Automotive

2017 Toyota Highlander SE V6 FWD Review

2017 Toyota Highlander SE V6 FWD Review

The Toyota Highlander looks like it could tackle some rough terrain, but it’s better suited for a family’s rough use. The SE V6 FWD model we tested is good for city commutes and family hauling. Families looking for versatility, comfort, practicality, and three-row seating need to check out the 2017 Toyota Highlander SE V6 FWD.
We recently took it for a lengthy test drive.
What’s New For 2017
The 2017 Toyota Highlander gets a number of mid-cycle changes like a new grille, redesigned LED taillights, a new V6 engine with more power and better fuel economy, along with an eight-speed transmission and an automatic stop-start system. New features include the Toyota Safety Sense technology suite, which comes standard on every trim level. When we tested the new SE trim, we found the retuned suspension made for sharper handling.
Features & Options
The 2017 Toyota Highlander SE V6 FWD ($39,690) comes standard with keyless entry and ignition, blind-spot monitoring and rear cross-traffic alert, an upgraded instrument panel, leather seats, heated front seats, a four-way power passenger seat, an auto-dimming rearview mirror, captains chairs (second-row), second-row window sunshades, backup camera, and navigation.
The new SE trim also gets LED running lights, sport-themed styling elements, the aforementioned suspension tuning, 19-inch wheels, and a sporty interior theme. Our tester came with the optional Rear-Seat Entertainment system ($1,810). Total MSRP including destination: $42,440.

Interior Highlights
The interior of the SE trim is sportier than other models and the leather seats are extra comfy for long trips. The cabin of this crossover is more car/minivan-like which is perfect for growing families on the go. The navigation system features a large touchscreen, with many of the functions using real buttons which we like. It’s got plenty of creature comforts inside like second row window shades, heated front seats, and of course the DVD system to keep the kids entertained on those longer trips.
Visibility is excellent in the Highlander, thanks to a larger rear-quarter window and strategically positioned pillars. The new 2017 Toyota Highlander SE comes standard twin reclining captains chairs that can be pushed back for maximum legroom. We carried two large passengers this week who were lounging in the back on the way to the restaurant and nearly fell asleep!
As is true of most competitors, the first and second rows provide copious room for adult occupants. The third row is squishier than that of the Honda Pilot despite having three seat belts — only small kids are likely to fit three abreast back there. The third row works well for smaller kids and access is easy with the captains chairs. Cargo space totals 13.8 cubic feet behind the third row, and there’s plenty of versatility for busy families with a maximum of 83.7 cubic feet, with the seats folded flat.

Engine & Fuel Mileage Specs
The Highlander’s 3.5-liter V6 engine is new, boasting more power and better fuel economy. The new power plant makes an impressive 295 horsepower and 263 lb-ft. of torque. It comes mated to an eight-speed automatic transmission and features an automatic stop-start system to save fuel. Fuel economy estimates come in at 21/27 city/highway mpg and 23 combined.
Driving Dynamics
The Highlander’s engine provides impressive acceleration, and the new V6 works well in tandem with the gearbox. The new eight-speed automatic is smooth and reasonably responsive. It didn’t seem to hunt for the right gear as we pushed it hard uphill in the mountains west of Denver.
The Highlander feels bigger than some competitors when behind the wheel, so tighter parking maneuvers may feel hairy in the city. It has nice-and-easy steering for parking lots, though, and indeed this is a very easy SUV to drive in general. One of the Highlander’s best qualities is its ride comfort. This crossover is highly isolated and confident without feeling like a floating barge. Few if any road irregularities intrude.
Conclusion
The 2017 Toyota Highlander SE V6 offers a big, comfortable cabin with seating for 7 to 8. It offers a quiet ride with the performance and driving dynamics of a crossover. Yet, it also provides the versatility and fuel mileage of a wagon. The Highlander provides a sweet spot between an SUV and a crossover/wagon/minivan type vehicle. As a complete package, the Highlander is hard to beat for growing families with active lifestyles. For families looking for little bit of everything, the Highlander SE V6 is a winning ticket.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2017 Toyota Highlander SE Gallery

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

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Report: Maserati to drop sports cars for now, focus on crossovers, EVs, and hybrids

Report: Maserati to drop sports cars for now, focus on crossovers, EVs, and hybrids Sports cars might be absent from Maserati’s lineup for a couple of years as they focus on things that sell, crossovers and sedans.

