Automotive

2019 Mazda MX-5 Miata RF Grand Touring Review: Fabulous & Fun

2019 Mazda MX-5 Miata RF Grand Touring Review: Fabulous & Fun 97Stellar 2019 Mazda MX-5 Miata RF Grand TouringOverall ImpressionStill hard to beat after all these years.RF doesn't sacrifice the fun-to-drive character.ProsPrice PointRide & HandlingConsLimited Cargo SpaceHeavier Than The Soft TopThe Mazda Miata has been around for 30 years and the new MX-5 stays true to what made the drop-top so popular among enthusiasts. What’s better than dropping the top and going for a spin on the weekend? For around $35,000 you can have a dynamic sports car that’s second to none. We recently drove the 2019 Mazda MX-5 Miata RF Grand Touring with the Power Retractable Hard Top. And it didn’t disappoint.
Our tester came with a sweet six-speed manual, proving the MX-5 is still a driver’s car. Let’s just say we enjoyed the manual gearbox to the fullest!
What’s New For 2019
The 2019 Mazda MX-5 Miata gets an updated engine with more power and a higher redline. The steering wheel now telescopes to better accommodate all drivers. Mazda also added new safety features, including Smart City Support and Traffic Sign Recognition.
Features & Options: Nice But Not Necessary
The 2019 Mazda MX-5 RF Grand Touring ($33,335) is equipped with adaptive headlights, heated leather seats, a cloth-lined top, an auto-dimming rearview mirror, automatic climate control, and automatic wipers. Mazda even threw in a navigation system. These features are certinately nice to have but strike us as contradictory to the Miata’s elemental nature. Then again, a power-folding top isn’t exactly simple either.
Our Grand Touring tester came with the optional GT-S package ($750) that added a front shock tower brace, limited-slip differential, Bilstein dampers, and a black-painted roof. The new i-Activsense package of safety features also came on our Miata.
Total MSRP including destination: $35,405. By contrast, the 2019 MX-5 Sport starts at $25,730 with a manual transmission; $27,080 with an automatic. The Sport is only available as a soft top.
2019 Mazda MX-5 Miata RF.
Overall, the interior quality and appearance are far beyond what loyal followers will remember from previous generations.Click To TweetInterior Highlights: Marked Improvements
The cockpit’s fit-and-finish is tight and well-designed, with better material quality than past models. The Grand Touring’s leather seats are comfortable and the driver’s seat has a height-adjuster, making it perfect for those who want to sit up a bit higher. Overall, the interior quality and appearance are far beyond what loyal followers will remember from previous generations.
Once inside, the cockpit is roomier than it looks from the outside. The new Miata grew in all dimensions and we could tell there was more rearward seat travel. That makes it easier for taller drivers to adjust the seat far enough back. A six-footer still has a notch or two of travel left.
Interior Highlights: Wind In Your Hair!
Our 2019 Mazda MX-5 RF tester came with the Power Retractable Hard Top (PRHT). The composite roof is convenient in that it lowers quickly via a button. Although, the biggest benefit of the hard top is the quieter ride: it reduces wind noise considerably versus a soft top. Even over the bumpy dirt road leading to my house, the hard top was relatively squeak-free with minimal outside noise.
And it only adds about 80 lbs. to an otherwise very light car.
It’s easy to operate. While in neutral, you just pop the inside handle at the top of the windshield; then touch a button on the dash, and in 13 seconds the top lowers itself into the trunk space. The roof does not reduce trunk space either.

The new #MX5 #Miata stays true to what made the drop-top so popular among enthusiasts. Click To TweetEngine & Fuel Mileage Specs
The SKYACTIV-G 2.0-liter engine now revs to 7,500 rpm, cranking out 181 horsepower and 151 lb-ft. of torque in the process. Miata fans may know that’s 26 more horsepower and three more lb-ft. of torque than last year. The new Miata sends the power to the rear wheels making it a true sports car. The revised final drive ratio from 3.454 to 3.583 makes for stronger acceleration.
Of course, adding to that true sports car feel was the the six-speed manual gearbox.
Fuel economy is an EPA-estimated 26/34 city/highway and 29 combined with the manual transmission. By comparison, the six-speed automatic returns 26/35 city/highway and 29 combined. For only a marginal gain on the highway, and considering the higher starting price of the automatic, we think the manual is the better choice.
Total weight for the 2019 Mazda MX-5 Miata comes in at 2,453 lbs.

The #MX5 #Miata hugs the lines and handles like it's on rials!Click To TweetDriving Dynamics: Tight Corners & Short Throws
On the open road is where you can fully enjoy the MX-5’s reason for being. With the top down and the engine running on the twisty mountain highways, this roadster is hard to beat. The rear-drive Mazda MX-5 has an ideal weight distribution of 50:50. This alone preserves the excellent agility and balanced handling that has made this a favorite among enthusiasts for decades.
The Subaru BRZ or Scion FR-S rear-wheel drive coupes are the closest to the MX-5 in terms of driving fun, but they don’t offer a convertible.
The MX-5’s 2.0-liter four-cylinder revs freely and delivers good throttle response when you need it. The six-speed manual gearbox is the right choice if you like to drive. Mazda’s six-speed is one of the best manuals in the industry and worked flawlessly with the high-revving 2.0-liter powerplant. We thought it was easy to find the right gear with the short throws.
Related: Could the Miata outpace one of history’s top muscle cars?

