Rare Form: The Lexus Ls 500. Live in The New

RARE THE LEXUS LS 500. LIVE IN THE NEW.
The LS 500 redefines what a luxury sedan can be. With intense styling like the F SPORT
FORM
bolstered 28-way power front seats featuring leather trim with an exclusive perforated
L-motif design. The LS 500 is also powered by exhilarating twin turbochargers, delivering
416 horsepower1 with a thrilling 4.6-second 0–60 time.1,2 And the Lexus Multistage Hybrid
system in the LS 500h delivers seamless acceleration and torque, without requiring a charge.
This level of craftsmanship isn’t just rare. It’s simply beyond measure. lexus.com/LS | #LexusLS
LS 500 F SPORT shown with options. 1. Ratings achieved using the required premium unleaded gasoline with an octane rating of 91 or higher. If premium fuel is not used, performance will decrease. 2. Performance
figures are for comparison only and were obtained with prototype vehicles by professional drivers using special safety equipment and procedures. Do not attempt. ©2018 Lexus
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Cover Photo FPI Studios EST. 1949 VOL. 71, NO. 1 January 2019
COVER STORY
Words MotorTrend Staff
22 22 .....
26 .....
50 .....
SUV OF THE YEAR
CONTENDERS
FINALISTS
60 ..... FINALIST CHARTS
62 ..... WINNER
70 ..... TRUCK OF THE YEAR

74 ..... FINALISTS
70
77 ..... FINALIST CHARTS
78 ..... WINNER
Carlos Ghosn
Chairman and CEO, Renault,
Nissan, Mitsubishi
2018 Rank: 22
Joy Falotico
Chief Marketing Officer, Ford
2018 Rank: Unranked
The longtime head of Ford Credit
Tobias Moers
Board of Management,
Mercedes-AMG, Daimler
2018 Rank: 11
POWER LIST
Harald Krüger
92 ..... POWER LIST
100 ... PERSON OF THE YEAR
Ghosn stepped away from the has heady new duties—running Moers has relentlessly kept the
CEO, BMW
daily running of Nissan but remains Lincoln and leading Ford Motor AMG lineup fresh with an A 35 at
2018 Rank: Unranked
chairman of three automakers and CEO marketing—while remaining Ford one end, the One (formerly Project
Under Krüger, BMW is getting its
of an Alliance that took three struggling Credit chairman. She is proving a One) at the other, and a slew of new
mojo back with a more dynamic
companies and made them stronger quick study as Lincoln gains traction. GTs. The highlight, of course, is
platform architecture, expansion of
39
than the sum of their parts. He runs
the Alliance with a firm hand
She’s also shaken up marketing with
new advertising partners and a new 31 One—a street-legal hypercar
with a Formula 1 hybrid
the crossover lineup and the South
Carolina plant that makes them, and
38
and clear eye to creating a image for the Ford brand. engine, coming in 2020. Moers
promises of 12 new EVs by 2025.
global juggernaut. recognizes that powertrains of all
He is focused on growth in
types are in AMG’s future.
China and adding a plant in
Takahiro Hachigo
30 Hungary—the automaker’s
first new European plant
Ralph Gilles Alfonso Albaisa CEO, Honda
since 2000.
102 ... CAR OF THE YEAR

Global Head of Design, FCA Senior Vice President for Global 2018 Rank: 30
2018 Rank: 37
FCA’s five-year plan reads like a
Design, Nissan Motor Co. The engineer running Honda is Mike Raymond
2018 Rank: 39 injecting vigor and shows an Chief Engineer Ram 1500,
to-do list for Gilles, who oversees Charged with design for Nissan, uncharacteristic openness to FCA
the design of the varied brands, Infiniti, and Datsun, Albaisa new ideas, tech, relationships, 2018 Rank: Unranked
including tough Ram pickups, has been prolific. Infiniti has and partnerships—including the Raymond took a great, smooth-
iconic Jeep Wranglers, tiny Fiats, launched the luxe QX50, decision to invest in GM’s Cruise riding truck and made it better.
family-hauling minivans, American and Nissan created the smart self-driving car unit to get the tech Powertrains include obligatory
muscle cars, and exotic Italian cars.
106 ...
Kicks. Infiniti also teased its future on the road faster. Although V-6, V-8, and diesel, but the big
29 28
Gilles continues to deliver the
CONTENDERS
with the stunning Q Inspiration, Honda is best known for the news is the debut of the eTorque
36
goods, keeping each brand Prototype 9, Prototype 10, and Civic, Accord, and CR-V, the 48-volt mild-hybrid system, making
37
distinct and relevant. Project Black S. company’s range spans the Acura FCA the largest player in electri-
NSX and Civic Type R to electric and fied light trucks. The eTorque
fuel cell Clarity models. system will proliferate to
other FCA vehicles. Still to
Herbert Diess come: a Hellcat engine.
Akio Toyoda CEO, Volkswagen Michael Mauer
122 ...
CEO and President, Toyota 2018 Rank: Unranked Director of Style, Porsche
FINALISTS
Matthias Müller was ousted as CEO 2018 Rank: Unranked
2018 Rank: 13
Why is Toyota bringing back in a coup that also brought in Diess, Mauer sent his talents in Tim Kuniskis
a new direction with Global Head of Alfa Romeo, Jeep North
the Supra, sustaining the 86, who came from BMW, before the
the Mission E family, America, FCA
and supporting Gazoo Racing? diesel crisis. He is orchestrating the
starting with the Taycan 2018 Rank: 6
Because its CEO loves to drive. But expensive plan to launch 80 electric
electric sedan coming Kuniskis oversees brands crucial to
Akio is also positioning Toyota as a vehicles by 2025—including a
in 2019, to be followed by the success of FCA’s five-year plan.
player in ride-sharing and autono- resurrection of the iconic Microbus.
128 ...
a raised wagon based on He must build Alfa internationally
mous vehicles—while ensuring Diess is restructuring the 12 brands
92
FINALIST CHARTS
the Mission E Cross Turismo while keeping Jeep as a profit driver
mainstream best-sellers like the under VW’s aegis and tackling
in North America as it expands to
Camry and RAV4 continue to
evolve. Big moves: a deal 34 a potential IPO of the heavy
truck division.
concept. The design had to
channel Porsche but be include the Wrangler pickup and
Grand Wagoneer luxury SUV.
27
recognizable as an EV
35 26
with Mazda for U.S. plant
with no performance Both brands have ambitious elec-
and EV tech.
compromises. trification plans and sales targets.
Peter Schreyer
130 ...
Dinesh Paliwal
WINNER
Head of Design Management,
Hyundai Motor Group Mark Allen
President and CEO, Harman Jeep Chief Designer, FCA
2018 Rank: 18 International Industries
Schreyer is reinventing 2018 Rank: Unranked
2018 Rank: Unranked Allen is Mr. Jeep. He lives and
the world’s view of Harman, now a subsidiary of
Korean automakers— breathes ways to make Jeeps
Samsung, is a powerhouse more capable, usable, and filled
in terms of both design supplier of audio, infotainment,
and drivability. The with automotive Easter eggs
connectivity, and safety systems. designed to surprise and delight.
Hyundai, Kia, and Harman designs HMIs and provides
Genesis brands are He outdid himself with the new
over-the-air updates, cyber security, Wrangler, which is true to its heri-
gaining sales and acclaim as
24
autonomous vehicle technology, and tage and can be dismantled
they add new nameplates and artificial intelligence while still for open-air fun in a fraction
102
improve existing models being known for such brands
25
at a rapid clip. of the time and effort required
as JBL, Harman Kardon,
33 Bowers & Wilkins, Mark

Levinson, Infinity, and Revel.
on past models.
We kick off the 70th anniversary of MotorTrend ’s

founding with a series of three collectible Of The Year
covers, available at your local newsstand. Collect ’em all!
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NEWS / OPINION / GOSSIP / STUFF
01 .19 TREND
@Lohdown Edward Loh
Moment in Time
Our annual Of The Year course) when we got caught up in the alike will scarcely recognize the creature
awards celebrate the very hype or were just plain wrong. comforts in this category-redefining
best car, truck, SUV, and auto This is not that year. As moments in SUV. Removable doors and a fold-down
industry personality. They time go, 2019 will be remembered as the windshield, plus heated seats and Apple
also capture a moment in time and serve year of shifting archetypes. Just look at CarPlay with Waze integration? Yup, you
as reminders, upon future reflection, our winning Truck of the Year—every really can have it all.
that excellence comes in all shapes, bit a stump-pulling ground pounder And then there is our Car of the
sizes, and magnitudes. until you get inside and revel in its glove- Year—every ounce the iconic German
Some years we recognize a localized soft leather, cosseting air suspension, sport sedan with the styling and handling
peak—a game changer whose impact is and massive app-laden touchscreen fingerprints to prove it. An all-star team
felt more deeply in one segment than display. This is a truck, but it’s like no cherry-picked from the highest echelons
across the whole industry. The Chrysler truck you’ve ever seen. of automotive luxury (think Audi, BMW,
PT Cruiser (COTY 2001) fits that bill, Same goes for our SUV of the Year. Bentley, Bugatti, and Lamborghini)
as does the Nissan GT-R (COTY 2009). Instantly recognizable by silhouette helped birth our winner, but plot twist—
Sometimes our winners break ground alone, its name conjures images of the soul of this Bavaria beater is forged in
for entirely new categories of vehicles, soldiers taking hills in far-off lands Seoul, South Korea.
as the Lexus RX 300 did as the very first and dusty weekend scrambles through As for our Person of the Year for 2019,
SUVOTY, in 1999. rock-strewn canyons. But veterans of he needs no introduction or further
Then there are those rare vehicles foreign wars and King of the Hammers discussion. Once you know, you’ll know.
that end up being bellwethers for funda- Time will tell what kind of long-term
mental shifts in culture, industry, and
consumption habits. Can you imagine a As moments in time go, 2019 impact these winners will have, but the
key takeaway, as murmured by our judges
world without the Toyota Prius (COTY
2004) or Tesla Model S (COTY 2013)?
will be remembered as the year throughout the weeks of OTY testing
and deliberations, is that we really are
I can’t. And yes, for the peanut gallery,
I will acknowledge there were times
of shifting archetypes—just in an automotive golden age. At no point
in history have cars, trucks, and SUVs
(under previous administrations, of look at this year’s winners. offered better quality, performance, effi-
ciency, technology, value, and safety than
what is available today. Congratulations
to all Of The Year contenders and our
most deserving winners.
Another moment in time worth
mentioning: This is the most focused
OTY issue we’ve ever published, with
nearly every page devoted to our compet-
itors and winners. We’re in our 70th year
of MotorTrend and will be celebrating
with bigger and bolder moves, across
every platform that bears our name, in
the months to come. Thank you for the
support thus far, and I hope you’ll join us
for the journey ahead. Q
THE COOL KIDS Our team celebrates as the

sun sets on another Of The Year issue.
12 MOTORTREND.COM / JANUARY 2019

DENIM THAT’S MADE TO MOVE
COMFORT FLEX WAISTBAND W R A N G L E R . CO M

AND DENIM THAT FLEXES FOR COMFORT
TREND01.19
OUR HOST Andreas Pröbstle,
director of 718 and 911
vehicle lines, was among the
Porsche engineers on hand
to show off the next 911.
INTAKE P14 WE SAY P18 YOUR SAY P20

THIS MONTH’S HOT METAL WORDS FROM OUR EDITORS READERS TALK BACK
2020 PORSCHE 911

CARRERA (992) PROTOTYPE DRIVE
WE GO BLACK OPS TO GATHER INTEL ON THE NEXT PORSCHE 911

We are in a secure, only ones to have all the most (all will be wide-bodies) with The seven-speed manual
pitch-black San recent updates. Effectively, flush door handles (à la Tesla will continue, and the PDK
Francisco parking we were to be embedded for Model S), lighting, chassis, double-clutch automated
garage, barely able a day with this 911 dev team, interior, dash, infotainment, manual transmission will
to see the four prototype exam- piloting the four closest-to- safety tech, you name it. get another forward gear, for
ples of the next-generation production examples extant. The engines now have 10.5:1 a total of eight. Left-down,
Porsche 911 Carrera. I wish I could tell you more compression, precise piezo right-up paddle shifters carry
Of the 300 Pre-Series 2 about how the four camou- fuel injectors, and intricately on. The shift lever, however,
(PS2) cars that exist in the flaged Carreras drove, but I cast integral exhaust mani- did not make the cut, replaced
hands of development teams signed an NDA that restricts folds that are lighter than the by a stubby PRND selector.
around the globe, these are the what I can say about that. current ones. The intercoolers The PDK’s gearbox is the same
You’ll have to wait until the migrate to the top of the length as the old one but now
official 992 press drive in engine, just under the highly has a larger volume and four
January to learn more, but vented engine cover. Air filters shafts instead of the previous
let’s just say the switchbacks for the intake manifold now two. Eighth gear is the same
didn’t stand a chance. reside where the intercoolers ratio as the outgoing seventh
When it reaches U.S. dealer- were, which improves the gear, so although the overall
ships this summer, the 2020 intake flow. New engine spread remains the same,
Porsche 911 (992) will be mounts (active on Sport ratios are distributed more
essentially all new: new body Chrono cars) move forward. tightly between gears. We

also learned that there’s now
empty space in the gearbox
that can accommodate an
electric motor, but the devel-
opment team wasn’t keen on
this idea.
Because front track width
grows by 40mm, front anti- car’s overall coefficient of drag stability and traction controls.
roll bar stiffness has been drops from 0.30 Cd to 0.29. Like other new Porsches,
reduced. The wheels will New active LED headlights the bevy of buttons has been
grow to 20 inches up front selectively activate individual reduced to a minimum,
and 21 in the back (Pirelli P “bulbs” in various patterns replaced with touchscreen or
Zero NA0, 245/35R20 91Y instead of using high-beams haptic-touch icons/panels.
and 305/30R21 100Y) and are or servos that require turning Rest assured, Porsche
controlled by new dampers. the whole lighting assembly faithful, the 2020 Porsche 911
Overall height increases to follow the road. There’s a will live up to its own self-set
by only 5mm and length new lane keeping system as benchmark status. All of the
by 20mm—to dimensions well as a night-vision feature sensations, sounds, responses
roughly similar to those of the with pedestrian and animal (and trademark five-ring
current 991.2 Carrera GTS. detection that remains active instrument panel—now a
The C-shaped one-piece body (and will still warn) when partial TFT display) you
stampings (from A-pillar, over the display isn’t being used. currently enjoy are intact.
the door, through the rear Similar to snow/ice detec- This is not a revolution, like
quarter panel, and concluding tion, wet-detection sensors in the switch from air- to liquid-
at the front edge of the rocker the front wheelwells look for cooled engines, but an evolu-
panel) are aluminum and are spray and listen for noise asso- tion of the modern 911.
20 to 30 pounds lighter. The ciated with wet roads to alter Chris Walton
FOG LIFTING SOON What an illuminating and forthright

day it was. Every question was answered, and in the
coming weeks, we’ll be able to share that with you.
For an expanded version of this review, check out MotorTrend.com/992proto JANUARY 2019 / MOTORTREND.COM 15
Intake
M O T O R T R E N D . C O M M O T O R T R E N D . C O M
Nov 30 Auto Mundial; Motorsport Mundial
Dec 3 ROADKILL GARAGE, EP. 37 NEW ROADKILL EXTRA
Dec 7 Auto Mundial; Motorsport Mundial
& DIRT EVERY DAY EXTRA
MONDAYS THROUGH
Dec 10 DIRT EVERY DAY, EP. 85
FRIDAYS
Dec 12 DRIFT THIS!, EP. 1 (Series Premiere)
Dec 14 Auto Mundial; Motorsport Mundial *Some content may be restricted
Dec 17 HOT ROD GARAGE, EP. 73 by geographical location.
Dec 19 THROTTLE OUT, EP. 2 The program information
Dec 21 Auto Mundial; Motorsport Mundial provided is subject to change.
Dec 24 ROADKILL, EP. 88
Dec 28 Auto Mundial; Motorsport Mundial
SCHEDULE KEY: RACING ORIGINAL PROGRAMS
Battle of the Network Stars

You wouldn’t know it from
the way they spend most of
their time on Roadkill—fixing
Mustang Redemption
whatever just broke, again—
but Finnegan and Freiburger
can wheel. But are they
It’s redemption time for better drivers than the other
the guys and their 5.0 MotorTrend hosts? Or, more
Mustang. Back in Episode specifically, can they drive
66, Tony and Lucky brought a stock their junk faster than the guys
’85 Mustang to the track with a who drive good cars? Jethro
trunk full of speed parts to see how Bovingdon of Ignition and
much faster each part would make it. Head2Head, Steve Dulcich
Spoiler alert: not much. Not because of Roadkill Garage, Tony
the parts didn’t work, though. Between timing problems, internal issues, Angelo and Lucky Costa of The Challenger SRT Hellcat Redeye faces
and soaring ambient temperatures as the day dragged on, they only got Hot Rod Garage, and Steve off against Roadkill ’s Vanishing Paint.
1.13 seconds out of the elapsed time even after swapping the exhaust, Magnante of Junkyard Gold
intake, ignition system, and even the heads and camshaft. Big fail. join the guys at the racetrack and dragstrip to find out.
Back in the shop, they discover just how bad things got at the track. Jethro might’ve helped crown the Best Driver’s Car, but is
They trace the timing problem to a loose harmonic balancer, but that’s the he the Best Car Driver when there’s tetanus on the line? Tony
least of their problems. The bottom end was on the verge of grenading might be a professional drifter, but can he complete a lap
itself, which means it’s time for a fresh short block. With the engine finally without breaking the car? Can Dulcich keep his hair out of his
running like it should have, it’s back to the track to see what the speed face long enough to see where he’s going? Does Magnante
parts can actually do. In case they’re not enough, though, the guys have know what to do with cars that run? Will Finnegan and
one more card to play: a 3.73 rear end. Last time they got a 15-second car Freiburger have the same luck with a modern car like a Dodge
into the low 14s. This time, it’s 12s or bust. Challenger SRT Hellcat Redeye as they do with their junk?
Only one thing’s for sure: The gang is gonna need a lot of tires.
PREMIERES
NOV 19
PREMIERES
NOV 23

MOTORTREND.COM
THE ALL- NE W 2019 INFINITI
THE FUTURE OF DRIVING STARTS NOW.