What’s going on?
Things are going a bit rough at Maserati as they still struggle to meet sales goals. Hopefully, the introduction and launch of the new Levante crossover changes that. Though because of this, Maserati is preparing support a lineup without any sports cars for a couple of years, focusing on crossovers and sedans.
This means replacements for the GranTurismo and GranCabrio will be on the back-burner until around 2019 or 2020. Production is slated to end in 2017.
What’s left?
While sports cars drop down on the priority list, crossovers and sedans rise, or basically, the cars that sell and turn a profit. Once production for the GranTurismo and GranCabrio end, that leaves the Levante, Ghibli, and Quattroporte.
Should you fear absolutely not. They will return, it will just be a while.
Does this mean the Alfieri is also delayed?

Ah yes, the beautiful Alfieri. Unfortunately, that’s a future sports car for Maserati so yes, that will be delayed as well. But Maserati promises it will come and it’s just in a “holding pattern,” according to CEO Reid Bigland.
We can expect some all-electric Maseratis as well. The company continues to investigate hybrid, plug-in hybrid, and 48-volt EV powertrains, accoriding to managing director of Maserati Europe, Giulio Pastore.
– By: Chris Chin
Source: CAR Magazine
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2018 GMC Terrain Denali Review

2018 GMC Terrain Denali Review The 2018 GMC Terrain is all-new and like the Chevy Equinox, has the same footprint, but it gets new exterior styling that makes this SUV a lot tamer for consumers. The new 2.0-liter turbo should give families enough power and some fuel mileage gains as well.
This week, we’ve been driving the top-of-the-line, 2018 GMC Terrain Denali with all-wheel drive.
What’s New For 2018
The 2018 GMC Terrain is entirely new, from the downsized chassis and body, to the 2.0-liter turbo engine and nine-speed automatic transmission.
Features & Options
The 2018 GMC Terrain Denali ($39,270) comes with leather seats, an eight-inch touchscreen, satellite radio, blind-spot monitors, a 110-volt power outlet, remote start, power driver’s seat, heated front seats, and a panoramic sunroof. Denali adds a handsfree tailgate, a power passenger front seat, HD radio, seven-speaker audio, navigation, 19-inch wheels, and LED headlamps.
Extra safety equipment includes forward-collision warnings, surround-view camera, and automatic park assist. Additional extras included the ventilated front seats, heated rear seats, and wireless charging. Total MSRP including destination: $44,370.

Interior Highlights
Stepping inside reveals leather seats with plenty of bolstering, lots of soft-touch materials, brushed aluminum trim, and plenty of power adjustments to help find the perfect driving position. The first thing we noticed was the unique push/pull space-saving gear shifter in front of the console. It took us awhile to get used to it, but it does add extra storage space in the console and room for the smartphone charger.
The seating position in the Denali’s cabin seems lower than before, which makes the Terrain feel less SUV-like. The infotainment system is straight-forward and simple, with a eight-inch screen and big icons. The display is clear, bright, responsive, and fast, all without too many features or too much information.
The backseat has plenty of room for adults, and rear passengers will appreciate the tall doors, so there’s less ducking to climb in, but the flat seat bottoms won’t be comfortable for long trips. The seats fold mostly flat to provide 63.3 cubic feet of cargo space, less than the competition. Behind the rear seats there is 29.6 cubic feet available.
There’s a handy storage compartment underneath the rear cargo deck. The front passenger seat folds flat to accommodate longer items like 2x4s and kayaks.