Driving Dynamics: On The Rails
The 2019 Mazda MX-5 Miata has a wider track and lower center of gravity that enables it to corner flatter than you would think is possible. The Miata has always been a favorite car to take to the track. The next best thing for us, however, were the Colorado mountains. We took some tight corners at high speeds but the roadster held the curves without any body roll, staying flat and balanced the entire time.
Our MX-5 tester came with the optional sport-tuned suspension with Bilstein shocks. With this upgrade, the MX-5 hugs the lines and handles like it’s on rials!
Unfortunately, we had the rear-drive sports car right before a winter snowstorm hit the Denver area. Luckily, this tester came with Bridgestone Blizzak winter tires which we would highly recommend for snow and ice. We were able to make it home safely before the snow piled up too deep.
And we were thankful we had a go at some dry roads before the snow fell!

Conclusion: Affordable & Fun
The two-seat, 2019 Mazda MX-5 Miata RF offers top-down driving enjoyment that much more expensive sports cars can’t exceed. Mazda has engineered an exceptional, affordable sports car that’s hard to beat. To this day, the Miata is still attractively priced and relatively easy to maintain; nor will it break your wallet at the gas pump.
We would recommend the RF with the Power Retractable Hard Top since it offers reduced wind noise and increased security.
For those wanting a sports car that offers excellent acceleration and braking; precise gearbox operation and suspension dynamics, the MX-5 Miata is an obvious choice. On the fun-to-drive meter, few can surpass it.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
Mazda MX-5 Miata Fun Facts
Debut: 1989 Chicago Auto Show
RF: Stands for “Retractable Fastback”
5,000: Number of Miatas Raced Globally
April 2016: One Millionth Miata Produced
Weight Savings Per Component Versus 2018
Driveshaft: 3 lbs.
Suspension: 26 lbs.
Front Rotors: 14 lbs.
Transmission: 16 lbs.
2019 Mazda MX-5 Miata RF Gallery

Photos: Mazda North American Operations (additional models shown).

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2020 Volvo XC40 Redesign, Price, Release Date

The Volvo XC40 has been all-new for 2019, but according to to the hottest information, the company must introduce 2020 Volvo XC40. The most recent Volvo is anticipated to acquire minimal modifications compared to the new model, which can mainly be observed over the technologies front and perhaps some new colors. Furthermore, it will likely be readily available in two variants as in advance of and these are T5 and T4 Designs.

2020 Volvo XC40 Interior

The new interior on the new generation Volvo XC40 seems to be pretty much like that of its larger siblings and that’s not a bad matter. The new Volvo XC40 gets the identical portrait-mode infotainment process, digital instrument cluster, and even similar seats.

Just like the 2019 model year, the new generation 2020 Volvo XC40 will look like a smaller version of its larger siblings, the Volvo XC90 and Volvo XC60 models. It features a rugged but in the identical time modern-day physical appearance. The whole physique is dominated by angular lines and sharp edges. The front finish will wear the acquainted Thor’s hammer headlamps outfitted with new LED lighting and well-known grille. The R-Design model will get the one of a kind “R-Design” emblem. Furthermore, the rear finish will get LED taillights, dual exhaust outlets, as well as a standard electrical power tailgate. 2020 Volvo XC40 will ride to the regular 18-inch wheels. Having said that, the larger 19-inch wheels will probably be optional. The new LED fog lights may also be optional. Furthermore, the 2020 Volvo XC40 Momentum will obtain a white contrast roof. As well as the R-Design designs might be available using a black roof.

Read More : 2020 Acura RDX Release Date and Redesign

Engine Performance

How about the engine, the new generation 2020 Volvo XC40 is set to receive a selection of 3-cylinder engines produced from Volvo’s 2.0 liter inline 4 mills. The new model Volvo XC40 will probably boast a 1.5 liter 3-cylinder great for something in between 135 and 185 hp. A far more powerful supercharged and turbocharged version of your exact same engine with all over 205 hp is additionally a serious chance.

2020 Volvo XC40 Release Date and Price

Our estimate of 2020 Volvo XC40 will be released early in the year 2020, we hope this car began sale in June 2020. For the price, we do not have information that is so true.

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Viaduct Elegy: Chapter 1: Walking With Blaine

