Sunday, January 31, 2016


Portage is seemingly the organization in charge of the expansion of the contemporary SUV. The organization's Explorer—presented in 1990 as a 1991 model—turned the consideration of an enormous swath of the motoring open to the game utility vehicle. Consolidating the roughness of a truck with the familiar luxuries of an auto, Explorer discovered prepared acknowledgment. 

Inevitably however, purchasers needed the accommodation and solace of an auto, without the ride and taking care of bargains forced by the truck stage whereupon the Explorer was assembled. Crossover sport utility vehicles based upon car platforms became the thing—and continue to dominate the segment to this day.
Ford’s response was the 2007 Edge. Combining the ride and handling of a sedan with the spaciousness and elevated ride height of a sport utility, the Edge quickly became one of Ford’s best selling models. The company revised the Edge from the ground up for the 2015 model year. Thus, the 2016 Ford Edge bows with but few changes.For the 2016 model year, Ford is offering the Edge in four trim levels.

Standard equipment on the $28,100 2016 Ford Edge SE includes 18-inch alloy wheels, automatic headlights, A/C, a split folding back seat, a tilt and telescoping steering wheel, cruise control, a 4.2-inch video monitor, a rearview camera, and Ford’s Sync system. This incorporates voice controls, Bluetooth, and smartphone applications integration.

Starting at $31,500, the Edge SEL adds heated exterior mirrors, an auto-dimming interior rearview mirror, a rear parking sensor array, Ford’s exterior touch sensitive entry pad, keyless entry and ignition, dual-zone automatic climate control, a leather cover for the steering wheel, and satellite radio.With the 2015 redesign came a stiffer body structure and a revised suspension system, which improved both ride and handling characteristics. The front-wheel drive Edge still uses a MacPherson-type front suspension, but at the rear, the Ford runs an integral-link independent setup with coil springs and a larger antiroll bar.

This, in conjunction with the new more rigid body structure delivers a quieter and smoother ride, while at the same time enabling superior handling. Contributing to the enhanced rigidity is the incorporation of high-strength steel in the construction of the 2016 Ford Edge’s body.

The base 2.0-liter engine was reworked to deliver more power, as well as better fuel economy than the similar engine it replaced in the Edge’s portfolio. Further, the newly remodeled Edge is 3.8 inches longer than the 2014 model, which gives it more interior space for passengers as well as expanded cargo capacity.

Ford’s $2,695 optional 201A Equipment Group is also offered for Edge SEL. This brings the MyFordTouch infotainment system with its eight-inch touchscreen, a reconfigurable instrument panel, and Sync Services. This garners traffic info, as well as turn-by-turn directions. Other 201A features include leather upholstery and a nine-speaker audio system.

The equipment list for the $35,595 2016 Ford Edge Titanium encompasses all of the above, plus 19-inch wheels, a handsfree automatic tailgate, LED taillights, nicer interior trim, heated front seats,ambient lighting for the interior ,and a 12-speaker Sony audio system.

The 2016 Ford Edge Sport starts at $38,095 and adds leather and suede front seats, a turbocharged V6 engine, 20-inch wheels, and a sport-oriented suspension system.

Other optional features include lane departure warning, lane keep assist, self-parking, along with forward collision warning and mitigation.                                                                                                                                                                                                The plush factor is way higher in this new version of the Edge. Soft touch surfaces abound, and with them so does the perception of quality. Everywhere your body comes into contact with the 2016 Ford Edge .
This holds throughout the interior wherever it’s practical. However, the center stack uses hard plastic and some slightly cut-rate looking buttons. While the overall effect is arguably good-looking, when compared to the other interior components, it falls off a bit.

The new Ford Sync 3 interface is bold, crisp and much easier to use than the outgoing MyFord Touch interface. A single bar at the bottom of the screen allows direct access to Audio, Climate, Navigation, Applications, and Communications functions. The system responds very quickly, and is exceptionally logical. The layout is considerably less complex, and the color scheme is much more pleasing to the eye.

As we specified some time recently, the new Edge is a bite less under four creeps longer than the past variant of the average size hybrid utility vehicle. Passage's item group astutely exploited this extra length to enhance the inside solace and payload limit of the 2016 Ford Edge. 

The front pail seats offer a lot of legroom, and the back seat inhabitants appreciate extra land, as well. The roosts in our Titanium-trimmed analyzer were upholstered in cowhide, keeping in mind we discovered them pleasantly strong, the seat base could have offered more thigh backing. Interestingly in any case, shorter travelers griped they needed to raise the seats too high to see out of the Edge. 

The numerous alterations managed the directing wheel do help to some degree in such manner; be that as it may, as a recently presented model, we were searching for it to expand upon the triumphs of the past model, as opposed to present blemishes of its own. 

All out load limit is a somewhat liberal 73.1cubic feet when the back seats are collapsed away. Send them, regardless you can assert 39.3cubic feet of limit. This is really great for the class 

Like every single present day Ford, the 2016 Ford Edge comes to market with a remarkably robust roster of advanced safety features.

Depending upon how you tap into the options list, you can drive away in an Edge equipped with inflatable outboard rear seatbelts, blind spot monitoring, lane departure warning and mitigation, forward collision warning and mitigation, and a braking system capable of priming itself for emergency stops when the Edge senses a collision is imminent.

Speaking of clairvoyance, Ford’s Curve Control is capable of sensing when you’ve entered a curve too quickly and the Edge is potentially in danger of tipping over. In this instance, the Curve Control system enhances your control over the Edge to prevent this calamity

Naturally, more prosaic modern safety features are fitted as well; these include ABS, traction control, stability control, a full slate of airbags, a rearview camera, proximity sensor arrays, and emergency crash notification capable of summoning assistance in severe situations.

Ford’s MyKey system is also standard, enabling the vehicle’s administrator (read: owner) to preset various operating parameters and elect to receive notifications when they are exceeded. In other words, MyKey will snitch if your kid does stupid stuff while out in your shiny new 2016 Ford Edge.Three engines, as well as a choice of front- or all-wheel drive, and a six-speed automatic transmission are offered to motivate the 2016 Ford Edge.

We mentioned the 2.0-liter turbocharged inline-four earlier in this posting. The engine generates 245 horsepower and 275 ft-lbs of torque. According to EPA estimates, you can anticipate 24 miles per gallon in combined city and highway operation with front-drive, and 23 mpg with all-wheel drive.

