or Lancia/Abarth’s White Book programs.
Polo Storico is also in charge of preserving archives and records, and with managing the supply of original spare parts for classic cars, which will come with a sigh of relief for Diablo owners looking for fuel injection control computers (seriously, go look it up if you want a good laugh). Lamborghini says they are committed to producing enough original spare parts to cover over 65 percent of their models.
Expect to see more spectacularly-restored Lamborghinis emerging from the Polo Storico shops, but I have to say, it will be very hard to top this one.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. His forthcoming new book The Future In Front of Me, The Past Behind Me will be available soon. Follow his work on Twitter: @TonyBorroz
Lamborghini Miura SVR Gallery

Photos & Source: Automobili Lamborghini.

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Letter From The UK: The Passion Returns

Letter From The UK: The Passion Returns

Imagine, if you will, a solitary man sitting slumped at the bar of a dark, depressing dive. Further along, an unshaven bar man stands despondently polishing a glass, wishing the guy would leave so he could close up early. Instead the man raises a finger and gestures for another shot. Silently he sits, sadly weeping over his lonesome drink. This is a man who once bought not one but two Italian cars.
I know this man. This man is me.
The Bad Old Days
Italian cars of the past had all the attributes of a practiced vamp: hugely desirable and ruinously expensive. My first, back in the 20th century, rusted away in real time. You could see it happening. My second 21st century car, bought new, ate front tires like doughnuts and developed mysterious electrical problems within months. After these experiences I vowed never again to buy a car that had any Italian DNA.
Fiat 124 Spider
All that is now gone; like a man waking from a deep narcoleptic sleep brought on by a whole series of dull, dispiriting cars designed to suck the vitality out of gearheads the world over, I am again in love with an Italian cutie. That’s right, you’d think after two horrendous experiences, I would learn from my past errors of judgment yet I am once again smitten: but it’s okay, truly, because the diminutive Fiat 124 Spider may have Italian ancestry but is in fact hardly Italian at all.
Essentially, it is a Mazda MX-5 Miata in a designer Italian frock. Instead of being built by Mediterranean types, the 124 Spider is built by the Japanese on the same production line as the MX-5 Miata. Scratch a Japanese car worker and he will bleed precision, I hear.
Photo: DriveWrite Automotive.
Comparing & Contrasting
Certainly the 124 Spider I am driving at the time of this writing is very well assembled. The bodywork is pure Italian design with no panels carried over from the Mazda. Under the hood, there’s a Fiat 1.4 liter engine which, unlike the Miata motors, is turbocharged. The MX-5 is offered here in Britain with either a 1.5 or 2.0 liter normally aspirated engine, as Mazda eschews turbo-charging, preferring a different approach to power.
I have driven both variants at length and found that, although a blast on tight, twisting country roads, it is necessary to keep the revs right up to get the best from the engines. Let it fall below 3,000 rpm and everything goes a bit flat. The Fiat engine is altogether quicker to respond I found, and power comes in smoothly once the turbo is spinning. Thus it isn’t necessary to work so hard to make brisk progress.
To me, the 124 feels a little more softly set-up in that the MX-5 steering responds perhaps a tad more instantly and sharply to driver input, although I suspect most people wouldn’t notice much difference. What both cars do in equal measure is bring back that passion for driving, however.
Neither brand is particularly quick as it takes over seven seconds to reach the benchmark 62 mph (100kph) but straight line speed isn’t the point. Once settled into the low slung and just about perfect laid back driving position, my firm buttocks only inches from the road, it feels quick. If you want to go really fast get a Veyron; if you want to have a smile every quarter mile get a Fiat 124 Spider.
Photo: DriveWrite Automotive.