Viaduct Elegy: Chapter 1: Walking With Blaine Viaduct Elegy is a four-part series from Automoblog feature columnist Tony Borroz, who broke the law in preparation for writing it. He is a Seattle native and author of The 2018 Indy 500 Notebook and Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Tony grew up in a sportscar-oriented family, but sadly, they were British cars.
Finally, finally, finally they are tearing down the Alaskan Way Viaduct, a colossal, monumentally-ugly, seismically-catastrophic piece of transportation “infrastructure” that has been a scar on the face of Seattle for the better part of a friggin’ century.
And yesterday I walked on it at sunset with an old friend, apparently breaking the law.
Viaduct Elegy: Chapter 1: Walking With Blaine
Most of my friends are artists. Painters, sculptors, photographers, raconteurs, theater types, dancers, gallery impresarios, experience technicians, graphic-novel slingers, art professors, filmmakers, experimental composers; a clan of asymmetric polymath misfits that fit in nowhere else but The Art World.
Chief among these is my friend Blaine. I’ve known him since college, when we were in a punk band together. He taught me to skate. He’s a good guitarist and an even better graphic designer, having a savant-like affinity for fonts and what “looks” and “works” and what would not do either justice. Spending time with Blaine, especially when we’re going from gallery to gallery, is a non-stop conversation about art. What it is and how it works. How it doesn’t work. How this painting fits in with what trends are going on, locally, globally, and historically. Blaine’s commentary is to the point and efficient. It’s the kind of conversation that two mechanics would have; we’re both speaking the same language and we use a lot of shortcuts.
“Well, no, not Picasso so much – Look, I’m not saying the guy shouldn’t go all Guernica, but . . . ”
Northwestern Charm & The End Times
Blaine has an arid sense of humor I always figured he picked up from his dad, a former fighter pilot and commander of a wing of intercontinental ballistic missiles. That drawled-out, dry punch line is never emphasized, only hinted at. His entire family are wise-cracking wisenheimers, and that trait landed on Blaine pretty hard. This is also a trait shared by most Northwesterners. It’s a great way to counteract the abysmal weather and to start bar fights with crab fishermen.
So, here we are, walking through downtown Seattle on a fine, sunny Saturday afternoon. Everything is eerily quiet and rather sparsely populated. Most times, there would be people out in droves, but on this weekend, the city, civic leaders, roadway engineers, priests, rabbis, and ministers all cried out “Stay away from downtown Seattle! Traffic will be terrible. The end is nigh! The Viaduct is closing!”
Smart people seemed to listen. Blaine and I did not.
The Alaskan Way Viaduct was an elevated freeway in Seattle that supported State Route 99. The double-deck freeway ran north and south, along the city’s waterfront for 2.2 miles, east of Alaskan Way and Elliott Bay, and between the West Seattle Freeway in SoDo and the Battery Street Tunnel in Belltown. Construction consisted of three phases from 1949 through 1959, with the first section opening on April 4th, 1953. Photo: Seattle Municipal Archives.
Weasel’s Paradise
The lack of traffic did make getting around much easier. We could jaywalk with much more impunity. We were doing just that, ambling up Western Avenue, just out of the hulking shadow of The Viaduct, past the 619 building – a previously wonderful, old industrial building chocked full of artist’s studios. That only lasted until a few years back when the city declared the entire place unsafe, ran out scores of long-time artists in residence like so many bums . . . then turned right around, sold it to developers who renovated the place, jacked up the rents, and made money as quick as their Seattle ancestors sold gold panning equipment for 1,000 percent over retail 120 years ago.
Screwing people over, even if they are literally your neighbors, is a fine, fine Seattle tradition. It dates back to the founders of the place, the Mercers and the Dennys et al. when they twisted the Native Americans out of literally everything they had. And don’t get me started on how they treated Tacoma. Or that time they nearly started a war with Canada because the Mayor stole some totem poles from Vancouver.
“So where’d everybody go to?” I asked about the former inhabitants of the 619 Building.
“Georgetown, ” Blaine said. “Or Tacoma. Or Ballard.”
I was thinking about this eternal struggle of artists, of how you are always looking for cheap studio space, when Blaine suddenly stopped and turned to his left, “Hey, there’re people walking on The Viaduct.”
It was a party atmosphere amongst the people. Lots of groups of three and four and five people wandering here and there, taking selfies, posting to Instagram, on FaceTime with friends around the world. “Dude! Check this out! I’m walking on The Viaduct. No man, right now! Photo: Tony Borroz.
The lack of traffic did make getting around much easier. We could jaywalk with much more impunity.Click To TweetJesus Is Just Alright
There were a bunch of people, wandering on what used to be, and I mean less than 24 hours ago, a sort of junior freeway, three lanes northbound, and three lanes southbound on the lower deck. Now, it was completely closed off. Soon, within days, the jackhammers and big claws and such would start tearing into it like sharks into a whale carcass. Some months in the future, it will be completely gone.
Blaine and I glanced at one another, but we didn’t even have to say it. We just started walking and working our way up to the Seneca Street off-ramp, about three-and-a-half blocks away. Here’s a funny thing about Seattle: The big streets downtown are named, South to North, Jefferson, James, Cherry, Columbia, Marion, Madison, Spring, Seneca, University, Union, Pike, and Pine, their first letters matching in pairs: J, C, M, S, U and P. Or “Jesus Christ Made Seattle Under Protest.”
Yes, they did it on purpose. Yes, it was the idea of “city leaders.”
See, we’ve always been like this.
Seattle waterfront and skyline, circa 1952. Photo: Engineering Department Photographic Negatives, Seattle Municipal Archives.
Soon, within days, the jackhammers and big claws and such would start tearing into it like sharks into a whale carcass.Click To TweetMiddle Earth, Grunge Bands & Tech Billionaires
As we approached the Seneca off-ramp – one of only two ways off The Viaduct once you’re driving on it – we could see more people milling around on the upper deck. 100 . . . 150 . . . 200 . . . a lot more than I expected. At the bottom of the ramp where it meets First Avenue were sections of cyclone fence, and some not-very-threatening yellow tape admonishing us with “\DANGER///CONSTRUCTION///” There were a dozen or so PG&E workers severing power lines, a couple of bored cops, and a gap just big enough to walk through.
It wasn’t even a question. Over the years, Blaine and I have broken into so many parking garages, derelict buildings, movie shooting locations, punk venues (later escaping from those same punk venues), that blatantly disrespecting the authority of a length of yellow tape was easy. Besides nobody batted an eye.
We walked up the slight slope and onto the road deck itself. This is always a surreal experience. I should mention, this is not the first time I’ve done something like this, just the first time in this location. From a walking perspective, the place seemed wide open and flat.
You’re about 100 feet up in the air, facing directly West, right into the sunset over Alki Point in West Seattle. Sure, the weather is terrible and the city is screwed up, but it is very pretty around here.
Picture Middle Earth only with grunge bands and tech billionaires, and you’ll get the picture.
Performers at the 1974 Bumbershoot music festival. Photo: Item 77477, Bumbershoot Festival Records (Record Series 5807-05), Seattle Municipal Archives.
Picture Middle Earth only with grunge bands and tech billionaires, and you'll get the picture.Click To TweetThe Abyss of Seattle
Blaine stops and looks down at an expansion joint – I’m sorry, I mean he stopped and looked down through an expansion joint. Yes, it was cold, but not that cold. You could clearly see through the upper deck, then through the lower deck, and then to the surface of Alaskan Way below. The gap was huge, easily the width of my hand. Big pieces of the angle iron that faced the expansion joints were missing. Divots on either side of the gap were as big as loafs of bread. The road deck was rutted and grooved. There was a pothole deep enough to swallow my entire right foot.
And it wasn’t just this section, it was the entire length of The Viaduct – on both decks – that was chewed up like this.
Now on top of this, add a constant drizzle of rain on a 41 degree “day” and 10,000 angry, late, muddled, timid, unfocused, distracted (“the view”!), confused drivers, and you can imagine the Mad Max like texture a daily commute would bring. And with all those divots, potholes, expansion joints, poor expansion joints, lethal expansion joints, and sometimes good expansion joints, the grooves, ruts, spray from semi trucks and buses, and a road surface made out of greasy concrete and stone aggregate – well, you can guess what grip and traction were like.
And yet, overall, day-to-day usability is not what led to the demise of The Alaskan Way Viaduct.
Viaduct Elegy: Chapter Two: The New Colossus will be published here on Automoblog on Friday, February 9th, 2019. In the meantime, follow Tony Borroz on Twitter: @TonyBorroz. For more historic photos of the Alaskan Way Viaduct and the city of Seattle, visit the Seattle Municipal Archive’s Flickr page.