There is also a normally aspirated 3.0-liter V6, which is good for 280 horsepower and 250 ft-lbs of torque. Combined city/highway fuel consumption with this engine comes in at 21 mpg with front-drive, and 20 with all-wheel drive.

The top line Edge engine offering is fitted to the 2016 Ford Edge Sport. This is a 2.7-liter V6 good for 315 horsepower and 350 ft-lbs of torque. Fuel economy is rated at 21 mpg combined for the front-drive powertrain, and 20 with all-wheel drive.

Thanks to the structural improvements and revised suspension system, the Edge drives more like a well-sorted car than ever before. Handling is competent and predictable, ride quality is smooth and relaxed, even over rough surfaces, and tire roar on the highway is significantly minimized.

All three engines deliver good power, but for the record, the normally aspirated V6 is kind of redundant. The turbocharged four delivers more torque, slightly less horsepower and better fuel economy. It’s also thoroughly outclassed by the turbocharged V6. 

Friday, January 29, 2016


living in a clamoring city can make you claustrophobic, and there are times we have to get away from the urban sprawl, get outside, and act like a hoodlums. So this winter I swiped the keys to a 2016 Ram 1500 Rebel, aired out the old weapon safe, and plotted a course to northern Michigan for a day in nature. 

Securely transporting weapons, ammo, and camera hardware can be somewhat of a dubious matter, particularly with a pickup. Thankfully the Ram Rebel is all around arranged for such valuable payload. With 40.3 inches of legroom in the secondary lounge and an aggregate of 125.3 cubic feet of inside volume, there's space galore for knapsacks, camera cases, and charged refreshments in the taxi. With respect to weapons and projectiles, the discretionary Ram Boxes mounted in the sides of the bed are an immaculate spot for rifle cases and ammunition jars. These effortlessly open stockpiling boxes are climate fixed, lit up, and most critical of all, lock safely with the keyless section remote, an extremely advantageous industrial facility choice for  any firearm enthusiast.

 2016 Ram 1500 Rebel 4x4 Hemi Rear Three Quarter In Motion 02
On the trip up north, the Rebel eats up freeway miles with the ease and refinement we've come to expect from the Ram 1500 lineup. Even though the Rebel sits an inch higher than a standard Ram 1500, the steering remains responsive and visibility on the road is great. Despite its size, it's surprisingly easy to place on the road, though nosing into parking spaces is a bit more of a guessing game with the extra hood bulge in our Rebel model.
2016 Ram 1500 Rebel 4x4 Hemi Front View In Motion
Under that hood bulge sits a 5.7-liter Hemi V-8, thrusting us through Detroit traffic with the thunder of 395 horsepower and 410 lb-ft of torque. All Ram 1500 Rebel models also come standard with an air suspension, which offers automatic load leveling and helps increase fuel efficiency by lowering the truck at highway speeds. More important for our purposes, the air suspension can raise the truck for additional clearance off-road at the push of a button. We've reached our family's farm, and it's time to get the 33-inch Toyo Open Country tires dirty.
2016 Ram 1500 Rebel 4x4 Hemi Cabin
With traction control off, air suspension at maximum height, and four-wheel drive engaged, I drop off the pavement and follow the two tracks leading to our makeshift shooting range. Fallen tree branches snap and leaves kick up behind the truck as the Open Country tires find their way through the brush to the tacky dirt below. Seeing as the odometer on this truck reads a mere 450 miles, I take extra care to dodge low-hanging branches that attempt to add their own pinstriping to the Rebel's fresh red paint.
The shooting range is set back in the hills of our family property in a densely wooded valley. It's our quiet place in the woods of northern Michigan where we can shatter the silence with the supersonic crack of gunpowder and lead. Popping open the lid to the Ram Boxes, I drop the tailgate and start filling my empty magazines with fresh brass.
2016 Ram 1500 Rebel 4x4 Hemi Front Three Quarter 04
The cargo divider in the bed of the 2016 Ram 1500 Rebel helps keep all our gear in place; anyone as particular as I am can appreciate having a clean workspace when out in the field. Mags topped off, targets in place, and ear protection on, we go weapons-hot. Between the dueling tree, steel barrels, and clay pigeons, we manage to stay plenty entertained throughout the afternoon, easily draining a week’s salary worth of ammunition.
Satisfied with our destruction, we clean up our spent casings and safely stow our targets, firearms, and what's left of our ammunition. To leave our makeshift shooting gallery, we need to ascend the sandy slope we drove down to get here. The 2016 Ram 1500 Rebel doesn't offer a locking rear differential, so I back up to get a good run-up to the hill.
2016 Ram 1500 Rebel 4x4 Hemi stockpiling compartment 022016 Ram 1500 Rebel 4x4 Hemi back seat2016 Ram 1500 Rebel 4x4 Hemi wheel2016 Ram 1500 Rebel 4x4 Hemi truck bed 01 

I steer into the throttle, the Hemi barks to life, and the Toyos attach, heaving the Rebel toward the slope. The air suspension douses up the beginning move, and I rapidly saw in the driver's seat to stay away from another tree that is hoping to leave its blemish on the Rebel. I continue the throttle as the truck limits up the slope and set my sights on a clearing in the brush. The front tires burrow through to hard-stuffed soil and the Rebel paws its way to the top. 

2016 Ram 1500 Rebel 4x4 Hemi Rear Three Quarter In Motion 04 

Winding our way through the forested areas and back to asphalt we go over a segment of as of late cleared area. The moving slopes of rich green grass look very beautiful, so I drop the Rebel into two-wheel drive and get defiant, beating doughnuts in the mud. The certainty stays, there's no better approach to shake off the week's worth of work than by spending a day in the forested areas throwing mud and lead, particularly with a truck as fit as the 2016 Ram 1500 Rebel.