At the core of QX 50’s available driver assistance technologies is available *ProPILOT Assist.
The combination of Steering Assist and advanced Intelligent Cruise Control helps ease the
fatigue and frustration that come from lengthy highway travel or traffic jams. Once activated,
ProPILOT Assist uses a combination of radar and optical systems to monitor the vehicle
ahead and the lane markers, and helps keep QX 50 centered in its lane and a set distance from
the vehicle in front of you — even around slight curves. Together, the all-new QX 50 and
ProPILOT Assist give you the ultimate luxury of all: complete confidence.
*ProPILOT Assist cannot prevent collisions. Always monitor traffic conditions and keep both hands on the steering wheel. Intelligent Cruise Control uses
limited braking and is not a collision avoidance or warning system. Driver should monitor traffic conditions and brake as needed to prevent collisions.
See Owner’s Manual for safety information. ®2019 INFINITI.
@markrechtin
Mark Rechtin
REFERENCE MARK
Six Key Criteria How we determine

our Car, Truck, and SUV of the Year
How do you compare 36 cars 2. Engineering Excellence: In other often, it’s the better-equipped vehicle
against one another when words, the integrity of the concept and relative to competitors in the same
the field comprises family execution and the use of technologies market segment. That said, it’s orders
sedans, touring coupes, hot that benefit the consumer. This can of magnitude harder to build a great
hatches, sports cars, and minivans all in include new internal combustion $20,000 car than a decent $40,000 one.
the same pack? This also applies to the engines, elegant alternative fuel
wild varieties of SUVs and the differing systems, and new transmission tech. We 6. Performance of Intended Function:
capabilities of trucks big and small. also judge the ability to fit people and Essentially it’s how well the vehicle
You don’t. Or rather, you can’t. cargo and the success of infotainment does the job its designers, engineers,
That’s why the MotorTrend Car, systems. For COTY, former AMC, and product planners intended. If you
Truck, and SUV of the Year evaluations Chrysler, and Ford engineering chief build a luxury car, it damn well better
are so grueling. This year, our field of Chris Theodore helps us dig under the ride like one. An off-roading SUV must
contenders for the awards hit 81 vehicles. skin of the contenders; for SUVOTY, surmount every obstacle. And a tire-
Trying to place those vehicles, with we’re assisted by former Mazda and Kia scorching sports car can’t be sloppy
sticker prices from $20,000 to $150,000, R&D chief Gordon Dickie. around the handling course. If there’s
requires something more than a mere ever a tie, it all comes back to this.
comparison test. That is why we rely on 3. Efficiency: Fuel economy
a tried-and-true methodology of six key relative to the competitive set, plus Some might think that these six criteria
criteria to level the playing field: overall operating costs, weight, and merely reinforce the secure place of
recyclability. And yes, we consider automakers that are already renowned
1. Advancement in Design: mpg-e and well-to-wheel equations for for their excellence. They would be
We dissect the quality of execution electric vehicles. wrong. Last year we had our first Italian-
of exterior and interior styling, badged vehicle win a MotorTrend Of The
as well as the clever selection 4. Safety: We examine the safety Year award. This year we have our first
and use of materials. And we measures that protect occupants from winner from a Korean manufacturer. The
have expert guidance: For Car harm in a crash and test a vehicle’s traditional definition of who builds the
of the Year, our panel of judges ability to help a driver avoid a crash in world’s most excellent vehicles is shifting,
includes Tom Gale, the former the first place. and rapidly so.
head of design for Chrysler and On behalf of the exhausted, parched,
a man who is never short of 5. Value: What’s the damage to your sunburned testers, writers, editors,
reasoning for why someone’s pocketbook? Surprisingly this doesn’t photographers, and videographers of
baby is pretty (or ugly). always favor the less expensive cars; MotorTrend, I welcome you to the most
comprehensive awards judging process
in the business. How can I make such a
claim? Because I’ve belonged to several
other judging panels whose methodology
is, ahem, cursory by comparison. (More
details as to how we test can be found in
the introductory pages of the Car, Truck,
and SUV of the Year sections.)
And unlike other automotive
publications that have lengthy “best”
lists, only MotorTrend has the testing
discipline—and let’s face it, the guts—to
designate one vehicle we deem the finest
of its category.
Who are the pretenders, who are the
contenders, and who are the winners?
Turn the page, dear reader (and be
sure to check out additional content
at MotorTrend.com/awards and at
MotorTrendOnDemand.com). Q
THANK
YOU
FOR AN
AWESOME 2018
RACE SEASON
Thank you for another action-packed season of Porsche GT3 Cup Challenge USA and Ultra 94 Porsche GT3 Cup
Challenge Canada. Thank you for the fender-to-fender thrills and showing your true racing spirit. To all of us here at
Yokohama, you’re all winners. We can’t wait to do it again next season.
Automotive lighting Your Say...

READERS’ THOUGHTS ON PAST ISSUES
Brighter. Best Driver’s Car: The Good
Fifty years lugging up leaden data hills of
I just read the November 2018 issue and
saw that the Best Driver’s Car costs over
Whiter.
comparison tests were finally rewarded $300,000! Wake up, folks—this is abso-
with the Pulitzer-worthy November lutely crazy!
issue. Hats off to Ed Loh and his crew of When in the world did someone,
Stronger.
testers and Hemingway-esque word- anyone, come to believe that only expen-
smiths. The drama built steadily toward sive cars are worthy of such titles?
the ultimate surprising winner, the 2018 Then throw in the justification by use of
Lamborghini Huracán Performante. fancy charts and many supporting written
Philips high power Frank Markus’ quotes of the staff’s words, plus don’t forget the use of race car
X-tremeUltinon LED driving experiences got the gut feel of drivers to ensure proven results.
how well (or poorly) each of the dozen Whatever happened to using normal
fog lamps provide up to
contenders did. The best included Mark everyday-type cars driven on various city
200% brighter light for Rechtin’s “An SUV can do that?!?” of the streets by everyday folks over a period of
superior visibility. Their 2018 Alfa Romeo Stelvio, Randy Pobst’s time? What a concept!
crisp white light is a perfect “Somebody pinch me” of the track perfor- BILL FERRELL
color match with Xenon mance of the 2018 Porsche 911 GT2 RS, APEX, NORTH CAROLINA
HID headlights. and his own “This car makes you into a Oh, boy. Scott and Bill—might we suggest
god” of the winning Huracán. checking out literally any other month’s
Having driven cars in autocrosses, issue or heading online? In 2018 most of our
rallies, and icekhanas, plus track days comparisons were done with mainstream
at Lime Rock, I love cars with soul. vehicles. Besides—what’s the point of Best
These include my 1966 Chevy Corvair Driver’s Car if we can’t level the playing
Fitch Sprint, 1971 Fiat 850 Spider, 1972 field and have each car compete on its own
Cosworth-modified Chevy Vega wagon, merits and not just price? Where else can
and Italian rental 1983 Alfa Romeo 33 in you compare a Civic Type R, Mustang GT, or
the Swiss Alps. Even my 2009 Honda Fit Miata to a 720S or Huracán Performante?
Sport was fun on a 10,000-mile tour of P.S. Bonus points for Bill’s hometown.—Ed.
the continental states. Congratulations,
MotorTrend, for excitement. It’s time to Best Driver’s Car: The Missing
buy a hot car with gusto! Why are there no Ferraris in the 2018 Best
MIKE SPRINGALL Driver’s Car competition? No 488 Pista,
VERO BEACH, FLORIDA no 812 Superfast, and no GTC4Lusso. It’s a
glaring omission.
Best Driver’s Car: The Cheap DAVID ENSON
Hokum, in my opinion, that the average VILLA PARK, CALIFORNIA
“price as tested” of your Best Driver’s Car
field is $152,532. Your cover story should Where is the Ferrari 488 GTB? The 2017
have been touted as best “rich driver’s BDC winner, a car several of the reviewers
car!” Good grief, I would hope the top gushed over as an “out-of-this-world
three $300,000-plus rides would top a driving experience,” and it doesn’t even
Honda, but even in Orange County, make the competition? How can this be?
California, I hardly ever see those top JOHN POLIZZIO
three cars on the road. Now go test for VIA EMAIL
the best driver’s car among cars that are Great questions, guys. We totally agree with
actually regularly driven for the most you. In fact, we invited the Ferrari 488 Pista
part and not just taken out to show off to defend the 488’s crown, but Ferrari could
every now and then. not get one to us in time. Maybe next year
SCOTT HURD they’ll send a Pista and a Superfast to make
ORANGE COUNTY, CALIFORNIA up for it.—Ed.
Corrections In the November issue, the figure-eight results for the Lamborghini Huracán Performante
Philips X-tremeUltinon were misstated. It ran the circuit in 22.2 seconds at 1.00 g. In the December issue, we misidentified a
LED fog lamps vehicle when comparing Streets of Willow lap times with the Tesla Model 3. The competitive vehicle
should be the Ford Mustang Performance Pack 1. MotorTrend regrets these errors.
1.19 TREND
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THE LINEUP
ACURA RDX • BMW X2
BMW X3 • BMW X4 • CADILLAC XT4
FORD ECOSPORT • FORD EDGE • FORD EXPEDITION
HYUNDAI KONA • HYUNDAI SANTA FE • INFINITI QX50
JAGUAR E-PACE • JAGUAR I-PACE • JEEP CHEROKEE
JEEP WRANGLER • LAND ROVER RANGE ROVER VELAR
LEXUS RX 350 L • LINCOLN NAVIGATOR
MERCEDES-BENZ G-CLASS • MITSUBISHI ECLIPSE CROSS
NISSAN KICKS • SUBARU ASCENT • SUBARU FORESTER
TOYOTA RAV4 • VOLVO XC40
COVER STORY
THE JUDGES
Mark Rechtin, Executive Editor
Angus MacKenzie, International Bureau Chief
Alisa Priddle, Detroit Editor
Scott Evans, Features Editor
Christian Seabaugh, Features Editor
Frank Markus, Technical Director
Kim Reynolds, Testing Director
Zach Gale, Senior Production Editor
Stefan Ogbac, Associate Online Editor
Miguel Cortina, MotorTrend En Español
Gordon Dickie, Guest Judge
JANUARY 2019 / MOTORTREND.COM 23

If you’ve ever stood next to
a piano, you’ve probably felt
the urge to tap every key,
just to hear what they all
sound like. Put 36 SUVs in front of our
judges, and you get the same result.
Some years it’s more like playing
chords than individual notes: lots of
crossovers struggling to stand out while
slavishly copying one another. This isn’t
one of those years. It’s as discordant as a
cat strolling across the keyboard, which
makes the job of picking the best SUV
that much harder—and that much more
interesting.
Take a peek under the lids of this
year’s pack, and you’ll find live axles
and independent suspensions. Three-,
four-, six-, and eight-cylinder engines
paired with six-, seven-, eight-, nine-,
and 10-speed automatics, plus the
occasional stick shift or continuously
variable transmission and a few single-
speed reduction gearboxes. Gasoline
engines and electric motors, sometimes
together and sometimes separate.
Turbochargers, superchargers, electric
assist, and plain old natural aspiration.
Front-drive, front-drive-based
all-wheel drive, rear-based all-wheel
drive, and manually and electronically
shifted four-wheel drive. We even have
a variable-displacement engine and
two AWD systems with no mechanical
connection between the axles.
When it comes to finding the high HPC features a high-speed oval, a winding road, and an off-road course.
notes among dozens of SUVs, our
judges are concert pianists. Armed with Where we tested PHASE 1 Hard Data
crash safety results, price comparisons, With the typical contender field regularly
Other magazines gather some
equipment lists, reams of our own test surpassing three dozen vehicles, automotive
cars, drive them around, and proving grounds have become our location of
data, and more than two centuries of
vote on which ones they like choice for data collection. We were invited back
combined experience, we examine the
composition of every contender against
best, but that’s not how we do it. to the Honda Proving Center, located 130 miles
our six key criteria. Our rigorous and regimented Of north of our Los Angeles headquarters, where
The Year programs are designed updated facilities offered our judges more
Evaluating each vehicle in such a
ways than ever to evaluate the performance,
manner allows us to fairly select a around repeatability—testing
handling, and quality of the contenders. First,
winner from a field that includes cheap every vehicle in the same though, every vehicle underwent our standard
and cheerful starter rides, six-figure conditions on the same roads battery of tests. Straight-line acceleration and
luxury vehicles, purpose-built electric and proving grounds back to braking, lateral acceleration, and our figure-
vehicles, everyday family haulers, and back to ensure no vehicle has eight handling test are all recorded by a stack
the SUV that invented SUVs. of Vbox GPS-based data collectors sampling
Finding middle C among 25 models
an advantage or disadvantage.
20 times per second. From this, the test team
and their numerous variants isn’t easy, Each program requires a
builds a spreadsheet for easy reference
but when you hear it, you understand different set of tests unique to throughout judging. In addition to data, the
why it’s right in the middle of the the type of vehicle. This is how team takes meticulous notes on every vehicle’s
keyboard. Sco Evans we do it at SUV of the Year. test performance to inform judging discussions.

RIDE ROAD Honda Proving Center features Belgian blocks, skidpads, and miles of rough, re-created real-world roads.
PHASE 2 Narrowing the Field PHASE 3 The Real World

The great advantage of a proving ground is its consolidation of test Even after evaluating our vehicles
surfaces into one controlled facility. A site like the Honda Proving Center at this $100 million high-tech
allows our judges to drive all 36 vehicles on-road and off, through tight proving ground, we still test our
curves and down lengthy straights, on good pavement and bad—all finalists in the real world because
within the proving center’s confines. A 1.9-mile winding road demon- there are some things you just
strates handling while a 7.6-mile oval tests high-speed stability and can’t simulate in a controlled
interior noise and provides an opportunity to test advanced cruise environment. Longtime
control and lane keeping technologies. Various rough road surfaces, readers will be familiar with
including Belgian blocks, gravel, and re-creations of various real-world our evaluation loop: 27.6 miles
freeways (including L.A.’s notorious Harbor Freeway expansion joints), of public roads in and around the city of Tehachapi, California. Adding
reveal suspension tuning and build quality issues. A 1.3-mile off-road in its 4,000-foot elevation, the route taxes every part of a vehicle—be it
course tests a vehicle’s claims to capability with washboard roads, hill climbing and descending 1,000 feet, stop-and-go city driving, meandering
climbs and descents, and a sand bog that simulates snow. From these country roads, wide-open freeways, or a twisting, technical canyon
evaluations, our panel separates finalists from the contenders. road. Along the way, the finalists will encounter traffic, railroad crossings,
and every condition of pavement from brand-new concrete to ancient
asphalt cracked and broken by heavy truck traffic. From these real-world
evaluations, an SUV of the Year winner emerges from among the finalists.
VEHICLE ROUGH
DYNAMICS SURFACES
AREA
WINDING
ROAD
OFF-ROAD
COURSE
BMW X2
WE LIKE Stylish, fun to drive WE DON’T LIKE Harsh ride, steep price tag, no space
F
or a young, successful looking good and being fun to Both sides agreed the sporti- xDrive all-wheel-drive model and
professional, a fun, stylish drive, but even its strengths were ness came at a price. The rear an as-tested price of $50,920, the
car can be a personal points of contention. seat is cramped even for a car this X2 is already at the top end of the
reward. The BMW X2 hits the mark Several of us compared it to a size, and the cargo area is tiny. The class, and BMW has announced a
for a dual-income no-kids house- hot hatch. Stefan Ogbac, though, ride quality was roundly criticized, more expensive M35i model.
hold. For everyone else, though, it’s called it “uninspiring,” Gordon with Christian Seabaugh calling it It’s easy to rationalize a vehicle
long on sport and short on utility. Dickie called it “numb,” and Frank “without a doubt the hardest-riding that does one thing very well at
Our six criteria are weighted Markus split the difference, writing, vehicle here.” Outward visibility is the expense of other basic func-
equally, but how well a vehicle “This is probably the fastest car terrible, both to the front and rear. tions. But many trade-offs (and
performs its intended function around the winding track, but it’s And impact harshness is severe. only one USB port?) make this
usually gets the biggest workout. not as fun as I would expect a Then there’s the question of single-purpose vehicle incapable
The X2 is clearly focused on BMW to be.” value. At $39,395 to start for this of advancement. Scott Evans
SPECS 2018 BMW X2 xDrive28i

Base Price/As Tested $39,395/$50,920
Power (SAE net) 228 hp @ 5,000 rpm
Torque (SAE net) 258 lb-ft @ 1,450 rpm
Accel, 0-60 mph 6.8 sec
Quarter Mile 15.2 sec @ 91.1 mph
Braking, 60-0 mph 118 ft
Lateral Acceleration 0.86 g (avg)
MT Figure Eight 27.0 sec @ 0.66 g (avg)
EPA City/Hwy/Comb 21/31/25 mpg
Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission 2.0L turbo DOHC 16-valve I-4/8-speed automatic Curb Weight (F/R Dist)
3,684 lb (57/43%) Wheelbase 105.1 in Length x Width x Height 172.2 x 71.8 x 60.1 in Energy Consumption, City/Hwy 160/109 kW-hr/100 miles
CO2 Emissions, Comb 0.79 lb/mile
The X2 is clearly focused on looking good and being fun to drive, and even its strengths were points of contention.
Philosophical question: What is an SUV?
“Let’s vote right now.” The array of SUVs had undergone more
It was only the third loop of the day than a week of instrumented testing,
when a giddy Kim Reynolds, veteran dissective walkarounds, and a grueling
road tester extraordinaire, made his anecdotal evaluation at the Honda
pronouncement with a childish grin and proving ground in the Mojave Desert.
rare flash of excitement. We had pared the field to 11 finalists
By this time, our 36-vehicle field had representing nine nameplates, from
spent a lot of time in MotorTrend hands. which a winner would emerge.
26 MOTORTREND.COM / JANUARY 2019 Kim Reynolds
BMW X3 SUV CONTENDERS
WE LIKE Road manners, improved iDrive WE DON’T LIKE Single USB port, fee for Apple CarPlay
T
he X3 moves to the CLAR the brakes and well-composed iDrive system has become more automaker short-armed the fresh
architecture for a beer ride, chassis, but its responsive steering usable, though its gesture control sheet of paper it was given. “If you
more tech, and its first M was almost too quick for our lane- commands remain undercooked. didn’t tell me, I’d easily believe it’s
variant, seing it up to be BMW’s change test. Off-road, it powered Judges found it inexcusable that a midcycle refresh, not all-new,”
best-selling SUV. through the slush and washboard, there’s only one USB port in front Sco Evans said. “Other than
The third-gen X3 is almost the and it has an excellent program- and none in the rear. And Christian infotainment soware and digital
size of the original X5 and gains mable hill-descent cruise control. Seabaugh called BMW “greedy” gauges, it all seems the same.”
some maturity, being quieter and The two-tone interior with for charging a subscription fee for The X3 plays in a segment
more composed. The I-4 provides nice wood touches does not Apple CarPlay. prone to radical change, and
adequate power with smooth feel seismically different from Although some felt the X3 although some admire consis-
shiing from the eight-speed the outgoing model. Seats helps restore BMW to some of its tency over time, BMW might have
automatic. Kim Reynolds liked are aractive but still firm. The former glory, others thought the played it too safe. Alisa Priddle
SPECS 2018 BMW X3 xDrive30i