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2018 Acura RLX Arrives With Emphasis On Safety, Performance

2018 Acura RLX Arrives With Emphasis On Safety, Performance

The 2018 Acura RLX has arrived with a more simplified lineup and a reduced MSRP for perspective buyers. The RLX now offers only two models, although both are well equipped: The RLX P-AWS starts at $54,900 while the Sport Hybrid SH-AWD starts at $61,900. Hybrid buyers will see a $4,050 starting price reduction when compared to the outgoing model with the Advance Package.
Styling & Design
Acura says the 2018 RLX reflects their latest design direction, particularly in the front and rear. The new RLX carries the signature diamond pentagon grille with a more sculpted hood and new wheel designs. At the rear, the 2018 RLX is characterized by newly designed LED taillights, a gloss black rear diffuser, and dual exhaust. There are seven total exterior colors and two new premium colors: Brilliant Red Metallic and Majestic Black Pearl.
Power & Performance
The 2018 Acura RLX P-AWS (Precision All-Wheel Steering) is powered by a 3.5-liter SOHC V6 engine. The plant features direct injection, an idle-stop feature for increased fuel efficiency, revised cam timing, and the evergreen i-VTEC technology. When mated to a new 10-speed automatic transmission, this RLX variant delivers 310 horsepower and 272 lb-ft. of torque to the front wheels. EPA fuel economy ratings are 20/29 city/highway and 23 combined.
The 2018 RLX Sport Hybrid SH-AWD (Super Handling All-Wheel Drive) shares much of its engine architecture with the RLX P-AWS. However, in this variant, the V6 combines with three electric motors and the aforementioned SH-AWD system to enhance acceleration on dry surfaces while providing additional traction in bad weather. The RLX Sport Hybrid delivers 377 total system horsepower and 341 lb-ft. of total system torque. EPA fuel economy ratings are 28/29 city/highway and 28 combined.
The 2018 RLX Sport Hybrid shares a handful of concepts and components with the NSX supercar.
2018 Acura RLX Sport Hybrid. Photo: Honda North America.

Interior Treatments
Drivers will see newly updated touch-points, redesigned Milano leather seats with contrast piping and stitching, and a new Expresso interior theme. Standard features for the RLX Sport Hybrid include a heads-up display, 14 speaker Krell audio, Surround View Camera, front and rear parking sensors, remote engine start, ventilated and heated front seats, heated rear seats, and a heated steering wheel.
Safety & Security
Both RLX models come with AcuraWatch which now includes Traffic Jam Assist. The feature works with Adaptive Cruise Control and Low Speed Follow to reduce stress and fatigue in congested traffic. Traffic Jam Assist helps keep the RLX centered in its lane at a specific interval from the vehicle ahead. AcuraWatch also includes Collision Mitigation Braking, Lane Keeping Assist, and Road Departure Mitigation among others.
Arguably the car’s most vital safety feature is the ACE (Advanced Compatibility Engineering) body structure. The vehicle architecture uses interconnected front frame members to absorb and redirect crash energy around the occupants in the event of a frontal collision.
Availability
The 2018 RLX is now available at Acura dealerships nationwide.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photos & Source: Honda North America.