Engine & Fuel Mileage Specs
The 2018 GMC Terrain Denali is powered by a new turbocharged 2.0-liter inline four-cylinder, making 252 horsepower and 260 lb-ft. of torque. Mated to a nine-speed automatic with all-wheel drive, it offers peppy acceleration and gets an EPA-estimated 21/26 city/highway and 23 combined mpg.
Driving Dynamics
The transmission pairs nicely with the new 252 horsepower turbo engine, and it felt strong during our quick runs up I-70 west of Denver. The turbo offers steady power and a cool whistling sound as it climbs through the gears. We found ourselves wanting steering wheel paddle shifters which aren’t offered on the Terrain.
The Terrain’s ride is designed more toward comfort than cornering ability. We took it through the tight mountain curves and there was enough body lean to remind us we weren’t in a sports sedan. The suspension offers poised and predictable handling in all situations; the ride overall is comfortable on the highway and you hardly feel the bumps on rough pavement.
The Denali has a higher state of suspension tune and 19-inch wheels with better all-season tires. It tracks true and smooth, but doesn’t offer much feedback. Still, it helped us avoid a deer in the mountains west of Denver during our seat time.
The optional all-wheel drive on our Denali tester is a part-time system, activated by a knob on the console with different traction modes. It’s easier than other all-wheel drive units without the ability to self-activate.
Conclusion
The fully redesigned 2018 GMC Terrain addresses the problems the aging generation had, and now represents a more compelling choice in the smaller, five-passenger crossover segment. GMC pulled off making the Terrain smaller in size without sacrificing too much leg and headroom.
The new four-cylinder improves performance and fuel mileage is reasonable if you keep your foot out of the turbo. It’s comfortable, easy to drive, and comes standard with one of the best infotainment interfaces in the class.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 GMC Terrain Gallery

2018 GMC Terrain Official Site.
Photos: GMC (SLT & Denali models shown).

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2019 Ford Ranger: Radar Love

2019 Ford Ranger: Radar Love The 2019 Ford Ranger will employ the latest safety technology to make towing easier for drivers, according to the automaker. Ford’s Blind Spot Information System, standard on Ranger XLT and Lariat, can monitor either the truck by itself or with a trailer attached. Radar housed in the Ranger’s taillights monitors any potential blind spots all the way to the back of the trailer.
The system then alerts drivers as other vehicles cross into those blind zones.
Trailer Profiles
The 2019 Ford Ranger can store up to three trailer profiles, including a trailer’s length, which lets the radar system know how far back to provide warnings when another vehicle is traveling next to the trailer. Ford says such a system is class-exclusive and not available on any other midsize pickup.
Photo: Ford Motor Company.
Power & Performance
When it was revealed at the 2018 North American International Auto Show in Detroit in January, Ford promised the latest in EcoBoost technology for the 2019 Ranger. A 2.3-liter EcoBoost with a twin-scroll turbocharger and direct injection will power the new Ranger. The engine also features a forged-steel crankshaft and con rods and chain-driven dual overhead cams.
Trims include the entry-level XL, mid-level XLT, and high-level Lariat, with available Chrome and Sport appearance and FX Off-Road packages. The 2019 Ford Ranger will come in a SuperCab or SuperCrew configuration.
Market Potential
In the last few years, newly redesigned midsize trucks have surged onto the market, evidenced by the return of GM’s Colorado and Canyon, Toyota’s Tacoma, and Honda’s Ridgeline. In May, Ford revealed the intense and rigorous testing the 2019 Ranger was enduring on its way to dealers later this year.
Below is a short video that showcases how the blind spot technology works on the 2019 Ford Ranger.
The Automoblog Staff contributed to this report and can be reached anytime.

Photos, Video & Source: Ford Motor Company.

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Ferrari: Race to Immortality Faces Danger & Tragedy With Style & Grace