Some felt the X3 helps restore BMW’s former glory; others thought it short-armed the fresh sheet of paper it was given.
But Kim was ready to end it, right as we jumped from tiny entries to
then and there. behemoths, revised classics to new
“This takes me back to the childhood nameplates. We did it so you don’t have
I never had. I could drive that all day, to. Drive My Car. Beatles, 1965.
listening to the Beatles, reliving my We weren’t all on the Beatles station.
golden youth.” Some went for hair metal, and one
No, we were not swayed by Kim’s preferred orchestral maneuvers. We
appeal to the Jeep Wrangler and had Latin Pop and K-Pop. Usually
nostalgia. But the passion of the judges the stereo was off, to better hear the
for the contending SUVs was palpable crescendo of the engine and detect any
BMW X4
WE LIKE Potent acceleration, sporty handling WE DON’T LIKE Rough ride, lack of rear visibility and cargo capacity
T
he 2019 BMW X4 was a smoothly in all modes, allowing you Although we may be more than that of the prior generation,
controversial entry this year. to exit corners explosively. accustomed to the X4’s fastback ingress and egress remain chal-
Most judges admired its The hunchbacked fun machine roofline, its exterior still didn’t get lenging, and the rear seats’ low
dynamic feel, but Gordon Dickie lost ground when it came to much love. Frank Markus didn’t see hip-point and infringing roofline
found the X4’s performance not at comfort; a number of judges the new design as an improvement, might trigger claustrophobes.
the caliber of past BMWs. declared the suspension too harsh, and Evans unfavorably compared it Regardless of the extra
The X4 M40i’s 3.0-liter turbo even in Comfort mode. Scott Evans to a lifted sedan. The car’s silhouette passenger room, the X4 is a
I-6 is a sweetheart, providing got tossed around too much over also earned criticism for compro- compromised vehicle; it sacrifices
strong acceleration and linear rough pavement, and Christian mising rear visibility and signifi- practicality and comfort in favor
power delivery while emitting an Seabaugh likened the X4’s rough cantly reducing cargo capacity of driving well and standing out.
exuberant exhaust note. The eight- ride to getting punched repeatedly versus the X3. Although rear-seat As Markus noted: “What price
speed automatic shifts quickly and in the kidneys. space is slightly more generous fashion? 2Much.” Stefan Ogbac
SPECS 2019 BMW X4 M40i

The hunchbacked fun machine lost ground when it came to comfort; several judges declared the suspension too harsh.
squeaks, buzzes, rattles, or excessive colors that pop for photo and video.
wind or road noise. Ensuring everyone and everything is in
All in a day’s work. And only a year in the right place at the right time.
the making. Final tally: 36 vehicles representing
Planning for 2019 SUV of the Year 25 nameplates. Many of these SUVs
began as soon as we handed out last never existed before this year, including
year’s Golden Calipers. Then came the the Hyundai Kona, Jaguar I-Pace
dance with automakers to align what was and E-Pace, Land Rover Range Rover
eligible during our test period. Thrashing Velar, BMW X2, Cadillac XT4, Subaru
out variants and trim levels. Asking for Ascent, Volvo XC40, and Mitsubishi
Cadillac XT4 SUV CONTENDERS
WE LIKE Finally an entry-level Cadillac CUV, cool taillights WE DON’T LIKE Forgettable dynamics, subpar interior
T
he XT4 fills the empty entry- its own course in a high-volume the road, too, with Kim Reynolds outward visibility, and the center
luxury spot in Cadillac’s premium vehicle segment and describing its track behavior as high-mounted stop lamp reduces
lineup, but we struggled to ends up lost in the weeds,” Angus “quite ordinary.” The XT4 doesn’t try the already compromised view
find enough Cadillac or luxury here. MacKenzie said. to be sporty, but it doesn’t succeed out the back. To compete with the
It’s not clear what segment the No matter what you compare the in being plush, either. It rides an German brands, Cadillac must
luxury CUV fills, as the XT4 is pricier XT4 to, our judges revealed a few anonymous middle line. master the details. Unfortunately,
and longer than the BMW X1 and issues. The unrefined nine-speed “It seemed to steer, brake, accel- Christian Seabaugh noted, “It feels
Mercedes-Benz GLA yet shorter, transmission sometimes lazes erate, and corner in a fairly average rough around the edges.”
less expensive, and less powerful along in a higher gear instead of manner,” Frank Markus said. We’d like to see higher quality
than the Infiniti QX50 and BMW X3. making the most of the coarse, “Nothing stood out as exceptional.” from a luxury CUV, and we expect
“The XT4 is yet another tweener grainy 237-hp turbo-four. The The XT4’s interior also failed to the driving experience to better
Cadillac that attempts to chart XT4 failed to distinguish itself on impress. Small windows reduce match the price tag. Zach Gale
SPECS 2019 Cadillac XT4 2.0T AWD

Christian Seabaugh pulls cable from our long-term Ram

It’s not clear what segment the XT4 fills: “Yet another tweener Cadillac.” Power Wagon to free a Santa Fe stuck in the fine sand.
Eclipse Cross. Some were new to the We have our own version of kaizen,
U.S. market, such as the Ford EcoSport ever honing the selection processes.
and Nissan Kicks. Returning rede- We beta-tested a new software app to
signed heavy hitters were the Ford rate each entrant—an internal check-
Expedition, Lincoln Navigator, Toyota list to assign values to everything from
RAV4, Mercedes-Benz G-Class, Subaru panel gaps to interior fit and finish,
Forester, and, yes, Kim’s beloved Jeep from infotainment usability to USB
Wrangler. No wonder the 11 judges port availability, from throttle tip-in to
were so excited to hit the road this year. suspension damping. With some fine-
Ticket to Ride. Beatles, 1965. tuning, the app will provide empirical
Ford EcoSport SUV CONTENDERS
SES 4WD
WE LIKE Sync user interface, well-appointed interior on SES model WE DON’T LIKE Engines that sound like they’re begging for mercy
T
here’s a mini-ute profit war trucklet that’s woefully short of But these pleasantries were And on the off-road course,
brewing, and Ford can’t both eco and sport. outnumbered in our logbooks where the 1.0-liter front-driver
afford to be Switzerland, so Several editors nevertheless by less flattering critiques. “It’s struggled mightily in shallow,
the company has gone to battle managed to find nice things to poor on gas, noisy, and ugly,” snowlike sand, Christian Seabaugh
with the aging army it has, not the say. Human sequoia Zach Gale Scottish straight-talker Gordon so flustered the poor thing that it
cutting-edge army it must want. was pleasantly surprised by the Dickie declared. Noted Angus threw this very unusual warning:
We look forward to discovering spaciousness and cushy armrests MacKenzie: “The engines drone, “Power reduced to lower engine
flashes of Expedition/Navigator in the tall, upright rear seat, and there’s a lot of diagonal pitch temp.” His EcoSport summation
brilliance in the EcoSport’s gadget-boy Stefan Ogbac appreci- in corners.” Ogbac observed that expresses our collective senti-
replacement, but for now there’s ated the Sync 3 system’s ease of “everything screams ‘built to price,’ ment: “Ford of North America didn’t
little to recommend a tall, tippy, use, and Kim Reynolds praised the yet the EcoSport can hit $30,000 take this vehicle seriously, so why
gawky-looking, developing-market dynamics on our figure eight. when fully optioned.” should I?” Frank Markus
SPECS 2018 Ford EcoSport SE (FWD) 2018 Ford EcoSport SES 4WD
Base Price/As Tested $23,995/$25,685 $27,875/$28,345
Power (SAE net) 123 hp @ 6,000 rpm 166 hp @ 6,500 rpm
Torque (SAE net) 125 lb-ft @ 3,500 rpm 149 lb-ft @ 4,500 rpm
Accel, 0-60 mph 11.2 sec 9.9 sec
Quarter Mile 18.2 sec @ 76.7 mph 17.4 sec @ 77.0 mph
Braking, 60-0 mph 128 ft 132 ft
Lateral Acceleration 0.74 g (avg) 0.77 g (avg)
MT Figure Eight 29.3 sec @ 0.54 g (avg) 28.7 sec @ 0.56 g (avg)
EPA City/Hwy/Comb 27/29/28 mpg 23/29/25 mpg SE (FWD)
Vehicle Layout SE Front-engine, FWD, 5-pass, 4-door SUV SES Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission SE 1.0L turbo DOHC 12-valve
I-3/6-speed automatic SES 2.0L DOHC 16-valve I-4/6-speed automatic Curb Weight (F/R Dist) SE 3,054 lb (62/38%) SES 3,390 lb (58/42%)
Wheelbase 99.2 in Length x Width x Height SE 161.3 x 69.5 x 64.8 in SES 161.3 x 69.5 x 65.1 in Energy Consumption, City/Hwy SE 125/116 kW-hr/100 miles
SES 147/116 kW-hr/100 miles CO2 Emissions, Comb SE 0.70 lb/mile SES 0.76 lb/mile
PEEK INSIDE The control room at Honda’s facility can track every movement on the 3,800-acre campus.
data to augment our anecdotal assess- dusty Cantil, California, and we have
ment of each car against our six criteria. enjoyed its improvements ever since.
For now it fosters consistency. Strict This year we got a peek inside the
protocol gives us the freedom to also center’s control room—arrayed with
crank up the stereo and feel the car on screens tracking every movement via
an emotional level. cameras, control barriers, and GPS
Honda is in full kaizen mode, as systems while a weather station spits out
well. Three years ago we were the first continuous reports. Exceed the speed
outsiders to use the refurbished Honda limit, and the command center knows it.
California Proving Center in scalding, We tried not to test Honda’s patience.
THE BEST SEAT AT IMSA
The lead car always has the best view, and more and more often,
that car is the NSX GT3. It’s a feat made possible by such a
powerful production car that its chassis and engine went
straight into the GT3. With shared technology, whether you
purchase your own GT3 race car or the street-legal NSX,
you’ll enjoy the same driver-centric exhilaration.
NSX GT3 Race Car shown. ©2019 Acura. Acura, NSX, and the stylized “A” logo are registered trademarks of Honda Motor Co., Ltd.
Ford Edge SUV CONTENDERS
ST AWD
WE LIKE Additional ST power, great engine note WE DON’T LIKE Doesn’t deliver ST promise, Titanium not premium enough
T
he Edge is a good choice “with minimal tire noise, well- editors praised the improvements Focus ST. Judges agreed the ST
for Ford to make the leap buttoned-down body motions, and to the Sync 3 infotainment system. has speed, power, grip, and sound
into performance CUVs. a terrific engine snarl.” Conversely, Some felt the new Titanium trim but not the personality or playful-
Ford also used its refresh to add a the Titanium with the eight-speed was not premium enough to top ness of an ST. Not that anyone
new top trim and tweak styling. was clunky with brake stuttering at the lineup, as metal etched to look will take it to the track, but Kim
The conventional Edge gets a low speeds. The suspension didn’t like carbon fiber tried valiantly to Reynolds nonetheless called it a
peppy 2.0-liter turbo I-4, but the ST do enough to quiet the ride and break up an interior crowded with “lowercase ‘st.’” Angus MacKenzie
gets the 2.7-liter twin-turbo V-6 and paled in comparison to the ST’s too much hard black plastic. felt the SUV was somehow less
the first use of Ford’s new eight- damping. Lane centering was as The ST might be a game than the sum of its parts.
speed with stop/start. good as we’ve seen from Ford. changer for crossovers even if it It’s a great start. But it’s missing
On the handling course, the ST Inside, the rotary-dial gearshift falls short of the dynamic bench- the X-factor that makes other STs
is a ball of fire, Frank Markus said, frees up console space, and marks set by the Fiesta ST and so special. Alisa Priddle
SPECS 2019 Ford Edge Titanium (FWD) 2019 Ford Edge ST AWD
Titanium (FWD)
EPA City/Hwy/Comb 22/29/25 mpg 19/26/21 mpg
Vehicle Layout Titanium Front-engine, FWD, 5-pass, 4-door SUV ST Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission Titanium 2.0L turbo
DOHC 16-valve I-4/8-speed automatic ST 2.7L twin-turbo DOHC 24-valve V-6/8-speed automatic Curb Weight (F/R Dist) Titanium 4,153 lb (59/41%)
ST 4,595 lb (60/40%) Wheelbase 112.2 in Length x Width x Height 188.8 x 75.9 x 68.3 in Energy Consumption, City/Hwy Titanium 153/116 kW-hr/100 miles
ST 177/130 kW-hr/100 miles CO2 Emissions, Comb Titanium 0.79 lb/mile ST 0.90 lb/mile
SAFETY FIRST Before Kim Reynolds ran a figure eight sans

doors, the test crew taped him in place for his own safety.
Our road test team of Kim, Chris wanted to go again with the doors
Walton, and Erick Ayapana had already and hard top removed—the way God
spent a week at the facility putting intended Jeeps to be. Erick taped him to
numbers to the SUVs. Kim does figure- the seat so he wouldn’t fall out, and he
eight and skidpad tests. Chris works set out again. That dedication is almost
pedals for 0–60 and quarter-mile times as crazy as that of the photographers
and braking distances. Erick provides who harness themselves to the back of a
reinforcement off the bench. moving vehicle to get the perfect shot.
Best test moment: After Kim tossed The 2019 Wrangler was designed
around the Wrangler Rubicon, he to come apart and be reassembled
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Hyundai Santa Fe SUV CONTENDERS
HTRAC 2.0T
WE LIKE Strong value proposition, spacious interior WE DON’T LIKE Underpowered engines, not much innovation
T
hose wishing to upgrade The AWD model won back some control. But not everyone sees the Hyundai also continues to prove
from the fun factor of the points off-road, where it climbed value. “I’d probably still consider its infotainment expertise with an
compact Kona will find the hills with minimal wheel slip when the slightly cheaper CR-V that’s half intuitive system featuring multiple
sibling Hyundai Santa Fe under- the electronic center differential a class below this,” Zach Gale said. shortcut buttons, a responsive
powered and lacking in refinement. was locked. The interior won praise from a touchscreen, and knobs to set
Christian Seabaugh deemed Value remains a strong point, number of judges for its spacious- media, navigation, and climate
the ride floppy and bouncy, called especially now that all 2019 Santa ness, high-quality materials, and control. Nothing important is
the base 2.4-liter coarse and Fes come standard with Hyundai’s unique touches. Miguel Cortina buried within submenus.
grainy, and found the 2.0-liter turbo SmartSense safety suite—which appreciated the upscale feel, Scott Evans summed it up best:
underpowered. Numb steering, includes front and rear automatic and Gale liked the massive cargo “It’s an effective update to a main-
rear-end hop, and head toss over emergency braking, pedestrian capacity and the ability to fold the stay crossover, but it doesn’t really
bumps bedeviled Gordon Dickie. detection, and adaptive cruise second row from the tailgate area. do anything new.” Stefan Ogbac
SPECS 2019 Hyundai Santa Fe 2019 Hyundai Santa Fe HTRAC 2.0T

EPA City/Hwy/Comb 22/29/25 mpg 19/24/21 mpg Santa Fe
Vehicle Layout Front-engine, FWD, 5-pass, 4-door SUV HTRAC 2.0T Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission 2.4L DOHC 16-valve
I-4/8-speed automatic HTRAC 2.0T 2.0L turbo DOHC 16-valve I-4/8-speed automatic Curb Weight (F/R Dist) 3,807 lb (57/43%) HTRAC 2.0T 4,022 lb
(57/43%) Wheelbase 108.9 in Length x Width x Height 187.8 x 74.4 x 66.1 in Energy Consumption, City/Hwy 153/116 kW-hr/100 miles HTRAC 2.0T
177/140 kW-hr/100 miles CO2 Emissions, Comb 0.79 lb/mile HTRAC 2.0T 0.93 lb/mile
The interior won praise from a number of judges for its spaciousness, high-quality materials, and unique touches.
quicker and easier. I lost count of how One of our the long-term Ram Power Wagon, JC
many times the Jeeps were dismem- new judges Anne jumped in, threw the 6,000-pound
this year, Zach
bered—features editors Scott Evans and Gale, reminds truck in reverse, ran over our bristly
Christian Seabaugh could put on a clinic us of the value visitor, then slammed the tranny into
by week’s end. equation of drive for a second pass. Decisive girl. Why
each vehicle.
Test team intern JC Anne Hancock Don’t We Do It in the Road. Beatles, 1968.
made her mark early—and not just for We had 11 judges—including new
coding and collating our testing app. A judges Zach Gale and Stefan Ogbac—in
scorpion hiding under the Ford Edge session at the proving ground. Before
refused to leave. When it scuttled under any judge turned a wheel, we first put
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Infiniti QX50 SUV CONTENDERS
WE LIKE Fantastic engine, gorgeous styling, spacious cabin WE DON’T LIKE Disappointing CVT, frustrating infotainment system
A
technical wonder of an the transmission has trouble Ultrasuede trim, white diamond- up top and a multiuse info screen
engine sits under the hood managing the engine, occasion- stitched semi-aniline leather seats, at bottom bordered by buttons—
of the striking QX50, but ally leading to surging and an and a brown upper dash. In its but there are no tuning or HVAC
this beautiful luxury crossover is unrefined driving experience. nearly $60,000 form, the QX50 control knobs. Angus MacKenzie
held back by its transmission and Before anyone drives the looks every bit the luxury vehicle. called the system “infuriatingly
infotainment system. QX50, though, they’ll ogle it. The But the undertaking starts to fall complex,” and Scott Evans said it
The automaker’s new 268-hp Infiniti’s knockout styling effectively apart when you look closer. There’s is a “UX disaster.”
variable-compression turbo-four upsizes the sexy QX30. Inside a no Apple CarPlay or Android Auto, Until Infiniti can overhaul the
has potential for greatness but is QX50 with the Autograph package, and Infiniti’s dual-screen user expe- infotainment system and fix the
sadly paired to a poorly matched the interior greets the driver with rience still lags behind the rest of clashing engine and transmis-
CVT. CVTs can provide an effort- a stunning combination of light- the industry in usability. The center sion, the QX50 remains merely an
lessly smooth commute, but here, colored matte wood, dark blue stack includes a navigation screen attractive contender. Zach Gale
SPECS 2019 Infiniti QX50 AWD

Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission 2.0L turbo DOHC 16-valve I-4/Cont variable auto Curb Weight (F/R Dist)
Infiniti’s new variable-compression turbo-four has potential for greatness but is sadly paired to a CVT that holds it back.
each case into context. Our detailed we get to Gloria’s Mexican Restaurant in
walkarounds provide details of every California City earlier than usual. Our
vehicle’s platform, chassis, powertrain, brigade of sand-encrusted staffers have
pricing, noteworthy features, and no reservation.
competitive set. It’s a lot to soak in, espe- Confusion ensues until MotorTrend
cially when soaking in triple-digit heat. en Español’s Miguel Cortina flashes his
Once discussed, each SUV is whisked trademark toothy smile and offers a
away for photography before the sun charming explanation, in his baritone
sets. Every year this well-oiled machine Español, of course. The waitresses
gets more efficient. This time it means swoon. Heck, the waiters swoon.
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Jaguar E-Pace SUV CONTENDERS
WE LIKE Appealing exterior, sporty handling, superior all-road capability WE DON’T LIKE Very firm ride, vocal powertrain, cheap plastic parts inside
J
aguar has done a superb job like a rally car on stilts. “The Jaguar materials choices. Although the Jaguar. Despite aluminum panels
of translating familial forms E-Pace might be the closest Meridian audio system drew raves, and special thinner steel bodyside
onto a compact front-drive thing to the Alfa Romeo Stelvio in judges panned the InControl Touch stampings, a base model still
architecture. The E-Pace looks terms of a fun-to-drive SUV,” Mark Pro infotainment interface and weighs 155 pounds more than the
muscular and ready to pounce. Rechtin said. plastic around the center stack and entry-level version of the larger
Although it offers similar However, back-road blitzes steering wheel. “The interior parts F-Pace, which is built on JLR’s
off-road capability to the closely come with the trade-off of a firm bin looks dated,” Scott Evans said. newer, aluminum-intensive D7a
related Range Rover Evoque, the suspension, and the 2.0-liter inline- “I feel like I’ve seen this all before, architecture.
buttoned-down E-Pace is far more four isn’t the smoothest powertrain and not in a good way.” Still, Zach Gale noted, “The way
fun to drive on twisting tarmac, in the segment. The E-Pace is built on an old, it drives is such a pleasure even
almost as quick and nimble as a The interior inspired mixed all-steel architecture that traces its when you’re not at ten-tenths.”
hot hatch. On gravel, it handles reviews from judges, mainly for origins back to Ford’s ownership of Angus MacKenzie
SPECS 2018 Jaguar E-Pace P250 AWD SE

