Jaguar XF: Exercise in elegant efficiency 2016

As promised, the all-new 2016 Jaguar XF sedan made its first appearance as part of a dramatic over-water high-wire crossing that took place in London's Canary Wharf district prior to its debut in New York. But that high-profile entrance aside, the second generation of Jag's popular midsize 4-door has an impressive story to tell in its own right. A comprehensive remake endows the 2016 XF with a more refined design coupled with upgraded dynamics, enhanced creature comforts and improved fuel economy in virtually all models

More attractive by design 

Based on the same aluminum-intensive platform that underpins the recently introduced Jaguar XE, the new XF is over 400 pounds lighter than the outgoing model, but has 28 percent greater torsional rigidity. That stiffer foundation complements a new double-wishbone front/Integral Link rear suspension - in both standard advanced-passive-damper form and the optional Adaptive Dynamics setup. The new XF also benefits from electric power-assist steering. Like the F-Type, XF buyers will be able to opt for Jaguar Configurable Dynamics that features driver-selectable settings for the shocks, steering and shift mapping of the car's 8-speed automatic transmission

Visually this new Jaguar reflects a focused evolution of the model it replaces, bolstering the current coupe-like character with shorter overhangs and bolder fascia treatments that give the XF greater presence. "In creating the all-new XF, as a design team we have been driven by discipline, the discipline of simplicity," noted Ian Callum, Jaguar's Director of Design. "Every exterior line on the XF has a clear purpose - nothing is superfluous." In addition to bolstering its curb appeal, the XF's redrawn bodywork contributes to an even lower 0.26 drag coefficient.  And while its overall scale is virtually unchanged, the remake also nets nearly two more inches of wheelbase - now 102.7-inches -- a dimensional stretch Jag claims endows the car with class-leading rear seat space that includes greater amounts of head/leg/knee room

Inside, the new Jaguar XF benefits from a similar purpose-driven evolution that complements traditional luxury touches with state-of-the-art technology. Highlighting that list is a reconfigurable 12.3-inch TFT instrument cluster first seen in the XJ sedan as well as the new InControl Touch Pro infotainment system. The most advanced package of its kind ever offered by Jaguar, it features a 10.2-inch Dual View touchscreen, solid-state hard drive and operates on "ultra-fast Ethernet for exceptional data transfer rates." Audiophiles will be able to listen to their favorite program material on a 17-speaker/825-watt Meridian digital sound system

Supercharged V6 power underhood  

Final drivetrain information is pending, but the 2016 Jaguar XF is expected to launch here with the same 340-horsepower and 380-horsepower 3.0-liter supercharged V6 engines found in the F-Type when it goes on sale late this year. Both engines will be backed by the aforementioned 8-speed automatic transmission whether they're sending motive force to the rear or to all four wheels. Although the 2.0-liter 4-cylinder and 3.0-liter V6 turbodiesel options remain Euro-only choices for now, there is a possibility we could see the 2.0-liter in showrooms here at some point

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Hyundai Tucson First Drive: A wallflower blooms 2016

It's a familiar scenario in family dynamics: The youngest is stuck with the hand-me-downs while the older kids get the latest stuff. The thinking goes that the smallest of the pack will eventually grow into the "new" things. Call it familial trickle-down economics
We see parallels in the automotive industry, where pricier flagship models are christened with the latest technology and amenities. Yet eventually, those hot new features become available even on the brand's entry-level cars, and though they may seem familiar within the automaker's lineup they'll still be relevant to buyers who have gone years between buying a car

A seat at the table

For the 2016 Hyundai Tucson, its day in the sun has arrived. The newly matured SUV is set to go on sale this month with a price that spans from $23,595 for a base model to nearly $35,000 for a loaded Limited Ultimate. For 2016, Hyundai's smallest and least-expensive crossover SUV has been given a full revamp. From its striking "Fluidic Sculpture 2.0" design to higher-strength steel, advanced safety features and a more efficient engine, the Tucson enters its third generation with so much appeal that it might just cause envy among its older siblings, the Santa Fe and Santa Fe Sport SUVs. It certainly aims to do that among its raft of small SUV competitors, which include the Honda CR-V, Toyota RAV4, Ford Escape, Nissan Rogue and Mazda CX-5
Like those other compact crossover SUVs, the 2016 Tucson remains a 2-row, 5-passenger hauler aimed at singles, young couples, empty-nesters and buyers in general who desire room for their active and busy lifestyles, but seek the maneuverability and good fuel economy of a smaller vehicle. And in a year in which Hyundai's crossover SUV sales are down 14.5 percent while the rest of the segment booms, the all-new Tucson couldn't come soon enough. While most of its rivals have been reborn or significantly refreshed in the past few years, the Tucson has gone six years between generations
That time frame has seen advanced powertrains, gee-whiz amenities like motion-activated power liftgates and driver-assist systems such as lane-departure warning, automatic braking and blind-spot monitoring trickle down from premium models to those who just graduated from eating at the kids table. The latest Tucson arrives available with all such features and more