Ferrari: Race to Immortality Faces Danger & Tragedy With Style & Grace I have a theory that 99.9 percent of all car movies are terrible; barely watchable dreck that only offers brief glimpses of something cool and car-related, let alone offering true insight into the automotive world, let alone the human condition. This movie, however, Ferrari: Race to Immortality, is most definitely not one of those movies.
Studios & Garages
I should preface this with the fact that I worked in movie and TV production for decades. Seeing a movie with me (and any of my production team friends) is usually bogged down with post-viewing conversations about bad edits, bad directing decisions, commenting on lens choices and stuff like that before we get into the meat of the movie; i.e. the plot, the narrative, and the acting.
On top of that, there’s the gearhead side of me that has to be seen to. We, the gearhead movie-goers, all seem to have this nagging trait. We know cars intimately, and when something is technically wrong, it grates on us, and usually to a disproportional level. Tire squeals on gravel, seven upshifts in a five-speed car, driving off a cliff = explosion. It bugs us, I get it. Shoot, it bugs me all the time.
That said, I can unequivocally say that Ferrari: Race to Immortality is one of the best documentaries I’ve seen. Not racing documentaries, mind you; one of the best documentaries period.
At The Limit & Over The Edge
Essentially, Ferrari: Race to Immortality is a film version of Mon Ami Mate by author Chris Nixon. The movie revolves around the lives, racing and otherwise, of Mike Hawthorn and Peter Collins, two British racers from the 1950s. The 1950s were a particularly violent and reckless time for auto racing. Spread across the decade, top line drivers from all disciplines (Grand Prix, Indy, sports cars etc.) were dying at the rate of one every other week.
Around 28 per year, every year, for a decade.
The movie starts with the infamous Le Mans crash of 1955 that saw the Mercedes 300 SLR of Pierre Levegh catapult into the main grandstands, on fire, and take more than 80 people with him. That, more or less, sets the tone for the entire movie to follow. “I keep death in my hip pocket,” Enzo Ferrari once said, and this movie shows you the meaning of those words.
Mike Hawthorn. Photo: The Cahier Archive.
Human Conditions
Hawthorn was involved in that crash (some alleged was the cause of the crash) but won Le Mans that year. Indeed, he became the first Englishman to win the World Driving Championship. In a lot of ways, Hawthorn was right out of central casting: tall, good looking, butter-colored wavy hair, always raced wearing a bow tie, just the sort of thing the British fans and press would eat up.
Peter Collins, on the other hand, was more ruggedly featured, and say what you want about the two of them, looks-wise, but they sure had a string of girlfriends. The movie just doesn’t point this out, it actually has interviews with the various ladies involved with these racers.
All of the interviews and sound bites, with fellow racers, the aforementioned lady-friends, journalists, Enzo himself, and historians are all delivered via voice over and it works fantastically. No talking heads to distract with boring visuals. And what is said is just dynamite stuff. Not just from a gearhead perspective, but, very importantly, from a human perspective.
Hawthorn was interviewed extensively back in the day, and his stuff is rather “right off the rack” in what is said, and some of it I had heard before. Collins is friendly, joking; seems like a real good bloke. Enzo is Enzo: political, cunning, measured, Machiavellian. The real meat here is what is said by the girlfriends and the historians. There’s none of this “I’m just the steady backing on the home-front” BS that we have sadly come to expect.
At one point, Louise King, Collins’ wife said, in response to a question about the danger involved, “One time, Peter did try to bring it up, and I stopped him. ‘Don’t’, I said, ‘Just don’t.’ And we never spoke of it again.”
Sweet Jesus.

Visual Treasures
All the interviews come across like a rich vein of gold willingly mined. There are extensive interviews with Alfonso de Portago, the brilliantly talented yet doomed Spaniard. Until last night, I had never heard him speak. Other drivers, writers, girlfriends, and such all chime in, but none of the interviews are fluff, none of it is filler. Every word adds to and enriches what is being shown on screen.
And oh what they show on screen.
The visual end of things is nearly flawless. All of the archive materials used are flat out fantastic. Yes, I had seen much of this footage before, but a remarkable amount of it was unknown to me. All of the older footage was re-graded and level-matched, most of the grain and such taken out. None of it was colorized.
There is tons of footage from back in the day of these guys hanging out, waiting to drive, smoking cigarettes, goofing off at hotel pools, getting out of cars covered in grease and dirt and grime, levering themselves out looking as physically spent as a human can, but beaming; beaming bright satisfied smiles.
Time Machines
And mixed in with all this are drop-dead-gorgeous shots of various vintage Ferraris (246s, 555 Squalos and such) shot in the present day. It would seem the producers got ahold of some far too lucky rich guys that own these old beasts, dressed them up, and turned them lose on old race tracks to get more footage. And the new stuff is seamlessly integrated with the old stuff. And I do mean seamlessly.
A lot of the work I did was as an editor, and more than once I was caught off guard, only noticing two or three cuts later that they had dropped in modern footage with the old. The last time I failed to notice editing like that was watching Schindler’s List.
Yeah, this movie is that well done.
Ferrari: Race to Immortality at Brands Hatch.
Ideal Balance
Ferrari: Race to Immortality seemingly covers it all, but never gets bogged down in technical details or soap opera subplots, neither becoming too maudlin over the constant drum-beat of fatalities nor exulting in the sacrifice. The rivalry between Eugenio Castellotti and Luigi Musso. Collins’ ultimate sporting gesture with Juan Manuel Fangio. Enzo’s belief that more pressure equaled more wins. Meditations on the nature of danger and mortality by Stirling Moss. The sublime joy of sliding your race car just so through and out an entire turn.
But more than anything else, what is made abundantly clear, moment after moment, frame after frame, is that everyone involved loved this life.
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
Ferrari: Race to Immortality
Synopsis: The 1950s saw the rise of Scuderia Ferrari in the Formula One World Championship in the deadliest decade in motor racing history. Ferrari: Race to Immortality tells the story of the loves and losses, triumphs and tragedy of Ferrari‘s most decorated drivers in an era where it was la dolce vita during the week and a coin toss of whether they lived or died on the weekend.
Director: Daryl Goodrich
Starring: Peter Collins, Mike Hawthorn, Enzo Ferrari
Run Time: 1hr 31m
Availability: Via Amazon Prime, official trailer here.