Monday, January 25, 2016


All new
2016 Nissan Maxima has dependably been pursuing something. Subsequent to beginning in 1981 pursuing the Toyota Cressida as one of the principal, vast size, back wheel-drive extravagance cars to touch base in the U.S. from Japan, the Maxima came nearest to achieving its objective in 1989 when the third-era Maxima pulled off a shockingly decent impression of a BMW, just with front-wheel drive and a financial plan cost. We gave the fourth-era Maxima and its new, intense, VQ-arrangement V-6 motor an All-Star recompense in 1995, yet then we began to lose enthusiasm as the Maxima mellowed up and followed Toyota once more, this time the Avalon luxo-scow. A greater yet sportier Nissan Altima touched base in 2003, and abruptly the Altima-based Maxima was stuck pursuing its cooler younger sibling. However, following a couple of years mulling in the Altima's shadow, the eighth-era 2016 Nissan Maxima is presently prepared to substantiate itself at the end of the day.                                                                                                                                                                                                                                                                                                                                                                                                           Its wild exterior design is the most convincing sign that the newest Maxima is more than just an Altima with attitude. Like much of designer Shiro Nakamura’s work, it’s defiantly Japanese. Though the florid fender forms and angry angles of the greenhouse won’t please everyone, we’re glad to see this Nissan sedan take more risks in its bid to become a flagship for the model line. Our car is trimmed in striking Deep Blue Pearl , which contrasts nicely with the Camel leather interior. The Maxima prides itself on being sharper and more aggressive than the average mainstream sedan, so we opted for the sporty SR trim. It has the same 300-hp 3.5-liter V-6 and continuously variable transmission that all 2016 Maximas share, but with stiffer suspension tuning, Alcantara interior trim, and upgraded wheels and tires, the SR promises to be more than just a tape-and-paint appearance package.                                                                                                                                                                                                                                                                                                                All newer 2016 Maxima SR comes with a whole host of standard features. Adaptive cruise control, blind-spot warning, and forward collision warning round out the active-safety suite, while heated front seats, a heated steering wheel, and remote start will surely be much appreciated during the cold Michigan winter. We also have navigation, satellite radio, Bluetooth, and the NissanConnect app support functions to stay connected with the world around us,  No production line choices are offered, however we included an arrangement of floor mats ($255), so the stupendous aggregate for our test auto comes to $38,750 with destination. 

As ever, the 2016 Maxima's value point pushes into premium domain without straying into out and out extravagance. In any case, can this auto at long last get over its Altima feeling of inadequacy and mix execution and style in a way that will let it pursue autos like the Acura TLX and Lincoln MKZ? We'll have an entire year to see whether it can hit the market.                                                                                           

Friday, January 22, 2016


To fabricate its most recent like red apple-creation, Ferrari initially destroyed a flawlessly decent auto. In changing the beyond any doubt footed F12berlinetta thousand tourer into the quick and-free, pinnacle bothering F12tdf, Ferrari engineers deconstructed the dependability that is intrinsic in the F12's long wheelbase, its significant weight, and its high polar snippet of latency with respect to mid-engined autos. The front tires developed in width from 255 millimeters to 285 millimeters, a forceful arrangement supported turn-in and horizontal grasp, and—with no change to the back tire width—a whimsical, oversteering creature was conceived. One Ferrari case engineer portrayed the collaboration obtusely: "Initially, we spoiled the auto." 

With the suspension suitably squirrelly, designs connected the brand's first utilization of back wheel guiding to dial in simply enough steadiness to make the auto reasonable and unsurprising. Ferrari calls the subsequent bundle Passo Corto Virtuale, or virtual short wheelbase, and it shrivels the F12tdf's 107.1-inch wheelbase and 3600-pound control weight to Miata-such as sensations. OK, perhaps the F12tdf doesn't drive very that little and agile, but it more than compensates with the uncanny precision that $490,000 buys.                                                                                                                                                                                                                                                   All newF12tdf worms its way into your psyche with delicate, light steering that is direct, immediate, and unforgiving. Spin the steering wheel too fast or too far and the rear responds just the same, rotating too fast or too far. Get it right, though, and the car darts where you look with the rear tires faithfully following the front end in a tight, tidy arc. It’s ironic that the steering feels like the most special of the F12tdf’s specialties, because while Ferrari massaged the F12’s engine, transmission, suspension, brakes, and aerodynamics for the F12tdf program, the hydraulically assisted steering system is the one component left unchanged.

The electric motors that steer the rear wheels at up to two degrees in either direction come from ZF, but Ferrari engineers performed all of the software calibration to ensure the system works in harmony with the electronically controlled limited-slip differential, the magnetorheological shocks, the traction control, and the stability control. As you click the steering-wheel-mounted manettino drive-mode selector from Sport mode to Race to CT Off (traction control off), the car’s agility swells. Neutral is the wrong word, though, because neutral implies a car that can be provoked to understeer as readily as it oversteers. The F12tdf’s front tires only plow when you do something truly stupid.

Modern rear-wheel-steering systems, including those in the big-dog Porsche 911s, typically countersteer relative to the front wheels at low speeds to improve agility and steer in the same direction for greater stability at elevated velocities. Ferrari claims its adaptation doesn’t need to countersteer the rear wheels; the natural behavior of the car is sufficiently agile. Instead, the Italians need only the enhanced stability to keep the tail from overtaking the front of the car in corners.                                                                                                                                                                                Ferrari's past track extraordinary, the apropos named 458 Speciale, can move any driver toward a saint with its wonderful parity and unflappable cool. That mid-engined auto's responses will compliment you into trusting everything you might do is a perfect execution of vehicle-motion hypothesis. The F12tdf is far less sympathetic. It requests more concentrate, more ability, and more regard. In kind, it conveys legitimate fun that is both phenomenal and uncanny in an auto with this much power and this much grasp. 

Consider it a demonstration of exactly how alive and inebriating the frame is that it's taken approximately 550 words to get around to the 6.3-liter V-12, in light of the fact that the dramatization of unleashing each of the 769 torque is man's most noteworthy tribute to the inside ignition motor. At full throttle, it roars like a thousand celestial trumpets introducing into auto fellow paradise as the revs wind up like a groin rocket's. 

