2020 BMW 228i xDrive Gran Coupe review - luxury economy car or economy car luxury?

 Published by The Daily Car Blog in the UK and The Auto Channel here! 

https://www.theautochannel.com/news/2020/12/11/922874-2020-bmw-228i-xdrive-gran-coupe-review-by-rob-eckaus.html

2020 BMW X5 M Competition review

 Published today in the United Kingdom!

https://www.dailycarblog.com/2020/12/bmw-x5-m-competition-2020-review/

Honda Talon 1000X-4 Off-Road Review

 Now published at The Truth About Cars! 

https://www.thetruthaboutcars.com/2020/11/honda-talon-1000x-4-off-road-review-dedicated-ride-for-rocky-terrain/

 

2020 Ford Mustang Bullitt Review now published!

Check it out on The Truth About Cars!

https://www.thetruthaboutcars.com/2020/11/2020-ford-mustang-bullitt-review-going-back-to-improve-the-present/

 

2020 Ford Expedition Max King Ranch Review

Ford Expedition review published here:

https://www.thetruthaboutcars.com/2020/10/2020-ford-expedition-max-king-ranch-review-comfort-to-the-max/

2019 Porsche 911 GT3 RS review

 As seen here:

http://www.theautochannel.com/news/2020/10/12/882563-2019-porsche-911-gt3-rs-review-by-rob-eckaus.html

Videos on YouTube, Instagram and Facebook

What better way to get a speed fix after long days at home and road trip in a massive SUV than one of the greatest sports cars on the road? Strategically arranging to meet in the middle of my wife’s pop-up art show, hence the need for the SUV, one could say the urge was more than satisfied in a ride in a 2019 Porsche 911 GT3 RS. 2019 is the final year of the 991 based naturally aspirated GT3 RS. 

While the performance car world waits to see what tricks Porsche pulls out of their collective powertrain and suspension hats with the 992 GT3 RS, this 520hp rocket is one of the pinnacles of naturally aspirated production cars. Its global racing pedigree and ability to punch above its weight giving it even more credibility. The best example of a knockout is at Road Atlanta, the flat-6 cylinder powered Porsche did a 1:26.24 with Randy Pobst driving. That was quicker than Randy’s time in the 755hp Corvette ZR1 of 1:26.45. That is simply outstanding with a 235 horsepower deficit. 

Other very impressive things it has done in testing include Car & Driver seeing a 2.9 second 0-60mph time, an 11.0 second, 129mph quarter mile and a neck-straining 1.24 lateral g on the skidpad. Braking from 70mph was done in an astounding 128 feet. All with a tested curb weight of 3260lbs. 

Unfortunately, one of the numbers is the price of $187,500 plus $9,210 for the Porsche Ceramic Composite Brakes (PCCBs). A couple of relative price bargains from Porsche include an extended range 23.7 gallon fuel tank for $140 and the wheels painted Satin Platinum for $690. There are a few other special options on this example, notice the houndstooth fabric center section of the seats? It also has a roll bar expertly crafted by TC Design in Campbell, CA to not interfere with the review mirror. 

There is one non-Porsche add that is essential: The Shark Werks Sport Exhaust. Described as “Roarty” by the owner, I call it transcendent. It is much like sitting in an IMSA GT3 Cup Car without the need for ear plugs. There is also a “woof” sound you can hear from the throttle body. It all adds up to a connection between driver and machine, even without a manual transmission.  In this case the speed, precision and consistency of the dual-clutch PDK transmission is preferred in the 9000rpm redline rocket ship. 

By no means is this a grand touring road trip car, but it does not punish the occupants either unless intending to spend hours traveling. An example are the seats, which are perfect for hot laps, but the backrest angle is fixed. The suspension is firm, but compliant and not harsh. Hitting some dips while simultaneously hitting some higher lateral g-forces results in a small bounce that is quickly absorbed.  

Despite the hard charging in hot and somewhat muggy weather, the oil temperature readout was 198 degrees and coolant temperature was 180 degrees. On the highway the aggressively short gearing was noticed, turning 3250rpm at 80mph. 

Years back I wrote that Porsches do not show well. This was primarily due to seeing what was under the hood meant seeing plastic shrouding and air intakes for a fan, not to mention a very small space. Now with bigger wheels, a massive rear wing and an eye popping color, my opinion has changed except for that hidden rear engine. The design just doesn’t warrant a glass or Lexan engine window. It is what is inside and lurking underneath that matters, right?

After experiencing the yowl of mechanical symphony, partly thanks to innocent air molecules getting sucked into the intake behind the open window and burned and angrily expelled further back, one doesn’t want to leave the presence of the car. Long overdue for such a feeling I remembered at Monterey Car Week, that yearning to meld into it, take it for a drive again to anywhere or just take it home. In this case, with this owner, it is celebrated on the road, not just in the garage. 

