Automotive

2018 Ford Expedition FX4: For The Great Unknown (Or Getting Groceries)

2018 Ford Expedition FX4: For The Great Unknown (Or Getting Groceries)

Okay, so Ford says their all-new, 2018 Expedition with the FX4 Off-Road Package is the most “off-road-capable Expedition ever,” to which I say so what? If you think about it, that’s not saying much, given how little your average SUV is driven off-road, let alone in extreme off-road conditions. Ford more or less admits this by saying, “for the more than 20 percent of Expedition owners that use their SUV for off-road adventure, Ford introduces the all-new 2018 Expedition FX4 Off-Road Package, making this the most off-road-capable Expedition ever.”
Too Much Or Just Right?
In other words, only one out of five Expedition owners actually drive off the pavement. That’s like Craftsman saying, “hey, did you know that 20 percent of people who buy our tools actually use them to turn screws with?” That’s really nothing much to crow about, Ford.
So the all-new, 2018 Expedition with the FX4 Off-Road Package is better at going off-road. Good, I applaud that. I really do. But as it sits on the showroom floor, don’t expect any of these guys to be turning up at King Of The Hammers or the just run Mint 400. It’s better at running off-road no doubt, but it sure ain’t going to be running in this year’s Dakar Rally. Mostly, it will excel doing what most prospective owners want it to do: commute, haul groceries, get the kids to school and back, or soccer practice and back, and, two or three times a year, maybe do some camping. That’s the truly ironic thing here. Ford has done all these rather impressive upgrades and yet a majority of owners will never use it for that.
2018 Ford Expedition FX4. Photo: Ford Motor Company.
Lightweight & Intelligent Tech
It all starts with the Expedition’s high-strength, aluminum-alloy body, which is new this year, and the redesigned high-strength steel frame. Going this route cut 300 pounds, which is a lot. It’s like carrying a dirt bike for free, weight-wise. Anyway, that’s just the starting point for Ford. From there on out, they hang on lots of genuine off-road goodies that are pretty interesting.
For starters, there’s the patented electronic limited-slip rear differential. This helps improve off-road performance in low-traction situations, obviously, by automatically varying power side-to-side – that’s what limited slip diffs do. The thing is geared at 3.73:1 and is electronically limited, rather than the old fashioned sorcery of mechanical diffs (which I still don’t understand, to be honest). The Expedition’s new electronic diff also enhances towing performance and capability, which is a good thing.
There are off-road-tuned shocks, which are more stiff and designed to keep the wheels planted terra firma, whether that’s the road, the dirt or the etc. And of course the FX4 package comes with better all-terrain tires. These off road meats come with thicker sidewalls to preserve a smooth ride while bringing the traction needed over bad terrain.
Photo: Ford Motor Company.

Proper Protection
Did you say skid plates? Oh my yes the 2018 Ford Expedition FX4 has skid plates. This thing has seven skid plates. The seven deadly skids, if you will. There’s a new sand shield to protect the turbocharger intercoolers from getting clogged when driving through tall berms and sand dunes, plus steel plates to protect the steering gear, the engine, the transmission, and transfer case, plus a full-length guard for the fuel tank. Also, the chin spoiler beneath the front bumper has been shortened to improve approach angles.
In the non-technical category, there’s a slew of bits and pieces and parts to make your 2018 Ford Expedition FX4 look good. There are 18-inch Magnetic Metallic-painted cast-aluminum wheels unique to the FX4, chrome running boards, and FX4 badging on the liftgate and front fender. And there is also the handy little goody of new rubber floor liners that feature deep side sills. Think of these as factory versions of WeatherTech floor liners. They can be removed and cleaned of any mud, sand, water or what have you without all that gunk making it into your much harder to clean carpet.
Photo: Ford Motor Company.
Terrain Management
The FX4 Expedition also comes with Ford’s new Terrain Management System. The TMS lets you select from seven drive modes that automatically adapt to different road conditions. There’s normal mode for around town driving; sport for “more spirited trips;” tow/haul for improved towing and hauling performance, obviously; eco for better fuel economy; grass/gravel/snow for loose terrain; sand for even lower traction situations and, at the far end of the scale, mud/rut for traveling over uneven surfaces. You can manually select either 2WD or 4WD in any mode.
Power & Performance
The all-new Expedition has tons of interior space, the-now-ubiquitous connectivity and smart technology features everyone expects, and the much-loved EcoBoost engine. The 3.5-liter EcoBoost cranks out 375 ponies and 470 lb-ft. of torque. It also comes standard with Auto Start-Stop and a new 10-speed transmission. Towing? How about 9,300 pounds? Not bad.
The 2018 Ford Expedition FX4 goes on sale this fall. So sure, 80 percent won’t notice what all that stuff is there for, but for the other 20 percent of you, enjoy.
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.
Photo: Ford Motor Company.
Photos & Source: Ford Motor Company.