The F12tdf marshals an extra 39 pull and 11 lb-ft of torque over the standard F12 with the assistance of another air-channel box, reconsidered consumption plumbing, and a bigger throttle body. Strong lifters supplant water powered tappets. The subsequent weight decrease permits Ferrari to add more valve lift to the admission cam profile and to raise the rev limiter from 8700 rpm to 8900 rpm. Variable-length admission runners use extendable trumpets inside of the admission plenum to contract or extend the runner length for streamlined wind current. In the F12tdf, Ferrari utilizes only two particular positions—short and long—but future cars may take advantage of the fact that the position of the trumpets is continuously variable between the boundary conditions.                                                                                                                                                                                                                                Shorter gear ratios throughout the seven-speed dual-clutch automatic transaxle are augmented with quicker shift times. We project a 2.8-second blast to 60 mph on the way to a 10.8-second assault on the quarter-mile. The always-on nature of the big-displacement, naturally aspirated 12-cylinder engine demands a delicate right foot on corner exit, but the pedal obliges with long, linear travel. When it’s time to reverse thrust, a brake pedal with just as much fidelity activates a carbon-ceramic braking system borrowed from the LaFerrari hypercar.                                                                                                                                                                                                                     Ferrari intends the F12tdf to be a car that owners will drive to the track, at the track, and back home from the track. But in readying the F12 for regular track service, the suspension has lost some suppleness. Even with the dampers set to their more compliant mode, the F12tdf skims over humps in the road like a skipped rock. In city driving, the F1 dual-clutch transmission isn’t as velvety as Porsche’s or McLaren’s gearboxes, particularly in off-throttle downshifts. Overall, though, the F12tdf remains a civilized road car. While lighter microsuede replaces leather and carpets have been removed altogether, Ferrari still fits a radio, navigation, and air conditioning.

Ferrari stripped a total of 243 pounds from the F12. A chunk of that weight comes from reducing the amount of glass on the car by tapering the rear window and shrinking the rear-quarter windows until the transparent section is no larger than an iPhone. Carbon fiber is now used for the door skins inside and out, plus the front and rear fascias. And while the rest of the body panels are still aluminum, the roof and the A-pillars are the only pieces that carry over from the F12. The bevy of dive planes, spats, and spoilers increase downforce to more than 500 pounds at 124 mph. While they’re added for functional purposes, the cooling and aerodynamic changes also create something visually striking. The righteous louvered fenders bulging around the rear tires are both an homage to classic Ferraris and a carnal suggestion of what the car is capable of. Ferrari may have taken one step backward to start work on the F12tdf, but its finished product is miles ahead of the F12 in driving excitement.        

Tuesday, January 19, 2016


Toyota's Tacoma has enjoyed a long reign as king of midsize pickups  yet with expanded rivalry, the Tacoma's been overhauled for 2016. Its progressions ought to empower it to keep up a lead, until further notice. 

The Toyota Tacoma is the long-lasting pioneer in moderate size pickups. The 2016 variant can be designed 29 unique courses, with two taxi styles. There's the amplified Access Cab or the 4-entryway Double Cab, each accessible with back wheel or 4-wheel drive. For quite a long time, the Tacoma has been a go-to pickup for rough terrain drivers, outside fans, and experts who require a truck without the greater part of a full-sizer. The Tacoma's capacity, unwavering quality, and consistency have assembled a standout amongst the most strong pickup notorieties out there.                                        For 2016, the Tacoma is all-new. It’s been re-styled inside and out, and the aggressive sheet metal looks great. The design team took inspiration from desert racing and gave the new Tacoma boldly flared wheel arches, a taller hood with purposeful creases, and a new tailgate that incorporates an integrated spoiler for improved aerodynamics. Configured as a Tacoma TRD Off-Road like the one I drove, this is an aggressive-looking truck packing a high level of thoughtful refinement from its composite bed to its well-thought-out interior. It’s a lot quieter inside, too, thanks to an acoustic windshield, upgraded seals, and sound-absorbing headlining and floor padding. 

New features include projection-beam headlamps with LED daytime running lights, a locking tailgate with a soft-opening feature, and plenty of available premium features. Some high points include Qi wireless charging, climate control, touchscreen audio, push-button start, and blind-spot monitoring with rear cross-traffic alerts. The TRD Off-Road trim includes extra skidplates, Bilstein suspension dampers, and a suspension tuned to shine off-road, thanks to a 35-year history of racing.

There’s a lot of choice in Tacoma-ville. The standard Access Cab versions have extra room behind the front seats compared to other midsize pickups. Access Cabs pair up with a 73.7-inch bed and ride on a 127.8-inch wheelbase. Double Cabs have 4 conventional doors and a spacious 60/40 split second row. There are two wheelbases and bed lengths for Double Cab models: a 127.3-inch wheelbase with a 60.5-inch bed, or a longer 140-inch wheelbase that accommodates the 73.6-inch bed. Either way, you can choose rear-wheel-drive  or 4-wheel-drive configurations.

On top of the comprehensive nuts and bolts of wheelbases, powertrains, and bed lengths, the Tacoma is available in five trim levels. The lineup starts with the hard-working SR and continues to the well-equipped SR5, TRD Sport, TRD Off-Road, and the range-topping Limited. SRs and SR5s feature fabric-trimmed seats, and all Tacomas have standard 4-way front seats. Both TRD versions have unique upholstery, while the Limited gets premium leather. Entune audio is standard for the SR, while SR5s feature Entune Audio Plus with enhanced infotainment, including a 6.1-inch touchscreen, the Scout GPS Link navigation app and some.

Entune Premium Audio is standard for the TRD Tacomas and features deep smartphone integration for a data-enhanced experience. Navigation is part of Entune Premium Audio’s offerings, along with an App Suite and 7-inch touchscreen. Tacoma Limited models carry the Entune Premium JBL Audio system as standard equipment.   From behind the wheel, the Tacoma feels as it always has. Even though it’s grown significantly from its days as a truly compact pickup, it’s still tidy. The seating position is rather low, and even with all its newfound refinement, there’s still enough brawny truck sound and fury. It’s a lot more pleasant to drive than before, and the new V6 engine does deliver better fuel economy. It’s also stronger than before for towing. A Tacoma with the V6 and towing package is rated to tow up to 6,800 pounds, which is 300 more than before. For V6 models, the towing package includes a Class IV receiver hitch, transmission cooler, 4- and 7-pin trailer wiring connectors, and trailer-sway control integrated into the stability control system, A Double Cab Tacoma is a genuine family vehicle. With 4 customary entryways and a liberally measured back seat, it has a lot of usable inside space. Access Cabs have it harder, with back seats most appropriate to just periodic use. Long-outing solace might make them wish you'd taken a car. The low seats lead to some odd leg positions and points, however they're great regarding comfort and bolster. Some front-seat tenants might find that the head limitations push uncomfortably on the backs of their heads. There's a gigantic focus console capacity receptacle, well-thoroughly considered capacity territories, and astute points of interest. Look at the concealed stockpiling under the base pad of the secondary lounge or the shrewd pockets to tuck the back safety belt clasps into when you have the pad tilted. 