2020 Lexus ES 300h review

 Check it out at The Truth About Cars!

https://www.thetruthaboutcars.com/2020/09/2020-lexus-es300h-review-the-relentless-pursuit-of-fuel-economy/

Ford Mustang EcoBoost High Performance review

In the world of crossovers, SUVs, trucks and the declining sedan, the Mustang is one of the few domestic coupes but it happens to be the best selling sport coupe globally. Flavors start with the Ecoboost 4 cylinder turbo engine to an absolute monster 760 horsepower supercharged V8. This 2020 model features the Ecoboost performance package which ups the horsepower to 330 and combined with the 10 speed automatic, makes for a quick yet efficient driver.

Having reviewed the GT a couple years ago, curiosity was high for the four cylinder. The absolute base price is $26,670. But add in the Premium technology and luxury features, plus the High Performance engine package and it is $37,290. Add $1,595 for the aforementioned 10 speed automatic.

Although the styling of the current and 6^th generation is familiar, it still looks good and crisp. The front end really didn’t need a revision yet received a minor refresh. This one was finished in Iconic Silver which received several compliments despite the shape being well known. It also had an interesting hood stripe on each side of the center raised area, almost hiding the raised portion. No doubt the high hood is a requirement of pedestrian impact standards in Europe requiring spacing from hood to top of the engine (intake manifold). Maybe pop-up hood system Lexus uses to allow low hood lines, and better aerodynamics might make its way into mainstream cars someday. At a greater expense, of course.

Overall it was fun to drive. The broad feeling todays domestic muscle cars seem to have when turning is offset by its perfect steering ratio that assured proper hand position even in tight ninety-degree turns. As part of that cornering, it had minimal lean and when too much power was applied the traction control and 3.55:1 ratio limited slip differential worked together noticeably, but not so forward progress was severely restrained. You just knew it was working vs. the forward head toss from deceleration of a poorly and aggressively programmed system.

 It’s a quiet car when the appropriate exhaust mode is selected, but the ride is on the busy side on less than smooth roads. Only harsh over severe bumps, your butt knows exactly what was going on with the road surface. The magnetorheological shocks included in th $1,995 EcoBoost handling package would have resolved that nicely.

The engine had no discernable lag and the programming with the 10 speed was nearly flawless. It doesn’t sound good at all in Standard, Sport and Track modes so the first thing done was selecting Quiet mode as well as Quiet start-up. But sound is subjective so it may appeal to others, just not fans of V-8s and high revving exotics, Subarus, tractors, Harleys and EVs…..

The transmission had a couple harsh shifts when cold from Park to Drive and a couple instances of jerkiness but if a quirk, it wasn’t a big deal. Thinking about it now, its kind of nice to know when a car is warmed up by being informed mechanically as well as digitally. But besides that, it’s a great travel companion, and it never seemed like it had too many ratios, including in the foothills of Cascades. Although, when manually downshifting as learned with the in-house 8 speed auto, initial double taps are best to drop down two ratios at a time when decelerating downhill.

The efficiency was documented during it’s stay. All the factors on a two day road trip: Passenger, laptops and overnight bags, very welcome cooled seats on their highest setting the entire time, near triple digit temperatures with obligatory AC use, one stop for gas, other stops for food, dinner search, snack and drinks, photo ops, and highway hooliganism with cruising speeds from 75 to 80mph saw 25.4 mpg over 506 miles. Not bad at all.

 One instance of that trip demonstrated what 330hp, 350lbs ft torque and a 10 speed automatic could do. A Kia Stinger GTS that appeared similarly loaded decided to see how they compare. After an initial hit and getting us a car length in front, the Kia did a slow but decisive walk past us. It feels like a high 13 second, 100mph car. Maybe quicker with a sticky track and cool weather. The Focus RS had 350hp from the same engine but Ford says it is offset with 90% of the torque is available at 2500rpm in the Mustang.

There are a few quirks of what is now considered a surprising lack of refinement. The hood still requires a prop rod and in hot weather the hood lip and rod are too hot for bare hands to deal with that procedure. It’s the sport(y) model yet the caliper covers were an unfinished dark gray. They beg for the standard issue red, or at least a gloss black with the logo and/or name on them. The available wheel selection is nice, why shortchange it with calipers that are plain?

The somewhat retro interior theme continues in 2020. The standard seats are comfortable despite not having double digit adjustment claims. If the lower cushion could be extended further under the legs or a manual adjustment, that would be better, but not a deal breaker.

The High Performance Package also adds 19” x 9” wide wheels, center mounted oil pressure and boost gauges, heavy duty front springs, larger rear sway bar, larger brake rotors with 4-piston fixed calipers, larger radiator, specific chassis tuning along with the steering, ABS and stability control tuning among others adders. Definitely the way to go if staying with the 4 cylinder.

There’s plenty of room for the left knee, the dash doesn’t come down low on the left side like many cars. The toggle switches are funky in that they only toggle up, not downward. The one for adjustable steering effort needs a downward ability to toggle exhaust modes versus going into the center display screen via steering wheel buttons.