New engine, new transmission

One of the biggest changes for this new Tucson is under the hood. While the base version uses a mostly carryover 2.0-liter 4-cylinder with a 6-speed automatic transmission, the three other trims -- Eco, Sport and Limited -- come with a 1.6-liter turbocharged and direct-injected 4-cylinder mated to a 7-speed twin-clutch automatic. This drivetrain replaces the previous 2.4-liter/6-speed automatic. The setup is already being used in the Hyundai Sonata Eco sedan, but it's a first in the small SUV segment. Hyundai says the benefit of a twin-clutch is a better blend of performance and fuel economy
Both powertrains come standard in front-wheel drive (FWD), and all-wheel drive (AWD) is optional. Worth noting is that Hyundai has kept the "lock" feature on AWD models. When engaged it splits torque 50/50 between the front and rear wheels. You're unlikely to conquer the Rubicon in one of these, but the feature could just get you out of a sticky or slippery situation amid mud or snow
One of the first things you notice in the new Tucson is actually a lack of something: noise. Like every other car maker, Hyundai is going to great lengths to make its vehicles quieter in the quest to minimize the dreaded NVH: noise, vibration and harshness. Great strides have been made with this latest Tucson

Steering to a better place

Here's another area where Hyundai has needed help -- more so than others: steering feel. A lack of it can result in what automotive critics deride as "numbness." Yet another fault can appear when modern-day power-steering systems aim to artificially stiffen or relax effort. The result can feel, well, artificial
Thankfully the Tucson's steering is improved over past models. It still doesn't feel as connected to the road as the athlete in this segment -- the Mazda CX-5 -- but for most drivers it will be more than fine. For those who do want to firm things up, the 2016 Tucson features the new Drive Mode Select, which enables you to toggle between Eco, Normal and Sport. In addition to adjusting power delivery and shift mapping, the system provides more resistance to steering, which makes for a more sporting experience when roads twist and turn

The department of power

In terms of power, the new Tucson's optional engine is adequate and feels about average in this class. It just does more with less thanks to turbocharging. At 175 horsepower, this 1.6-liter 4-cylinder has 7 fewer ponies than the larger, outgoing 2.4-liter 4-cylinder used in higher-trim Tucsons. But the gain comes in fuel economy, and it's impressive. Where the former model with that engine topped out at 28 mpg on the highway, the new one earns up to 33 mpg in Eco trim. It isn't quite class-leading -- the CR-V is rated up to 34 mpg with an automatic transmission, while manual shifters are blessed with a 35 mpg gold star in the Mazda CX-5-but it's impressive nonetheless
Power delivery itself is good, and the new 7-speed dual-clutch transmission felt smooth enough to pass for a traditional automatic. When we needed to pass slower vehicles on a 2-lane road, the Tucson was eager to kick down a gear or two -- especially in Sport mode -- but we would not turn down a few more horsepower to inspire more confidence in such situations

New, improved, and a true contender

Suspension work is another area in which the new Tucson is improved. While both front and rear setups are 20 percent stiffer than the outgoing model, this new SUV's ride was compliant on a variety of roads, including miles of gravel. We never felt punished in it
In fact, we quite relished our overall first blush in the new Tucson. And that goes for the front passenger seat as well, which now offers power adjustability. Beyond just powertrain improvements, the new Tucson showcased its new maturity in every other aspect, ranging from enhanced cargo space to its evolved infotainment system. (We'll touch on all those aspects in our forthcoming full review
Over a couple hundred miles and a few hours of driving, the new Tucson acquitted itself as a highly adept, highly advanced crossover SUV that will more than hold its own against entrenched rivals. It may remain the smallest sibling in Hyundai's SUV lineup, but it now brings maturity, head-turning design and leading-edge technology to the table