Post Script
On balance, I prefer the 124 Spider based predominantly on the looks but also with a nod to the feisty little engine. Prices here in the UK are broadly similar and of good value. The value thing is important because folks who love driving will also love that these cars are very affordable, economical, and reasonably cheap to maintain. So after weeks of ubiquitous SUVs, and temperate family hatchbacks that leech your automotive soul away, it is great to experience a bit of hot-blooded passion once again.
I have to remember that I am, above all, British and therefore not given to overt displays of excitement or emotion or the wearing of Armani, but even this jaded Johnny English could feel the red stuff stirring as the Spider snapped into the corners with aplomb.
Favoloso!
Love is a fickle thing. I’ve just checked my diary and noticed that soon I will have the pleasure of the company of another personal favorite, the newly revised Subaru BRZ for a whole week. Will the Italian passion fade like a holiday romance? Watch this space.
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite
Cover Photo: FCA US LLC.

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2017 Toyota 4Runner 4X4 TRD Off-Road Premium Review

2017 Toyota 4Runner 4X4 TRD Off-Road Premium Review

Families who want to get away from civilization won’t find a better vehicle than the Toyota 4Runner. Upgrade to the 4×4 TRD Off-Road, and you can get it done with a bit more attitude and comfort than the standard model. It’s a rare breed that doesn’t fit the typical SUV/crossover mold. It will thrive in mud, snow, dirt, and steep, rocky adverse terrain.
If it sounds too rugged for you, think again. This weekend, we drove the 2017 Toyota 4Runner 4×4 TRD Off-Road Premium. It was as comfortable as it was capable.
What’s New For 2017
The Toyota 4Runner carries over with minimal changes for 2017. The Trail and Trail Premium are renamed TRD Off-Road and TRD Off-Road Premium, and the TRD Pro Series is available in three additional colors.
Features & Options
The 2017 Toyota 4Runner 4×4 TRD Off-Road Premium ($39,295) comes with lots of standard features. It comes with skid plates, fog lights, a backup camera, keyless entry, five 12-volt power outlets, and a 120-volt AC power outlet. Stepping up to TRD Off-Road adds some serious off-road goodies in the form of a locking rear differential, wheels that are 0.5 inches wider, and a crawl control function.
Premium variants of the TRD Off-Road get power-adjustable and heated outside mirrors, premium vinyl upholstery, navigation, and an auto-dimming rearview mirror. Our tester came with the optional KDSS suspension ($1,750), roof rack cross bars ($185), and sliding rear cargo deck ($350). The power moonroof with a sunshade makes for a nice touch too.
Total MSRP including destination: $43,922.

Interior Highlights
Families are choosing the Toyota 4Runner for the kids’ sporting events, school activities, and runs to the grocery store and shopping mall. Even though it looks rugged and has the ability to get you away from civilization, the interior offers a comfort zone for families to travel in relaxation. The top-trim TRD Off-Road Premium offers a soft side that doesn’t match the 4Runner’s aggressive exterior and off-road character. The cabin is attractive and comes with easy-to-clean premium vinyl upholstery, heated front seats, and a power sliding rear window.
The dash is nicely arranged and the instrument panel is simple and easy to read and understand. The view from the driver’s seat is commanding becasue the 4Runner sits up higher than the average SUV and crossover. The disadvantage is that it’s harder to get in and out, unless you get the optional running boards. An extra 3 inches of step-up height is the price you pay for extra rock and ground clearance. The standard reverse camera is also a plus because rear visibility is limited.
There’s enough head and legroom for taller adults up front, and the rear seats offer similar headroom. There is a bit less legroom in the backseat, but tall passengers still fit easily. The large cargo area is quite functional, and the rear seatbacks fold flat. It’s easy to pack the sizable cargo hold with 88.8 cubic feet with the seats down, and 46.3 cubic feet with the seats up. The cargo area is quite versatile, especially when equipped with the optional sliding rear cargo deck.