 Outward visibility isn’t nearly as bad as its Camaro direct competitor, but the hood is too flat and high so it’s hard to judge front end placement so there’s even more emphasis using the side mirror as a reference. A parking camera would be very welcome. Especially when on a gravel road in the Sierras while cresting a hill trying to find a parking spot for a hike. Returning with a very dusty car, it was while dusting it off I noticed the clear protectant wrap applied to the rear fenders, only because of the dust collecting along the edge.

Also sun visors haven’t seem to evolved much in 40 years, when it was deployed on my left, doing a fast left-hand turns, it smacked me in the head. Talk about a speed monitor! It could also use larger mirrors but who looks back in a Mustang?

Coupes represent a personal freedom even during this era when sedan sales are falling to crossovers and SUVs. The Mustang Ecoboost High Performance package offers a stylish and comfortable choice with a good balance of economy and performance. It offers a nice introduction to the fire breathers further up the model line-up when urge for sound and fury becomes budget acceptable.

Toyota Supra review and driving impressions

What is the Supra besides polarizing? It’s a low, two seat sporty coupe, fairly light, quick, agile, and the 5th generation of the name, resurrected for 2020 after the 1998 model year was the last one sold in the US and acquiring legend status further elevated by a certain movie.

Having owned what became a lightly modified 1994 Twin Turbo, a 4th generation, and wanting one well years before the Fast & Furious movie, I was well aware of what it was all about and was glad to see the name come back. Although they added GR to the name which means Gazoo Racing, the name of Toyotas multi-discipline racing effort.

There’s a few things that upset enthusiasts and fanatics in general. It currently only comes with an 8 speed torque converter automatic, the ubiquitous ZF units. It’s styling causes strong opinions both for and against, and then one very controversial aspect; it’s a re-bodied and revised BMW Z4.

Toyota obviously developed the body, suspension tuning and interior layout. But the chassis and engine is BMW. Which is actually a brilliant partnership. Independently developed with a new inline-6 cylinder engine it surely would have cost much more than the $49,990 base price. You also get the transmission shifter and infotainment interface that is pure BMW. It’s built at the same plant in Austria as well.

Why not use a proven platform and tweak it to the desired level? And it still

comes in $13,710 cheaper than the similarly (6 cylinder) equipped Z4. Granted that is also a 138lb heavier hardtop convertible.

Rated at 335hp and 365lb-ft torque starting at 1600rpm yet dyno sessions and quarter mile testing in the mid-low 12 second range with trap speeds in the low teens suggest its more than that. Rated at 31mpg highway, it achieves that rare ratio of a 12 second car achieving 30mpg or higher. A milestone achievement not that long ago. Despite the 13.7 gallon gas tank and heavy throttle use and backroad travels, 22-23mpg was observed.

It is attention grabbing with a lot of swoops and curves for its short body. The rear quarter fender bulge has nice curves but ends abruptly with the rear skirt and narrower duck tail rear hatch lip. Unfortunately, that sensual rear fender curve is interrupted by a fake vent in the door and the front fender has one as well. The capped roofline means ducking lower than initially anticipated to keep your head from being bumped or worse, biffed. Once inside, it’s fine for the driver, but say if you’re sightseeing by driving around looking at homes, you’ll be getting stares from residents walking but you can’t see the homes on the passenger side very well. There’s a small gap between the infotainment screen and rear-view mirror, but the seat height and hood slope makes it work instead of being a detriment. 

The rear looks wide and purposeful though. My wife called it Shakira because its hips don’t lie and friend called it fat, but he wasn’t being complimentary. Toyota says it is one of the shortest wheelbase to width cars in production, checking it against Porsche’s 992 911 S, they are nearly identical in wheelbase, width and weight. One thing about its styling, it is unique. It will not be mistaken for any other car on the road from a distance; front, rear and the side. Kudos to Toyota for pulling that off. 

Looking under the long hood, although there are numerous BMW identifiers on components, it has a pretty trick release that doesn’t require a secondary lever or latch activation to open, just a pull upward once unlatched from within.

The transmission shifts rapidly and smoothly. When the paddles are used for both upshifting and downshifting, the response is immediate, reminiscent of what seems to be the industry standard, Porsche’s PDK. It’s also is geared rather aggressively, with 6th being the 1:1 ratio. 

Lots of exhaust pops and crackles can be achieved by revving from idle or downshifting aggressively. Very reminiscent of the Jaguar F-Type in this regard, not to mention the cozy cabin. It’s addictive and I found myself doing it often. However, the exhaust is a constant background companion which may not bother some, or many, but in Sport mode, it’s just intrusive. Depends on your driving situation and mindset. 

As widely publicized, if the windows are down, the wind buffeting heard by the ears is poorly attenuated. The cargo area is accessible by the occupants and probably doesn’t help with that and along with some noticeable road noise. There was some creaking from the body structure when exiting the driveway at an angle in reverse going down the curbing. Otherwise it was solid feeling, no qualms. This is more of a sports car than a grand tourer despite having an admittedly excellent torque converter automatic in terms of sound deadening and priorities.. 