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Buick continues to break out of its "old people's car reputation" even further with an enthusiasts' calling.

Buick continues to break out of its "old people's car reputation" even further with an enthusiasts' calling. Buick continues to break out of its “old people’s car reputation” even further with an enthusiasts’ calling.

What’s going on?
Buick was once an automaker that you’d least expect to producing anything even remotely resembling the characteristic, “sporty.” But GM’s Tri-Shield is hard at work to make sure we forget about those yawntastic yonder years of Buick. Helping to break this reputation is the hot and all-new, 2018 Buick Regal GS.
At a specially arranged media event in Michigan for the standard Regal and Regal TourX, Buick decided to surprise its media guests with the revealing of the highly-anticipated performance variant. It succeeds the previous Regal GS with the handsome new body of the latest Regal, along with not four-, but six naturally-aspirated cylinders and all-wheel drive as standard.
Now THAT’S a Buick!

We’d agree! The latest Buick Regal already teased our appetites with its beautiful redesign and new packaging. The performance-oriented Regal GS hooks us even more since it’s something we didn’t think they’d really do. The last Regal GS, although a valiant effort, felt unfinished and incomplete because of its wheezy, turbocharged four. Now that’s addressed, the latest Regal GS has our attention very much.
What’s it powered by?
Gone is that gutless turbocharged four, and in is GM’s familiar 3.6L V6 with 310 horsepower and 282 pound-feet of torque, with cylinder deactivation and automatic stop/start. Channeling that power to the twin-clutch all-wheel drive system is a new nine-speed automatic.
It’s not just more power either
Helping in the handling department is an all-new five-way multi-link rear axle and MacPherson struts up front, assisted by GS-equipped Continuous Damping Control, or active suspension. When enabled in GS or Sport modes, Buick says it can adjust the shocks up to 500 times per second. Shaving off that power are Brembo brakes once again, wrapped in 19-inch wheels.
There’s also a sport-tuned exhaust, sporty interior an exterior bits like a flat-bottomed steering wheel and medal foot pedals. And of course, you can expect the usual suite of active and passive safety systems as found in the standard Regal. Other optional bits include 4G LTE WiFi hotspot connectivity, OnStar, Apple CarPlay and Android Auto compatibility, a heads-up display, and more.
Did we mention there’s a wagon variant too?
In another move that seems to be an enthusiast calling, Buick will offer the Regal GS in its Sportback wagon form as well. That will launch later this year, in limited availability.
How much will it cost?
Buick didn’t announce the pricing for the GS model as of yet. We expect that to surface closer to sale launch date
– By: Chris Chin
2018 Buick Regal GS Gallery

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Dodge Challenger SRT Hellcat Widebody: Muscle For Days