Engine & Fuel Mileage Specs
The Toyota 4Runner is powered by a 4.0-liter V6 engine, producing 270 horsepower and 278 lb-ft. of torque. It’s mated to a five-speed automatic transmission and rated to tow up to 5,000 pounds. EPA fuel mileage estimates are 17/20 city/highway and 18 combined mpg.
Driving Dynamics
The 4Runner’s real strength lies in its ability perform off-pavement. It’s designed for families who want to get in the back country and away from civilization. 4Runner is a rare breed – its body-on-frame construction gives it a ruggedness and tolerance for extreme off-roading. While many families might not take their SUVs off-road, they may want a tough vehicle that will handle extreme weather. This one offers a level of safety and confidence that most crossovers won’t when the going gets slick and icy.
The drawback is fuel mileage suffers with the extra weight, and it won’t corner like a typical family crossover.
However, The 4Runner does have descent pick-up when you need the power for getting up to highway speeds quickly. It also has enough climbing power for traveling up long grades and getting over the mountain passes at altitude. It’s not the most powerful engine in the class, but it gets the job done in most driving situations. Throttle response is smooth and continuous, and the five-speed automatic transmission shifts seamlessly. Although, we did wish for another gear as we traveled up I-70 into the mountains at altitude.
It’s stable in the corners, but it does have body lean because of its extra ground clearance. For those wanting a true off-road vehicle, the 4Runner comes with part-time four-wheel drive, crawl control, active traction control, and a rear locking differential. Our tester came with the optional KDSS suspension that automatically disconnects both stabilizer bars when maximum articulation is needed. We could see this being beneficial for families during the winter.
Conclusion
The 2017 Toyota 4Runner 4×4 TRD Off-Road Premium is comfy inside, with enough room for growing families and their cargo. While the 4Runner is well suited for weekly activities, the real strength of this SUV is its off-road and all-weather prowess.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2017 Toyota 4Runner Gallery

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2017 Toyota 4Runner Official Site.
Photos: Toyota Motor Sales, U.S.A., Inc.

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2018 Ford Expedition: Towing Tech To Ease Stress

2018 Ford Expedition: Towing Tech To Ease Stress

As spring turns to summer, it’s always exciting to think about family vacations, trips to the lake, outings to the race track, and the like. Ford Motor Company is a fan of summer getaways too; the automaker has spent time recently highlighting the 2018 Ford Expedition, saying it’s the ultimate SUV for summer fun.
“Warmer weather has families longing for outdoor adventures, and the all-new Expedition provides generous space, connectivity, and smart new technology for the trip,” said Craig Patterson, Ford SUV Marketing Manager.
Towing Tools
Ford is focusing (see what I did there) specifically on the Expedition’s class-exclusive Pro Trailer Backup Assist. The technology makes it easier to maneuver a boat or otherwise large trailer via a knob design. Towing a trailer can create additional anxiety so Ford developed a tool to combat that. In fact, more than 50 percent of Expedition customers place towing at the top of their list, with 15 percent towing either weekly or monthly.
With Pro Trailer Backup Assist, drivers maneuver their trailer with the control knob while the Expedition steers its wheels and limits overall speed accordingly. Ford says the design reduces stress and can prevent the mistakes commonly associated with backing a trailer. When paired with the Expedition’s towing prowess, the automaker believes a winning combination is had.
“With best-in-class towing capability of 9,300 pounds and available Pro Trailer Backup Assist, you can spend more time on the water rather than struggling to back up and launch your boat,” Patterson said.
Performance & Technology
Ford is utilizing their popular and powerful 3.5-liter EcoBoost for the 2018 Expedition. The engine is standard with Auto Start-Stop and a new, class-exclusive 10-speed automatic transmission. A newly available electronic limited-slip differential on models with Intelligent 4WD improves off-road capability by sending power where it’s needed most.
The 2018 Ford Expedition also features wireless charging, a Wi-Fi hotspot that supports 10 devices, and a rear seat entertainment system that allows passengers to view their home cable channels in the vehicle. An advanced cargo organizer consists of an adjustable shelf to store and protect items. Expect to see the vehicle this fall at Ford dealerships.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.

Photos & Source: Ford Motor Company.