Once behind the wheel, styling touches don’t matter. Its smooth power delivery and minimal lag quickly bring a smile to your face. Turn-in is immediate and the car feels light and tossable. Right away the it conveys to the driver a feeling of desire and confidence to push it on the track, it’s ready to go and so are you.

It is small inside, but the seats are comfortable but a little narrow. The seatbelt is easily reached, sometimes rare in a coupe. In terms of storage, the door pockets can be used, but the center console just has two couple holders and no storage under a lid. There is a spot for wireless charging as well as a plastic shelf above the phone but it just doesn’t seem ideal. Oh and the horn is a little wimpy. When parking, it doesn’t give an audible confirmation the vehicle is put into park, you need to make a visual check. This can lead to some unintentional accidents. 

Never mind the interior idiosyncrasies, they aren’t deal breakers and the car is fun to drive. It does short-shift into second when not in Sport mode, not letting the foot decide at partial throttle lift. It is aggressively geared so it’s not like you suddenly hit a dead spot since that 365lb ft of torque starts at 1600rpm.

The 4100 people that bought the 2020 model should have at least opted for the Premium package for $4000 more. The notable additions are full leather seating, sport pedals, 12 speaker JBL, 500w sound system, large 8.8” infotainment screen, wireless charging, upgraded 2.1a USB port and larger rear brakes. Every model has an active (electronic) rear differential, active (adjustable) suspension and active exhaust.  

The 2021 model year brought more controversy. But so what, right? Why blend in and be bland? Get exposure, do stuff, make changes! This second model year introduces the 4 cylinder model at a base of $42,990 and 255hp. That isn’t what is sticking in everyone’s craw though. The 6 cylinder price goes up $1000 for the base, but now the engine matches BMW’s rating, 382hp. The Premium price increase is $500. But really, why would anyone expect the horsepower not to rise to match BMW? And it’s a turbo so it’s easily tuned for more power anyway. 

This Premium trim level example had the Driver Assist Package for $1,195 which included full speed Dynamic Radar Cruise Control. That worked extremely well, keeping a proper following distance and less abrupt slow-downs. It also includes Blind Spot Monitor and Rear Cross Traffic Alert. The later a big help along with the rear camera due to the blind spots it has. The lane correction is thankfully adjustable because at it’s highest setting it will literally yank the wheel. Two options I can’t stress enough for any car are now offered by Toyota. Paint Protection Film for the front bumper ($485 msrp) and hood and door cups for $395 msrp. Both seem to be dealer installed, so make sure you inspect the results closely upon delivery.  

Even if it’s not your immediate purchase goal, this is the kind of car you keep track of, what it sells for used, what the year-to-year changes are, it’s racing success, its exploits when modified and more. It’s an enthusiast’s sports coupe and it should be celebrated. 

Lexus RC F is the refined muscle car from Japan

When thinking about a coupe with a V-8 engine in the front, whether a grand tourer or a muscle car, does the Lexus RC F come to mind? Or a different car and a different country? Currently the starting horsepower figure among these sports and performance cars, is 400hp and stays under $100k for the competition in mind. Realistically the starting price is over $40k as well.

The 2020 Lexus RC F posts some impressive performance numbers, offers known Lexus level refinement and luxury (mostly) and renowned and expected quality and reliability. It does stand out versus the European competitors that are forced induction with turbochargers. Of course the “domestic” competition that comes to mind are those Mad-Max-last-of-the-V8s Mustang, Camaro and Challenger. Dare we call it a Lexus Mustang GT? Well equipped at $80,014 that is way over the base V-8 domestic range and right into the premium European competitors and big horsepower domestics.

Shining in the sunlight the Infrared hue is an eye-catching metallic glow that really sets it apart from the earth-tone masses. Even the small rear diffuser is has the optical body color benefit unlike many flat black, forgettable pieces. The 19” forged alloy BBS wheels, handsome as they are, almost are too “spokey” for the metallic orange 6-piston Brembo brake calipers. Yet the combination certainly works.

Hood and front quarter panel air extractors lend to an aggressive side and top appearance, maybe offsetting the controversial large grill in the eyes of detractors? In back, more controversy with the stacked exhaust pipes that Ferrari adopted, and then abandoned. The taillights are partially smoked but carry on that unfortunate trend of sticking out from the body lines. The overall look works, and it is fun to photograph.

But is it fun to drive? Yes indeed. Several years ago I had the opportunity to track the RC F at Laguna Seca. It felt a little big, but confidence inspiring, composed, and fun as a grand tourer, not a sports car and there’s nothing wrong with that. It definitely felt “trackable” even though you knew it was a bit heavy for such shenanigans. 