Dodge Challenger SRT Hellcat Widebody: Muscle For Days

With the addition of the Challenger SRT Hellcat Widebody to Dodge’s new age muscle car lineup, the roster is now complete. Yes, there is a Hellcat Widebody, in case the run of the mill Hellcat, a car that looks like it will literally eat children for lunch, is just too subtle for your tastes.
Dodge states this right up front: “U.S. Manufacturer’s Suggested Retail Price of $71,495 (including gas guzzler tax).” And I just love how they have the need to say the price includes the gas guzzler fee. What, you thought you were buying a Prius?
Pro Grip
The Challenger SRT Hellcat Widebody is an SRT Hellcat with the same flared body treatment found on the “straitjacket included at no extra charge” SRT Demon. The wider fender flares add 3.5 inches to the SRT Hellcat’s overall width. And yes, they are there for a very sound engineering reason. Said flares are there to cover the new 20 x 11-inch “Devil’s Rim” split-five spoke aluminum wheels carrying new, wider 305/35ZR20 Pirelli P-Zero tires. These are, to use the parlance of the muscle car set: Boss Meats.
And you might be tempted to say putting tires with a contact patch the size of a fat guy’s thighs is excessive, but you would be wrong, oh so wrong. This new Challenger SRT Hellcat Widebody brings better lap times, better lateral grip, better acceleration, and better braking versus the “normal” Hellcat. The road course lap time dropped by 2 seconds per lap on a 1.7-mile track. The ET in the quarter dropped by .3 seconds, giving the widebody a 10.9 ET vs. 11.2 ET when compared to the standard Hellcat. Lateral G’s? Up by .04 g for .97 g versus .93 g in standard Hellcat. Even the 0 to 60 time dropped .1 seconds – you now hit freeway speed in 3.4 seconds. Top speed? 195 big ones, kiddo.
The 2018 Dodge Challenger SRT Hellcat Widebody features a new standard electric power steering (EPS) system – a first for Hellcat. The system uses SRT Drive Modes with selectable settings for Street (Auto), Sport and Track. Photo: FCA US LLC.
Aerodynamics & Braking
On top of the ginormous flares, the 2018 Dodge Challenger SRT Hellcat Widebody carries a batch of exterior styling cues you’d expect to see. There’s a power-bulge aluminum hood with center intake and dual heat extractors that bear more than a passing resemblance to Dan Gurney’s AAR Cuda’s. There are exclusive illuminated “Air-Catcher” headlamps that stuff air directly into the intake and engine bay through the center of the parking lamps. Speaking of the headlights, the quad projector headlamps have aggressive brow “chops” to “exude a sinister look,” as Dodge puts it.
The front splitter, which is shared with the Demon, and rear spoiler, taken from the “normal” Hellcat, work in aerodynamic sync. There’s also the Hellcat-exclusive grille and fender badges with a raised SRT Hellcat badge on the rear spoiler. Wanna stop? You can, thanks to a standard Brembo braking system with two-piece 15.4-inch rotors and six-piston front calipers. And take it from one who knows, this is a huge improvement versus how Mopars used to stop back in the day.
Before the new SRT Demon was introduced, the supercharged Hellcat HEMI was the most powerful passenger car engine ever produced by FCA US, making the Challenger and Charger SRT Hellcats the most powerful and fastest coupe and sedan ever. Photo: FCA US LLC.

Power & Performance
The 6.2-liter supercharged HEMI V8 in the 2018 Dodge Challenger SRT Hellcat Widebody cranks out 707 horsepower and 650 lb-ft. of stump-pulling torque, same as the other Hellcats. Said mill can be paired to either the Tremec six-speed manual transmission or the TorqueFlite eight-speed automatic. It should also be noted the plant features all the additional cooling measures from the non-wide Hellcat, including a low-temperature circuit with two air/coolant heat exchangers unified with the supercharger housing. Air temperatures are miraculously kept below 140 degrees Fahrenheit, all while the blower is pushing a stunning 30,000 liters of air per minute.
“Our brand, engineering, and design teams poured a ton of effort into making the new SRT Demon the world’s fastest quarter-mile production car, so now we’re leveraging that know-how, and some of those vital elements and transferring them to the new Challenger SRT Hellcat Widebody for improved performance on the street and a bolder, more aggressive new look,” said Tim Kuniskis, Head of Passenger Cars – Dodge, SRT, Chrysler and FIAT – FCA North America.
2018 Dodge Challenger SRT Hellcat Widebody. Photo: FCA US LLC.
What’s In A Name
And, honestly, ignore what he said and focus only on the fact that those words were uttered by a guy named Tim Kuniskis. Kuniskis. Now there is the name I want attached to my American factory hot rods. Tell me Tim Kuniskis isn’t from Ypsilanti or Hamtramck or some such environ. Tell me young Tim Kuniskis didn’t get yelled at by two or three huge aunts, in Polish, for that time he chucked a kielbasa at Uncle Stanislaus during Whit Sunday dinner when he was five. Tim Kuniskis is the kind of guy that should be working on cars like the Challenger SRT Hellcat Widebody, not somebody with 5 Ph.Ds. from Vienna Polytechnic. Tim Kuniskis is a guy that understands, most likely intuitively, that American performance cars are about engines, tires, and traction: in that order. Guys like Tim Kuniskis is why the Challenger SRT Hellcat Widebody is amazing.
If you want and can afford one, the 2018 Dodge Challenger SRT Hellcat Widebody is open for dealer orders now. It will start showing up this fall.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
2018 Dodge Challenger SRT Hellcat Widebody Gallery