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Examining 40 Years of The VW Golf (aka Rabbit)

Examining 40 Years of The VW Golf (aka Rabbit)

In 1975, Volkswagen needed a minor miracle in the United States, especially in terms of a compact car. At the time, their primary models were the Beetle and Bus, but sales for both had slowed since 1970. The economy was in recession and Toyota and Honda loomed on the horizon. Regardless, VW shipped the European Golf to the U.S. as the Rabbit. This “new” hatchback would offer American drivers premium options, front-wheel drive technology, and a 70 horsepower 1.8-liter engine. The Rabbit, later becoming the Golf, was intended as the successor to the original Beetle.
Through The Years
A new infographic from our friends at VWPartsVortex.com shows how VW Golf pricing has changed since 1975, when adjusted for inflation. Interesting enough, between 1975 and 2015, pricing didn’t vary that much. Rocco Demas, Manager at VW Parts Vortex, says the Golf really boils down to three things.
“First, the cars have always been economical. Second, the cars have always been designed with an emphasis on premium features and quality,” he explained. “Three, the cars have always been fun to drive.”
By 1977, a diesel variant was offered for around $550 more but with fuel mileage in the mid to upper 30s. VW billed the engine as a more durable option than a gasoline counterpart. Eventually, the U.S. market would see both Cabriolet and hot hatch models along with the 90 horsepower GTI. By 1985, a new version of the GTI’s engine was utilized for the MKII generation – the wheelbase was extended and the Rabbit effectively became the Golf.
“The Rabbit was one of the nicest, most advanced compact cars you could buy in the 70s and 80s, with an awesome GTI option in the mid-80s that was a blast to drive,” Demas said. “Unlike most of the competitor’s cars, the Rabbit was consistently considered fun to drive and high performing by critics.”
Photo: Volkswagen of America, Inc.
Comparing & Contrasting
In 1975, when the Rabbit 2-Door Hatchback arrived the MSRP was $3,330; $15,629 today when adjusted for inflation. By comparison, the 2017 Golf TSI S with a manual transmission starts at $19,895; the more appointed TSI Wolfsburg Edition with an automatic starts at $22,695. In 1983, the Rabbit GTI 2-Door Hatchback ran $7,990 or $19,977 when accounting for inflation today. By contrast, the current S trim 2-door GTI with a manual transmission lists for $25,595. Currently, the Golf lineup includes the R, Sportwagen, Alltrack, and a fully-electric version.
“While they haven’t always been the least expensive car on the road, they’ve always been well regarded by consumers and critics alike,” Demas said.
VWPartsVortex.com provides an extensive look at the Golf through the years, including the reaction from journalists when it first appeared. We have included their infographic below. Enjoy!
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.

Cover Photo: Volkswagen of America, Inc.

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2017 Lexus NX 300h Review

2017 Lexus NX 300h Review

Toyota is a leader in hybrid vehicles and the Lexus NX 300h is another example of what their luxury brand has to offer. Consumers often switch to hybrids for their fuel-saving ability, and this compact luxury SUV has a lot to offer. It comes with a quiet cabin, elevated ride height, plenty of backseat space, and easy maneuverability in the city. The NX’s driving experience strikes a good balance between comfort and driver involvement.
What’s New For 2017
The NX 300h is now offered in all-wheel drive only. It also receives a standard Scout GPS Link navigation app that streams from a smartphone.
Standard Features
The Lexus NX 300h ($39,720) includes 17-inch wheels, automatic LED headlights, LED fog and running lights, heated mirrors, keyless ignition and entry, a rearview camera, automatic dual-zone climate control, eight-way power-adjustable front seats with two-way driver lumbar adjustment, a power-adjustable and leather-wrapped tilt-and-telescoping steering wheel, and a 60/40-split folding and reclining backseat.
It also comes with Bluetooth, a 7-inch Lexus Display Audio knob-and-screen interface, one USB port, and an eight-speaker sound system with a CD player. HD and satellite radio, an auxiliary audio jack, and a media player interface are also included.
Optional Packages
The Luxury package ($4,545) adds a power lift gate, automatic wipers, leather upholstery, and a heated steering wheel. A power-folding rear seat can be added to the Luxury package. The Navigation package ($1,815) adds the full Lexus navigation system, the Remote Touch infotainment interface, a variety of smartphone apps, and two additional speakers. Additional options include front and rear parking sensors (Intuitive Parking Assist $500), upgraded LED headlights ($1,116), and wireless smartphone charging ($220). Total MSRP including destination: $50,433.