Despite having the same 5.0 liter, 472 horsepower engine as the LC 500 coupe, it is just not as visceral or engaging as it could be. The very efficient Direct Shift 8 speed torque converter automatic transmission seems to shift too early at part throttle into second and third, and the engine and exhaust sounds arrive too late in the rpm band. The sound is also artificially transmitted into the cabin and that aspect is somewhat detectable. But once at full boil and higher into the rpm range, that glorious sound shows up and acceleration is strong. But it’s just no LC 500, an entirely different animal. Downshifts aren’t exciting and they are rather quiet. Overall it’s composed and not threatening. It just doesn’t have that aggressive character. It does hint at what’s under the hood with a bit of a rumble during start-up, and has a nice deep hum, but it just needs to keep that up.

Testing has shown it to be a mid-high 12 second car in the low teens. Lexus states it can do 0-60 in 4.2 seconds and that assumes using the new Launch Control feature. It can be a bit tricky without it for an optimal launch but impromptu throttle stabs at green lights felt like two rotations of the tires, “ffffttt” and you were off. Do a brake torque (brake stand) and you’ll light up the rears easily. Once moving along fiercely towards triple digits, the engine soundtrack enhances the experience and the rush caused my passenger to start doing the, “Okay! Okay!” yell which we all know translates to, “Slow down!”.

 Now in it’s sixth model year, updates continue. Engine air intake routing was revised for a 5 horsepower and 6 ft lbs torque increase bringing the torque total to 395 at 4800rpm. The intake runners look great in blue as well, but shouldn’t they match the body color? Revised rear bushings further enhance the already responsive handling. Also the headlights, taillights and grill have been revised. Despite some weight reduction, Lexus lists it a still hefty 3904lbs.

Handling is flat, stable and minimal body roll. The electronic torque vectoring differential assists with the high speed turning and power delivery. It also kept the traction control from being too intrusive.  Despite the 275 width Michelin Pilot Sport 4 tires, the rear end will swing out in the wet where one size wider Michelin Pilot Sport A/S 3s did not. Moral of the oft repeated story: Be careful in the wet just like any other high performance, rear wheel drive car.

Unfortunately, the stay-in-place requests for Covid-19 kept the drive time much less than desired. This is the kind of car you want to drive and look forward to doing so. And that includes yearning for some track time, both straight and road circuit. It is comfortable, quick and solid feeling, bumps on the road are minor sensations in the butt with no harshness.

Tech heavy with the suite of Lexus connectivity, the audio knobs are small but have a very refined feel to them. They take a light touch, as do the turn signals for the 3-flash-to-pass function otherwise they are fully activated by accident. The infotainment screen is properly sized, but the rear camera view doesn’t use the entire screen and is too small. It sits further away in the dashboard which makes using the full screen a necessity. The seats look good and feel good, the ventilation fan is quiet and unobtrusive. But oddly the passenger seat lacked lumbar support, that’s a big oversight.

Like many performance coupes, the rear seats are just there for looks or gym and food bags. The trunk is certainly sufficient for a personal coupe, with proper cargo tie-down anchors. The cargo net even has a thoughtful integrated zipper for storage.

The RC F offers a unique proposition for the price range with the lack of engine forced induction yet oddly isn’t as hardcore as one would expect. All after time behind the wheel, the desire for it increases. The yearning to drive it manifests itself when not driving it. When driving it one doesn’t want to stop. That’s a testament to Lexus building a fine vehicle. But the last needed step is to unleash the beast.

Range Rover's luxo-muscle SUV - the Velar SVAutobiography Dynamic Edition

Never having much exposure to Land Rover except for a fun test ride last year and exposed to their thoughtful luxury, I was still pleasantly surprised with the snarling 2020 Range Rover Velar SVAutobiography Dynamic Edition. More like shocked, really. Never mind the excessively long name, what is under the hood is what grabs your aural attention.

Range Rover is the more luxury focused model line-up versus the off-road oriented Land Rover. Its visually striking for an SUV, with the black greenhouse and 21” large split-spoke wheels with red calibers. A nice contrast with the Indus Silver paint. The upturned rear end styling gives it a high stance appearance with very noticeable tailpipe shrouds. More on that later. 

Despite the opulence, the engine has a small block V-8 with an unholy roar without the supercharger whine. It’s a luxurious, muscle SUV that is very quiet when not a full throttle and wonderfully comfortable at highway speeds. The engine settles down, tire noise isn’t noticeable. Even with its weight, height and 550hp from the corporate family shared supercharged 5 liter V-8, 75mph+ cruising it provided 22mpg. Increasing to 80mph saw 1800rpm on the tachometer for reference. Of course, fuel economy won’t be stellar, its rated at 15 city and 20 highway. That is offset with the convenience of a 21.7 gallon fuel tank..

How fast is it? For reference, Car and Driver recently tested the acceleration, achieving a 12.2 second ET @ 115mph in the quarter mile. Despite weighing 4595lbs, there is no doubt whatsoever this is achievable.