The Jaguar E-Pace offers similar off-road capability to the related Range Rover Evoque and is far more fun to drive.
Suddenly patrons are dislodged and we winding road, the half-mile gravel loop,
populate a giant swath of the restaurant. a mile-long off-road course, and a new
Vats of margaritas and platters of bande- area of special surfaces to try to shake
rillas are in order. We crawl back to our things loose. It’s getting hot already.
nearby hotel well fed. Here Comes the Sun. Beatles, 1969.
The next day starts with photo chief Gordon Dickie, guest judge and
Brian Vance grinding artisanally roasted vehicle dynamics consultant, unwraps a
coffee as Honda outlines our safety gauge that measures gaps between body
briefing before letting us loose on 7.6 panels. He’s loaded with such tools of
miles of high-speed oval, the 1.9-mile the trade. Gordon will not take a lunch
Guest judge Gordon Dickie with his fact-filled
binder and gauge to measure panel gaps.
Turbo boost. On demand.
Introducing the all-new 2019 Nissan Altima. With the world’s first Variable Compression Turbo
engine that allows you to choose how your engine performs. It responds to the amount of force
you put on the gas pedal and adjusts its compression ratio for more power when you need it, and
efficiency when you don’t.
Nissan Altima ®
Always wear your seat belt, and please don’t drink and drive. ©2018 Nissan North America, Inc. 2019 Altima not yet available for purchase. Expected availability October 2018.
Pre-production model shown. Actual production model may vary. 2019 EPA Fuel Economy Estimate 29/39/32 [City/Highway/Combined]. Actual mileage may vary with driving
conditions. Use for comparison only. World’s first production variable compression engine.
Jeep Cherokee SUV CONTENDERS
WE LIKE Swank interior design and materials, Selec-Terrain system WE DON’T LIKE Less adventurous restyle, underpowered air conditioning
T
he Cherokee’s abundant extra power made the Jeep “an ness from the transmission. They seat and cargo area for this class.
emotional appeal intensifies absolute riot in the sand.” Alisa noted that despite the high-tech Jeep could learn from Honda.
this year with the addition Priddle looped the sand pit repeat- powertrain, mass added for We agreed A) that Jeep’s
of a 2.0-liter turbo poached from edly, laughing maniacally. Miguel off-roading purposes means fuel Uconnect interface is among the
its equally fervid cousins, the Alfa Cortina thought the engine’s economy trails the pack. Rattles industry’s finest; B) that even in
Romeo Giulia and Stelvio. exuberant soundtrack made the and secondary vibrations felt on its chrome-bedazzled, on-road
Our most fun-loving editors acceleration feel quicker than its the tortuous Belgian blocks surface Limited drag, the Cherokee is the
praised the engine’s broad torque 7.5-second 0–60 time suggests. belie the advancing age of the off-road king of the compact CUV
curve, burly exhaust note, and Our left-brain perfectionists underlying chassis. And nothing class; and C) that A plus B plus an
improved pairing with the oft- carped about engine vibrations in this refresh alters the Cherokee’s abundance of emotional appeal
maligned nine-speed automatic felt at idle, a noisy cooling fan, basic flaw—a package that is big still doesn’t add up to an SUV of
transmission. Scott Evans felt the and some residual shift sluggish- on the outside but small in the rear the Year. Frank Markus
SPECS 2019 Jeep Cherokee Limited 4x4

The Santa Fe and Eclipse Cross got stuck almost simultaneously on the off-road course.
break for the next two days as he fills his also get extra time in the faux snow. I’m
binder with minutiae about the pack- thorough that way.
aging of every car. He’s Scottish. Lunch All odds were on resident sand-
breaks are for wimps. blaster Christian to be first to get a
The off-road track is always vehicle stuck enough to need a good
enlightening. I admit to making extra winching. But the honor this year falls
loops (and whoops) in the deep sand to executive editor Mark Rechtin in the
in the G-Wagen because sand raining front-drive Hyundai Santa Fe. Almost
down the windshield is addictive. The simultaneously, Christian bogs down
three Wranglers and Jeep Cherokee in the Eclipse Cross despite its Super
Lexus RX 350 L
WE LIKE Smooth ride, interior fit and finish WE DON’T LIKE Third-row seating, infotainment interface
W
e’ll just be blunt with cargo room even when folded to its penchant for understeer then system still has a maddening user
Lexus about its RX down. The powered third-row sudden lurchy tail-swinging. interface, a new split-screen setup
350 L: “The one reason seats take forever to fold. If he lived The original RX was our first SUV helps a bit. Second-row seating
it exists—its third row—isn’t even in a rainy climate, Zach Gale said of the Year, and you can see why space is good—until you have
useful. Why would Lexus risk the he’d rather have the pragmatic this vehicle has been a standard- to slide forward to make room for
equity it has in the RX nameplate option of folding and hoisting the bearer for luxury crossovers. origamied folks behind you.
with this model?” third row manually than getting When you look at the smooth Which leads to the main point:
This plaintive appeal from soaked waiting for motorized mice. and quiet ride, consistent steering When a vehicle’s reason to exist is
Christian Seabaugh was echoed Adding 4 inches of wheelbase and brake feel, elegant materials, also the reason it fails, therein lies a
by all. The RX L’s third row is to make room for the seats also superb fit and finish, and crisp problem. For all it does well, Angus
cramped at best and contortionate affected handling; Frank Markus stereo, the RX L is pretty fabulous. MacKenzie summarized, “It doesn’t
to access, and it robs valuable called the RX L a “wiener dog” due And although the infotainment live up to the legacy.” Mark Rechtin
SPECS 2018 Lexus RX 350 L

Vehicle Layout Front-engine, AWD, 7-pass, 4-door SUV Engine/Transmission 3.5L DOHC 24-valve V-6/8-speed automatic Curb Weight (F/R Dist) 4,673 lb
(55/45%) Wheelbase 109.8 in Length x Width x Height 196.9 x 74.6 x 67.3 in Energy Consumption, City/Hwy 187/135 kW-hr/100 miles
EYE IN THE SKY Photography drones capture our

SUV of the Year finalists from above.
All-Wheel Control. Ram Power Wagon struggled. With 36 vehicles to get through
to the rescue. every surface and rate on the new app,
Mark also gets the award for getting there was no extra time for getting stuck
the most vehicles stuck with his in the sand.
patented mid-hill panic-stop test—most After a full day of evaluating, we
that failed to proceed required a quick herd the contenders into a slow-mo
reverse and fresh run at the slope. It was V-formation while drones snap
on purpose, he told anyone who would pictures from above. Then the cars are
listen. It gave me liberty to skip the repositioned for a group sunset shot.
sink test in vehicles I knew had already Sandblasted, we retreat to Gloria’s yet
Mercedes-Benz G-Class SUV CONTENDERS
G 63
WE LIKE Dedication to design, off-road capability WE DON’T LIKE Heavy-handed software, too-ritzy interior
D
espite its age, the G-Class Inside, this G-Class is clearly a Anchored by a choice of 4.0-liter However, the modern nannies
was loved by consumers product of 2018. The roomier cabin twin-turbo V-8s paired with a nine- were overbearing, even playing
and critics. It’s what makes is jarring in its ode to modernity. speed automatic and four-wheel the pre-crash safety sound during
the redesigned second-generation Up front are massive twin digital drive, the new G-Class is worlds routine maneuvers. We also found
G-Class such a big deal. displays operated by touchpads better on-road. Although Frank several gremlins, including an
At first glance, Mercedes stays on the steering wheel—the left Markus found the AMG version improperly adjusting side mirror.
true to the original’s spirit. It looks a digital instrument cluster, the “totally awesome” on winding Although the old G-Class was
much like a scaled-up G-Wagen, right a fussy infotainment system. roads, the base G 550 suffered never perfect, it was charming. The
right down to its boxy design and The rest of the cabin is filled with from understeer when pushed too new edition may have lost some
callbacks such as its (pedestrian- leathers, woods, and metals that hard—easy to do with 416 hp on of that character in embracing the
friendlier) fender-mounted turn feel more appropriate to an S-Class tap. But it keeps its traditional off- modern world.
signals and mechanical door locks. than this pricey off-roader. road skill set. Christian Seabaugh
SPECS 2019 Mercedes-Benz G 550 4Matic 2019 Mercedes-AMG G 63 4Matic

G 550
EPA City/Hwy/Comb Not Yet Rated Not yet rated
Vehicle Layout Front-engine, 4WD, 5-pass, 4-door SUV Engine/Transmission 4.0L twin-turbo DOHC 32-valve V-8/9-speed automatic Curb Weight (F/R Dist)
G 550 4Matic 5,665 lb (53/47%) G 63 4Matic 5,821 lb (54/46%) Wheelbase 113.8 in Length x Width x Height G 550 4Matic 189.7 x 76.0 x 77.2 in
G 63 4Matic 191.9 x 79.3 x 77.4 in Energy Consumption, City/Hwy Not Yet Rated CO2 Emissions, Comb Not Yet Rated
At first glance, Mercedes stays true to the original G-Class spirit.

again, where this time they are expecting The only car stuck on the next day
us and our giant collective thirst. is the Eclipse Cross—which should
There is something seriously wrong not have been planted in the sand.
with us. Wheels-up time was for 7:30 the Depending who you ask, it was elec-
next morning, but everyone had left the trical, a software issue, or driver error.
hotel for the proving ground well before But it happens with several drivers,
that. Too many SUVs to get through so ... Don’t Let Me Down. Beatles, 1969.
before deliberations to reduce the field We power through the field and by
to the finalists. Every judge wants full 5:20 p.m. are gathered around a table UNSTUCK When the Eclipse Cross wasn’t
stuck in the sand, it was busy having fun.
notes for the showdown to come. to start culling the herd.
Mitsubishi Eclipse Cross SUV CONTENDERS
WE LIKE Second-row space, decent materials, long warranty WE DON’T LIKE Underpowered engine, sloppy handling, clunky infotainment system
T
he Mitsubishi Eclipse Cross But everything else fails to shifters a mockery. To add insult to Worst of all, its infotainment
is acceptable. impress. Nearly every judge injury, the Eclipse Cross was the system is awful. The touchpad
Yes, this compact SUV panned the sloppy handling and only AWD-equipped vehicle to looked glued on, and the graphical
is as bland and underwhelming as tires that squealed on the winding get stuck on the silty portion of the interface is one of the industry’s
that previous sentence implies. road course. Its suspension off-road course. Despite the AWD worst. The lack of knobs and
The rear seats are spacious. was seemingly tuned for neither system’s attempts to route power buttons made the system a hassle.
Cabin materials are better than comfort nor performance. around, the Eclipse Cross didn’t The touchpad was slow and
expected from a budget brand. The turbo-four was severely have the guts to get out on its own. unintuitive, the touchscreen hard
And the five-year/60,000-mile underpowered, and Gordon Dickie Inside, the seats were uncom- to reach from the driver’s seat.
basic and 10-year/100,000-mile found the CVT unresponsive when fortable, storage space was scarce, Ultimately, the Eclipse Cross
powertrain warranties are among you put your foot to the firewall— and the bizarre horizontal split rear is merely adequate but still lags
the longest in the industry. making the Ferrariesque paddle window impedes vision. behind many. Stefan Ogbac
SPECS 2019 Mitsubishi Eclipse Cross SEL S-AWC

Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission 1.5L turbo DOHC 16-valve I-4/Cont variable auto Curb Weight (F/R Dist)
KICKING UP CLOUDS The Nissan Kicks throws up a trail of dirt on our off-road course.
We shunt the weak first: Eclipse to its roots and purpose? The Jeep
Cross with its underpowered engine, advanced; the G-Wagen did not.
odd styling, and off-road woes. Also At the other end of the price
gone: the Ford EcoSport, based on an spectrum, the Kicks does not even
old Fiesta platform and containing a offer all-wheel drive, but it performed
plethora of build-to-price plastic. pretty well in the sand pit for a front-
The hardcore SUVs: The Wrangler driver. Fiery debate ensues over what
and Mercedes G 550/G 63 ignite constitutes an SUV and whether
emotions and comparisons. How well AWD should be a prerequisite. The
did each modernize while staying true answer still eludes us, but we are closer
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Nissan Kicks SUV CONTENDERS
WE LIKE Strong value, clever interior, kickin’ stereo WE DON’T LIKE No AWD, seat comfort, noisy at speed
W
ith only 125 hp under its commands and suffers from slug- Our biggest complaint? That doesn’t feel cheap. With a stylish
hood, the Nissan Kicks gish simulated shifts. it’s marketed as an SUV but lacks design, phone-friendly technology,
is deceptively sporty. Its With a price tag of just over AWD. Although it didn’t get stuck, it and an affordable price, Nissan
low curb weight makes it nimble, $23,000, the Kicks SR with the struggled going up the sand hill. has come up with the right formula
but it lacks the performance and Premium package comes with On-road, the amount of wind to market to millennial buyers.
speed to make it a budget Mini orange stitching throughout the noise, road noise, and tire noise “It’s not quick, but it’s good
Countryman. Still, it makes a strong cabin, a Bose sound system with is nearly deafening, Mark Rechtin enough, and it goes off-road better
value play. two speakers located in the driver’s noted. “But that’s OK—you just than some of the AWD cars here,”
Its CVT behaves better than headrest, and other cool details. crank up the awesome Bose Scott Evans said. “It has tons of
those in previous Nissans we’ve However, there were complaints stereo, and everything is cool.” rear-seat and cargo space for the
driven, but it still struggles to about the seating position and It’s a great deal for Sun Belters class. This is a really solid pick.”
respond quickly to throttle uncomfortable lumbar support. looking to buy a first new car that Miguel Cortina
SPECS 2018 Nissan Kicks SR

Vehicle Layout Front-engine, FWD, 5-pass, 4-door SUV Engine/Transmission 1.6L DOHC 16-valve I-4/Cont variable auto Curb Weight (F/R Dist) 2,670
lb (61/39%) Wheelbase 103.1 in Length x Width x Height 169.1 x 69.3 x 62.4 in Energy Consumption, City/Hwy 109/94 kW-hr/100 miles CO2 Emissions,
Comb 0.59 lb/mile
FREEDOM! Features editor Christian Seabaugh believes Jeeps should be open whenever possible.
to solving the automotive world’s The Edge ST is a welcome addition

segmenting issues. With such a diverse to the Ford lineup, but the midcycle
field, measuring each vehicle against enhancements did not provide enough
our criteria has never been more ST performance or Titanium premium
important. This is not a comparison features to advance to the finalist
test, after all. round. The Infiniti QX50 deserves a
The drool-worthy Range Rover Velar historic nod for its breakthrough engine
had us panting to drive it, as did the but needs better calibration to its trans-
electric- and gas-powered Jags. But the mission, plus its steering was wonky
E-Pace didn’t make the cut. and unpredictable. Whack and whack.
Subaru Ascent
WE LIKE Intuitive two-screen infotainment, sliding second row WE DON’T LIKE Mishmash of interior materials and colors, giant front overhang
T
he brand that has satisfied Christian Seabaugh praised the hard fake shifts?” The X-Mode With 19 cupholders, six USB
America’s crossover fetish 2.4-liter turbo flat-four for making AWD system handled our off-road ports, stowage cubbies aplenty,
in sizes S, M, and L is taking this “the first new Subaru CUV course’s ascents and descents with a 5,000-pound towing capability,
a second swing at the tricky XL since the Outback 3.6R that can relative ease, though Mark Rechtin and standard EyeSight driver-
three-row segment. get out of its own way.” Miguel managed to get it stuck temporarily assist technology, it scores high
Following the peculiar-looking Cortina fretted that filling all seven with his “Look out, a deer!” panic- in Safety and Performance of
and odd-sized B9 Tribeca, the or eight seats and the luggage stop test on our silt hill, which Intended Function. This will surely
2019 Ascent fixes its predeces- area might overburden the engine. approximates powdery snow. The lure the Subaru faithful in droves,
sor’s problems by growing about Scott Evans also questioned ride-biased handling drew mixed but poorer performance against
8 percent on the outside and 21 the overly aggressive CVT tuning: reviews, with my own notebook our other criteria might inspire
percent inside and donning a “I get trying to be sporty, but does declaring it “big and slightly under- comparison shoppers to seek
regulation Subaru uniform. anyone want a CVT banging off tired, a hippo in ballerina shoes.” other options. Frank Markus
SPECS 2019 Subaru Ascent Touring