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The Jaguar XE SV Project 8 is the most powerful road-going Jaguar ever

The Jaguar XE SV Project 8 is the most powerful road-going Jaguar ever Thanks to upgrades from Jaguar-Land Rover’s Special Vehicle Operations (SVO), the Jaguar XE SV Project 8 cracks 200 mph.

What’s going on?
The Jaguar XE is a compelling alternative to the compact luxury sports sedan perennials from Germany. But ever since the XE came out, there hasn’t been a competitor to the high-performance variants of the Germans such as the BMW M3, Audi S4, and Mercedes-AMG C-Class…until now.
Meet the all-new Jaguar XE SV Project 8, the most powerful and agile road-going Jaguar ever made.
As the first hand-assembled model by SVO, the new Jaguar XE SV Project 8 is the culmination of Jaguar-Land Rover’s $25 million investment into the SVO Technical Center in Warwickshire, UK. Basically, the it’s the performance branch to Jaguar, like Mercedes-AMG is to Mercedes-Benz, and BMW M Division to BMW.
“SVO’s raison d’être is to produce halo vehicles that push the boundaries in terms of luxury, performance and all-terrain capability. Project 8 is a great example of what happens when enthusiastic designers, engineers and manufacturing specialists are given the opportunity to create an extreme performance sports car without compromise,” said John Edwards in the car’s launch statement, the managing director for J-LR Special Operations. “Project 8 will be assembled by hand in the new SVO Technical Center, and we’re confident that our enthusiastic and demanding clients will love driving Project 8 as much we do!”
What’s cool about it?
The first thing you’ll notice about the Jaguar XE SV Project 8, besides its radiant orange hue, is the bonkers boy-racer performance kit. The front lower fascia gains a new look with odd-looking vents meant to gobble up massive volumes of air for cooling and aerodynamics. But more so, the entire kit reduces the weight of the XE, thanks to extensive use of carbon fiber for both front and rear bumpers, the adjustable rear wing, and the rear diffuser.
Under the hood sits the latest and greatest iteration of Jaguar’s ubiquitous AJ-V8, displacing 5.0-liters and with support from a supercharger, producing 592 horsepower and 516 lb-ft of torque. Those 592 horses go through a ZF-sourced eight-speed Quickshift automatic and all-wheel traction to help put the power down. Jaguar claims a top speed of over 200 mph and a 0-60 time of 3.3 seconds.

Though carbon-based materials don’t just find themselves in body parts. The Jaguar XE SV Project 8 also comes standard with Jaguar’s latest Carbon Ceramic Brake system, making it the first Jaguar to feature the system. The CCB system also works in tandem with the stability and traction control and the Electronic Active Differential with Torque Vectoring by Braking to counter understeer. In simplified terms, the XE SV Project 8 basically utilizes braking power to simulate what a typical, mechanical limited-slip differential and stability control would do under aggressive cornering. But now, the systems work more with each other and are optimized for increased performance.
While you can get into the Jaguar XE SV Project 8 and just go anywhere like a bat out of hell, Jaguar equipped the vehicle with fully adjustable Continuously Variable Dampers in the suspension. Owners can adjust the ride height and shock stiffness, making it the most track-biased SVO car to date. Additionally, other details include a swap out of various bushings and bits for more expensive more capable ones to help reduce mass and improve handling response and precision.
On the inside, the Project 8 features four seats only, versus the standard XE’s five. Up front sit magnesium-framed Performance seats with contrast stitching and Premium Jet leather, complemented by Miko suedecloth trim. Alcantara festoons surfaces such as the dashboard, door panels, and steering wheel. And although the Project 8 is performance oriented, there’s still plenty of Jaguar swag to keep things luxurious.
A 10.2-inch tablet-like touchscreen comes standard for the Jaguar InControl Touch Pro infotainment system. For those keeping tabs on track times, there’s even an integrated stopwatch and telemetry application to help bolster track-day bets with friends. Above it all, the Project 8 is also one fast 4G WiFi hotspot.
When can I get one?
Jaguar-Land Rover SVO claims only 300 of these Project 8s will hit production worldwide and only in left-hand drive. Prices aren’t available just yet, but that should surface closer to the car’s launch, following its debut at the 2017 Goodwood Festival of Speed. And expect to be high.
– By: Chris Chin
Jaguar XE SV Project 8 Specifications
TECHNICAL DATA
JAGUAR XE SV PROJECT 8
ENGINE & TRANSMISSION9

Engine capacity (cc)
5,000
Layout
V8 Supercharged gasoline
Power
592HP @ 6,500rpm
Torque
516- lb. ft. @ 3,500-5,000rpm
Transmission
8-speed Quickshift automatic, All-Wheel Drive, Stop/Start
CHASSIS