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Corvette C7.R To Race In WEC In Shanghai: An Inside Look

Corvette C7.R To Race In WEC In Shanghai: An Inside Look Hmmm, I wonder how the Chinese market will take to the Corvette? Or at least the C7.R race model that will be competing at the fascinating Shanghai circuit this coming November for the final round of the 2018 FIA World Endurance Championship (WEC).
That’s not the end of the championship, but who cares. This does mark a pretty important milestone for Corvette racing.
Straight Away
The race in question will be the 6 Hours of Shanghai, running November 18th at the 16-turn, 5.45-km Shanghai International Circuit. The track, one of the Hermann Tilke specials, has been around since 2004, and the venue plays host to a number of Motorsports’ championships, including the Formula One Chinese Grand Prix. Two of the track’s more salient features, or at least they’re important if you’re a Corvette racer (or a ‘Murican), are these two massively long straights, where horsepower and top speed reign supreme.
So that makes for particularly auspicious timing for Chevrolet to close Corvette Racing’s 20th season of competition in grand style by hopefully winning (i.e. crushing) the competition at Shanghai. This specific C7.R will wear a special Redline livery for the race weekend and it will also be the first factory-run Corvette to race in Asia.
Badge Engineering
This Redline thing is a special livery to promote the launch of the Redline special edition in China. Curiously, this all dates back to the 2015 SEMA Show where a custom concept Redline Corvette made its debut. There was a “strong positive response,” according to Chevrolet – or at least enough of a response for the bean-counters at corporate HQ to green light making a limited edition run of the thing. Or, things, to be more accurate.
Redline is a special edition portfolio for China, with this Vette being the first of four models entering the domestic market this year. In the future, nearly all Chevrolet models in China will have Redline variants. Anyway, as you can see from the photo above (sadly, they only shared one with us), this Redline Corvette racer is a dark gray, silver, black, and anthracite-colored thing with red highlights on the stripes and flashes on the end-plates.
Ah, Generic Motors, the people who invented badge “engineering”. . . don’t ever change!
2019 Chevrolet Corvette ZR1. Photo: Chevrolet.
Best of the Best
The WEC, for those of you with the mental capacity of a lowland gorilla and the taste to match, is the world’s key sports car series. This is where the big boys come out to play, race, compete, and win at places like Sebring and Spa and, most importantly, Le Mans. None of the races are shorter than six hours, and the marquee events like Sebring and Le Mans are very long indeed. All of these races are run rain or shine, and in the case of Sebring and Le Mans, through the night as well.
The contests gauge not only speed and driver skill, but also the reliability and fuel economy of the cars.
And those of you with a patriotic bent will be happy to know that when it comes to running hot, straight, and true for a very long time, Corvettes are indeed good cars to have under you.
Extensive Resume
Corvette Racing has won 107 endurance races, 12 manufacturer championships in IMSA competition, captured 11 driver’s championships, were 11-time class champions at the Sebring 12-hours, racked up eight Le Mans 24-hour victories, three class championships at the Daytona 24-hours and did the Endurance Triple, winning at Daytona, Sebring and Le Mans in the same year, 2015.
Chevrolet, for all their button-down, lowest-cost-denominator plasticity, has every reason to point out that their company was founded and established by a race car driver named Louis Chevrolet more than a century ago. And it’s worth pointing out all this “win on Sunday, sell on Monday” calculating that Chevy has done, does allow one, if they are so motivated, to trot down to the local Chevrolet dealer and buy a brand new Corvette; let’s say a ZR1, shall we?
The ZR1 is not all that far removed from this C7.R race car, but they drive that one on the street.
Understand?
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. His forthcoming new book The Future In Front of Me, The Past Behind Me will be available soon. Follow his work on Twitter: @TonyBorroz
Photos & Source: Chevrolet.

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2019 Subaru Crosstrek: When You “Need” An SUV (But Really Don’t)