Vehicle Layout Front-engine, AWD, 7-pass, 4-door SUV Engine/Transmission 2.4L turbo DOHC 16-valve flat-4/Cont variable auto Curb Weight (F/R Dist)
The Ascent fixes its predecessor’s problems by growing inside and out and donning a regulation Subaru uniform.
With more millennial judges, there had snatched the calipers. It continues app. Hmmm. This thing has definite
was greater emphasis on infotainment to check a lot of boxes, but two judges potential. We will continue to refine it.
and connectivity. No Apple CarPlay on a argued it was underpowered. Same After some grub, we drive an hour to
base Nissan Kicks? Heresy. No Android goes for the Acura RDX—it does a lot of our Tehachapi hotel. This time Gordon
Auto on the RAV4? Unthinkable. A things capably but nothing exception- is careful who he follows. Last year he
single USB port and a monthly fee ally. In the end, Mark calls a caucus and accidently tailed a photographer headed
to access CarPlay on the BMW X3— both survive into the next round. back to L.A. and missed the imbibing of
shortsighted and greedy. Interestingly, the 11 finalists brown liquor and tales told of industry
Subaru’s Forester came with great representing nine nameplates closely secrets and lies. More important,
expectations—the past two generations mirrored the results of our rating though, the finalist round is next.
Toyota RAV4 SUV CONTENDERS
Adventure
WE LIKE Appealing exterior/interior styling, second-row roominess WE DON’T LIKE Engine, transmission, suspension need further refinement
“H
ugely improved in every start driving,” Miguel Cortina said. [Editor’s Note: We were driving stitching and the slashed texture
way. I love the chances Although small crossovers aren’t early-build prototypes. Toyota says of the control-knob grips. Cabin
Toyota is taking,” Frank meant to be gymkhana cham- these tuning and calibration issues storage space seemed at a
Markus said of the automaker’s pions, dynamics expert Gordon will be addressed by its December premium. The Entune 3.0 system
best-selling vehicle. That said, has Dickie found the RAV4 tended to launch. To our eyes and ears, is slow and as of press time lacked
the RAV4 surpassed its rivals or plow through easy corners with though, they had a long way to go Android Auto compatibility.
merely caught up? screeching tires, the new rear and not much time to get there.] Angus MacKenzie summed up
We were underwhelmed that the multilink trailing-arm suspension The biggest praise was saved for the panel: “Good in parts, but
RAV’s sharp exterior design does struggling for accuracy, the new for the RAV4’s interior. “This is what we should expect more than that
not match its roadway sensibilities. eight-speed automatic hunting Toyota is capable of when it tries,” from a company with the resources
“It has the adventure style, yet it for the right gear, and the coarse Christian Seabaugh said, pointing and engineering capability of
doesn’t feel adventurous when you engine thrashing away. out the contrasting accents and Toyota.” Mark Rechtin
SPECS 2019 Toyota RAV4 Adventure 2019 Toyota RAV4 Limited 2019 Toyota RAV4 XSE Hybrid
Base Price/As Tested $33,945/$39,365 $34,545/$37,365 $34,745/$37,380
Power (SAE net) 203 hp @ 6,600 rpm 203 hp @ 6,600 rpm 176 hp @ 5,700 rpm (gas)/118 hp (elec)/219 hp (combined)
Torque (SAE net) 184 lb-ft @ 5,000 rpm 184 lb-ft @ 5,000 rpm 163 lb-ft @ 3,600 rpm (gas)/149 lb-ft (elec)
Accel, 0-60 mph 8.8 sec 8.2 sec 7.5 sec
Quarter Mile 16.8 sec @ 83.8 mph 16.4 sec @ 87.0 mph 15.6 sec @ 90.4 mph
Braking, 60-0 mph 131 ft 134 ft 143 ft
Lateral Acceleration 0.75 g (avg) 0.74 g (avg) 0.75 g (avg)
MT Figure Eight 28.7 sec @ 0.57 g (avg) 28.9 sec @ 0.57 g (avg) 28.4 sec @ 0.61 g (avg)
EPA City/Hwy/Comb 26/33/29 mpg 27/35/30 mpg 41/38/39 mpg
Vehicle Layout Adventure, XSE Hybrid Front-engine, AWD, 5-pass, 4-door SUV Limited Front-engine, FWD, 5-pass, 4-door SUV Engine/Transmission
Adventure, Limited 2.5L DOHC 16-valve I-4/8-speed automatic XSE Hybrid 2.5L DOHC 16-valve I-4 plus elec motors/Cont variable auto Curb Weight
(F/R Dist) Adventure 3,658 lb (57/43%) Limited 3,542 lb (58/42%) XSE Hybrid 3,825 lb (56/44%) Wheelbase 105.9 in Length x Width x Height
Adventure 180.9 x 73.4 x 68.5 in Limited, XSE Hybrid 180.9 x 73.0 x 66.9 in Energy Consumption, City/Hwy Adventure 130/102 kW-hr/100 miles Limited
125/96 kW-hr/100 miles XSE Hybrid 82/89 kW-hr/100 miles CO2 Emissions, Comb Adventure 0.67 lb/mile Limited 0.64 lb/mile XSE Hybrid 0.49 lb/mile

Acura RDX
21.6 mpg
WE LIKE Winding road handling, excellent packaging WE DON'T LIKE Vague brakes, infotainment interface
A
cura has stepped up its sends power to all four wheels via brake feel and response. Slowing MacKenzie called “distractingly
game with the new RDX, Acura’s Super Handling All-Wheel down precisely was frustrating for difficult to use on the road.”
but it’s reaching in trying to Drive. We enjoyed it on winding many. “Trying to make a stop sign We also highlighted its active
be all things to all buyers. roads in Sport+ mode, but it lacked is much harder than it needs to be,” safety tech, like the accurate lane
There is confusion about what the emotion we expected. Scott Evans said. keeping software and the adaptive
the RDX is trying to be. “It’s torn Overall, “the drive, the package, The exterior design is a step cruise control, which maintained a
between luxurious like a Lincoln, and the cargo space at the price forward for Acura, but its busy lines set speed on steep downhills.
sporty like an Alfa, or techy like an Acura is asking make this a fairly and massive grille and logo kept “I was impressed by the Acura,”
Audi; those can cancel each other compelling prospect,” Frank it from winning our hearts. Inside, Gordon Dickie said. “To me,
out,” Christian Seabaugh said. Markus said. there’s a steep learning curve to it’s a quantum leap forward to
With a powerful engine derived However, there was one unani- control the infotainment system capture more market share in this
from the Civic Type R’s, the RDX mous complaint: the RDX’s vague via its touchpad, which Angus segment.” Miguel Cortina
SPECS 2019 Acura RDX SH-AWD

The finalists ...

Technical director Frank barely made the cut can shine. Long and sporty acceleration and handling. The
Markus is finalizing the road Winding Road. Beatles, 1970. I-Pace has a shorter range but slays with
loop schedule before the rest The impressive little Hyundai Kona its good looks. “I respect that they built
of us have hit snooze on our alarms. with its cheeky interior reveals a busy a Jag first and an EV Jag second,” Kim
Every staff needs someone like Frank, chassis on the rough roads surrounding says, calling it a modern interpretation of
or else these logistics fall apart. Tehachapi. The Kona EV prompts a classic Jag silkiness and refinement.
Half of our finalists are new name- debate about charging times and range. The Wrangler and I-Pace are polar-
plates. Taking them on our 27.6-mile It has no problem with either and shows opposite takes on the segment, raising
loop is always a surprise. Front-runners up the high-performance I-Pace, which the philosophical question of how to
can reveal weaknesses; contenders that needs a lot more juice to pull off its define an SUV when body style and
Ford Expedition SUV FINALISTS
18.6 mpg
WE LIKE Roomy, capable, and powerful WE DON'T LIKE Rough 10-speed automatic
F
ull-size SUVs don’t get any tough three-row SUV designed for than the entry-level eight-cylinder accessible third row isn’t the cheap
respect. Automakers treat 21st century sensibilities. engines in GM’s Tahoe and Yukon,” seats, either; it offers plenty of
them like a Jurassic Park Under its sleek aluminum skin Angus MacKenzie said. space, the seats recline, and occu-
stegosaurus—big, inefficient sits a V-6 paired with a 10-speed The inside is better still. pants get USB and HVAC controls,
beasts that hearken a bygone era. automatic, and it offers rear-, all-, Although some thought the dash just like in the second row.
Then Ford introduced this third- or four-wheel drive. Despite looked as if it had been ripped In any other year, the Expedition
generation Expedition. Gone are lacking a pair of cylinders clean from Ford’s Super Duty, the might’ve wound up on the podium,
the hallmarks of yesteryear—V-8s, compared to its Chevrolet Tahoe/ interior packaging is phenomenal. but small issues with rough down-
five- and six-speed automatics, Suburban rival, those cylinders It’s the brand’s only vehicle this side shifts and heavy-handed steering
and steel construction. aren’t missed. “The twin-turbo V-6 of a Transit van that can comfort- ultimately have this Ford driving
With what’s left—a platform delivers a broad swath of power ably hold seven fully grown adults back to Dearborn empty-handed.
donated by the F-150—Ford built a and torque, with better response plus their luggage. The easily Christian Seabaugh
SPECS 2018 Ford Expedition Max Platinum 4x4

Vehicle Layout Front-engine, 4WD, 7-pass, 4-door SUV Engine/Transmission 3.5L turbo DOHC 24-valve V-6/10-speed automatic Curb Weight (F/R Dist)
MUCH IMPROVED The Ford Expedition excels in meeting its customers’ needs, and the latest generation of Ford Sync is much better than before.

Hyundai Kona
25.4 mpg
1.6T
WE LIKE Agile handling, great powertrains, great EV range WE DON'T LIKE Tight back seat and modest cargo room
W
ith its all-new Kona, to a seven-speed dual-clutch, he but it rides and handles pretty “The Kona’s chunky, tough,
Hyundai’s first swing added, “Not only does it look cool, much the same.” broad-shouldered design looks
in the subcompact but it’s also relatively sporty and Negatives? “It’s long on sport interesting without being over-
crossover ballgame appears to be fun to drive. For once, we have but might be short on utility,” wrought,” Angus MacKenzie said.
a hit. Available with either front- or a subcompact crossover with a Scott Evans said. “The rear seat And all of us were wowed by the
all-wheel drive, two distinct gas proper powertrain.” is cramped, and the cargo space 201-hp electric version’s eye-
engine choices, and an all-electric But move down to the base is fairly small, even for its class. Its opening yet affordable 258 miles of
option, there are variants aplenty. 147-hp 2.0-liter model, and do you lack of ground clearance makes it range and silky driving quality.
Likes? “This is probably the miss much for nearly 10 grand more of a foul-weather vehicle than The Kona is nimble and afford-
most compelling vehicle in its less? “It has just as much fun an SUV.” Its loud interior—meaning able, and it takes a big swing as
class,” Christian Seabaugh said. factor,” Mark Rechtin said. “The noise levels, not its cool lime- the best small crossover for a first-
About the 175-hp 1.6-liter mated knobs and buttons are a bit cruder, colored accents—is class-typical. time buyer. Kim Reynolds
SPECS 2018 Hyundai Kona 2018 Hyundai Kona 1.6T AWD 2019 Hyundai Kona Electric
Base Price/As Tested $20,480/$20,605 $26,980/$29,805 $38,000/$44,000 (est)
Power (SAE net) 147 hp @ 6,200 rpm 175 hp @ 5,500 rpm 201 hp @ 3,800 rpm
Torque (SAE net) 132 lb-ft @ 4,500 rpm 195 lb-ft @ 1,500 rpm 290 lb-ft @ 0 rpm
EPA City/Hwy/Comb 27/33/30 mpg 26/29/27 mpg 132/108/120 mpg-e Electric
Vehicle Layout (base), Electric Front-engine, FWD, 5-pass, 4-door SUV 1.6T AWD Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission 2.0L DOHC
16-valve I-4/6-speed automatic 1.6T AWD 1.6L turbo DOHC 16-valve I-4/7-speed twin-clutch auto Electric Permanent-magnet AC synchronous/1-speed auto
Curb Weight (F/R Dist) 2,864 lb (62/38%) 1.6T AWD 3,266 lb (60/40%) Electric 3,763 lb (54/46%) Wheelbase 102.4 in Length x Width x Height (base), 1.6T
164.0 x 70.9 x 61.0 Electric 164.0 x 70.9 x 61.2 in Energy Consumption, City/Hwy 125/102 kW-hr/100 miles 1.6T AWD 130/116 kW-hr/100 miles Electric 26/31
kW-hr/100 miles CO2 Emissions, Comb 0.66 lb/mile 1.6T AWD 0.71 lb/mile Electric 0.00 lb/mile (at vehicle)
GROUND RULES Mark Rechtin sets the stage before the judges are let loose at Honda’s proving ground.
powertrain no longer make the deter- their respective buyers. The Expedition
mination. The world has moved on, provides solid service to a big family—
and SUVs have to be judged on how the reason it won our full-size SUV Big
well they meet their intended func- Test earlier this year. But its instrument
tion, international bureau chief Angus panel and center stack are ripped right
MacKenzie says. out of a Ford F-series pickup, which
There is appreciation for the big boys, hurt some judges’ feelings.
the Expedition and Navigator: stalwart There was something magical about
engineering and an excellent job differ- driving the Black Label Navigator,
entiating the two platform siblings for swathed in blue and cream yachting
Jaguar I-Pace SUV FINALISTS
WE LIKE Dramatic design, smooth performance, balanced ride and handling WE DON'T LIKE Real-world driving range falls short
T
oyota, please note: The most original automotive design machine with instant electric power Concerns over value—and the
future does not have to look in years.” The interior likewise won and torque. There’s next to no body I-Pace’s real-world driving range
ugly. The I-Pace’s superbly kudos from judges for design and roll and plenty of composure on falling well short of the EPA’s 234
executed exterior design may well materials selection, though JLR’s the turns, excellent high-speed miles—were the key factors that
define Jaguar’s identity in the 21st infotainment interface drew criti- stability, and great steering that’s stopped the I-Pace from becoming
century as emphatically as the cism for being slow and finicky. accurate and precise.” our first all-electric SUVOTY.
E-Type did in the 20th. There was no argument about The I-Pace was easily the fastest “Never has there been such a
“The I-Pace might be Ian the drive experience, however. of this year’s contenders on the philosophical battle for the award,”
Callum’s masterpiece,” Christian “Pure joy!” Stefan Ogbac said as he winding road. Off-road, with its Frank Markus said as he contem-
Seabaugh said. “Debate all you stepped out of the electric Jaguar, height-adjustable suspension and plated the electric Jaguar parked
want whether it’s an SUV, but it’s echoing the sentiments of many of terrific traction, it handled our sand next to the old-school Jeep. That
arguably the best-looking and the judges. “It’s a lovely handling pits and dirt hill better than most. says it all. Angus MacKenzie
SPECS 2019 Jaguar I-Pace EV400 AWD HSE

Power (SAE net) 394 hp @ 4,250 rpm (comb)
Torque (SAE net) 512 lb-ft @ 0 rpm (comb)
EPA City/Hwy/Comb 80/72/76 mpg-e
Vehicle Layout Front-/rear-motor, AWD, 5-pass, 4-door SUV Motor/Transmission F/R 147-hp/256-lb-ft electric motors, 394 hp/512 lb-ft combined/1-speed
auto Curb Weight (F/R Dist) 4,946 lb (53/47%) Wheelbase 117.7 in Length x Width x Height 184.3 x 74.6 x 59.4-63.2 in Energy Consumption, City/Hwy
42/47 kW-hr/100 miles CO2 Emissions, Comb 0.00 lb/mile (at vehicle)
CALM BEFORE THE STORM Frank Markus and

Gordon Dickie compare notes before the judges
start vigorously debating the SUV of the Year. JANUARY 2019 / MOTORTREND.COM 53
Land Rover Range Rover Velar SUV FINALISTS
23.3 mpg
P380 S
WE LIKE Stunning design, compliant ride, all-road capability WE DON'T LIKE Digital user interface, interior trim glare, poor price-value
I
f the Jeep Wrangler is an Seabaugh said. “Bad electronics fault—literally. Sunlight reflected off more efficient, but it takes almost
analog off-roader, the Velar ruin an otherwise nice car for me.” the shiny aluminum on the center twice as long to get to 60 mph.
is the digital future, with its True that, because for most console is blinding. We found the options pricing
various drivetrain and suspension judges the Velar was love at first On the road the Velar is inscrutable. Although $70,000
modes selectable by touch rather sight. Its elegant, sheer surfacing, defined by great body control gets you a Meridian audio system,
than tugging at levers. extravagant proportions, and and chassis balance, enhanced you won’t get adjustable lumbar in
Which would be fine if the obsessively reductive detailing set by delicate steering. “Remarkably your powered seats, nor did either
Velar touchscreens and switches a new benchmark for modern SUV strong handling for a car this big,” version have smart cruise control.
were fast, intuitive, and reli- styling. “Advancement in design? Mark Rechtin said. “It feels really The Velar is gorgeous to look at
able. Unfortunately, they’re not. Do you even have to ask?” Scott planted.” But the V-6 is grainy at and enjoyable to drive, making its
“When it comes to using this Evans said. The haute couture idle and under load. The I-4 diesel disappointments that much harder
interior, nothing is easy,” Christian interior has only one glaring design is, apart from startup, smoother and to bear. Angus MacKenzie
SPECS 2018 Land Rover Range Rover Velar D180 S 2018 Land Rover Range Rover Velar P380 S
EPA City/Hwy/Comb 26/30/28 mpg 18/24/20 mpg P380 S
Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission D180 S 2.0L turbodiesel DOHC 16-valve I-4/8-speed automatic
P380 S 3.0L supercharged DOHC 24-valve V-6/8-speed automatic Curb Weight (F/R Dist) D180 S 4,491 lb (50/50%) P380 S 4,521 lb (50/50%)
Wheelbase 113.1 in Length x Width x Height D180 S 189.1 x 76.0 x 65.6 in P380 S 189.1 x 76.0 x 63.1-67.0 in Energy Consumption, City/Hwy D180 S
145/126 kW-hr/100 miles P380 S 187/140 kW-hr/100 miles CO2 Emissions, Comb D180 S 0.80 lb/mile P380 S 0.96 lb/mile
SWANKY The Volvo XC40 includes hip touches such as orange interior trim.
colors, seats on full massage, its upscale of the bluesy “If Trouble Was Money.”
Revel system blasting “Welcome to When Mark turned on the Navigator, up
the Black Parade” by My Chemical popped Chris Isaak’s “Wicked Game.”
Romance. It was a moment, an affair Fitting, he said: “I hate big, dumb SUVs,
with unabashed American luxury that but I ended up loving this thing—‘What
makes you want to drive all day to a wicked game you play, to make me feel
nowhere in particular. I wasn’t alone this way.’”
with the Navigator’s fitting tunes. Younger judges were quickest to
Christian had his musical moment in embrace the jaunty XC40 with its
the Navigator to Gary Clark Jr.’s version hip-hotel orange interior details
Play just got serious
in the all-new Toyota Avalon.
Reboot the thrill of driving in Avalon Touring. Featuring available
Sport+ Mode with Adaptive Variable Suspension (AVS), 19-in. sport
wheels and daring new styling, Avalon pulls a complete 180 on the
driving experience itself. Let’s Go Places.
Lincoln Navigator SUV FINALISTS
18.4 mpg
WE LIKE Phenomenal interior, excellent powertrain, confident demeanor WE DON'T LIKE Suspension tuning needs polish
“W
ith the new Navigator, There was no dissent in the Lincolns. But the Navigator shut chassis following an otherwise
it feels like Lincoln’s judging ranks. “You will never down our criticisms. Almost. flawless handling of a large impact.
glory days are back,” mistake a Lincoln Navigator for Judges expressed disap- An air suspension was suggested
Christian Seabaugh said. “It’s a anything from Europe, Japan, or pointment in the ride quality. The to remedy these blemishes.
refreshing take on what luxury Korea,” Stefan Ogbac said. “The Navigator soaked up bumps and Powered second-row captain’s
should be. It leaves the sport- interior is its defining aspect, potholes admirably, but cracked, chairs and more infotainment
luxury stuff to the Europeans and especially in the Black Label broken pavement had a tendency controls on the second-row center
focuses on a confident, easygoing, trim, which really gives it a sense to send shivers up the chassis, console would also be a plus.
cool luxury. It’s understated yet of panache and sophistication unbecoming of such a luxurious Far from the lumbering brute
elegant, retro yet modern, comfort- without copying anyone.” vehicle. The rear end suffered from it once was, the Navigator is now
able yet capable. It’s the best MotorTrend has never been a secondary body movement, an the lead vehicle to redefine Ford’s
American luxury car in 30 years.” shy about calling out suboptimal odd wavelike movement in the luxury brand. Scott Evans
SPECS 2018 Lincoln Navigator