Front and rear suspension
Front: independent, double wishbones, adjustable coil springs, CVD dampers
Rear: independent, Integral Link, adjustable coil springs, CVD dampers
Front brakes
15.7-in/400mm Carbon Ceramic Braking discs, six-piston sliding caliper
Rear brakes
15.6-in/396mm Carbon Ceramic Braking discs, single-piston sliding caliper
Wheels and tires
Front: 9.5 x 20in forged alloy, 265/35 R20 Michelin Pilot Sport Cup 2
Rear: 11 x 20in forged alloy, 305/30 R20 Michelin Pilot Sport Cup 2
Steering
Rack-and-pinion; electromechanical
DIMENSIONS

Length
185.6-in / 4,713mm
Width including mirrors
81.7-in / 2,075mm
Width excluding Mirrors
76.9-in / 1,954mm
Road Height
56.5-in / 1,436mm
Track Height
55.9-in / 1,421mm
Wheelbase
111.6-in / 2,835mm
Weight
From 3,847-lbs / 1,745kg
PERFORMANCE9

0-60mph
3.3 sec(1)
0-100km/h
3.7 sec(1)
Top speed
200mph(1)
Jaguar XE SV Project 8 Gallery

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Aston Martin Confirms First All-Electric Vehicle With RapidE

Aston Martin Confirms First All-Electric Vehicle With RapidE

A concept vehicle no more says Aston Martin, confirming the RapidE will come to fruition. The forthcoming all-electric RapidE underscores Aston Martin’s commitment to low- and zero-emission vehicles, a critical component of the automaker’s Second Century Plan as directed by President and Chief Executive Officer, Dr. Andy Palmer.
The vehicle was developed alongside Williams Advanced Engineering in Grove, Oxfordshire, England.
Concept Rooted
The RapidE is based upon the Rapide AMR concept and will look similar to the Rapide S, although an all-electric powertain will replace the V12 of the Rapide S. Aston Martin promises “instantaneous delivery characteristics,” meaning the RapidE will probably be a blast to drive. The RapidE Concept first appeared in October 2015 and according to Aston Martin, was a significant milestone toward an electrified portfolio.
“RapidE represents a sustainable future in which Aston Martin’s values of seductive style and supreme performance don’t merely co-exist alongside a new zero-emission powertrain, but are enhanced by it,” Dr. Palmer said. “RapidE will showcase Aston Martin’s vision, desire, and capability to successfully embrace radical change, delivering a new breed of car that stays true to our ethos and delights our customers.”
Photo: Aston Martin The Americas.

Valuable Partnerships
The aforementioned Williams Advanced Engineering has played, and will continue to play, an important role in bringing the RapidE to market. The company feels honored to be apart of the vehicle’s development.
“This project with Aston Martin will draw on the extensive battery and EV experience we have accumulated, and we are extremely pleased to be supporting this prestigious British company with their future electrification strategy,” explained Paul McNamara, Technical Director, Williams Advanced Engineering.
McNamara also touched on the importance of working together when it comes to developing more energy efficient automobiles.
“Williams Advanced Engineering has always endeavored to work collaboratively with its customers to meet their sustainability challenges and find energy efficient solutions,” he said. “For today’s car manufacturers, this is particularly important as legislation demands more energy efficient vehicles.”
Supply & Production
The Aston Martin RapidE will have a limited build run of 155 units; expect production to get underway in 2019. Those who enjoy more traditional powertrains from the British marquee need not worry.
“The internal combustion engine has been at the heart of Aston Martin for more than a century, and will continue to be for years to come,” Dr. Palmer added.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photo: Aston Martin The Americas.
Photos & Source: Aston Martin The Americas.

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2020 Ram 1500 EcoDiesel: A Brief Look At The Changes & Updates