Interior Highlights
Stepping inside the Lexus NX 300h cabin reveals a cool, modern interior with soft leather seats and dark Umber trim. The quality of materials is top-notch, with soft-touch surfaces that look and feel rich. Lexus pays attention to detail with features like the contrasting stitching, wood trim, and the modern analog clock. The center stack and console have a distinctive Z-shape profile, which adds a sense of sportiness to the crossover.
What we didn’t like was using the Remote Touch pad that controls the information display. It’s hard to use and draws attention away from the road. It’s also harder to use than the joystick-like touch controller in the Lexus RX.
In the rear, passengers will find generous room despite the vehicle’s modest overall dimensions, but cargo space is less than many other compact crossovers. With the seats up, the NX 300h offers 17.7 cubic feet, making it less spacious than many competitors. With the seats folded flat, it gets 53.7 cubic feet of total volume.

Engine & Fuel Mileage Specs
The 2017 Lexus NX 300h features a gasoline-electric hybrid powertrain that combines a 2.5-liter four-cylinder engine with three electric motors, supplied by a nickel-metal hydride battery pack. Together, they produce a maximum output of 194 horsepower. It comes mated with an Electronically Controlled Continuously Variable automatic transmission. All-wheel drive is now standard for 2017 making the crossover a capable all-weather vehicle.
The NX 300h gets an EPA-estimated fuel economy rating of 33/30 city/highway and 31 combined.
Driving Dynamics
We drove the majority of our miles this weekend on the highway, so we didn’t enjoy the fuel mileage benefits city commuters would. On the road, the cabin of the NX 300h is quiet and comfortable. The only noise we heard was the drone of the CVT. The power and acceleration are typical of a Toyota hybrid with rather slow but relaxed driving dynamics. It’s not a powerhouse, but it will get you onto the highway without an issue when you step on the gas. It’s also small enough to maneuver in urban traffic and will navigate tight city streets with ease.
A snow storm hit the mountains of Colorado west of Denver and we had the opportunity to try out the standard Torque Control all-wheel drive system. It relies solely on one of the electric motors to drive the rear wheels, making it less capable than other AWD systems. We experienced some wheel slippage on the slick, snowy streets and felt it didn’t give us the maximum traction needed for these types of situations.
Conclusion
With the emphasis on going green these days, the NX 300h delivers above average fuel economy for a compact luxury SUV. The NX 300h is the only compact luxury SUV on the market that’s also a hybrid. The luxury model offers a high-quality interior, sharp styling, and a quiet ride. If you don’t need to haul a lot of cargo, it will be an excellent urban commuter you can maneuver with ease.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2017 Lexus NX 300h Gallery

We trust Edmunds.com to give us the best, up to date, and TRUE pricing of what people are really paying for their cars. Get a free dealer quote at Edmunds on this car:

Lexus NX 300h Official Site.
Photos: Toyota Motor Sales, U.S.A., Inc.

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Extensive, High-Power-Charging Network Announced For Europe

Extensive, High-Power-Charging Network Announced For Europe

A new joint venture announced by BMW Group, Daimler AG, Ford Motor Company, and the Volkswagen Group with Audi and Porsche will bring 400 fast charging stations to Europe by 2020. The venture, known as IONITY, aims to make long distance travel easier for EV owners in Europe. BMW Group, Daimler AG, Ford Motor Company, and the Volkswagen Group have equal shares in the venture, although other automakers are welcome to join in the network’s expansion.
Upward Trajectory
IONITY plans to open 20 stations yet this year throughout major arteries in Germany, Norway, and Austria. Through 2018, the network will expand to over 100 stations, thanks to ongoing partnerships with Autobahn Tank & Rast, Circle K, and OMV. The stations, placed roughly every 75 miles, will accommodate electric vehicles from different manufacturers with a capacity of up to 350 kW per charging point. IONITY is seeking new locations, and working with infrastructure initiatives supported by the participating companies and political institutions.
“The investment underlines the commitment that the participating manufacturers are making in electric vehicles and relies on international co-operation across the industry,” a statement from the joint venture reads.
Universal Approach
The network will use the Combined Charging System to cut charging times compared to prior systems. The joint venture also hopes the indifference toward one specific brand will encourage growth and bolster the appeal of EVs. IONITY is based in Munich, Germany and the team is growing with reports saying the staff will reach 50 by the beginning of next year.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photo & Source: BMW Group, Daimler AG, Ford Motor Company, Volkswagen Group.

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2018 Nissan GT-R Arrives With New Trim Levels & Packages