Photos & Source: FCA US LLC.

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2018 Honda Fit Reporting For Duty

2018 Honda Fit Reporting For Duty

The 2018 Honda Fit, dubbed as “sporty and versatile” by the automaker, arrived at dealerships this earlier week. With a starting MSRP of $16,190, the vehicle is sure to find an ideal niche in budget-minded car shoppers who need to get around town, but want extra goodies.
For 2018, Honda added a Sport trim and two new exterior colors, Helios Yellow and Orange Fury.
Simple & Stylish
Honda promotes the Fit with a certain level of simplicity and straightforwardness. “The refresh of the third generation Honda Fit enhances the 5-door subcompact’s already best-in-class combination of passenger space, fuel efficiency, sophistication, practicality, and affordability,” reads a press release from the automaker.
Initially, it may seem difficult to get jazzed about a subcompact cruiser, but the 2018 Honda Fit is anything but dull. The new Fit Sport is of particular example, gaining style and attitude points with an aero-form front spoiler, rear diffuser, bright orange pin-striping, and 16-inch aluminum alloy wheels with gloss-black finish. The chrome exhaust-pipe finisher and side sill garnishes make for nice touches too; inside, the Sport features a black interior with orange contrast stitching. EX-L trim levels will treat drivers to an available sunroof.
2018 Honda Fit Sport. Photo: Honda North America.
Power & Performance
The 2018 Honda Fit has enough power to scoot drivers and passengers around town too. A 1.5L DOHC direct-injected 4-cylinder i-VTEC engine with Variable Cam Timing creates 130 horsepower (6,800 rpm) and 114 lb-ft. of torque (4,600 rpm). Honda focused on driving dynamics especially for 2018, implementing refinements across the suspension, steering, and body. One of the best improvements comes in the comfort category: Honda worked to reduce cabin noise with better transmission and steering mounting hardware, acoustic-laminated glass, and more insulation overall throughout the vehicle.
2018 Honda Fit EX-L. Photo: Honda North America.

Safety & Security
When it comes to safety, Honda packed the 2018 Fit accordingly. The Honda Sensing suite of advanced safety and driver assistance features is available on all 2018 Fit models. It’s standard on EX and above trims, a first for the Fit. The suite includes Adaptive Cruise Control, Collision Mitigation Braking, Forward Collision Warning, Lane Keeping Assist, and Road Departure Mitigation with Lane Departure Warning.
Availability & Manufacturing
The 2018 Honda Fit is available now – we’ve included a handy info chart below. We think the new Fit is a stylish, safe, and affordable daily driver. The 2018 Honda Fit for the U.S. market is manufactured in North America at Honda’s Celaya, Mexico plant using domestic and globally sourced parts.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
2018 Honda Fit Pricing and EPA Fuel Economy Ratings
Model
Transmission
MSRP
EPA Rating
City/Hwy/Combined MPG
Fit LX
6-Speed Manual
$16,190
29 / 36 / 31
Fit LX
CVT3
$16,990
33 / 40 / 36
Fit LX with Honda Sensing®
CVT
$17,990
33 / 40 / 36
Fit Sport
6-Speed Manual
$17,500
29 / 36 / 31
Fit Sport
CVT
$18,300
31 / 36 / 33
Fit Sport with Honda Sensing®
CVT
$19,300
31 / 36 / 33
Fit EX
6-Speed Manual
$18,160
29 / 36 / 31
Fit EX
CVT
$18,960
31 / 36 / 33
Fit EX-L
CVT
$20,520
31 / 36 / 33
Fit EX-L with Navi
CVT
$21,520
31 / 36 / 33
Photos & Source: Honda North America.

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