It’s not the tightest handling SUV, but performs the way you’d expect a luxury sedan to corner but with very little body roll. Head toss is unnoticeable unless going over large pavement differences like a sloped driveway to a crowned street. The tires are Pirelli Scorpion All-Seasons, 265/45/21s but optional 265/40/22s being a wheel and tire option. The Velar looks fairly large, but with the 113.1” wheelbase, the turning radius is 38.5’ which was perfectly fine for parking lot maneuvering. Parked next to the wife’s Audi SQ5, I was surprised to see that the peak of the Audi’s roof was higher than the Velar.

The perforated seats are not actively ventilated but it is an available option. They are heated and have a massage function as part of this model edition. The side bolsters are adjustable by rotating one of the adjustment knobs, and your back forms to them to the seats nicely when the tension melts. And that’s before the massage! Like your favorite pillow but cut into a tiny piece, the headrests are perfect in their cushioning. There’s plenty of room for rear passengers and cargo, being a good sized two-row SUV. The rear occupants also have a sweet little digital display with left and right-side temperature, fan speed and air direction options with matching metal bezels.

The interior touchscreens work great, although there are a lot of small icons to deal with. But the icons are intuitive and during the one week never referred to the owner’s manual except to discover the seat adjustment knob rotates for the aforementioned lateral bolster support. Like many touchscreens, the fingerprints are ever present.

Commuting in the Velar SV is effortless, the daily slog of stop and go traffic is made easier with the driver assist systems. Land Rover calls their lane keeping assist Incontrol. It provides small, constant steering corrections which conveys it’s always working during the lane keeping and does a very good job. You get the idea it’s never sleeping. Of course, turn lanes and other openings to the road can confuse it a bit.

The Adaptive Cruise Control  in bumper to bumper and high speed traffic works quite well except, like other systems, it has a delay in braking while a vehicle enters your lane and the following distance gets too close. In traffic, it slows nicely except when coming to a complete stop when it’s not as smooth as a human gently braking. It still doesn’t recognize brake lights in the distance though so setting the furthest following distance has it’s advantages. For basic commuting, it’s great. One nice feature is the lane keeping assist and cruise control resumes when manually back on the throttle which is very convenient.

The driver centric controls and displays are first rate. The steering wheel buttons are easily manipulated by the thumbs. The beautiful center color display is configurable, with map, entertainment and vehicle information displayed. The heads up display is also large with multiple information displayed such as mph, transmission selection, incline, wheel direction and more depending on the mode selected.

The various drive modes provide ride height, suspension firmness, throttle response and exhaust differences. Comfort was just fine in terms of engine response and driving. It wasn’t too mushy, the throttle response satisfactory, but the louder exhaust option was preferred. You get that in the Dynamic mode, and the ride was still very nice but some expected stiffness over bumps. The that engine note just stays with you though. Using the paddle shifters becomes habit forming. It’s as if you’re sitting much lower, in a small two-door, on a track….

When selecting the Access height mode, which as you guessed is for loading/unloading, looks perfect with a lower stance. Unfortunately, above 22mph or so it reverts to the normal ride height of 8.1” of ground clearance. The parking mode seemed to sense when the vehicle was about to park and would shut off the vehicle when the rotary gear selector, which rises up when the vehicle is started, is turned to park, another little occasional thoughtful feature.

Land Rover doesn’t just make street queens and they don’t’ mess around. When the large, 511 page owner’s manual was finally consulted to get some specifications, holy cow (pun) the leather envelope smelled really good. Assuming the highest ground clearance of 9.9” is selected, the approach angle is 24 degrees, departure is 26 degrees. The wading depth is 25.6” but the Land Rover USA website states 23.6” . I am curious to know what system or component is at 26” or higher where its not recommended getting emerged in water. Another surprise found in the owner’s manual is the service interval is 16,000 miles. Significantly higher than many cars I’ve come across.

Complaints are minor. The infotainment system glitched a couple of times even though Apple CarPlay would start immediately. This in no way would this stop us from considering this SUV, even at it’s as-tested price of $94,655. The split lid center console was especially appreciated, even though it was a little shallow and small. Two minor things stuck out from a questionable visual standpoint. The exhaust shrouds have a large gap from the tailpipe. Approaching the vehicle, you can easily see the ground between them. The other shocker was when opening the hood, there was no plastic cladding hiding the supercharger and engine. That seems very unusual these days!

Land Rover is the real deal when it comes to SUVs. This is part of the Special Vehicle Operations division and it shows. Not only that, they operate three! Land Rover Experience centers in the US. Ranging from 1 hour to a full day with various tailored programs, they operate at The Quail Lodge in Carmel, California, Biltmore hotel in Asheville, North Carolina and Equinox resort in Vermont. Speaking from experience at The Quail location, it’s not some easy trail, it is serious off-roading with inclines and declines, spotters, etc. You’ve got to give credit to them for offering multiple locations for driving experiences when driving schools in general have had a rough go lately.