The lodge is recently upgraded, keeping in mind it's still a spotless design, a few controls might be harder to utilize. The little handles and odd showcase introduction of the atmosphere control framework might be difficult to change with gloves on or view initially. The materials have an excellent appearance, including the interestingly designed fabric upholstery and sewing one of a kind to this TRD trim. 

The Tacoma is equipped to empower utilization of its truck capacities. The bed, framed from an intense composite, can face bunches of misuse. An inherent secure framework with sliding spikes makes it simple to secure your freight, and Toyota offers choices for bicycle racks, load dividers, and different embellishments that work straightforwardly with the bed rails. An inherent force inverter is accessible, putting a 400-watt AC outlet into the bed, also.   The new Tacoma carries more tech than ever before, but it’s not pushing the state of the art. There’s standard Bluetooth hands-free integration and audio streaming, Siri Eyes Free, touchscreen controls, and voice recognition, but no WiFi hotspot capability. The optional Entune™ premium systems include navigation and an App Suite for more functionality. 

The App Suite uses the cellular data connection from a paired phone, and included apps are Slacker, Yelp, Facebook Places iHeart Radio, Pandora, and Open Table. Other apps provide information, such as,Traffic, Sports ,Stocks, Weather,  and Fuel Prices. The jury is out on how useful all these apps actually are. The ones that got the most use during the test drive were the entertainment apps like Pandora. After all, sports, and weather information are easily found on the plain old radio. 

The navigation system is easy to use and mature. The system doesn’t have any real buttons, though, which can make it hard to use. Several times I swiped an on-screen button while using one of the knobs. The shiny surface of the screen can be affected by glare and shows lots of fingerprints. The Qi wireless charging pad is a new feature that will be convenient for drivers with compatible phones, but the most important tech features are driver aids like blind-spot monitoring, a rear-view camera, and rear cross-traffic alerts.  

Friday, January 15, 2016


Automotive history is littered with great cars. They’re the ones that make us say “they don’t make ’em like they used to,” and trick us into thinking that the automotive equivalent of the “good old days” has somehow passed us by. While legendary nameplates like Mustang and Corvette have never left us, and others like Continental and NSX are on their way back, there are plenty of cars that disappeared into the ether that we need now more than ever.Today, cars have never been safer. Gas and horsepower both come relatively cheap, and the ascendency of Hybrids and EVs all contribute to one of the most exciting and rewarding eras of automotive history. But nostalgia aside, there are plenty of older cars that met an untimely end and frankly deserved better. From supercars to pickup trucks, cars of every shape and size have left unexpected gaps in today’s automotive market, and new versions would make this golden era even greater.                                                                                                                                                                                                                 Like many classics, the third-generation Mazda RX-7 didn’t get the love it deserved the first time around, and was pulled from the American market it 1995. History has been kind to Mazda’s twin-turbo rotary-powered rocket though, and it has become one of the most desirable sports cars of the ’90s.Its spiritual successor, the 2004-2012 RX-8 had some undeniable bright moments (near 50/50 weight distribution, great handling, high-revving rotary engine), but its atrocious reliability issues have turned it into a lemon in the used-car market. Mazda’s lineup my be one of the best in the world right now, but we can’t help but drool over the prospect of a new range-topping RX-7 shaking up the sports car world.                                                                                                                                                                                                                                                                              The Cadillac Cien (pictured above) never went into production, but its muscular good looks and mid-mounted V12 still seem like a good idea 13 years after it debuted as a concept. With the Ford GT getting ready to hit street and racetracks, it seems like a perfect time for GM to develop its own mid-engined world-beater to take on its crosstown rival.

Earlier this year, spy photos taken at the GM proving ground showed a mid-engined test mule being put through its paces on a track. Rumors started swirling that a mid-engined Corvette was coming, but Automobile Magazine Executive Editor Todd Lassa  made the case that the car wasn’t a Corvette at all – it was a Cadillac. Adding fuel to the fire, Cadillac chief Johan de Nysschen spoke with the magazine and talked about his desire for one or two “very prestigious, very high-performance but luxury cars” to serve as flagship models. The Ford GT will undoubtedly be a fantastic car, but it would be that much sweeter if it had a little hometown competition to keep it on its game.

As exciting as the automotive landscape is today, these eight models prove that there is still much to be desired. None of these cars may be as good, safe, or efficient as a new car, but their features and what they represent would make future models that much better.                                                                                                                                                                                   Superior wagons never truly got on in the U.S. — however there was a brief sparkling minute when they seemed as though they could have. Between this present reality pulling capacities of the Dodge Magnum SRT8, the 577 strength European franticness of the Mercedes-Benz AMG E63 S Wagon, and the 556 drive Cadillac CTS-V Wagon, there was an embarrassment of riches in the segment.

Today, the Mercedes might be the last super wagon standing, however nothing beats the general silliness of the CTS-V wagon. It was the first wagon Cadillac formally fabricated, and they made the most of it. It was seemingly the most sudden auto ever to originate from the brand, and it put Cadillac's V-Sport execution division on the guide. With the all-new 640 strength CTS-V vehicle coming in the not so distant future, we can't resist the urge to envision how it would look with a long rooftop.                                                                                                                                                                                                                                                                                                              The Chevrolet SS is the best open mystery in the execution auto world. With its full-size figure, 415 torque Corvette motor, and extreme sleeper auto looks, it's a return to the days when muscle autos didn't need only two entryways. Shockingly, it's a touch of a gooney bird; excessively coarse to keep running with the BMW M5 and Cadillac CTS-V, and excessively costly (at $45,735) to tackle the Ford Taurus SHO (at $40,195). 

In spite of the fact that the SS hasn't precisely been a business achievement, we would love to see Ford venture up and offer a distinct option for the huge Chevy. The old full-size Panther stage (which supported the Mercury Marauder, presented above) might be gone, yet Ford has another full-size stage in transit for the new Lincoln Continental, and the thought about the Shelby GT350's 5.2 liter V8 in a major vehicle makes for an incredible imagine a scenario in which.