2018 Nissan GT-R Arrives With New Trim Levels & Packages

The 2018 GT-R arrived at select Nissan dealerships this week, building on the significant changes made last year to the car. The 2018 model sees the addition of the Pure trim, the inclusion of Apple CarPlay, and a new black Kuro Night color for the Premium Interior Package.
Pricing for the 2018 GT-R lands roughly between $100,000 and $175,500, depending on the variant.
GT-R Grades
The GT-R Pure is billed by Nissan as the most affordable in the range with a starting MSRP of $99,990. Next is the Premium grade with Bose audio, Active Noise Cancellation and Sound Enhancement, and a Titanium exhaust system. The GT-R Track Edition adds a bit more performance, borrowing elements from the NISMO version. Naturally, the GT-R NISMO sits at the top of the mountain, with a number of performance-oriented enhancements for handling, aerodynamics, and power output. The GT-R NISMO will see limited North American production for 2018 as well.
Photo: Nissan North America.
Power & Performance
Vehicle design was paramount when it came to the new GT-R; any and all visual changes were intended to increase downforce, reduce drag, and boost aerodynamic efficiency overall. For example, engineers worked specifically to eliminate “hood deformation” to improve aerodynamic performance at high speeds. Looking a bit closer, the “curving profile” of the front under spoiler is worth noting. That was slightly extended and lowered a few millimeters to improve airflow at its lower edge. Furthermore, every GT-R is characterized by Nissan’s “V-Motion” grille for more effective engine cooling.
Pure, Premium, and Track Edition GT-Rs are equipped with Nissan’s 3.8-liter DOHC 24-valve V6. The engine is mated to a dual-clutch sequential 6-speed transmission and electronically controlled ATTESA E-TS all-wheel drive system. In total, it creates 565 horsepower and 467 lb-ft. of torque. By comparison, the GT-R NISMO is rated at 600 horsepower and 481 lb-ft. of torque. Each engine is hand-assembled in a special clean room by highly skilled technicians known as Takumi craftsmen. An aluminum plate revealing their name is added to the front of the engine.
Photo: Nissan North America.
Options & Pricing
An All Weather Package with Dunlop all-season tires and a unique coolant to water ratio is avaialbe for the Pure and Premium trims. The Premium can also be decorated with the (ideally named) Premium Interior Package. It includes hand-stitched semi-aniline leather with the aforementioned Kuro Night interior appointments. Below is a complete pricing chart for the 2018 Nissan GT-R. If you end up getting a new one, do send us a photo via Twitter: @Automoblog.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
GT-R Pure
$99,990
GT-R Premium
$110,490
GT-R Track Edition
$128,490
GT-R NISMO
$175,490
2018 Nissan GT-R Gallery

Photos & Source: Nissan North America.

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Memory Lane: The Milkman Mentor

Memory Lane: The Milkman Mentor

I always had an independent streak. From an early age, I wanted to blaze my way into the world. First, it was the paper route, which was pretty boring and the pay wasn’t great. Even small tips were hard to come by. During my rounds, I would wave to the man who delivered bread and baked goods for Weston, and wave to the Borden milkman. My earliest memory of a milkman dated back to early childhood. The milk was delivered by horse and wagon. Can I be that old? I remember looking at that great big creature wearing blinders, wondering what kind of beast it was.
Little did I know that one day, I would work for a milkman; one with a truck.
Promising Prospects
And so, I quit the newspaper business. I found work with the milkman on Saturdays and when school was out. The years must have been 1968 and 1969. Somewhere Ken Kesey’s 1939 International Harvester school bus was making its way to Woodstock. The summer of love had come and gone, but being too young, I hadn’t been able to partake in it anyway.
The milkman wasn’t very tall and had curly hair oozing out from under his cap. He wore his uniform proudly. He was strong, thanks to handling all those milk jugs day in, day out. Great with customers, he was often able to “up sell” since he had items on hand other than milk. And he wasn’t condescending toward me. I tried to emulate him. I didn’t have a uniform. Being a kid, I had a pass.
His truck was a bit rough; not that I cared. If memory serves right, it was a Divco-Wayne. It had a manual transmission and accordion doors, one on each side. There was a big, heavy wooden door at the back. Behind the driver’s seat was a wall the width of the truck with a metal sliding door. The truck had the unmistakable Borden graphics and colors, which included Elsie the Cow. This was one busy bovine, Borden arguably being the largest dairy product distributor at the time. I never once saw a competing milkman on the road.
Early Riser
The milkman left around 5am every morning, six days a week, and drove about an hour to the Borden plant. He picked up his supplies for that day and drove back to his territory. We lived in a suburb of a large metropolis. Not only did he sell milk, but he had an assortment of light and heavy cream, butter, eggs, chocolate milk, and even juice. Eggnog at Christmas time. If I’m ever at death’s door, all they need to revive me is an IV of eggnog in my arm. That’ll snatch me back from the Grim Reaper’s bony grip.
There was a folding seat on the passenger side. The seat itself folded up into the back-rest. When the truck was overloaded during the holidays, crates were stacked inside the cab and I had to sit on them. Thankfully, I had a cushion for such occasions to put on top. The milkman had something like 400 customers listed in his gray hardcover ledger. The ledger had become swollen over time, although the spine remained unbroken. He noted everything in pencil and each client had a page or half a page. Not that he had to visit each one of them every day, but during Easter, Thanksgiving, and Christmas, we had to step it up and see nearly all his customers. That’s when crates of extra goods were piled inside the cab.
A restored 1948 Divco Hull’s Dairy truck on display at the 2015 Shenandoah Antique Automobile Club of America (AACA) meet. Photo: Christopher Ziemnowicz.
Daily Grind
On his way back from the plant, he would pick me up around 7am in front of my friend’s house. I remember one time getting up when it was still dark. There was a woodstove in the basement where I slept. I proceeded to put a log on the fire as the room felt a bit chilly. Half asleep in the early dawn, I noticed a log in front of the stove, wondering what it was doing there. I quickly brushed that thought aside and went to pick it up. It got up on its four legs and walked away. It turned out it was the cat. Smart cat. I would eat a quick breakfast and grab my lunch bag which consisted mostly of sandwiches my mother prepared. I was very grateful when noon rolled around as I was always famished.
Saturday was the busiest day of the week, and I would put in a 12-hour shift; longer during the holidays. I loved it. In addition to delivering dairy products, we often collected money for the purchases each customer made during that week. I was a bit of a stickler, and once in a rare while argued with customers who didn’t want to settle what they owed. I reasoned the milkman was paying me to do my job. I was never mean, simply business-like.
Tricks of the Trade
Back then, the milk crates were made of heavy gauge metal wiring with small loops at the top for stacking. Unfortunately, they would get bent from a lot of handling and often get tangled, much to our displeasure. One time, he got angry. We were at the back of the truck and he struggled to untangle a couple of stuck crates. He politely asked me to step away from the door opening. He eventually pried the top crate off, jumped onto the pavement with the crate, and threw it as far as he could (which was pretty far). If milk crate tossing had been an Olympic event at the 1968 Mexico City games, he would have won gold. He didn’t say a word as he put the crate back in the truck and we drove off.
This took place in the parking lot of a high school where he was supplying coffee cream and milk. We had to check the milk dispensers in the cafeteria and if they were out, we had to remove the empty bag, and install a five gallon bag of milk. Milk, like water, is heavy. When I first started, the gallons of milk were in glass bottles, not plastic, which would become available around 1969 along with plastic milk crates.
Living up north, we had to contend with the changing seasons. Winter could be a challenge. The truck windows would frost over as we constantly opened and closed the doors. We scraped the windows more on the inside than the outside. The heater was next to useless and the wipers were vacuum operated, if I’m not mistaken. There was a small fan inside a metal cage, but it did nothing. Not in winter. Not in summer. Despite ridges, the metal steps leading in and out of the truck would become very slippery when wet or iced over.
Photo: Christopher Ziemnowicz.