2020 Ram 1500 EcoDiesel: A Brief Look At The Changes & Updates The 2020 Ram 1500 receives a more powerful EcoDiesel engine.
Horsepower and torque increase by eight and 14 percent respectively.
The Italian-built diesel mill will arrive in the fourth quarter of this year.
The redesigned 2019 Ram 1500 remains a tough, durable, and smooth-riding truck. However, it came to market without the previously optional 3.0-liter diesel V6, more commonly known as the EcoDiesel. But it’s not the end of the world. The Pentastar 3.6-liter V6 and 5.7-liter Hemi are still worthy of praise. However, one can’t help but wonder why Ram is holding back on the EcoDiesel.
Is it a matter of waiting for the right time to strike?
Maybe.
After Ford and GM’s announcement of new light-duty diesel engines, along comes Ram with their V6 EcoDiesel. Coincidence? Maybe, maybe not. Still, it’s no surprise the 2020 Ram 1500’s new diesel motor is more powerful and torquey than the one it replaces.
The EcoDiesel Has More Power & Torque
Ram uses the same 3.0-liter displacement as before, albeit re-tuned to churn out 260 horsepower and 480 lb-ft. torque. By comparison, the previous EcoDiesel produced 20 less horsepower and 60 lb-ft. less torque. Thank you, Ram (said every diesel truck buyer).
The engine is fitted with a forged steel crankshaft and connecting rods. It’s a dual overhead camshaft (DOHC) design with four valves per cylinder and a 60-degree angle between the cylinder banks. Ram opted for a compacted graphite iron block, which weighs less than grey cast iron.
This hike in power is courtesy of lighter aluminum pistons, redesigned intake ports, and new high-pressure fuel injection and EGR (exhaust gas recirculation) systems. Ram also threw in a water-cooled VGT turbocharger with variable vanes. And by changing the compression ratio to 16.0:1 from 16.5:1, Ram was able to coax the EcoDiesel into producing more power at higher engine speeds.
The high-pressure (29,000 psi/2,000 bar) fuel injector nozzles were redesigned to match the newly-optimized combustion chamber. Photo: FCA US LLC.
Ram 1500 EcoDiesel: How Does It Compare To Ford & Chevy?
It’s actually pretty good. If the numbers stay where they are, Ram will have the advantage in the torque department for half-ton trucks. The 3.0-liter Power Stroke diesel V6 in the Ford F-150 is good for 250 horsepower and 440 lb-ft. of torque. The Ram 1500 EcoDiesel has 10 more horsepower and 40 more lb-ft. of torque.
On the other hand, the Chevy Silverado’s 3.0-liter Duramax (in-line six) churns out 277 horsepower, which tops the EcoDiesel’s 260 rating. The Duramax Silverado 1500 produces 460 lb-ft. of torque, a healthy number but still 20 lb-ft. shy of the EcoDiesel. When compared to the Duramax Silverado, Ram’s mill has more on the low end.
There is some variance as to what point these trucks hit their peak torque. For example, the new EcoDiesel produces its peak torque at 1,600 rpm. And while GM’s mill peaks earlier at 1,500 rpm, it does best Ford’s Power Stroke, which comes higher at 1,750 rpm.
The EcoDiesel uses a forged steel crankshaft and connecting rods for strength and durability. The aluminum alloy pistons are cooled on the underside via oil jets. Heat-treated aluminum cylinder heads use individual bearing caps to reduce friction and minimize NVH. The chain-driven overhead camshafts employ roller-finger followers. Photo: FCA US LLC.
The 2020 Ram 1500 Can Move Mountains
Well, not exactly a real mountain but you know what I mean. The point is, this new EcoDiesel will haul like no other with 480 lb-ft. of torque. Having mountains of torque means having the power to move heavy loads. While the Ford F-150 Power Stroke is good for 11,400 lbs. when properly equipped, the 2020 Ram 1500 EcoDiesel has a maximum towing capacity of 12,560 lbs.
I’m not exactly sure how to best visually represent 12,560 lbs. All I can tell you is the Ram 1500 EcoDiesel can tow the weight of four Volkswagen Golfs.
Related: “The Hemi V8 roared to life.” Our full review of the Ram 1500 Longhorn.
For Work & Play
The good news doesn’t end there for Ram fans. With an innovative coil spring rear suspension and lighter body, the 2020 Ram 1500 straddles the fine line between work, play, and everything between. It still gets the eTorque mild hybrid system for 2020 to improve fuel economy while providing short bursts of power. Ram’s eTorque mild-hybrid powertrain resulted from an extensive redesign of their 1500-series trucks, the changes of which are already on the market for 2019.
However, Ram has yet to reveal fuel economy numbers for the new EcoDiesel – just that they expect to lead the segment.
“The all-new EcoDiesel engine and our eTorque mild-hybrid powertrain technologies deliver the highest available fuel efficiency for our Ram 1500 customers,” said Reid Bigland, Head of Ram trucks.
2020 Ram 1500 Rebel with an EcoDiesel engine. Photo: FCA US LLC.
Ram EcoDiesel: Manufacturing & Availability
According to an old proverb, good things come to those who wait. Ram says pricing and actual fuel economy ratings will be announced as the new 1500 pickup goes on sale in the final quarter of this year. The EcoDiesel was one of Wards 10 Best Engines for three consecutive years (2014, 2015, 2016).
The engine is produced at the FCA Cento facility in Ferrara, Italy. The 2020 Ram 1500 is built at the Sterling Heights Assembly Plant (SHAP) in Sterling Heights, Michigan.
Alvin Reyes is the Associate Editor of Automoblog. He studied civil aviation, aeronautics, and accountancy in his younger years and is still very much smitten to his former Lancer GSR and Galant SS. He also likes fried chicken, music, and herbal medicine.
Photos & Source: FCA US LLC.