Monday, January 11, 2016


Audi' s interest at the 2016 Consumer Electronics Show came down to three things: electrification, digitization, and Self piloted driving car, these three things sound like popular expressions intended to create buildup. Be that as it may, for the German automaker, these things are immeasurably imperative strides in these things are all important steps in pioneering a technological revolution in the industry.                                                                                                                                                                            Take for case the fate of Audi's infotainment and availability systems. One of organization's most unmistakable shows at CES is another inside model of a HMI idea that components huge AMOLED shows with coordinated haptic input. This new show is supplemented by another sight and sound interface motion controls and together, both serve as perfect devices for Audi's new Modular Infotainment Platform, also called MIB2+. The new stage will have the capacity to house an assortment of new online administrations, including Audi MMI interface, a cell phone application that permits Audi proprietors to flawlessly coordinate their autos to vehicle-particular remote administrations. One administration that could discover its way into Audi vehicles sooner rather than later is the thing that the organization calls the first Car-to-X benefit that was additionally gladly showed at CES. This specific administration permits proprietors to get to things such as This particular service allows owners to access items like “traffic light information online”, a service that helps connect cars to the central traffic computer that controls the traffic lights in a specific city.                                                                                                                                                                                                       In addition to its advancements and mobile connectivity, Audi also touched on the future of its dealerships by announcing the Audi VR experience. This particular program is meant to improve customer experience in dealerships by having a virtual reality headset on stand-by. These headsets are there to give customers a chance to experience their dream cars in a virtual setting, complete with all the configured bells and whistles of their chosen model. The days of having to check off the options menu will be eliminated from Audi’s dealerships. Everything a customer would want to see on their cars, be it accessories or options, can be viewed through this VR system.

Last but certainly not least is some big news related to the e-tron quattro concept study, a fully-electric sport SUV that may be launched in 2018. If the e-tron quattro concept study, it could include piloted driving functions, including functions for traffic jams and parking situations. Audi has even developed a central driver assistance controller it calls “zFAS”. This compact module receives information sent to it by a handful of sensors scattered throughout the car and uses the information to compare it with the current environment of the vehicle.                                                                                                                                                                                                                                                        How do you upstage an automaker that unveiled a lot of important technological advancements for the auto industry at the 2016 Consumer Electronics Show? It’s hard, that much I can tell you. Audi really outdid itself, even by its own lofty standards. I mean, it’s one thing to focus a CES presentation on just one technological preview. It’s another thing entirely to drop a lot of them and then promise to have these applications out on the road in the near future.

I’ve always been a big fan of Audi’s aggressive approach in being one of the first to do something in the industry. By all accounts, we all saw that attitude at the CES. From the announcement of MIB2+, to the adoption of virtual reality into its dealerships, to the promise of piloted driving functions for the production version of the e-tron quattro, the German automaker swung for the fences and rounded the bases with the swag of a bonafide slugger. Everything it presented will have real-world applications, even though some of them - hello there, Matrix OLED technology and Matrix laser technology! - is still subject to government approval.

It even stepped into fields it doesn’t have a lot of experience in like health management to present Audi Fit Driver, a “supportive driving companion” whose mission is to help drivers become more relaxed when they step out of their cars than when they stepped into them. When a car company is looking into things like that, you know that it’s made good use of all those midnight oils in burned back in Ingolstadt.


Friday, January 8, 2016


Toyota created the smaller hybrid SUV section with the 1996 RAV4. From that point forward, the RAV4 has been a solid merchant, in spite of the fact that it has just driven the section in American deals in its initial two years. By 1998, the Honda CR-V (which was presented in 1997) assumed control yearly deals initiative, a crown it has lost just five times to the Ford Escape, which was conceived in 2000.In 2015, every one of the three machines likely will every offer more than 300,000 units, making reduced SUVs the biggest business sector fragment in the nation. What's more, with the blockbuster in the bundle likewise being the top rated SUV by and large, Toyota that it recover deals administration. To that end, the organization will be expanding fabricating limit of the RAV4 from around 300,000  plus units for each year by 2019, by extending yield at its Cambridge, Ontario, plant.                                                                                                                                                                                                                                           Shoppers, of course, will have something to say about that, so Toyota is giving this fourth-generation RAV4, which was introduced in 2013, an extensive mid-cycle upgrade. In addition to several interior and exterior changes, the company has added a new SE model, as well as brought hybrid power to the RAV4 line, creating Toyota’s eighth hybrid product (including the four Prius variants).

All  new 2016 RAV4s sport a new front end with a higher hoodline, a more unified grille, and pseudo skid plates on all models. The general impression is a higher, wider-looking, more trucklike appearance, which apparently remains appealing even to compact-crossover buyers. In the rear, the bumper is more distinct and has less black cladding in general.Of course the big news is the addition of the hybrid, which is available only in two of the RAV’s four available trim levels—XLE and Limited. The hybrid powertrain is essentially carried over from the recently introduced Lexus NX300h; predictably, the NX is based on the RAV4.

Hybrid RAV4s will come only with all-wheel drive, so there’s a 150-hp, 2.5-liter, Atkinson-cycle four-cylinder up front, coupled to a 141-hp, permanent-magnet electric motor using the traditional Toyota CVT automatic. This combination powers the front wheels. The rear wheels are powered by a 67-hp electric motor that has no mechanical connection to the front wheels. This system is called AWD-i, and it allows a great degree of flexibility in the front-to-rear power split. As in most such systems, the RAV4 drives its front wheels most of the time, but Toyota says that the system looks at the driver demands and the steering-wheel position to anticipate wheelspin and engage the rear wheels before the fronts even start to slip.

The hybrid all-wheel-drive system also allows greater regenerative braking because it can capture electrical energy through all four wheels rather than just the two driven ones as in most hybrids. The system achieves EPA fuel economy of 34 mpg city and 31 highway, each 1 mpg better than the NX, most likely because the RAV is at least 230 pounds lighter. More importantly, the RAV4 hybrid’s EPA combined mpg of 33 is 8 mpg higher than the RAV4 AWD with conventional power. And the hybrid’s claimed 8.1-second zero-to-60-mph time is nearly a full second quicker than what Toyota states for the conventional model.                                                                                                   We weren’t able to evaluate these mileage claims during a brief test drive, but the hybrid model exhibits the refinement you’d expect given Toyota’s extensive experience with this sort of powertrain. Acceleration is linear and sufficient for any circumstances short of drag racing, although you do feel some of the usual CVT “rubber-band” effect as the engine rpm and actual vehicle speed seem occasionally disconnected.