Unsteady Greenhorns
A couple of days before Christmas, fearing an extremely busy day, the milkman hired an extra helper. He was a bit older and taller than me. He was rearin’ to go. At one point, he was next in line to make a delivery. The boss explained to him where to go and what to take, which was a gallon of milk in one of the new plastic containers. It was snowing heavily. The door was open and the new hired hand was ready to make his delivery just around the next corner.
As the milkman turned left, the new guy slipped off the icy step and fell flat on his ass in the middle of the intersection. The milk jug hit the pavement and the impact pushed the cap open, spraying milk all over the unsuspecting kid. Luckily, there was no traffic. The milkman and I looked at each other briefly, and realizing that the ejected delivery man was no worse for wear, we burst out laughing. The slush had cushioned his fall. He got back in the truck, his ego bruised more than his derriere. We continued on. He made his delivery and completed the day’s work, but I never saw him again.
Beautiful Girls
Summer was more fun. We’d ride around with the doors open, taking in the scenery. The oil crisis hadn’t hit yet and it was the heyday of muscle cars. The big three were churning them out; even AMC was in the mix. You had GTOs, Mustangs, Barracudas, AMX. And all divisions within those companies were producing pavement-tearing machines like Camaros, Chargers, Cobras, and Marlins. The list goes on.
It was around that time I became interested in girls. I liked one in particular. She had an afro. She was into teen magazines. I recall seeing on one of the covers a photo of The Monkees. They were older and hip. How could I compete with her fantasies? Ironically enough, her father drove the ice cream truck. The jingle was the magic rallying call for all the neighborhood kids to gather ‘round.
“I’ll have a soft ice cream cone dipped in chocolate, please.”
Hearing that jingle all day long would have driven me bonkers had I been the ice cream man.

Bittersweet Work
Besides the usual seasonal woes and crappy crates, delivering milk wasn’t always a bed of roses. I remember a German Shepherd jumping out from behind a fence, barking his head off. He scared the living daylights out of me. The milkman made my delivery that time. At the end of the day, we would restack the empty crates at the back and keep what was left over at the front, behind the sliding door. The truck was ready for the next day. After a job well done, the milkman would drop me off at my friend’s house, less than a block away from mine. Cash in my pocket; I would admire his uncle’s car. He was an accountant and drove an orange Corvette, a convertible at that. That put a gleam in my eye.
My father was transferred out of town because of his work and so regrettably, it was the end of my career delivering milk.
Farewell Elsie
The meandering roads we enjoy traveling are about more than just passenger cars. They are also about big rigs and little rigs delivering most, if not all the goods we take for granted in life. Sure, we often find it annoying to be stuck behind a semi or slow moving van for any length of time. That being said, a lot of us have wondered what it would be like to drive a 16-speed Kenworth or Peterbilt and talking on the CB.
“Papa bear is hiding behind the billboard.”
Are CBs still in use? Or have they all been replaced by cell phones?
The days of people delivering baked goods and dairy products are gone. The name Borden remains here and there but the company I knew is no longer. Bits and pieces of what survived were sold off or scooped up by other businesses. Borden Dairy ended up in Texas, but is nowhere near the size it once was. I cherish the time I spent working for a milkman and I am happy to see there are a few old Borden trucks still in existence, showing off their bright, yellow accented paint schemes and graphics. If you see a funky old bus or an old delivery truck zoom by, wave at it. Its occupants will be thrilled.
As Spock would say: “Live long and prosper, Elsie.”
Michael Bellamy is the author of our Memory Lane series. He enjoys driving his 1997 Lincoln Mark VIII LSC and 2003 Dodge Dakota.
More photos of the 1948 Hull’s Dairy Divco truck by Christopher Ziemnowicz can be found here.

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