Vehicle Layout Front-engine, 4WD, 7-pass, 4-door SUV Engine/Transmission 3.5L twin-turbo DOHC 24-valve V-6/10-speed automatic
Curb Weight (F/R Dist) 6,176 lb (49/51%) Wheelbase 122.5 in Length x Width x Height 210.0 x 78.8 x 76.3 in Energy Consumption, City/Hwy 211/160
kW-hr/100 miles CO2 Emissions, Comb 1.08 lb/mile
“The Lincoln Navigator is a refreshing take on what luxury should be. It’s the best American luxury car in 30 years.”
and iPad-sized Sensus infotainment had an unparalleled honesty. It deserves electric Jag, smartly styled Navigator,
screen. But Kim cringed at Sensus’ a hall pass in areas like aero and road beefy Expedition, adroit Forester,
user interface and tiny hieroglyphs. It noise, Frank said. The squared-off cheerful Kona, sprightly XC40, shapely
was suggested he try it again with the panels enabled Christian to unwit- Velar, and smooth Acura RDX.
Beatles playing. “Helter skelter,” he tingly do a full loop with a water bottle Voting is simple: top three picks
replies sardonically. Beatles, 1968. perched between the bumper and grille. scribbled on a square of blank paper.
Older judges waxed nostalgic about It was an intriguing showdown. After Mark and Angus retreat to perform the
the Wrangler. Younger judges waxed two hours it was evident there was deep tallying. It’s close. Did Kim retain his
about nostalgia they had never experi- appreciation for such diverse entries: a euphoric state? Love Me Do. Beatles,
enced. Everyone agreed the Wrangler WWII-derived Wrangler, future-is-now 1962. Alisa Priddle
Subaru Forester
25.3 mpg
WE LIKE Smart packaging and functionality, capable AWD, supple ride WE DON'T LIKE Gutless powertrain, insistent nannies
S
ubaru knows its audience: Christian Seabaugh described as when conjuring steep Vermont mothers, the Subaru is a rolling
sensible folks in inclement “glacial” acceleration. It’s actually driveways after a snowstorm. trigger warning, with constantly
climes who like their boots slower than the smaller, cheaper But it wins in every other beeping nannies interrupting your
muddy and their outerwear made Crosstrek. Only the CVT saves category. Despite its compact size, drive. That’s a shame, because
from polar fleece. it by “performing hero’s work,” you can fit a basketball starting Subaru did an excellent job
Those folks usually have a according to Scott Evans. five in its roomy cabin. The wide- keeping road and wind noise out
placid driving demeanor, as if there Worse still, the engine’s lethargy mouthed cargo area will swallow a of the cabin.
were a market-fresh egg under made it so the Forester got stuck week’s allotment of firewood. And “For how much you pay, it does
the gas pedal. So it won’t bother following a slushy-silt slope panic the interior is modernized, though almost everything else you could
them that the redesigned Forester stop. We had to back up and take still frumpy like your favorite flannel. ask of it,” Zach Gale said. “It’s
is gutless or that it terrified us in another run to surmount the gently For those of you still in therapy really a wonderful, well-rounded
passing maneuvers with what sloped hill. That’s not encouraging harboring memories of hectoring package.” Mark Rechtin
SPECS 2019 Subaru Forester Touring

Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission 2.5L DOHC 16-valve flat-4/Cont variable auto Curb Weight (F/R Dist) 3,575
lb (58/42%) Wheelbase 105.1 in Length x Width x Height 182.1 x 71.5 x 67.5 in Energy Consumption, City/Hwy 130/102 kW-hr/100 miles CO2 Emissions,
Comb 0.67 lb/mile

Volvo XC40 SUV FINALISTS
26.8 mpg
WE LIKE Hip modern styling, Pilot Assist, powertrain WE DON'T LIKE Excessive noise, suspension needs fine-tuning
V
olvo’s XC40 was worth forget sound insulation?” Mark lumps, the XC40 is fashionable, audio, and the swipe screen is
the wait, with fun styling, a Rechtin asked. rocking comfy seats and orange easy to learn and use—although
great package, and a ride Despite promising entry-level highlights throughout its interior. the pictographs tend to be too
drivers of any age can appreciate. luxury, the XC40 has an impressive Gordon Dickie appreciated the rear small to see without distraction.
The familiar I-4 and eight-speed array of safety features, including legroom and headroom, ski pass- Overall, it’s a strong value play.
automatic provides quick accelera- Pilot Assist for semi-autonomous through, and ability to fold the rear The XC40 has a “pugnacious
tion. The suspension delivers a help with steering, acceleration, seats from a switch in the trunk. swagger inside and out,” Angus
spirited ride and steering without and braking to avoid collisions. Headrests fold down, the load floor MacKenzie said, “with forms
being darty—but was accom- Cruise control held its set speed doubles as a divider, and there’s a and materials and colors that are
panied by squealing tires, body down long, steep hills. strap to restrain gear. reminders that not all Scandinavian
roll, and excessive wind and road In a segment of reworked The Sensus iPad-sized infotain- design is a riff on birchwood and
noise. “Did they just completely hatchbacks and misshapen ment system provides excellent midcentury furniture.” Alisa Priddle
SPECS 2019 Volvo XC40 T5 AWD R-Design

THE FIELD We began with 36 vehicles representing

25 nameplates. After thorough evaluation, we
narrowed that to just one, our 2019 SUV of the Year.
FINALISTS 2019 Acura RDX 2018 Ford Expedition 2018 Hyundai Kona (base); 2019 Jaguar I-Pace
SUV OF THE YEAR SH-AWD Max Platinum 4x4 1.6T AWD; 2019 Electric EV400 AWD HSE
DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, 4WD Front-engine, FWD; AWD; FWD Front- and rear-motor, AWD
ENGINE/MOTOR TYPE Turbocharged I-4, Twin-turbo 60-deg V-6, Turbocharged I-4, alum block/head; 2 Permanent-magnet AC
alum block/head alum block/heads Permanent-magnet AC synchronous electric synchronous electric
VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl; N/A N/A

DISPLACEMENT 121.7 cu in/1,995cc 213.3 cu in/3,496cc 122.0 cu in/1,999cc;
Two this N/A
97.1 cu in/1,591cc; N/A
year
COMPRESSION RATIO 9.8:1 10.0:1 12.5:1; 10.0:1; N/A N/A
POWER (SAE NET) 272 hp @ 6,500 rpm 400 hp @ 5,000 rpm 147 hp @ 6,200 rpm; 175 hp @ 5,500 rpm; 394 hp @ 4,250 rpm (comb)
201 hp @ 3,800 rpm
TORQUE (SAE NET) 280 lb-ft @ 1,600 rpm 480 lb-ft @ 3,250 rpm 132 lb-ft @ 4,500 rpm; 195 lb-ft @ 1,500 rpm; 512 lb-ft @ 0 rpm (comb)
290 lb-ft @ 0 rpm
REDLINE 6,800 rpm 6,300 rpm 6,500; 6,500; 11,200 rpm 13,000 rpm (est)
WEIGHT TO POWER 15.0 lb/hp 15.1 lb/hp 19.5; 18.7; 18.7 lb/hp 12.6 lb/hp
TRANSMISSION 10-speed automatic 10-speed automatic 6-speed auto; 7-speed twin-clutch auto; 1-speed automatic
1-speed auto
AXLE/FINAL-DRIVE/LOW RATIO 4.17:1/2.17:1/– 3.73:1/2.39:1/2.64:1 3.51:1/2.72:1/–, 4.64 (1st, 2nd, 4th, 5th); 9.04:1/9.04:1/–
3.61 (3rd, 6th, 7th, R)/2.59:1/–, 7.98:1/7.98:1/–
SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll Control arms, coil springs, Struts, coil springs, anti-roll bar; torsion beam, Control arms, adj air springs,
bar; multilink, coil springs, anti-roll bar; multilink, coil multilink, multilink, coil springs, anti-roll bar adj shocks, anti-roll bar;
anti-roll bar springs, anti-roll bar multilink, adj air springs, adj
shocks, anti-roll bar
STEERING RATIO 12.0:1 Quickest VS. 20.5:1 Slowest 13.8:1; 13.8:1; 13.2:1 15.2:1
TURNS LOCK TO LOCK 2.2 2.8 2.5 2.5
BRAKES, F; R 12.4-in vented disc; 12.2-in 13.8-in vented disc; 13.0-in 11.0-; 12.0-; 12.0-in vented disc; 13.8-in vented disc; 12.8-in
disc, ABS vented disc, ABS 10.3-; 11.2-; 11.8-in disc, ABS vented disc, ABS
WHEELS 8.0 x 20-in cast aluminum 9.5 x 22-in cast aluminum 6.5 x 16-in; 7.5 x 18-in; 7.0 x 17-in cast aluminum 8.5 x 22-in cast aluminum
TIRES 255/45R20 101V (M+S) 285/45R22 114H (M+S) 205/60R16 92H (M+S) Hankook Kinergy GT; 255/40R22 103V Pirelli P Zero
Option Goodyear Eagle RS-A Hankook Dynapro HT RH12 235/45R18 98V (M+S) Goodyear Eagle Touring; PNCS (J)
215/55R17 94V M+S Nexen NPriZ AH8 Only non-(M+S) tire
DIMENSIONS
WHEELBASE 108.3 in 131.6 in 102.4 in 117.7 in
TRACK, F/R 64.2/64.7 in 67.6/67.2 in 62.0/62.4 in 64.3/65.0 in
LENGTH X WIDTH X HEIGHT 186.8 x 74.8 x 65.7 in 221.9 x 81.6 x 76.2 in 164 x 70.9 x 61.0; 61.2 in 184.3 x 74.6 x 59.4-63.2 in
GROUND CLEARANCE 8.2 in 9.7 in 18.5 feet long 7.0; 6.2 in 5.6-9.1 in
APPROACH/DEPART ANGLE 17.2/21.0 deg 23.7/21.3 deg 17.5/16.7; 16.6/14.6 deg 16.0/19.0 deg
TURNING CIRCLE 38.9 ft 41.0 ft 34.8 ft 39.3 ft
CURB WEIGHT 4,072 lb 6,029 lb 2,864; 3,266; 3,763 lb 4,946 lb
WEIGHT DIST, F/R 57/43% 50/50% 62/38; 60/40; 54/46% 53/47%
TOWING CAPACITY 1,500 lb 9,000 lb Not Recommended Not Recommended
SEATING CAPACITY 5 7 5 5
HEADROOM, F/M/R 40.0/38.0/– in 42.0/40.0/37.4 in 39.6/37.8; 37.7/– in 39.9/38.1/– in
LEGROOM, F/M/R 42.0/38.0/– in 43.9/42.6/40.9 in 41.5/34.6; 33.4/– in 40.9/35.0/– in
SHOULDER ROOM, F/M/R 60.0/57.0/– in 64.9/64.8/64.3 in 55.5/54.5/– in 57.6/54.6/– in
CARGO VOLUME BEH F/M/R 58.9/29.5/– cu ft (+1.6 cu ft 121.5/73.3/36.0 cu ft 45.8/19.2/– cu ft 51.0/25.3/– cu ft
under floor)
TEST DATA - ACCELERATION TO MPH
0-30/0-40 2.6/3.8 sec 2.4/3.6 sec 2.9; 2.8; 2.9/4.3; 4.0; 3.9 sec 1.8/2.4 sec Best
0-50/0-60 5.3/7.1 5.1/6.9 6.0; 5.6; 5.1/8.3; 7.5; 6.6 Quickest 3.1/4.0 performer
0-70/0-80 9.3/11.8 9.0/11.8 10.7; 9.9; 8.4/13.9; 12.8; 10.6 Kona is 5.1/6.4 of the
0-90/0-100 15.2/– –/– –; –; 13.2/–; –; 16.5 electric 8.0/9.9 contest
PASSING, 45-65 MPH 3.6 3.6 4.4; 3.9; 3.0 1.7
QUARTER MILE 15.5 sec @ 90.7 mph 15.3 sec @ 88.2 mph 16.3 sec @ 84.6 mph; 15.9 sec @ 88.1 mph; 12.6 sec @ 110.5 mph
15.1 sec @ 95.9 mph
BRAKING, 60-0 MPH 133 ft 130 ft 133; 132; 138 ft 112 ft
LATERAL ACCELERATION 0.81 g (avg) 0.77 g (avg) 0.81; 0.84; 0.79 g (avg) 0.87 g (avg)
MT FIGURE EIGHT 27.7 sec @ 0.62 g (avg) 28.0 sec @ 0.61 g (avg) 27.8 sec @ 0.60 g (avg); 27.3 sec @ 0.64 g (avg); 25.6 sec @ 0.74 g (avg)
27.8 sec @ 0.65 g (avg)
TOP-GEAR REVS @ 60 MPH 1,500 rpm 1,600 rpm 2,200; 2,000; 6,350 rpm 6,300 rpm
CONSUMER INFO
BASE PRICE $40,295 $80,495 $20,480; $26,980; $38,000 (est) $81,495
PRICE AS TESTED $51,715 $84,840 $20,605; $29,805; $44,000 (est) $86,895
STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes Yes/Yes Yes/Yes
AIRBAGS 8: Dual front, front side, 8: Dual front, front side, f/r 6: Dual front, front side, f/r curtain 6: Dual front, front side,
f/r curtain, front knee curtain, middle-row outboard f/r curtain
seat belts
BASIC WARRANTY 4 years/50,000 miles 3 years/36,000 miles 5 years/60,000 miles 5 years/60,000 miles
POWERTRAIN WARRANTY 6 years/70,000 miles 5 years/60,000 miles 10 years/100,000 miles; battery: unlimited miles 5 years/60,000 miles,
battery: 8 years/100,000 miles
ROADSIDE ASSISTANCE 4 years/50,000 miles 5 years/60,000 miles 5 years/Unlimited miles 5 years/60,000 miles
FUEL CAPACITY 17.1 gal 28.3 gal 13.2 gal; Lithium-ion battery, 64.0 kW-hr Lithium-ion battery, 90 kW-hr
REAL MPG, CITY/HWY/COMB 18.0/28.5/21.6 mpg 16.0/23.1/18.6 mpg Not Tested; 21.5/32.6/25.4; Not Tested Not Tested
EPA CITY/HWY/COMB ECON 21/27/23 mpg 16/21/18 mpg 27/33/30; 26/29/27 mpg; 132/108/120 mpg-e 80/72/76 mpg-e
ENERGY CONS, CITY/HWY 160/125 kW-hr/100 miles 211/160 kW-hr/100 miles 125/102; 130/116; 26/31 kW-hr/100 miles 42/47 kW-hr/100 miles
CO2 EMISSIONS, COMB 0.83 lb/mile 1.08 lb/mile 0.66; 0.71; 0.00 (at vehicle) lb/mile 0.00 lb/mile (at vehicle)
RECOMMENDED FUEL Unleaded premium Unleaded premium Unleaded regular; 110-volt, 220-volt electricity 110-volt electricity,
220-volt electricity
Notably GOOD Notably POOR

2018 Land Rover Range 2019 Volvo XC40
Rover Velar D180 S; P380 S 2018 Lincoln Navigator 2019 Subaru Forester Touring T5 AWD R-Design
Front-engine, AWD Front-engine, 4WD Front-engine, AWD Front-engine, AWD
Turbodiesel I-4, alum block/head; Twin-turbo 60-deg V-6, Flat-4, alum block/heads Turbocharged I-4, alum block/head
Supercharged 60-deg V-6; alum block/heads
alum block/heads Only diesel
DOHC, 4 valves/cyl this year DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl
122.0 cu in/1,999cc; 213.3 cu in/3,496cc 152.4 cu in/2,498cc 120.2 cu in/1,969cc
182.8 cu in/2,995cc
15.5:1; 10.5:1 10.0:1 12.0:1 10.8:1
180 hp @ 4,000 rpm; 450 hp @ 5,500 rpm 182 hp @ 5,800 rpm 248 hp @ 5,500 rpm
380 hp @ 6,500 rpm
317 lb-ft @ 1,500 rpm; 510 lb-ft @ 3,000 rpm 176 lb-ft @ 4,400 rpm 258 lb-ft @ 1,800 rpm
332 lb-ft @ 3,500 rpm
4,000; 6,500 rpm 6,000 rpm 6,000 rpm 6,000 rpm
25.0; 11.9 lb/hp 13.7 lb/hp This and 19.6 lb/hp 15.5 lb/hp
8-speed automatic 10-speed automatic the Ford Cont variable auto 8-speed automatic
are the
3.23:1/2.15:1/–; 3.73:1/2.49:1/– 3.73:1/2.39:1/2.64:1 only 4WD 3.70:1/2.06:1/– 3.33:1/2.24:1/–
Multilink, coil springs, adj air springs, Control arms, coil springs, adj shocks, Struts, coil springs, anti-roll bar; Struts, coil springs, anti-roll bar;
adj shocks, anti-roll bar; multilink, anti-roll bar; multilink, coil springs, multilink, coil springs, anti-roll bar multilink, coil springs, anti-roll bar
coil springs, adj air springs, adj shocks, anti-roll bar
adj shocks, anti-roll bar
15.4:1 20.5:1 13.5:1 15.8:1
2.5 2.8 2.7 2.7
12.8-; 13.8-in vented disc; 12.8-in vented 13.8-in vented disc; 11.6-in vented disc; 13.6-in vented disc;
disc, ABS 13.8-in vented disc, ABS 10.8-in vented disc, ABS 11.9-in disc, ABS
8.5 x 19-in cast aluminum 9.0 x 22-in cast aluminum 7.0 x 18-in cast aluminum 8.0 x 20-in cast aluminum
255/55R19 111W (M+S) Michelin 285/45R22 114H (M+S) Hankook 225/55R18 98H (M+S) Falken Ziex 245/45R20 103H (M+S) Pirelli Scorpion
Latitude Tour HP DynaPro HT ZE001 A/S Zero (VOL)
113.1 in 122.5 in 105.1 in 106.4 in

64.6/65.2; 64.7/65.5 in 67.6/67.2 in 61.6/61.8 in 63.0/64.0 in
189.1 x 76.0 x 65.6; 63.1-67.0 in 210.0 x 78.8 x 76.3 in 182.1 x 71.5 x 67.5 in 174.2 x 73.3 x 65.0 in
8.4; 6.0-9.9 in 9.6 in 8.7 in 8.3 in
25.9/27.3; 24.9-28.9/27.2-29.5 deg 22.2/21.9 deg 22.9/24.6 deg 21.7/30.4 deg
38.1 ft 40.8 ft 34.8 ft 37.4 ft
4,491; 4,521 lb 6,176 lb 3,575 lb 3,854 lb
50/50%
5,291; 5,512 lb
49/51%
8,100 lb
3
TONS
58/42%
1,500 lb
58/42%
4,630 lb
5 7 5 5 Feels
38.2/38.0/– in 41.8/40.0/37.3 in 40.2/37.7/– in 37.6/38.3/– in like more
40.3/37.2/– in 43.9/41.1/42.3 in 43.3/39.4/– in 40.9/36.1/– in than this
57.2/55.6/– in 65.2/65.1/64.2 in 58.2/57.2/– in 56.7/56.3/– in
70.1/34.4/– cu ft 103.3/57.5/19.3 cu ft 70.9/33.0/– cu ft 57.5/20.7/– cu ft
3.2; 2.2/5.3; 3.2 sec 2.3/3.5 sec 3.7/5.4 sec 2.5/4.0 sec
7.6; 4.4/10.6; 5.8 Diesel 5.1/6.8 7.4/9.6 5.6/8.2
14.2; 7.3/–; 9.2 takes twice 9.0/11.4 12.2/15.5 10.8/14.3
–; 11.4/–; – as long to 14.6/– –/– –/–
5.9; 2.8 60 mph 3.5 4.4 4.7
17.7 sec @ 78.2 mph; 15.2 sec @ 91.7 mph 17.3 sec @ 82.3 mph 16.1 sec @ 84.6 mph
14.2 sec @ 99.2 mph
131; 128 ft 132 ft 129 ft 125 ft
0.77; 0.82 g (avg) 0.74 g (avg) 0.79 g (avg) 0.79 g (avg)
28.6 sec @ 0.57 g (avg); 28.4 sec @ 0.61 g (avg) 28.1 sec @ 0.60 g (avg) 28.1 sec @ 0.61 g (avg)
27.0 sec @ 0.65 g (avg)
1,500; 1,750 rpm 1,600 rpm 1,700 rpm 1,600 rpm
$57,195; $65,195 $73,850 $35,470 $39,195