2019 Subaru Crosstrek: When You “Need” An SUV (But Really Don’t) You don’t need an SUV. You really don’t. What you need is this, the Subaru Crosstrek. I mean, a reasonable person, right? Sometimes you might have to drive in pretty inclement weather? Sometimes you go camping? Regular skier or snowboarder? Live on a normal street? Rarely, if ever, have to take more than three people with you?
Yeah, the 2019 Subaru Crosstrek is for you.
Wants Versus Needs
Look, I get it. An SUV gives you a sense of security, and yeah, you might have to use it to get yourself out of a serious apocalyptic jam. But seriously, I know only three people who need an SUV: One is my friend Carl, who lives up in the middle of the woods in a log cabin on a reservation, the other is a doctor/avid snowboarder friend of mine who does emergency pediatric transport, and the other lives in the middle of Alaska.
Anyone else? 90 percent of the time, you’re just posing.
No, for what you actually use an SUV for, the Subaru Crosstrek (goofy name aside) has you covered. Effectively, the Crosstrek is an Impreza with a factory lift kit, some notional bash-plates, and that inherent Subaru all-weather capability baked in from the start. It’s a wagon, so it can haul a reasonable amount of people and stuff; it’s smaller so it’s easier to park and all that, and it gets much better gas mileage than that deuce-and-a-half you’re considering for grocery duty.
Photo: Subaru of America, Inc.
Packaged Performance
When it shows up at dealers later this summer, the 2019 Subaru Crosstrek will come in three flavors: 2.0i base, 2.0i Premium, and 2.0i Limited and ring out at just $100 more than last year, starting at $21,895. No matter the trim level, all 2019 Crosstreks come with standard EyeSight Driver Assist Technology, a safety nanny thing-o that combines features like Pre-Collision Braking and Throttle Management, Adaptive Cruise Control, Lane Departure and Sway Warning, and Lane Keep Assist in one nice package.
Since it’s a Subie, every Crosstrek comes standard with Subaru’s Symmetrical All-Wheel Drive. Does Subaru even make a non-AWD car? I don’t think so. The drivetrain also features such niceties as Active Torque Vectoring and Subie’s evergreen 2.0-liter 4-cylinder boxer engine, putting out 152 horsepower and 145 lb-ft. of torque.
The Base and Premium trims have an optional six-speed manual or a Lineartronic CVT transmission. The CVT models will also get you X-MODE and Hill Descent Control.
Photo: Subaru of America, Inc.
Styling & Tech Treatments
The 2019 Crosstrek rides along with 8.7-inches of ground clearance and on 17-inch alloy wheels, in black, with a machined finish. On the inside, you’ll see the standard 6.5-inch Starlink Multimedia system with Android Auto and Apple CarPlay, 60/40-folding rear seat, multi-function display with fuel economy information, keyless entry, a security system with engine immobilizer and, I hope you’re sitting down: carpeted floor mats.
Also, the interior has black simulated carbon fiber trim, because why not.
Below is a handy-dandy little chart that Subaru sent us, detailing all the models, option packages, and costs for the 2019 Crosstrek.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. His forthcoming new book The Future In Front of Me, The Past Behind Me will be available soon. Follow his work on Twitter: @TonyBorroz
2019 Crosstrek
Model/Trim
Transmission
Applicable Option Code
MSRP
MSRP + destination and delivery
2.0i
6MT
01
$21,895
$22,870
2.0i
CVT
01, 03
$22,895
$23,870
2.0i Premium
6MT
11
$22,895
$23,870
2.0i Premium
CVT
11, 12, 13, 14
$23,895
$24,870
2.0i Limited
CVT
21, 22, 23
$27,195
$28,170

2019 Crosstrek Option Packages
Code
Description
MSRP
01
Standard Model (6MT or CVT)
N/A
03
EyeSight®
$845
11
Standard Model (6MT or CVT)
N/A
12
Moonroof + Blind Spot Detection/ Rear Cross Traffic Alert
$1,400
13
EyeSight + Blind Spot Detection/ Rear Cross Traffic Alert
$1,395
14
EyeSight + Moonroof + Blind Spot Detection/ Rear Cross Traffic Alert
$2,395
21
Standard Model
N/A
22
Moonroof
$1,000
23
Moonroof + Navigation System + Harman Kardon Amplifier and Speakers
$2,350
2019 Subaru Crosstrek Gallery

Photos & Source: Subaru of America, Inc.

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17 Years Later: Did Fast and the Furious Boost The Appeal of Japanese Cars?