Similarly, brake feel lacks the regular RAV’s linear response thanks to the difficulty of blending the regenerative braking with the hydraulic portion of the system. However, these brakes are improving with every new Toyota hybrid and you can still drive the RAV4 smoothly.

Otherwise, the RAV4 hybrid is comfortable and capable, albeit not at all sporting. The ride is smooth and well controlled, but if you start urging it quickly on a twisty road, you feel the hybrid powertrain’s additional 320 pounds and might prefer a little less body roll. The same goes for the steering, which lacks the direct feel of the Mazda CX-5’s—or the new RAV4 SE’s, for that matter. The modified inside falls off well, with valuable data in the new focal presentation on the group and perceptibly plusher feel at the different touch focuses. In true utilization, the RAV4 is somewhat more tightly in the rearward sitting arrangement than a few of its rivals, yet gear volume is tolerable at 36 cubic feet behind the back column and 71 cubic feet with it collapsed. That is just around three cubic feet not exactly the nonhybrid model. Furthermore, the liftover stature in the back payload zone is amazingly low.                                                                                                   Sometimes price increment for the hybrid powertrain is only $700. That means $29,2775for the XLE and $34,500 for the Limited. Astute RAV4 shoppers might notice that baked into the XLE price is an increase of another $1000 or so from the nonhybrid 2015 model, but at least some of that is offset by a higher level of standard equipment for the refreshed version. For example, Toyota’s Entune Audio Plus infotainment system with a high-res LCD screen and Connected Navigation now is standard on the XLE, along with a power liftgate, halogen projector-beam headlights, and proximity access and ignition.

All new RAV4 Limited has jumped in price more than $3000 to make room for the new SE model. It also has a few more standard features than before. For those who can face life without Toyota’s SofTex faux leather upholstery and LED lights, we’d reckon that the XLE hybrid is the better value.              

Wednesday, January 6, 2016


novation headways in FCA vehicles and will give a look at the new fourth-era Uconnect frameFiat Chrysler Automobiles N.V. what's more, its auxiliary FCA US LLC are going to the 2016 Consumer Electronics Show  in Las Vegas with a showcase including the most recent inwork highlighting Apple CarPlay and Android Auto. 

"The Uconnect group is advancing Uconnect and improving it even," said Joni Christensen, Head of Uconnect Marketing, FCA US LLC. "With the dispatch of the fourth era of Uconnect systems, we are keeping on minimizing the ordinary hassles of occupied ways of life by giving drivers an assortment of approaches to stay helpfully joined with their vehicles, while making every drive exceptionally informative, entertaining and unique.                                                                                                                                                           FCA also will offer CES attendees an opportunity to be fully immersed in advanced technology with hands-on demonstrations of the 2016 Dodge Charger Pursuit with an all-new Uconnect 12.1 system and an FCA technology concept display that explores the future of intelligent transportation.

Fourth-generation Uconnect systems
In 2016, FCA will introduce a portfolio of Uconnect systems that include capacitive touchscreens, performance improvements of faster startup time, enhanced processing power, heightened touchscreen responsiveness, vivid touchscreens with improved resolution and brightness, the Uconnect 8.4 NAV system, and select others within the global portfolio will include Apple CarPlay and Android Auto. Apple CarPlay provides drivers with a smarter, safer way to use an iPhone inside a car. Apple CarPlay seamlessly integrates an iPhone with the car’s built-in display and controls in addition to featuring Siri voice control. Now drivers can make phone calls, access music, send and receive messages, get directions optimized for traffic conditions and more while staying focused on the road.
Android Auto: Android Auto automatically provides drivers with a safer way to use Android while driving. The system will share useful information while you drive and makes it easy to access the best of Google. It features Google Maps with free voice-guided navigation, live traffic information, lane guidance; on-demand access to  20 to 40 million songs with Google Play Music; the ability to place phone calls or send and receive messages while keeping your hands on the wheel; and ask Google search any question. Android Auto also makes it easy to access popular apps and content from the Uconnect system’s touchscreen.                                                                                                     FCA makes a definitive in-vehicle computerized involvement with CES 

The current year's show will include an advanced innovation show property, submerging CES participants in the organization's vision for insightful transportation. 

The computerized innovation idea investigates how customized driving encounters can flawlessly coordinate a vehicle, innovation, the earth and individuals to offer drivers some assistance with achieving Car. Life. Parity.                                                                                                                         Predictive technology – Monitor driver’s daily habits, including traffic patterns, personal calendar events and personal preferences so the vehicle’s Uconnect system can deliver personalized information to the driver at the exact moment needed.
Vehicle-to-X communication – Concept enables vehicles to communicate with each other and the roadside. FCA believes integrating wireless technology into the vehicle can help provide drivers with warnings and reduce the risk of such common crash types as rear-end, lane change and intersection crashes.
Workload manager – Helps to limit distraction by recognizing when the driver may be in a critical driving situation and prioritizing which information is presented to the driver in those instances.
Privacy mode – Detects when a passenger is present in the vehicle and can transfer the driver’s personal information from the Uconnect system to the driver’s instrument cluster.
Intelligent concierge – A concept programmed to learn driver preferences and provide personalized suggestions in anticipation of driver needs.The technology concept also explores how a vehicle can share location information with other vehicles on the road in the driver’s community, including:           Group labeling – Enables the vehicle to distinguish perilous street conditions and consequently impart that data to group individuals who might be drawing closer the same area. 

Tail me mode – Enables group individuals to demand to take after different vehicles. 

Expanded reality heads-up presentation – Transforms the windshield into a showcase that gives data to help the driver, for example, blind side discovery, stopping help and ice and snow street             

Monday, January 4, 2016


Mitsubishi, the Japanese automaker once famous for the Lancer Evo and now infamous for the Mirage, plans a U.S. rebound that will revolve around SUVs, crossovers and hybrids, Automotive News reports.

Specifically, the company plans to introduce three new electrified crossovers in the U.S. in the next five years while avoiding entirely the traditional sedan segment once important to the company's health in the U.S.