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2015 Aston Martin Vantage GT Texas Direct Auto 2015 GT Used 4.7L V8 32V Automatic RWD Convertible Premium

$73,610.00
End Date: Thursday Jun-20-2019 10:04:00 PDT
Buy It Now for only: $73,610.00
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2019 Toyota RAV4 Adventure Review: Just Functional Enough

2019 Toyota RAV4 Adventure Review: Just Functional Enough 93solid2019 Toyota RAV4 AdventureOverall ImpressionGood daily driver.Easy-to-use controls.Plenty of tech features.ProsComfortable Ride QualityCargo & Passenger SpaceConsLackluster Power (At Times)Cost Jumps Fast w/ Options The 2019 Toyota RAV4 gets a redesign and the Adventure trim is the coolest looking in the small SUV’s lineup. It comes with extra exterior cladding plus an upgraded all-wheel-drive system that includes torque-vectoring technology for off-pavement use. This model is for those who want to get away from the city on the weekends and do some exploring in the wilderness. It’s not an extreme off-road animal, but functional enough for fun activities like camping and kayaking.
This week, we’ve been driving the 2019 Toyota RAV4 Adventure with all-wheel drive.
What’s New For 2019
The RAV4 is completely redesigned for the new model year, riding on Toyota’s TNGA-K platform for a lower center of gravity versus the previous RAV4. Now in its fifth-generation, the 2019 Toyota RAV4 comes in both gas and hybrid variants. Toyota’s comprehensive Safety Sense 2.0 package joins a host of connectivity features like Amazon Alexa, Google Assistant, Siri Eyes Free, and Apple CarPlay. Trim levels for gasoline models include LE, XLE, XLE Premium, Adventure, and Limited.
Features & Options: Comfort & Safety
The 2019 Toyota RAV4 Adventure AWD ($32,900) comes standard with a power liftgate, leather-wrapped steering wheel, power-adjustable driver’s seat, simulated leather upholstery (SofTex), and an upgraded interior. It also features automatic LED headlights, foglights, heated mirrors, push-button start, keyless entry, dual-zone automatic climate control, and additional USB ports.
Related: The 2019 Toyota RAV4 is just the right size for our tastes.
The 2019 RAV4 is standard with the aforementioned Safety Sense 2.0 package, which includes a Pre-Collision System with Pedestrian Detection; Full-Speed Range Dynamic Radar Cruise Control; Lane Departure Alert with Steering Assist; Automatic High Beam, and Lane Tracing and Road Sign Assist. Our tester was also equipped with blind-spot monitoring and rear-cross traffic alert.
The 2019 Toyota RAV4 Adventure is ideal for weekend trips.
What Is The Toyota RAV4 Adventure Trim?
The Adventure trim adds some special styling features: 19-inch alloy wheels, fender flares, and taller roof rails, for example. There’s an enhanced rearview camera, embossed seating details, and an upgraded driver information display with an eight-inch touchscreen. The all-weather floor mats and satellite radio were two extras we enjoyed having. Performance-wise, the Adventure trim has a few extra tools when it’s time to get away from the city.
For example, it comes with 8.6 inches of ground clearance (standard model has 8.4 inches) and the TRD Off-Road suspension. It features a Multi-Terrain Select system with Mud & Sand modes for beach driving, or a Rock & Dirt mode for trails. The Snow mode is for wintry conditions, something we would use here in Colorado. The Adventure trim is also dressed up with 18×7-inch matte black TRD alloy wheels with Falken Wildpeak A/T Trail all-terrain tires.
This Adventure tester also came with the optional weather package ($1,185), navigation ($1,620), Technology package ($1,265), and a power/tilt moonroof ($850). Total MSRP including destination: $39,948. By comparison, the 2019 Toyota RAV4 starts at $25,650, with the Adventure trim beginning at $33,050.
2019 Toyota RAV4 Adventure interior layout.
Interior Highlights: Orange Highlights & Plenty of Room
We jumped inside our Adventure RAV4 to find a stylish cabin with orange stitching that really popped against the black seats. The orange theme continues around the cupholder, cellphone charging pad, and above the glove box. We found the interior to be well-built with some nicely-layered and soft-touch materials. The hard plastics on the door panels and around the dash are not without their purpose, as they are easy to clean. The rubberized grip surfaces on the interior door pulls and the radio and climate knobs are a nice touch for this trim.
The front seats are comfortable and supportive, and we think the synthetic leather feels like the real thing. The power driver’s seat and tilt/telescoping steering wheel allowed us to find the perfect driving position. We also like the radio and climate controls which are easy to find and use. Technology abounds in the 2019 RAV4, with a laundry list that starts with Toyota’s Entune 3.0 Audio system and expands to Verizon Wi-Fi.
In the back, your passengers will be comfortable and there’s enough room for taller people, even behind a taller driver. There’s also enough headroom in back even with the raked roof, plus a seat recline feature if you want to get more comfy on a long trip.
The RAV4’s cargo carrying-ability is among the biggest in the class, and that’s true whether the seats are up or down. There’s 37 cubic feet behind the rear seats, and 57 cubes behind the front. It’s also low and easy to load as we had some extra big boxes to carry this week. The power liftgate made it more convenient too.