17 Years Later: Did Fast and the Furious Boost The Appeal of Japanese Cars? 17 years after The Fast and the Furious hit theaters and showed the Japanese tuner scene to many Americans for the first time, prices of the rides portrayed continue to rise. This according to ClassicCars.com, to which I can only say, duh!
If you think about it, this is pointing out the obvious to the Nth degree. Of course the prices of Japanese cars are continuing to rise, and it’s not down to a “car” movie franchise that turned into a caper movie franchise with cars tacked on as little more than props.
Japanese cars, especially anything rare or odd (Mazda Cosmos and Toyota 2000 GTs are two good examples) are rising in price – everything is going up in price, it’s called inflation.
Born Yesterday
ClassicCars.com says that F & F’s use of Nissans, Mazdas, and Toyotas, and showing them in the same light as established collectible cars like a Ferrari 355 or 1970 Dodge Charger exposed young viewers to an “edgier and more accessible aspect of car culture, causing a shift in pop culture that still effects both the film and auto industries today.”
Which is, largely, horse manure.
Sure, the Fast and the Furious franchise (horrid words to associate with a movie) showed off the import tuner scene to a wider audience, but so did Gran Turismo on the PlayStation and the growing influence of Asian culture in general, and Japanese culture specifically. You don’t have to be Stanley Milgram to figure that one out.
Or maybe you do, at least if you don’t understand societies, how they grow and change, and what semi-outside forces impart those changes. Lord knows the people at ClassicCars.com are stretching for a connection that isn’t really there. Still, they point to four Japanese rides that are currently rising in value: Mazda RX-7, Toyota Supra, 1994 Acura Integra GS-R, and the 1997 Nissan 240SX.
An average Nissan 240SX will cost only a few thousand today despite its price of almost $22,000 in 1997. “These can still be bought cheap, with stock versions being extremely rare as most of the original S13 and S14 models have been either modified for drifting or tuned to look more like performance cars from the film or according to trends seen in the Japanese and California import scene,” said Andy Reid, East Coast Editor and Analyst, ClassicCars.com. Photo courtesy of ClassicCars.com.
Modified Movie Props
The RX they’re talking about is the 1993 Mazda RX-7. Yes, in 2005 a 1993 Mazda RX-7 used in the film sold for the respectable sum of $40,250 at a Bonhams’ auction, but that’s a screen-used movie prop. Unscathed used versions sell for about half that . . . if you can find one. These things were modified far too often, so that might drive up the prices of an original model. Slightly.
ClassicCars.com says an average example of a Mark IV Supra will cash out around $70,000 these days. Again, these last gen Supras are hard to find in un-assaulted form, a lot of them being picked up by rich kids and tweaked and repainted in garish color schemes. The actual 1993 Toyota Supra driven by Paul Walker in the movie sold for $185,000 in 2015 – a full $115,000 more than non-movie cars and $135,000 more than when it was new.
ClassicCars.com says an original, low-mileage Toyota Supra goes for about $90,000 on their site.
And then the 1994 Acura Integra GS-R – essentially a factory hot rod with some unique suspension bits, badges, and the like – nothing really that special, which might be reflected in the current price range of around $15,000. Finally, the 1997 Nissan 240SX, listing for only a few thousand, is barely worth mentioning in terms of collectability.
1994 Acura Integra GS-R Coupe. Photo: Honda North America.
Good But Not Grand
You don’t have to look very hard at those cars, the FD Mazda RX-7, Mark IV Toyota Supra, the 1994 Acura Integra GS-R, and the 1997 Nissan 240SX to see why “showing them in the same light as Ferrari F355s” is a false equivalency. Ferrari made a total of 11,273 F355 models. Mazda made 68,589 gen three RX7s, Toyota made 11,239 Supras; approximately 42,000 1994 Acura Integra GS-Rs rolled off the assembly line, and over half a million 240 SXs were made.
And sure, all those cars are cool, but they will never, ever be as cool or as rare or as desirable as anything made by Ferrari. Or most Porsches, Jags, Astons, Healeys and such. They’re fun cars, but don’t mistake them for being something more than they are.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. His forthcoming new book The Future In Front of Me, The Past Behind Me will be available soon. Follow his work on Twitter: @TonyBorroz
Source: ClassicCars.com.
Cover Photo: Toyota Motor Sales, U.S.A., Inc.

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