$66,820; $69,461 $98,920 $35,470 $46,485
Yes/Yes Yes/Yes Yes/Yes Yes/Yes
6: Dual front, front side, f/r curtain 8: Dual front, front side, f/r curtain, 7: Dual front, front side, 6: Dual front, front side,
middle-row outboard seat belts f/r curtain, driver knee f/r curtain
4 years/50,000 miles 4 years/50,000 miles 3 years/36,000 miles 4 years/50,000 miles

4 years/50,000 miles 6 years/70,000 miles 5 years/60,000 miles 4 years/50,000 miles
4 years/50,000 miles Unlimited 3 years/36,000 miles 4 years/Unlimited miles

15.9; 16.6 gal 23.0 gal 16.6 gal 14.2 gal
Not Tested; 20.7/27.5/23.3 mpg
26/30/28; 18/24/20 mpg
16.1/22.4/18.4 mpg
16/21/18 mpg
= 21.8/31.4/25.3 mpg
26/33/29 mpg = 25.4/28.7/26.8 mpg
23/31/26 mpg
145/126; 187/140 kW-hr/100 miles 211/160 kW-hr/100 miles 130/102 kW-hr/100 miles 147/109 kW-hr/100 miles
0.80; 0.96 lb/mile 1.08 lb/mile 0.67 lb/mile 0.75 lb/mile
Diesel; Unleaded premium Unleaded premium Unleaded regular Unleaded premium

WINNER | 2019 SUV OF THE YEAR
UNSTOPPABLE
JEEP’S INIMITABLE FLAGSHIP IS BETTER THAN EVER
Words Zach Gale Photographs Michael Shaffer

COVER STORY
JEEP WRANGLER

WINNER | 2019 SUV OF THE YEAR
SLOW DOWN
The Wrangler
has plenty of
power, but the
Jeep’s body-on-
frame dynamics
encourage
drivers to slow
down and enjoy
the scenery.
L
ook past the iconic grille, and you’ll see it. Behold The Wrangler’s diverse range furnishes a model for
the latest evolution of a seven-decades-old Jeep resists the every need. For the Jeep lover reminiscing about the
design, a soul-stirring affirmation of freedom, temptation to Wrangler’s past, the capable two-door model with a V-6
a surprisingly groundbreaking vehicle that
shouldn’t work in the 21st century as well
dilute its climb- and manual transmission costs about $30,000—before
hitting the aftermarket for customization. The four-door
as it does. The new Jeep Wrangler is what that-mountain Unlimited model makes it easier to bring friends along
crossovers want to be when they grow up, and it’s
the 2019 MotorTrend SUV of the Year.
capabilities for the journey. Perhaps the best part is the available
mild-hybrid turbo-four, which improves EPA-rated city
Rarely do past and future coexist so beautifully. The for crossover fuel economy by an astounding 38 percent compared
thoroughly redesigned and re-engineered Wrangler softness. to the outgoing model.
finds its own path to modernization, resisting the temp- “The Wrangler is a thoughtful, thorough rework of an
tation to dilute its climb-that-mountain capabilities American original,” international bureau chief Angus
for crossover softness. Even so, beach-bound cruisers MacKenzie said. “It’s laser-focused on improving the
and daily commuters will appreciate the upgraded performance of its intended function, right down to
pavement game, and off-roaders will admire how much the last nut and bolt.”
more confidently they can traverse their favorite trails.
This Jeep delivers, no matter what. Advancement in Design
It’s no easy task to update the look of an icon. It’s a no-win
proposition. Do too much (or too little), and the critics
will howl. But Jeep nailed it.
Jeep approached the Wrangler’s styling with a light
but deliberate touch. Relocating the Jeep badge from
the Wrangler’s face to the front fenders facilitates a less
cluttered look, with round headlights touching the edge
of the seven-bar grille. Other than LED turn signals
mounted on the ends of the wheel flares and updated
square taillights, not much else gives away the Wrangler
as the new JL model. And that’s exactly how it should be.
The Wrangler isn’t a crossover requiring twice-a-decade
face-lifts to retain buyers’ interest. It embraces a classic
style that continues to attract dreamers who want to
remember what SUVs used to be.
NO EXCUSES Unlike with past Wranglers,
no excuses are necessary for the high- The standard canvas top and plastic side windows
quality materials in our 2019 SUVOTY. remain available, and like the fold-down front windshield,
they’re easier and quicker to disassemble and reinstall
than before, using simple tools. For further customiza-
tion, black or body-colored hard tops are available, and
the soft top comes in black or tan. A vibrant color palette,
seven wheel styles, and a regular series of special editions
present every opportunity to make a Wrangler reflect
your tastes—and that’s before you venture to Mopar for
accessories and upgrades.
In so many ways, the Wrangler advances design to
make Jeeping more rewarding—whatever that means
to you. Open the power-retractable Sky One-Touch soft
top, and a starry night will provide all the mood lighting
front and rear passengers desire. The new option isn’t
cheap, but it’s worth the money. Features editor Christian
Seabaugh noted it “combines the safety of the hard top
with the ease and open-air experience of the soft top”
and called it a revolution for the brand.
Despite its unapologetically industrial interior, the
Wrangler masters some details better than many sensible
crossovers. Soft-touch and high-quality materials equal
those of luxury competitors. As with many Fiat Chrysler
Automobiles products, audio volume and channel-change
controls are located conveniently on the back side of the
steering wheel. Once you drive a car with this intuitive
setup, you’ll wonder why more automakers don’t adopt
it. The same is true of the rear-seat headrests, which
conveniently fold down when not in use for better
rearward visibility.
The Uconnect infotainment system, which can be
optioned with a 7.0- or 8.4-inch touchscreen that includes
Apple CarPlay and Android Auto support, is intuitive
to use. “Its controls can be learned in seconds, and it
responds quickly to your inputs,” associate online editor
and resident tech nerd Stefan Ogbac said.
Delightful design Easter eggs, such as the on-screen air
recirculation control that looks like a Jeep in silhouette,
add character. Remove the doors, and the exposed hinges more than those seven vertical air intakes. The “sport” in
will remind you how much more special your Jeep is than “sport utility vehicle” doesn’t mean tearing up a racetrack
your neighbor’s anonymous lozenge every time you climb or winding road. In the body-on-frame Wrangler’s case,
inside. And once you’re there, the high seating position “sport” means heading beyond the paved road’s end.
offers great visibility that’s perfect for seeing obstacles Off-roading capability is its core DNA, bred for military
ahead on a trail or peering over the roofs of idling cars use from the Ardennes to An Loc. And the 2019 edition
on a traffic-choked freeway. got all the good genes.
Another win for Wrangler fans and first-timers alike: Jeep added to the Wrangler’s already impressive
how well the interior is screwed together. “Build quality go-anywhere abilities, improving articulation and total
seems so much better than before,” executive editor suspension travel on the Rubicon trim. The boulevard-
ADD LIGHTNESS Mark Rechtin said. ready Sahara trim nonetheless offers full-time four-wheel
The Jeep Wrangler’s drive that’s sufficient for most trails, especially when it
configurability is
one of its many
Engineering Excellence would be overkill to enlist the Rubicon’s Dana 44 front
charms. The doors The Jeep grille is iconic, but like the New York Yankees and rear axles with electronically locking differentials
and roof now all and their pinstripes, it can also be a distraction from the and disconnecting anti-roll bars.
pop off and on in a
matter of minutes substance underneath. The Bronx Bombers also had As for the impressive Rubicon, technical director
using simple tools. Mickey Mantle, and likewise, this Wrangler is so much Frank Markus aptly described the off-road-focused trim
2018 Jeep Wrangler 2018 Jeep Wrangler 2018 Jeep Wrangler

SPECS Rubicon 4x4 Unlimited Sahara 4x4 Unlimited Rubicon 4x4
Torque (SAE net) 260 lb-ft @ 4,800 rpm 295 lb-ft @ 3,000 rpm 295 lb-ft @ 3,000 rpm
EPA City/Hwy/Comb 17/25/20 mpg 22/24/22 mpg 22/24/22 mpg

WINNER | SUV OF THE YEAR
as “designed and engineered to retain in such isolated splendor as a car-

the faithful.” based crossover. (Such is the philo-
“The Unlimited Rubicon naturally sophical predicament in defining this
behaved like the mother of all Jeeps,” category in today’s market.) Yet for a
Markus said after taking the SUV off- vehicle more capable off-road than
road. “In four-low with front and rear any other new SUV offered today, the
differentials locked, there’s no stopping Wrangler’s everyday trade-offs aren’t
it in the sand.” as severe as you’d think.
That confidence-instilling perfor- Revised suspension tuning makes
mance is standard on every Wrangler. both the Sahara and Rubicon trim
Only one oddity: Hill-descent control levels more comfortable than their
can only be activated in four-low. predecessors. New electrohydraulic
“The genius of this Jeep is that it can steering brings more precision, but
be configured to suit the ambitions of the Wrangler never pretends to be a
the off-roading neophyte and expert sports car. Instead, the Jeep provides
alike and deliver an experience that will a deliberate pace, encouraging you to
reward them both,” MacKenzie said. appreciate your surroundings.
That’s also true with the new 2.0-liter “The Wrangler doesn’t wallow or
eTorque turbo-four mild-hybrid powertrain, which is BREATHE DEEP flop around,” features editor Scott Evans said. “It moves
The Sky One-Touch
worth consideration regardless of how you enjoy your power top is a with a purpose. The ride quality is so, so much better
Jeep. The 2.0-liter powerplant provides 270 hp and 295 game-changer. Not than it was before.”
lb-ft of torque, making it an intriguing option. More only does the cloth Stronger performance off-road is part of the package,
section retract, but
responsive than you’d expect, the engine is mated exclu- the rear quarter and a stretched wheelbase provides more room in the rear
sively to an eight-speed automatic and employs a system windows also seats. For those more interested in image-building than
easily pop out
that facilitates engine stop/start and regenerative braking. for an open-air
trail-running, Jeep offers nearly endless customization
The new engine isn’t impressive for a Wrangler—it’s just experience. possibilities and ways to enjoy the sunshine.
plain impressive. Markus called the Wrangler 2.0’s engine
stop/start system “amazingly quick” to restart, lauding Efficiency
it as “one of the best.” The 2.0-liter eTorque engine is a huge upgrade, but even
Those who are nonetheless wary of a four-cylinder the 3.6-liter V-6 sees fuel economy improvements, and
Wrangler can stick with the 285-hp 3.6-liter V-6 (which both engines feature stop/start tech. No matter the
develops 35 lb-ft of torque less than the turbo-four). powertrain, Wranglers benefit from lighter aluminum
However, we’d recommend upgrading the V-6 to the used for the doors, hood, and windshield frame. With
eight-speed automatic. The standard six-speed manual the V-6, fuel economy improves by 1–2 mpg in the city
may be new, but multiple judges found the engine’s torque and 2–3 mpg on the highway.
delivery poorly matched with this transmission. Go for the eTorque engine, and mileage jumps to
22–23/24–25 mpg. Put another way, the Wrangler’s
Performance of Intended Function 2.0-liter engine’s efficiency means more miles of Jeeping
Just as no one expects last year’s SUVOTY, the Honda before you have to stop to refuel. Jeep is also planning a
CR-V, to traverse Hell’s Revenge, the Jeep Wrangler 3.0-liter turbodiesel V-6, and about the time a Wrangler-
doesn’t ride as smoothly, handle as crisply, or travel based pickup truck arrives, a plug-in hybrid should, too.

2018 Jeep Wrangler 2018 Jeep Wrangler Unlimited
POWERTRAIN/CHASSIS Rubicon 4x4 Sahara 4x4; Rubicon 4x4
DRIVETRAIN LAYOUT Front-engine, 4WD Front-engine, 4WD
ENGINE TYPE 60-deg V-6, Turbocharged I-4,
alum block/heads alum block/head
VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl
DISPLACEMENT 219.9 cu in/3,604cc 121.7 cu in/1,995cc
Safety COMPRESSION RATIO 11.3:1 10.0:1
The best way to stay safe is to avoid accidents altogether, POWER (SAE NET) 285 hp @ 6,400 rpm 270 hp @ 5,250 rpm (gas)/10 hp
(elec)/270 hp (comb)
and the Wrangler’s superior maneuverability compared
TORQUE (SAE NET) 260 lb-ft @ 4,800 rpm 295 lb-ft @ 3,000 rpm (gas)/71 lb-ft
to its predecessors provides a good foundation. The (elec)/295 lb-ft (comb)
Jeep’s frame is strengthened with high-strength steel,
REDLINE 6,600 rpm 5,800 rpm
and every new Wrangler comes with seat-mounted front WEIGHT TO POWER 15.3 lb/hp 16.8; 17.6 lb/hp
side airbags. Blind-spot monitoring, rear cross-traffic TRANSMISSION 6-speed manual 8-speed automatic
alert, and LED headlights are available, and the Wrangler AXLE/FINAL-DRIVE/LOW RATIOS 4.10:1/2.95:1/4.00:1 3.45:1/2.31:1/4.00:1; 4.10:1/2.75:1/4.00:1
can apply maximum braking force in a panic-braking SUSPENSION, FRONT; REAR Live axle, coil springs, adj Live axle, coil springs; live axle,
situation even if the driver hasn’t pushed the pedal all anti-roll bar; live axle, coil coil springs
the way down. springs, adj anti-roll bar
For optimal on-road safety, the 2019 model offers STEERING RATIO 17.4:1 15.6:1
forward collision warning—it’s a feature you’ll value once it TURNS LOCK TO LOCK 3.6 3.2
BRAKES, F; R 12.9-in vented disc; 12.9-in vented disc; 13.4-in disc, ABS
saves you from damaging the Jeep’s iconic face. The Jeep’s 13.4-in disc, ABS
active safety also impresses off-road; its ABS system has
WHEELS 7.5 x 17-in cast aluminum 7.5 x 18-in; 7.5 x 17-in cast aluminum
a rough-road detection feature, which adapts its settings
TIRES LT285/70R17 (M+S) 255/70R18 113T (M+S) Bridgestone
to improve performance over off-pavement surfaces. BFGoodrich Baja Dueler A/T RH-S; LT285/70R17 (M+S)
The body-on-frame Wrangler, which hasn’t yet been Champion All-Terrain BFGoodrich Bojo Champion
crash-tested, won’t handle a panic maneuver as well as T/A K02 All-Terrain T/A K02
a unibody crossover, obviously. Even so, the Jeep’s all- DIMENSIONS
around visibility rises above that of most new CUVs, and WHEELBASE 96.8 in 118.4 in
the Wrangler is a sure bet if you’re seeking a vehicle that TRACK, F/R 62.9/62.9 in 62.9/62.9 in
LXWXH 166.8 x 73.8 x 73.6 in 188.4 x 73.8 x 73.6 in
will feel secure off-road.
GROUND CLEARANCE 10.8 in 10.0; 10.8 in
APPROACH/DEPART ANGLE 44.0/37.0 deg 41.8/21.0; 43.9/37.0 deg
Value TURNING CIRCLE 34.5 ft 39.4 ft
Not everyone will fully appreciate the Jeep’s appeal. CURB WEIGHT 4,355 lb 4,541; 4,755 lb
But what price do you place on the smile a car puts on WEIGHT DIST, F/R 51/49% 51/49; 52/48%
your face? The Wrangler is as far from a four-wheeled TOWING CAPACITY 2,000 lb 3,500 lb
appliance as you can get. And when the going gets rocky, SEATING CAPACITY 4 5
sandy, or snowy, the Wrangler outperforms vehicles HEADROOM, F/R 42.6/41.7 in 40.7/40.2 in
costing more than twice as much. LEGROOM, F/R 41.2/35.7 in 41.2/38.3 in
A two-door canvas-soft-topped Wrangler with 285 hp SHOULDER ROOM, F/R 55.7/57.7 in 55.7/55.7 in
and four-wheel drive starts around $30,000, though a well- CARGO VOLUME BEH F/R 46.9/12.9 cu ft 72.4/31.7 cu ft
TEST DATA
equipped four-door Unlimited with the excellent 2.0-liter
ACCELERATION TO MPH
engine and an automatic transmission can clear $50,000.
0-30 2.3 sec 2.5; 2.6 sec
That’s a ton of cash, but some buyers feel Jeep’s seven-bar
0-40 3.6 3.9; 4.1
grille carries just as much cachet as certain luxury auto-
0-50/0-60 5.2/7.4 5.8; 5.8/8.1; 8.0
maker logos. Compared to the Wrangler, no Fordyce Creek 0-70/0-80 10.6/13.8 11.1; 10.7/15.1; 14.7
forder combines such capability, efficiency, infotainment PASSING, 45-65 MPH 4.6 4.6; 4.4
tech, and overall appeal in quite the same way. QUARTER MILE 15.8 sec @ 83.6 mph 16.3 sec @ 82.6 mph;
16.2 sec @ 83.2 mph
For the Gold BRAKING, 60-0 MPH 150 ft 140; 145 ft
The Wrangler isn’t for everyone. Guest judge, veteran LATERAL ACCELERATION 0.63 g (avg) 0.68; 0.68 g (avg)
MT FIGURE EIGHT 31.3 sec @ 0.48 g (avg) 29.5 sec @ 0.56 g (avg);
automotive R&D executive, and 2013 Wrangler owner 29.9 sec @ 0.56 g (avg)
Gordon Dickie noted that second-row ingress and egress TOP-GEAR REVS @ 60 MPH 1,900 rpm 1,400; 1,750 rpm
remains cramped, tire and wind noise is quieter but CONSUMER INFO
still intrusive, the manual transmission’s clutch will BASE PRICE $39,540 $39,890; $43,040
ruin your Achilles tendon in rush-hour traffic, and the PRICE AS TESTED $47,355 $54,045; $56,100
Rubicon’s around-town ride—though improved—is still STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes
flinty compared to car-based crossovers. Such are the AIRBAGS 4: Dual front, front side 4: Dual front, front side
trade-offs Jeep lovers willingly endure. BASIC WARRANTY 3 years/36,000 miles 3 years/36,000 miles
But when you’ve gotta have an off-roader—or want to POWERTRAIN WARRANTY 5 years/60,000 miles 5 years/60,000 miles
look like you spend weekends stomping terra firma—the ROADSIDE ASSISTANCE 5 years/60,000 miles 5 years/60,000 miles
Jeep is impossible to beat. Tracing its lineage to the FUEL CAPACITY 18.5 gal 21.5 gal + 0.4-kW-hr battery
REAL MPG, CITY/HWY/COMB 18.4/20.8/19.4 mpg 22.7/28.7/25.0 mpg; not tested
original Willys MB, the Wrangler navigates nostalgia
EPA CITY/HWY/COMB ECON 17/25/20 mpg 22/24/22 mpg
without getting stuck in it. The Jeep Wrangler is remark-
ENERGY CONS, CITY/HWY 198/135 kW-hr/100 miles 153/140 kW-hr/100 miles
ably well-rounded for its core purpose, and it’s a most CO2 EMISSIONS, COMB 0.98 lb/mile 0.85 lb/mile
deserving SUV of the Year. Q RECOMMENDED FUEL Unleaded regular Unleaded premium

BRING IT ON
DETROIT’S FULL-SIZE TRUCKS THROW
DOWN FOR THE GOLDEN CALIPERS
Words and Photographs MotorTrend staff
AMERICAN PROUD With new trucks

from Chevrolet, GMC, Ford, and Ram,
this year’s TOTY was all-American.