Engine & Fuel Mileage Specs
The 2019 Toyota RAV4 is powered by a 2.5-liter engine producing 203 horsepower (up 27 horsepower from last year). It’s more powerful and efficient, thanks to a higher compression ratio (13:1 on gas models) and Toyota’s D4-S fuel injection system, which combines direct and secondary port injectors.
The four-cylinder engine pairs with a new eight-speed automatic, both of which benefit from the RAV4’s lighter curb weight compared to last year. The improvements help the newly-redesigned RAV4 achieve an EPA-estimated 25/33 city/highway and 28 combined. Overall, the 2019 Toyota RAV4 is one of the most fuel-efficient compact SUVs available.
The RAV4 Adventure tows up to 3,500 lbs., while all other trim levels can only pull 1,500 lbs. The Adventure trim also comes with active grille shutters to increase efficiency.
The 2019 Toyota RAV4 Adventure has enough power for most driving situations, but can be lackluster at times.
Driving Dynamics: Some Noise But Solid Overall
We powered the RAV4 Adventure in and around the mountains west of Denver, the perfect environment for this compact trail runner. It has enough power for most driving situations, but could leave you wanting more ‘oomph’ if you have a full load of people and cargo, especially pulling mountain passes or long hills.
Around town it goes just fine, and merges onto the highway with ease. Once on the open road, the RAV4 provides a confident feeling at higher speeds. We did notice the engine noise inside the cabin when we pushed the SUV hard going up I-70 at altitude.
The eight-speed is smooth, and there’s no reluctance to downshift if you need power for passing. We left the transmission in Normal mode most of the week. Dialing it over to Sport, however, sharpens responsiveness and shift timing for more spirited driving.
The special TRD suspension and torque-vectoring all-wheel drive system help the RAV4 Adventure negotiate wet or snowy conditions easily. It can be taken off-road for light-duty work and will get you a little farther back into the high country than the standard model. In the twisty corners, there isn’t too much lean in spite of the taller ride height.
The 2019 Toyota RAV4 features an eight-speed automatic. The shifts are smooth and there’s no reluctance to downshift.
Related: On the road with the perfect weekend warrior, the 2019 Toyota Tacoma.
Conclusion: For Good Reason
With a completely new exterior look, the 2019 Toyota RAV4 Adventure stands out among most other compact SUVs. In general, the RAV4 is still one of the most popular SUVs for sale, and with good reason. It’s versatile, holds up to five passengers, and comes with Toyota’s reputation for durability.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. All of his firsthand reviews are archived on our test drives page. Follow Denis on Twitter: @CarReviewGuy
2019 Toyota RAV4 Adventure Gallery

Photos: Toyota Motor Sales, U.S.A., Inc.

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2017 Toyota Camry XSE V6 Review

2017 Toyota Camry XSE V6 Review

“If it ain’t broke don’t fix it,” is a motto credited to an old Georgia farmer who was talking about the government. Toyota has a habit of fixing things that aren’t broken but it has worked well for them. The Toyota Camry midsize sedan has been America’s best-selling car it seems like forever, and it’s still the best-selling model, thanks to Toyota engineers who keep fixing it. Simply put, it keeps getting better with age.
It stands in a super-competitive segment with the Honda Accord, Ford Fusion, and Hyundai Sonata. This week, we drove the 2017 Toyota Camry XSE V6.
What’s New For 2017
Toyota is taking a breather from fixing the Camry and the sedan has changed little for 2017. Even then, Toyota has tweaked the Camry’s top trim levels for more standard features, including an upgraded infotainment system and a wireless charging pad.
Features & Options
The 2017 Toyota Camry XSE V6 ($31,370) comes with 18-inch wheels, LED running lights, dual-zone automatic climate control, leather and simulated-suede upholstery, the aforementioned charging pad, an upgraded Entune system with 7-inch display, a smartphone app-based navigation system, and a 10-speaker premium audio system with satellite and HD radio. V6 models also get LED headlights, a sunroof, a noise-reducing windshield, and an auto-dimming rearview mirror.
Camry XSE adds a universal garage-door opener, auto-dimming mirror, and dual exhaust outlets.
Our XSE tester came with the optional Blind Spot Monitor ($500), Navigation ($710), and the Technology package ($750) that added adaptive cruise control, forward collision warning and mitigation, lane departure warning, blind-spot monitoring with rear cross-traffic alert, and automatic high beams. Total MSRP as tested including destination: $35,903.