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2016 Honda Pilot First Review

The third-generation 2016 Honda Pilot embraces the mainstream family hauler nature the crossover market has evolved into from its original SUV roots. With tons of new features, it's conservative yet stylish with a heavy dose of refinement.  After a day-long stint behind the wheel, it's clear that the Pilot debuts near the top of a very competitive class

Resized = Right Sized

From the ground to the roof rails, the 2016 Honda Pilot is all-new. Where last year's Pilot was boxy, this new one is sleek and modern, looking a lot like a larger Honda CR-V...or a Nissan Pathfinder. Yet as stark as the contrast is outside, it's the interior that truly surprises. Gone is the hard plastic on every surface, replaced with high-end materials, soft-touch surfaces, and satin finishes. It really does look and feel great, to the point that we wonder if it could steal sales from Honda's upscale Acura MDX

Speaking of the interior, there's a little less of it than last year's model. Second row passengers will find a little less head and legroom, while the three third-row passengers will find themselves a little closer together as well. Cargo space also takes a hit, losing about three cubic feet. Mitigating that somewhat is a new under-floor compartment with a lid that stows inside, effectively adding a few cubic feet. Long-object haulers take note: the Pilot's independently opening rear window glass is gone. Additionally, the new Elite model is the only trim with 7-passenger seating; we hope Honda expands that to 8-passengers soon along with the rest of the lineup. Despite the decrease in size, the Pilot is still one of the roomier SUVs in its class, offering more cargo space behind the third row than the Toyota Highlander and Nissan Pathfinder (although the Chevy Traverse and Ford Explorer both offer more). Passenger room is a wash, with nobody really offering a clear-cut overall advantage

Engine and Transmissions

The 2016 Honda Pilot offers a 3.5-liter V6 putting out 280-horsepower to either the front or all four wheels. It boasts advanced fuel injection, auto start-stop, and other tricks to improve fuel economy while also adding 30 horsepower over last year's model. On LX, EX, and EX-L models, the engine's power and torque runs through a 6-speed automatic transmission. Touring and Elite models get a new-to-Honda 9-speed automatic.  For the most part shifts are notably smooth on the ZF gearbox, however, downshifts take a bit longer than we'd like, and the first-to-second upshift from is still too noticeable

The all-wheel drive system also receives upgrades. Now known as i-VTM4, the system uses a torque-vectoring rear differential to help improve traction in corners, and in low-traction situations like rain and snow. Additionally, all Pilot models except LX now come with an Intelligent Traction Management that lets the driver select normal, snow, mud and sand modes

High Tech

The 2016 Honda Pilot brims with new options from nose to tail, with the exception of the price-leader LX model. For example, all new Pilots except the LX come with at least three USB ports, and Touring and Elite models get five, four of which are the higher-voltage type that can recharge an iPad (LX gets one USB port). Honda's Lane Watch side-view camera is standard on EX, EX-L and Touring models. All Pilots get a multi-view backup camera, but the LX lacks the dynamic guidelines. However, we're most impressed by Honda's decision to make its Honda Sensing safety suite available on all models, except (again) the LX. Honda Sensing adds road-departure mitigation and lane departure warning, forward collision warning and braking, and adaptive cruise control for an extra $1,300. The suite is standard on Touring and Elite models, the latter adding blind spot and rear cross-path detection as well

The other big news is that Honda has, at long last, thrown in the towel on its much maligned in-house navigation system in favor of one designed and supplied by Garmin. Fully integrated into the Honda system, it's a huge improvement. Rear seat entertainment remains a factory option that includes a high-definition 9-inch display that stores in the ceiling, HDMI and RCA inputs, and a 115-v plug for your Xbox

The Drive

Even with 280 horsepower and a 9-speed automatic transmission, the Pilot is not the most powerful or the fastest vehicle in its class, but in real-world acceleration it gives up virtually nothing. Thanks to active noise cancellation, acoustic glass, and other sound deadening measures, it's commendably quiet at speed, significantly more so than the previous generation, and among the quietest in the midsize three-row SUV class. I was struck with how immediately familiar the new Pilot felt from behind the wheel. I'm not talking about control placement or things like that, although Honda wisely sticks to what it knows there. Instead, the brakes feel just right; I immediately knew how much steering input was required for a turn, or how much gas pedal I'd need to squirt into a hole in traffic, or how big it was. The Honda Sensing systems all worked well, with adaptive cruise extremely helpful on the highway