The all new  first vehicle that will be part of this pivot to crossovers and hybrids will be the Outlander PHEV, which will arrive in the spring of 2016. The Outlander PHEV is currently Europe's best-selling plug-in hybrid for almost three years in a row, dwarfing sales of the Nissan Leaf, BMW i3 and Renault Zoe on the continent.

"We are strong in SUVs and four-wheel drives," Mitsubishi CEO Osamu Masuko told Automotive News. "And that is what we would like to focus on as core models in the U.S. market. We have changed direction. We are going to allocate more resources to the areas where we are strong in the U.S."
The next  vehicle to make it to the U.S. will be a little roadster style hybrid that will be situated between the Outlander and the Outlander Sport. Another variant of the Outlander itself is relied upon to arrive at some point after 2017, alongside a PHEV form, with the last hybrid before 2020 slated to be an updated Outlander Sport. The recent is because of area in 2019 and will be offered an all-electric flavor notwithstanding the gas adaptation, while the updated Outlander and an anonymous car like hybrid will be offered in gas and PHEV structure. 

That is a genuine duty to hybrids and half breed models also unadulterated electrics, but rather left without a friend in the world will be the Lancer and the Galant - they are not being supplanted. The Lancer is en route out one year from now and Mitsubishi does not arrange a swap for the minor and little offering i-MiEV. 

With hybrids as of now representing 55 percent of Mitsubishi deals in the U.S., it's anything but difficult to see why the automaker is quick to attempt to pick up piece of the overall industry in these sections. Be that as it may, in the event that you need a Mitsubishi, better get one now before they're all gone.

Friday, January 1, 2016


When it comes to pickup trucks, the U.S. is arguably the world’s largest consumer. However, North America misses one of the coolest commercial vehicles in the world: the Holden Ute. Also available in supercharged guise as the Maloo R8 LSA in Australia, the Ute has long been a forbidden fruit in America, despite rumors that GM may import it as a rebadged Chevrolet El Camino. And, with Holden set to cease all manufacturing in 2016, the Ute will pass into the history books without setting wheels in the U.S. Not the same can be said about the U.K. though, which just received a batch of Maloo LSAs wearing the local Vauxhall badge.

The Ute isn’t actually new on British roads. Enthusiasts already had access to a version powered by the V-8 LS3, but that engine is now being replaced by a more potent LSA, which first debuted in the U.K. in the VXR8 GTS sedan.

But the Maloo LSA is about more than just a powerful drivetrain. The two-door utility also benefits from new styling upgrades and new standard equipment. Pricing is similar to the VXR8 GTS, which makes it pretty affordable for a performance car. And, although it’s among the most expensive commercial vehicles available in the U.K., it’s definitely the fastest and the most powerful. Keep reading to find out more.

Design-wise, the Vauxhall Maloo LSA is identical to the Australian-spec HSV Maloo R8 LSA (not to be confused with the limited-edition GTS Maloo). The Vauxhall Vauxhall badges on the nose and tailgate are the only new features for the British market. But, that’s far from being bad news, as the Maloo R8 LSA is one badass pickup, wearing an aggressive-looking front fascia with massive air intakes, a muscular engine hood, beefy fenders, and sporty side skirts. Gearheads familiar with the previous LS3 V-8 model will probably notice the new black vents on the hood, black mirror caps, and the 20-inch, five-spoke wheels. To round off the Maloo’s fresh new look, Vauxhall also offers to new exterior colors: Slipstream (vibrant blue) and Some Like it Hot (metallic red).                                                                                                               Within, the Maloo LSA is at the end of the day indistinguishable with the HSV R8, however the Brits will get a couple of additional components as standard contrasted with the LS3 V-8. In particular, the Vauxhall will incorporate Onyx leather trim trim, Bluetooth, the Enhanced Driver Interface, and route. Other standard components incorporate the Driver Preferance Dial, HSV execution seats, four-way movable driver seat, a cowhide wrapped guiding wheel, HSV's bespoke focus comfort, and  alloy faced pedals.

On the innovation side, the GTS Maloo is likewise furnished with a head-up showcase and an eight-inch shading touchscreen with USB, CD/MP3 player, iPod coordination, and a  six-speaker audio system. Wellbeing and driver help highlights incorporate Forward Collision Alert, Lane Departure Warning, precipitation detecting wipers, Automatic Parking Assist, Hill Start Assist, Passive Entry and Remote Start (for models equipped with the automatic transmission only Inspiration of this Ute originates from a supercharged, 6.2-liter LSA V-8 motor. In the event that this unit sounds commonplace this is on account of it is the same powerplant found in the Chevrolet Camaro ZL1. The motor additionally moves the Vauxhall VXR8 Vauxhall VXR8 GTS car, however yield has been brought down for the utility model. In particular, the Maloo profits by 528 drive and 495 pound-feet of torque, a 47-strength and 50 pound-feet diminishment contrasted with the VXR8 GTS. On the flipside, the Maloo LSA is fundamentally more effective than the past LS3 V8 model, bringing an additional 103 steeds 72pound-feet of turn to the table. 

The additional oomph permits this most recent Maloo to hit 62 mph from a standing begin in just 4.5 seconds. While it's not as fast as the VXR8 GTS car, which needs just 4.2 ticks, it's seemingly the speediest utility vehicle you can purchase in the U.K. in 2016. The motor mates to either a six-pace manual or a six-rate programmed. Manual models accompany standard dispatch control. 

On top of being speedy, the Maloo LSA can likewise pull a considerable amount of stuff, having the capacity to convey up to 1,185 pounds in the back.                                                                          In all actuality, the Maloo LSA isn't the sort of pickup you need to purchase on the off chance that you have to pull stuff once a day. Of course, it can convey up to 1,190 pounds and the effective LSA motor will give fast conveyance, yet it needs a hefty portion of the benefits of a rough pickup truck. It sounds unexpected, yet from an utility stance, the Maloo LSA isn't precisely valuable. So are there any motivations to purchase one, particularly with the AMG E63 Estate giving comparable execution and more payload room? The answer is yes, however just on the off chance that you urgently require an advanced emphasis of the Chevy El Camino or Ford Rancher,o and you have another five-seater to drive your family around. With 2016 being its last year available, the Maloo could likewise turn into a collectible later on.