Interior Highlights
The cabin of the 2017 Camry XSE hasn’t been changed much either since the 2015 remodel. The XSE has door sills that light up, comfortable, heated sport leather seats, and ultrasuede inserts with extra side bolstering. The interior features contemporary styling that’s simple yet with an elegant feel. There’s an abundance of contrasting stitching on the seats, doors, dash, center console, shifter boot, and steering wheel adding to the ambiance.
The climate control and premium audio with simple and easy to use controls is refreshing compared to some models. That’s not always the case in the cabins of some other automaker’s upper trim levels.
The 2017 Toyota Camry features one of the most comfortable and spacious cabins in the midsize sedan segment. The backseat offers plenty of room for taller adults and a rear-facing child seat can be installed. It will fit easily in the back. There’s also lots of storage and cubby holes up front to place things. Space in the trunk, at 15.4 cubic feet, is average for a midsize sedan.

Engine & Fuel Mileage Specs

Our Camry XSE tester came powered by the optional 3.5-liter V6 that produces 268 horsepower and 248 lb-ft. of torque. The sedan features a front-wheel drive configuration and a six-speed automatic, with Eco/Sport modes and steering wheel paddle shifters. With the V6, the Camry XSE gets an EPA-estimated 21/30 city/highway and 24 combined mpg. The mpg rating puts it on par with the competition.
Driving Dynamics
As is our practice, we took the Toyota Camry XSE into the mountains, west of Denver, to see how the V6 handles the altitude and the elevation change. Between Denver, which is 5,280 ft. above sea level and Evergreen, which is 8,500 ft. above sea level, is where I live. The 3.5-liter V6 engine delivered above average acceleration for a family sedan. Transmission upshifts are responsive, which is noteworthy, given that some competitor’s automatic transmissions are lethargic for the sake of fuel economy.
We kept the 6-speed automatic in Eco for a relaxed driving experience but dropped it into Sport mode later on. We used the steering wheel shifters for extra engagement while passing trucks on I-70. The sport-tuned suspension is responsive to driver inputs and fairly composed when going around tight mountain curves. The XSE dials up driver engagement if you have an itch to push the Camry a bit harder. It’s not as sporty as other rivals like the Mazda 6, but it’s not a rolling couch potato either.
Toyota’s V6 will sprint from 0 to 60 in 6.2 seconds, making it one of the quickest cars in the class. Fuel mileage suffers if you use that available power, however. The XSE’s 225/45R18 tires do provide a bit more grip than the standard Camry’s smaller meats; an advantage that’s intangible to the average driver. The sport suspension, however, delivers pleasant ride quality. It’s deliberate in quick maneuvers, but the electric power steering conveys very little of that tactile information to the driver.
Conclusion
The seventh-generation of Toyota’s Camry is still a good value for sedan shoppers because of Toyota’s traditional strengths of build quality, reliability, and resale value at trade-in. Camry is number one for a reason and delivers with a competent, quiet, and comfortable ride. For the average family, the XSE will deliver a satisfying commute. For a local business, the new Camry would be a good company car. The XSE trim does dial up excitement for those seeking a ride that’s a little higher on the fun-to-drive meter than the other Camry trim levels.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
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2017 Toyota Camry Official Site.
Photos: Toyota Motor Sales, U.S.A., Inc.

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Letter From The UK: Headed For The Rocks