The 2016 Honda Pilot is classic Honda in a very important way: It impresses on all levels, managing at least a "very good" in whatever category you care to name. That fundamental goodness, the lack of any Achilles heel, and prices starting at about $33,200 for a nicely-equipped EX model (skip the LX), and the Pilot looks better and better. The real pricing surprise was on the other end though is the loaded Honda Pilot Elite starting at about $47,300. Yes, it's a bit smaller, but still very competitive in class. In fact, it's likely the 2016 Honda Pilot will continue to be one of the segment's most popular SUVs

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2016 Fiat 500X First Review

The 2016 Fiat 500X compact crossover SUV could very well be the mainstream hit the Italian brand has been looking for in the U.S. Conceived and largely developed here, it shares much of its underpinnings with the new Jeep Renegade compact SUV. The new 500X boasts a compelling list of features, a usefully sized package, and a competitive price, all wrapped in styling that puts it not just at the top of its class, but of the entire U.S. Fiat lineup

So, it's good, but there's one thing keeping us from getting a 500X tattoo. It's not enough to scratch the 500X off your shopping list, but it could send fence-sitters elsewhere

Features and Models 

But let's circle back to that, and start on the most Italian thing about this new little crossover SUV: the style. Designed in Italy, the 500X looks like what Americans expect from a modern Fiat. Thankfully, the styling was influenced by the aggressively adorable little 500, and not the bigger and assertively goofy 500L. However, it's more than just a bigger version of its little brother, especially with the off-road-look trim you'll find on the Trekking and Trekking Plus models

Inside, the difference is even more pronounced. Where the 500 and 500L have chintzy-feeling interiors filled with hard plastic, the 500X's soft-touch surfaces on the dash and armrests, very good fit and finish, and a generally upscale feel belie the base Pop model's starting price of $20,900, including the $900 destination charge. The back seat fits three in a pinch, although tall passengers will complain about legroom, and the generous cargo area expands not just by folding the rear seats, but with a long-object accommodation thanks to the flip-forward front seat

That base Pop model comes standard with a 1.4-liter turbocharged 4-cylinder and a 6-speed manual transmission; it's the only way you can get a manual in this car. The rest of the lineup uses the 2.4-liter "Tigershark" 4-cylinder mated to a 9-speed automatic transmission (that combination is optional in the Pop). The Easy ($23,200) and Lounge ($25,750) models emphasize a more "street" look, while the Trekking ($24,000) and Trekking Plus ($28,000) both have an off-road-ready appearance, although the 500X isn't meant for the off-road duty its Jeep Renegade brother can handle. Everything except the Pop model is available with all-wheel drive for an extra $1,900, meaning a fully equipped Fiat 500X Trekking Plus will top $30,000

On The Road

Our test car during the introductory drive in and around Malibu, California was a mid-level Trekking with front-wheel drive. It came with the mid-level Uconnect system, with a 5.0-inch full-color display that didn't include navigation, but did have satellite radio, Bluetooth and USB inputs. To that was added the Trekking Collection 3 option package, adding dual-zone climate control, an 8-way power driver's seat, and heated front seats and steering wheel. The total price with destination was a reasonable $25,300. Additional options include a backup camera, a navigation system, and driver assist technologies such as forward collision mitigation and warning, lane-keep assist, and blind spot monitoring with cross-path detection. A Beats audio system, dual-panel sunroof, and leather interior are available on higher-end Lounge and Trekking Plus models

Quieter than most of its competitors, wind and tire noise are notably better than SUVs like the Mini Countryman. The 500X's switches and controls all have a good feel and a sensible layout -- we especially liked the user-configurable digital display between the gauges -- and the soft elbow rests on the doors and center console bin all help add to the refined feel. The 2.4-liter 4-cylnider engine sounds appropriately Italian, and with 180 horsepower it feels plenty strong