The Velar SV is truly a luxo-muscle SUV, offering utility, opulence and performance making great sounds outside the cabin and inside via the stereo. A complete package that makes it a serious consideration for those seeking SUVs with that combination. 

Check out the photo album on the Barely Streetable Facebook page to get a really good idea of the interior design and features.

Dodge Charger R/T Scat Pack is a hurky lurky machine

In high school our group of friends included one that had an early 1980s Mustang GT and the benefit of an older brother to transfer the cool factor down to him. He introduced us to the term “hurky lurky”.  Coming from front-wheel drive commuters, I had no idea what that was. But when he demonstrated with quick throttle stabs and our resulting peals of laughter, I understood. Immediately.

The 392 cubic inch V-8 in this 2020 Charger R/T makes it a hurky lurky machine. The instantaneous throttle response with 485 horsepower and 475ft-lb of torque break the big 305-width tires loose on a whim. With the same size tire in front, contained by the “widebody” fender flairs, it is big, ridiculous, and fun. I probably used the same description of the Challenger Redeye not long ago. Seemingly loaded for $51,570 minus a sunroof, it offers utility and low 12-second quarter mile ETs with serious matching looks and intent.

The TorRed color is a beautiful shade, it could make almost anything photogenic. Never a fan of the exterior door styling detail in this generation Charger, the fender flairs offset those lines and really makes for eye catching styling. It was fun to photograph from virtually every angle. Checking the air pathway from the hood scoop, it is strictly for engine cooling, not for combustion air intake. Smoothly styled from the outside, looking over it from the driver’s seat you realize it is a broad, raised section of the hood to accommodate it. I curtailed my HOV lane driving a bit and dropped my highway cruising speed a few mph because it really stands out.

The adjustable suspension settings are noticeable, but even in the Street mode the ride is busy, but not intrusive. The bump sensations are more awareness and barely felt versus bothersome. The exhaust note is a calm burble but surprisingly loud when on the gas. I dare say even louder than my 2006 SRT-8 with Magnaflow mufflers. Start-up in the morning was a cheerful event and not unlike a locker room pep talk before the big game. “Are you ready? I said, ARE YOU READY!?!”

One thing about this 392, at extra-legal speeds, it howls with such a fury that you just want to keep your foot in it forever. It just wails in third and fourth gear with that sound you never forget, never want to forget, and always want the option to experience, even for a little bit.

At highway speeds around 75mph or so, the 4 cylinder mode will activate and change the beat of the exhaust sound, but any incline or load immediately kicks it out. I was lucky to see over 20mpg on longer trips. Even with the decently sized 19 gallon tank, I still topped off twice during the week it was driven. It’s probably a good thing the gas gauge needle is very thin and red.

Regarding the big Pirelli P-Zero 3 season tires, when cold it’s easy to get the rear end to swing out on tight turns with a little throttle prodding. Leaving the stability and traction control partially on is a good idea. When warm, the grip levels are high and better than the non-widebody models with 275 width tires. It is nice they can be rotated versus the staggered set-up of many other performance cars. One area of improvement is the desire for quicker ratio turning. Tighter turns require too much steering input.

The trunk is huge and other than the fuel economy, the Charger quite practical. Combined with the performance, it’s no wonder it has sold so well for so many years. Just like the Challenger Redeye, the seats could use a longer or adjustable support for under the thighs, something we have and had in several cars, one from Japan and two from Germany. Regardless, they are comfortable but a little tight across the back. Big guys like this car, you’d think the seat would have more adjustments. Despite a flat bottom steering wheel included in the Widebody option it oddly doesn’t move out of the way when opening the driver’s door despite the power tilt and telescoping function. Every time I got in the car after using the remote start, I would brush the steering wheel with my leg and the tires would squeak on the epoxy coated garage floor.

Those that don’t know claim the interior is dated. It is dated a bit in visual design, but the quality of the switchgear is excellent and has many features. Dodge even had quality in 2006 when I owned one for over four years and 75,000 miles. Yes, it has a vertical face and more modern cars should have some slope for better ergonomics, but the function is great. The steering wheel has multiple buttons in front and behind the spokes easily reached by fingertips. This does make for smaller shifter paddles unfortunately. 

The enthusiast’s magic is in the SRT Dashboard menus for performance. Options include different gauge selection, performance modes, of course adjustable launch rpm and a line lock for warming the rear tires. It doesn’t have the transbrake for that quick launch versus a standard brake torque but unless on a prepped surface with drag radials, its utterly useless in this car. The ZF sourced, TorqueFlite 8 speed transmission shifting, paddle shifter engagement, suspension firmness and steering weight can all be customized for track, sport and street settings. The Auto selection has them all in Street with Paddle Shifters enabled.