Letter From The UK: Headed For The Rocks

Is The Great British Car Industry Heading For The Rocks?
A few weeks ago, the Conservative Government of the UK called a General Election in the belief they would gain a strong majority in the UK Parliament ahead of the Brexit negotiations. At the time this seemed very likely. The trouble is, they went on to run the most disastrous election campaign this country has ever seen. Overall, they are now in a much worse position to govern than before and that includes their dealings with the EU machine.
Now, with a much weaker hand to play, the British Prime Minister, Teresa May, has flown off to Brussels to give a speech to European Union leaders about one of the consequences of Britain leaving the EU. In this case, it is about EU citizens who live and work in the UK and their British counterparts who do the same in Europe.
All At Sea
It is a storm in a teacup. No reasonable government would kick out working citizens at a stroke but it does highlight something else. British agriculture has become use to a steady flow of migrant or itinerant workers from abroad who seasonally pick produce that can’t be garnered by automation.
The result of this is that the stream of such workers is starting to dry up because they don’t know where they stand. The thing is neither does anyone else. This has repercussions for our motor industry. With the possible exception (so I hear) of the current American administration, our leaders here don’t seem to have a clue what to do. Their solution so far is to keep bailing out the sinking ship of State in the hope that someone will bring along a bigger bucket.
A recent BBC News article reads: “David Cameron, his Chancellor George Osborne and many other senior figures who wanted to stay in the EU predicted an immediate economic crisis if the UK voted to leave. House prices would fall, there would be a recession with a big rise in unemployment – and an emergency Budget would be needed to bring in the large cuts in spending that would be needed.”
The Car Industry
The car sales industry in the UK and Europe is huge and Britain imports many cars from Europe and similarly exports out our brands. As the UK car industry is almost entirely foreign owned the worry is that the owners, come Brexit time in 2019, will jump ship fearing trade tariffs will make their UK production uneconomic. That would be a disaster for Great Britain. Further, UK car plants also depend heavily on the free movement of components to and from the continent.
The British Society of Motor Manufacturers & Traders are on record as saying that any new relationship with the EU would need to address tariff and non-tariff barriers, plus regulatory and labor issues, all of which “will take time to negotiate.” In short, they don’t think a deal can be sorted out in the next two years and that some form of interim arrangement must be implemented. This could mean, for example, that the UK stay in the single market and customs union until a new, overarching relationship between the two sides is brokered.
McLaren employees celebrate the 10,000th car from the McLaren Production Centre in Woking, England in December 2016. Photo: McLaren Automotive Limited.

Live In Hope Not Expectation
When asked, the SMMT’s chief executive said it was time to be pragmatic. He went on: “we accept that we are leaving the European Union and we share the desire for that departure to be a success. But our biggest fear is that, in two year’s time, we fall off a cliff edge – no deal outside the single market and customs union and trading on inferior World Trade Organization terms. This would undermine our competitiveness and our ability to attract the investment that is critical to future growth.”
In the typically aggressive manner the British have come to expect from EU negotiators over Brexit, their chief negotiator has said there can be no concessions. This is unhelpful. In general, the attitude of the big cheeses who run the European Union is like that of a child who can’t have its own way. They throw their toys out of the pram. This is not conducive to good business and the car makers, being intelligent and sentient beings and not politicians, know this. And they are worried.
The damage to the British car industry could be immense. There must be a solution and, because the car makers have to think long-term, there has to be one soon. Fortunately living in hope is a British trait. We don’t have any other choice.
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite

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2018 Dodge Durango: SRT Flavor With Every Bite

2018 Dodge Durango: SRT Flavor With Every Bite

Earlier this year, at the Chicago Auto Show, Dodge revealed the 2018 Durango SRT, effectively saying their answer to the world’s problems is to throw more horsepower at the situation. Waxing poetics aside, the strategy seems effective enough with Dodge taking the crown for the most powerful three-row SUV on the market today.
Dodge recently revealed the 2018 Durango R/T which has similar characteristics as its older brother.
Striking DNA
The Durango SRT is easily noticeable by its aggressive, yet functional hood which features a center air inlet duct flanked by heat extractors. The front lower valence houses a new cold-air duct system and LED fog lamps – these things are done in the name of style and performance, and R/T buyers will have this exact same setup on their Durango.
Engine choices include the 3.6-liter Pentastar V6 rated at 295 horsepower, the 5.7-liter HEMI V8 rated at 360 horsepower, and the 6.4-liter HEMI V8 rated at 475 horsepower. Regardless of which trim level buyers opt for in the Durango, Dodge is singing the hymns of power and performance. The automaker is keen to point out how buyers can get “SRT attitude” in every Durango powertrain.
“Performance is more than stats,” said Tim Kuniskis, Head of Passenger Car Brands – Dodge, SRT, Chrysler and FIAT, FCA – North America. “At Dodge performance is an attitude that permeates through everything we do.”
Photo: FCA US LLC.
Special Treatments
The Durango R/T is one of only two models available in a B5 Blue exterior color (late availability); Durango SRT being the other. Additional standard goodies for the R/T include Front Park Assist and a BeatsAudio system complete with a subwoofer and 506-watt amplifier. All 2018 Durango models come with a backup camera, a new sport steering wheel, and electronic T-shifter with an Auto Stick selector gate. Customers can also opt for the available hand wrapped instrument panel with accent stitching.
“We are strengthening the brand’s promise to deliver performance vehicles with world-class power, technology, and standout styling our customers have come to expect,” Kuniskis added.
Dealers are taking orders for the 2018 Durango with an anticipated arrival sometime in the third quarter. Pricing will be announced closer to the vehicles arriving at dealers. For the current model year, Durango trim levels include the SXT, SXT Plus, GT, Citadel, and R/T.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photo: FCA US LLC.
Photos & Source: FCA US LLC.

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