The 9-speed automatic is an upgraded version of what's in the Jeep Cherokee, Chrysler 200, and other Fiat-Chrysler vehicles. Mash the throttle to the floor and it downshifts quicker than in those cars, but it's still slower and harsher than competitors. All 500X models except Pop come with a Dynamic Selector knob that controls various drive settings. Move it from Auto to Sport and the transmission responds quicker and holds revs better, but it still needs another round of polish. Sport mode also stiffens the steering response and makes the engine more sensitive to throttle inputs. The other setting, Traction+, remodulates everything to increase traction when roads get slick

Stiff Legs

The Fiat 500X handles surprisingly well, acquitting itself quite well on the twisty roads in the Malibu hills with sharp electrically assisted steering and flat, controlled cornering. But that brings us to our biggest complaint about the 500X: Around town or on the highway the suspension is simply too stiff, and doesn't isolate the body from dips and larger bumps. Rather than floating over a medium-sized dip, the 500X bounces up and down uncomfortably. The same is true for mid-size and larger bumps, and you'll quickly discover just how many of those kinds of undulations are out there. While we like the handling, we think buyers are more likely to cruise around town rather than push their 500X to the limit on a mountain road. Slightly softer shocks would likely solve the problem, and since we drove pre-production vehicles, it's possible that the final suspension calibrations may change. Even if it stays the same, there's a good chance that those shopping at a Fiat dealership will expect more bite in their suspension, and that sportiness may be just what they're looking for

Based on looks, price, and value, the 2016 Fiat 500X has all the makings of a hit as an early entry into a rapidly expanding market segment. Even against competitors like the upcoming Honda HR-V and Mazda CX-3, the new Fiat 500X makes a good case for itself as an American Fiat. Stiff suspension or not, the combination of value and style will be hard to ignore

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Chevrolet Cruze set for spring launch 2016

Regardless of market segment, from basic transportation to ultra-luxury, buyers want more for their money, and that's precisely what Chevrolet plans to deliver with the first major redesign of the compact Cruze sedan. More. And in key areas, less. Which will translate as more in terms of efficiency and dynamics

Due next spring as a 2016 model, the second generation Cruze will be bigger than the current car-2.7 inches longer, on a wheelbase stretched 1.0 inch, to 106.7 inches. The design team devoted most of the dimensional increase to rear seat passengers, where legroom expands by 2.0 inches

Upscale cabin

The new interior has a more upscale appearance -- higher quality materials, an attractive twin cockpit dashboard design, 7.0-inch center stack touch screen display -- and Chevy promises best-in-class connectivity. Another best-in-class claim: more standard safety features than any compact competitor

There will also be more under the hood, which will be home for a new 1.4-liter turbocharged four-cylinder engine. One of GM's new line of lightweight Ecotec direct injection fours, the new engine will be rated for 150 horsepower and 177 pound-feet of torque, according to Chevrolet, gains of 12 hp and 35 lb-ft over the current 1.4 turbo. And without furnishing specifics, Chevy also anticipates higher EPA fuel economy ratings than the 22 mpg city, 35 highway posted by the current powerplant

Chevy's diesel option will carry forward to the new Cruze, but this too will be a new engine, displacing 1.6 liters versus the current 2.0. The new diesel will be offered later in 2016, perhaps in 2017 models. Chevrolet will announce power and fuel economy later

New automatic transmission

A new 6-speed Hydramatic automatic will replace the current automatic transmission, and Chevy will continue to offer a 6-speed manual

Another area where the new Cruze will deliver more is in structural rigidity. Riding GM's new global Delta architecture and utilizing a higher percentage of high strength steel, the Cruze will be 25 percent stiffer, according to Chevrolet, furnishing a better platform for dynamic development

One area where the word more does not apply is in the area of vehicle mass. Although it's bigger than the first generation, the new Cruze will be up to 250 pounds lighter thanks in large part to the new engine and transmission

Improved fuel economy

More power and less mass should add up to more performance, always welcome, particularly when accompanied by improved fuel economy

An intangible in any new car equation is styling. As a contemporary marketing executive recently observed, "design equals desire." The 2016 Cruze echoes some of the styling themes that give the new 2016 Malibu a strong curbside presence, and seems likely to achieve more positive visibility than the first generation

With the on-sale date the better part of year away, Chevrolet wasn't ready to discuss pricing. Current Cruze MSRPs range from just under $17,000 to $26,485

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