The 2DV Plus Group option package adds various luxury features for a bargain price of only $1,995. Highly recommended with powered and front ventilated seats, heated seats front and rear, memory for radio, seat and mirror positions, power tilt and telescoping steering wheel, blind spot and cross-path detection, etc. One thing that catches the eye, if you even care about such a thing when buying a car like this, is with the EPA rating of 15 city, 24 highway and 18mpg combined (which was pretty spot-on), the Monroney sticker says that means spending $6000 more in fuel costs over 5 years versus the average new vehicle. But do we really care about mileage with this car? How many miles are you going to drive it anyway?

It was an enjoyable week with the big sedan. My only regret is that I didn’t take it on a road circuit to really wring it out, and the dragstrip to experiment with the launch settings and get those deep 12 second timeslips.

Lexus LS 500 review - Luxury At What Price?

Lexus LS 500 Luxury at What Price

Despite the sedan seeing declining sales, there is still a huge market for four doors with a proper lower center of gravity and separate, locked area for valuables in the trunk as opposed to a taller SUV or hatchback. Long, sleek lines and superb luxury, this Manganese Luster LS 500 is an interesting combination of features and amenities for an eye watering price of 108,490.

This elephant in the room was the price, being a surprise to multiple passengers, with most guessing the $70-$80k range, and they were mostly right, the base price is $75,450 before offering hybrid power, all-wheel drive or F-sport features. The refinement for the driver and passengers is quite wonderful because this model featured the $17,100 Executive Package which offered a combination of front and rear passenger amenities. This included quilted-stitched, perforated, semi-aniline leather seating and trim, twenty-eight (not a typo, actually 28) way power driver’s seat with multi-function massage, Ultrasuede headliner, power front seat buckles for easier reach, heated rear seats that the left and right sides also power recline with a matching padded leg rest/ottoman, four zone climate control with a 7” touch screen controller for two rear passengers (it’s in the center armrest) and power side window shades. More on the pricing later.

Powered by a smooth 3.5 liter twin turbo V-6, producing 416 horsepower and a nice torque figure of 442lbs ft starting at 1600rpm to 4800rpm. The acceleration is brisk and Lexus claims a 4.6 0-60mph figure which gets it done pretty well while commuting with a subtle growl from the engine.  It’s combined with a 10 speed automatic transmission that with throttle modulation software, it has an extremely smooth and intuitive response starting from a stop. The feel and power modulation is perfect for smooth starts from a stop. The shifts are imperceptible and makes for a very pleasant driving experience when you’re just chillin’. At 75mph the engine is turning about 1490rpm.

Featuring a 12.3” navigation display, it is configurable for language, split screen for display, and the interface combined with Amazon Alexa, offers many services including smart home access and of course, monitoring your conversations for targeted advertising opportunities. Lexus also offers Enform wi-fi in the vehicle, Enform Remote via smartphone or smartwatch with Alexa or Google, and multiple apps for fuel prices, sports scores, stocks, etc.

A huge 24” heads-up display shows audio selection, speed, current gear and rpm. It also ties into the Pedestrian Alert and Cross-Traffic Alert systems. One interesting safety feature is the 4-point hood pop-up system in case of a pedestrian collision. How significant is this system? The latest ZR1 Corvette could not be sold in Europe due to engine to hood clearance. Raising the hood height changes every design aspect of the car, a system like this could be a huge styling savior.

The touchpad is a clever alternative to a touchscreen, but doesn’t have the precision placement of a dial, one reason why some don’t like it. But it’s easier than a touchscreen due to the small size and higher visual field. It also doesn’t show fingerprints on your visual display. It also worked well with Apple CarPlay.

Switching the drive mode from Sport, Normal, Comfort, made noticeable changes but with a 206” length and 4707 pounds, just how sporty are you trying to get? But road noise, bumps, vibrations are minimal. The Sport mode does provide a more aggressive mode, holding the gears longer but it’s still a luxury sedan first. The isolation from the road really pacifies all occupants. It offers a suite of safety and convenience features like lane keeping assist, a clever road sign indicator on the dashboard display, pre-collision warning, and adaptive cruise control. The adaptive headlights with the automatic dimming work so quickly its possible someone observing might think you flashed the brights as surroundings and lighting constantly change at night on busier roads.

The Lexus front grill generates frequent commentary, but it isn’t a detriment to its function, the LS 500 has a drag coefficient of .28. The sophisticated powertrain and low drag contribute to its 19 mpg city rating and 30 mpg highway rating. With a fuel tank capacity of 21.7 gallons, smooth ride, quiet interior and a 23 speaker Mark Levinson sound system, it may be one of the ultimate road-trip cars on the road.

The conflict is the pricing although the reliability is approaching legendary. There’s a nice Lexus branding on the headlights and the top of the rear bumper, but why are the calipers so plain vs. a gloss black with distinguished lettering? Beautifully made and well crafted, its pricing is comparable to the competitors, but one wonders if expectations for the $100k mark are higher. Shouldn’t it have 550-600 horsepower for that much money? Maybe buyers who spend that much on a sublime sedan who want big horsepower already have it sitting in the garage.