COVER STORY
THE LINEUP
CHEVROLET SILVERADO
FORD F-150
GMC SIERRA
RAM 1500
THE JUDGES Ed Loh, Editor-in-Chief • Kim Reynolds, Testing Director • Chris Walton, Road Test Editor • Scott Evans, Features Editor
Christian Seabaugh, Features Editor • Miguel Cortina, Managing Editor, MotorTrend en Español • Kelly Pleskot, Associate Online Editor
DRIVE LOOP: 21.5 miles Elevation Peak
Profile Elevation
5,121 feet
Where we tested START/FINISH
Lowest
Elevation
KINGMAN, KINGMAN
3,361 feet
ARIZONA
Lowest
Elevation
DAVIS DAM GRADE ARIZONA 3,361 feet
Off-Road
FCA ARIZONA Playground
PROVING
GROUND Peak Elevation
5,121 feet
With 11 variants at this year’s

TOTY, our judges and testing VDF aka
crew were busier than ever. “Asphalt Lake”
Under the searing early-August
sun, we hooked up trailers
while the test team gathered to multifunction tailgates and connectivity-laden
luxury trim packages, the 2019 Truck of the Year
every byte of data during showdown was full of new technologies that are
two days at FCA’s Arizona reimagining the truck game.
Proving Ground in Yucca. Our Ram sent five examples of its 1500, Chevy
“frustration tests” continued gave us three Silverados, and GMC handed us
the keys to two Sierras. Of course, America’s
the next day when we towed a best-selling vehicle was also present—this time
GOOGLE EARTH
John Deere excavator up and Ford sent an F-150 with its first diesel engine.
down Davis Dam, measuring Although we had a big selection, none of the
automakers sent their base model, leaving us
acceleration on the way up and
with a prey extravagant group. The average
cruise control overrun each The MotorTrend Truck of the Year award is price was a hey $60,265. The least expensive
truck allowed on the way back a bale for working-class bragging rights. No of the pack was the Ram 1500 Big Horn V-8
down, followed by looping vehicle encompasses Americana more than the Quad Cab 4x2 at $46,240, while the Ram 1500
full-size pickup truck, and Motown knows it. Longhorn Crew Cab 4x4 crossed the checkout
every truck on a circuit with
For 2019, three of the four major truck brands counter at $68,385, the highest price here.
freeway stretches, winding have significantly renewed their players in the As you can imagine, with these premiums
roads, and elevation changes. full-size segment. From mild-hybrid powertrains come new technologies. The mild-hybrid
HIGH-SPEED TEST The winding

road at FCA’s facility allowed
us to evaluate handling limits.
DOES IT FIT? The hot temps didn’t stop us from
Behind the scenes at 2019 Truck of the Year

It was gone. Washed away. storm had suddenly and ferociously
testing the bed’s tie-down hooks.
This box measures 48 x 40 x 30 inches.
A washed-out road seemed unthink-

I was driving our last evalua- blown through northwestern Arizona. able earlier in the week. We knew
tion loop of the day, piloting the Concrete pipes meant to channel the rescheduling Truck of the Year from
Silverado Trail Boss down a dirt access rainwater under the road were now fully October to August would mean packing
road toward the 50-foot-tall mound we’d exposed. With this Chevy, I could’ve extra deodorant, but we didn’t anticipate
drifted our trucks around the previous crawled down into the wash and up the four days breaching 105 degrees ambient.
night. But just 18 hours before this beau- bank on the other side, but our rear-drive Unlike other Of The Year programs, data
tiful Friday afternoon, a midsummer Ram would have required a winch. collection and subjective judging overlap
LAKE MOHAVE Test 3
Test 2
HEAVYWEIGHT TRUCKS
Like every year, TOTY START: Test 1 FINISH
starts with a full tank of
gas and a mass check.
DAVIS DAM
Trailer Accel and Cruise Control Tests
5.80 miles; Average grade 5.2%
BULLHEAD CITY Test 2 Test 3
Test 1
35-55 mph 35-55 mph 65 mph CC hold
1,890 feet (Start) (Summit) 3,481 feet
powertrains of the Ram 1500 make FCA the first

automaker to bring a 48-volt mild-hybrid system
to a truck in North America. We had a chance to
test eTorque in both the base 3.6-liter V-6 and
the 5.7-liter V-8; we also tested a 5.7-liter V-8 with
no eTorque.
Three off-road variants equipped with fancy
suspensions and rock-crawling chops also
made their way to TOTY. The 2019 Chevrolet
Silverado Trail Boss—with its angry looks and
off-road Rancho shocks—made a strong case
against the 2019 Ram 1500 Rebel, which was
equipped with a locking rear differential and a
4x4 off-road package. The all-new 2019 GMC
Sierra AT4 also showed up with a 2-inch suspen- ROAD TO THE SUMMIT
sion li and a two-speed transfer case. Our test team performed
instrumented passing
Both GMCs were armed with the same tests and looked for ride
powertrain—a 6.2-liter V-8 engine mated to a and handling issues.
10-speed automatic. The Chevy Silverado Trail
Boss and RST trims were set up with the 5.3-liter
V-8 coupled to an eight-speed automatic trans-
mission. At the opposite end, the High Country, Highway 68
Chevy’s most luxurious Silverado, was equipped Davis Dam grade
with the same powertrain as the GMCs.
On the other side of the ring, the defending
Truck of the Year champion returned with its first
diesel engine. The Ford F-150, propelled by a
3.0-liter Power Stroke V-6 diesel that deploys 250
hp and 440 lb- of torque and its own variation
of the Ford/GM-developed 10-speed, is able to
tow up to 11,400 pounds. Naturally, this was the
light-duty truck that was rated to tow the most at
this year’s TOTY.
The competition was fierce, but aer driving
each truck for more than 800 miles and packing
a week with instrumented testing, only one
model could be named MotorTrend’s 2019 Truck
of the Year. Miguel Cortina
during Truck Week. With 11 trucks to with rooftop AC. I’ve never been happier
test in a single Tuesday, the rest of the to be stuck in a van.
staff stayed out of the test team’s way. Its cargo hold contained a collapsed
We usually hide out in a portable shipping crate we’d brought to evaluate
building at the Vehicle Dynamics bed heights, capacities, and tie-downs.
Facility on Fiat Chrysler’s sprawling As the test team finished with each
Arizona Proving Ground. Its air condi- truck, we’d back it under the awning and
tioning is up to the task in October, set upon it like ants. Between the ship-
but not, it would seem, in August. ping crate tests and rounds of FIFA 14
Fortunately, we’d rented a limousine- on the Xbox in the van, I took a labored
converted Mercedes-Benz Sprinter walk with Ed Loh’s laser thermometer.
Chevrolet Silverado
RST
WE LIKE Updated exterior, 10-speed transmission WE DON'T LIKE Out-of-date interior, laggy 5.3-liter throttle response
W
ith fabulous new exterior Christian Seabaugh said of the grade. Kelly Pleskot described the There are many things we like
styling, a fancy cylinder Trail Boss. “It’s just a sea of black ride as “jiery” when she compared about it—the ease of geing into
deactivation system, speckled with bits of chrome and it to the F-150 or the Ram 1500. the bed with the standard corner
and an automatic trailer light test, gray plastic.” Added Ed Loh: “Not Evans similarly compared it to step, three hooks on each corner of
the Chevrolet Silverado 1500 budgeting a refresh for the interior its rivals: “The body control isn’t as the bed, and the new Dynamic Fuel
showed much improvement over seems a huge miss.” The cabin good, with significantly more roll in Management system, which can
the third generation. But its bumpy looks “cheap for the price,” Sco the corners. Likewise, the damping deactivate up to seven cylinders.
ride, passé interior, and hesitant Evans noted. isn’t as good. This ride is busier “Good power from the 6.2-liter,
5.3-liter engine kept the Silverado Ride quality was also an issue. and stiffer.” However, every judge great tranny, OK ride,” Kim
from geing the Golden Calipers. Chris Walton felt impact bounces applauded the smoothness of the Reynolds summarized. “But blah
“There’s nothing linking the neat in each of the two Silverados we High Country’s 10-speed automatic handing, and the interior is dated.”
exterior to the uninspired interior,” tested up and down the Davis Dam on Davis Dam and on the highway. Miguel Cortina
2019 Chevrolet Silverado 2019 Chevrolet Silverado 2019 Chevrolet Silverado

SPECS 4WD RST (Crew) 4WD LT Trail Boss Z71 (Crew) 4WD High Country (Crew)
Torque (SAE net) 383 lb-ft @ 4,100 rpm 383 lb-ft @ 4,100 rpm 460 lb-ft @ 4,100 rpm
Accel, 0-60 mph (towing)* 17.1 sec 16.4 sec 13.8 sec
Quarter Mile (towing)* 21.2 sec @ 66.7 mph 20.9 sec @ 67.6 mph 19.7 sec @ 71.5 mph
Davis Dam Frustration** 15.7 sec @ 1,029 ft Not Tested 12.8 sec @ 822 ft
CC Downhill Overrun 4.9 mph Not Tested 5.7 mph
EPA City/Hwy/Comb 16/22/18 mpg 15/20/17 mpg 16/20/17 mpg High Country
Vehicle Layout RST Front-engine, AWD, 5-pass, 4-door truck Z71, High Country Front-engine, 4WD, 5-pass, 4-door truck Engine/Transmission
RST, Z71 5.3L OHV 16-valve V-8, 8-speed automatic High Country 6.2L OHV 16-valve V-8, 10-speed automatic Curb Weight (F/R Dist) RST 5,178 lb (58/42%)
Z71 5,236 lb (58/42%) High Country 5,450 lb (57/43%) Wheelbase RST, High Country 147.4 in Z71 147.5 in Length x Width x Height RST, High Country 231.7
x 81.2 x 75.5 in Z71 231.7 x 81.2 x 78.4 in Energy Consumption, City/Hwy RST 211/153 kW-hr/100 miles Z71 225/169 kW-hr/100 miles High Country 211/169
kW-hr/100 miles CO2 Emissions, Comb RST 1.06 lb/mile Z71 1.15 lb/mile High Country 1.10 lb/mile
*Towing 8,300-pound trailer

INTERNAL INFERNO The laser thermometer was showing crazy temps for the brakes. **35-55-mph acceleration with 7,780-pound trailer
The trucks’ thermometers were reading for these temperatures. The Chevy and
as high as 120 degrees; the weather GMC trucks were pinging with brake
station reported 107 in the shade. Child’s temperature warnings, something we’ve
play. I saw 158 on the tarmac, 168 on a never seen before. Thankfully, a similar
dashboard, and 177 on a seat cushion. Ram 5.7 without eTorque tested at our
Later that evening, the test team usual location produced results that were
would wonder aloud about the accuracy within expected test-to-test variability of
of the data. The SAE correction factor our Longhorn contender vehicle.
we use to standardize weather condi- Day two brought little relief, and
tions during testing was never designed this time we were navigating a trailer
Ford F-150 Diesel TRUCK FINALISTS
WE LIKE Good fuel economy, visibility WE DON'T LIKE Poor towing performance, ponderous acceleration
F
resh off last year’s TOTY win, “It feels fine at city speeds, but unladen, though we took note of feel turbo lag off the line. It took 22.0
the Ford F-150 returns with there’s nothing there at highway its rough edges, including its firm seconds to reach 60 mph under
a diesel engine and a few speeds,” Christian Seabaugh said. ride and body roll. “If you want a load—4.3 seconds longer than the
surprises up its sleeve. We can forgive its leisurely truck that drives like a truck, this next-slowest truck pulling the same
This year marks the first time highway gait because of its supe- is it,” Sco Evans said. “In the age weight. What’s more, when Kim
Ford has offered a diesel variant of rior fuel economy. In our Real MPG of adaptive dampers, air springs, Reynolds was climbing the Davis
the F-150. Under the sheetmetal sits tests, it returned 20.9/28.5/23.7 mpg and coil springs, it’s definitely the Dam grade, the F-150 would hang
a 3.0-liter turbodiesel V-6 making city/highway/combined, beer than busiest ride here.” at 53 mph before geing the gump-
250 hp and 440 lb- of torque. its EPA rating of 20/25/22 mpg and Unfortunately, it failed in a key tion to accelerate again.
As impressive as those numbers ahead of its competitors. area where it was meant to excel: Finally, our tester’s dated interior
sound, sometimes it still isn’t quite The truck benefits from mellow towing. Handling suffered when doesn’t really befit its $64,935 price
enough juice. cruising and nice handling while aached to a trailer, and drivers will tag. Kelly Pleskot
2018 Ford F-150

SPECS 4X4 Lariat (Crew)
Accel, 0-60 mph (towing)* 22.0 sec
Quarter Mile (towing)* 22.8 sec @ 61.2 mph
Davis Dam Frustration** 33.9 sec @ 2,430 ft
CC Downhill Overrun 6.6 mph
Vehicle Layout Front-engine, 4WD, 5-pass, 4-door truck Engine/Transmission 3.0L turbodiesel DOHigh Country 24-valve V-6, 10-speed automatic Curb Weight
(F/R Dist) 5,579 lb (59/41%) Wheelbase 145.0 in Length x Width x Height 231.9 x 79.9 x 77.2 in Energy Consumption, City/Hwy 189/151 kW-hr/100 miles CO2
Emissions, Comb 1.01 lb/mile
*10,600-pound trailer **35-55-mph acceleration with 7,780-pound trailer
Ambient thermometers read as high as 120 degrees; the weather station reported 107 in the shade. Child’s play.
autocross course. We even added an The setback would set the tone for our
emergency lane change, performed both day at the Davis Dam grade. With only
unladen and with a trailer. one trailer, it was a 43-minute cycle to
Day three: Free of the proving switch the trailer and complete the drive
ground, we hit the public roads with loop, all in 100-plus-degree heat.
7,780 pounds of excavator and trailer. We were also chasing daylight, with a
Explaining the relatively simple task planned photo shoot in that pit on the far
of weighing the trailer and excavator side of Kingman. On the way there, I got
separately to the confused staff at the TA a text from a friend in Flagstaff about a
Travel Center delayed us by 45 minutes. storm passing through, half a state away,
GMC Sierra
Denali
WE LIKE Slick tailgate, sharp handling, good looks WE DON'T LIKE Still too much Chevy sharing, iffy value
G
MC has been saying for Chevy and GMC might come down The luxury trucks stumbled hard find the dough to have a different
years that it’s distancing to more than just the badge.” on value, though, missing a number interior in every single version of
itself from Chevrolet, and Opinions differed on how of the Ram Limited’s features for the new Ram 1500,” he wondered,
this latest model is the biggest step oen the trick tailgate would get nearly the same price, namely “why can’t GMC shake loose a
yet. Although we found a lot to love, used, but we agreed it was well adaptive cruise control. That the couple bucks to actually differen-
there’s still work to be done. executed. We were also fans of the GMCs weren’t even equipped with tiate the Sierra Denali from the rest
“I appreciate the new features big head-up display and the flat the carbon-fiber bed added insult of the Sierra lineup, let alone the
that distinguish GMC models from handling. The GMCs performed to injury. “I’m paying more than Silverado? The interior is uerly
Chevys—MultiPro tailgate, adaptive well in the towing frustration test, $65,000 and geing an interior like unconvincing, with the same exact
ride control, and the late-available charging up the mountain uninhib- this?” Miguel Cortina asked. plastics, buons, and switchgear as
carbon-fiber bed,” Kelly Pleskot ited then downshiing to maintain a Christian Seabaugh also took the $45,000 Silverado.”
said. “For once, the choice between set speed downhill. issue with the interior. “If FCA can Scott Evans
2019 GMC Sierra 2019 GMC Sierra

SPECS AT4 (Crew) Denali (Crew)
Accel, 0-60 mph (towing)* 13.7 sec 14.0 sec
Quarter Mile (towing)* 19.6 sec @ 71.5 mph 19.8 sec @ 72.5 mph
Davis Dam Frustration** Not Tested 11.6 sec @ 760 ft
CC Downhill Overrun Not Tested 6.2 mph
EPA City/Hwy/Comb 15/19/17 mpg 15/20/17 mpg AT4
Vehicle Layout Front-engine, 4WD, 5-pass, 4-door truck Engine/Transmission 6.2L OHV 16-valve V-8, 10-speed automatic Curb Weight (F/R Dist) AT4 5,466
lb (57/43%) Denali 5,595 lb (57/43%) Wheelbase AT4 147.5 in Denali 147.4 in Length x Width x Height AT4 231.7 x 81.2 x 78.4 in Denali 231.7 x 81.2 x 75.5 in
Energy Consumption, City/Hwy AT4 225/177 kW-hr/100 miles Denali 225/169 kW-hr/100 miles CO2 Emissions, Comb AT4 1.17 lb/mile Denali 1.15 lb/mile
* 8,300-pound trailer **35-55-mph acceleration with 7,780-pound trailer
Between rooster-tail runs for the camera, I couldn’t help but notice how dark the sky was getting to the east.
I joked that a little rain would be nice. I I looked up and spotted the massive, Kingman. Lightning flashed. We threw
would regret that. rolling cloud enveloping the horizon to everything and everyone in the trucks
Our favorite dirt pit hides in the foot- the north. No worries, though: Both it and scrambled out before the rain hit.
hills of Hualapai Peak, just tall enough to and the rain were a good ways off. Our final day saw 11 evaluation loops, a
provide a commanding view of the valley Until they weren’t. In no time, the flat tire, and a final deliberation post-
from east to west. Between rooster-tail charcoal clouds covered the horizon, poned, the judges exhausted. As night fell
runs for the camera, I couldn’t help but and the storm was bearing down on and the desert world settled, we chased
notice how dark the sky was getting to a blood orange sun toward home and a
the east—or how fast. Then everyone’s debate three days hence—the final push
phone lit up with a dust storm warning. for our band on the run. Scott Evans
FINALISTS
TRUCK OF 2019 Chevrolet Silverado Crew Cab 2018 Ford F-150 Crew Cab 2019 GMC Sierra Crew Cab
THE YEAR 4WD RST; Trail Boss Z71; High Country 4X4 Lariat Power Stroke AT4; Sierra Denali
DRIVETRAIN LAYOUT Front-engine, AWD; 4WD; 4WD Front-engine, 4WD Front-engine, 4WD
ENGINE TYPE 90-deg V-8, alum block/heads Turbodiesel 60-deg V-6, 90-deg V-8, alum block/heads
iron block/alum heads
VALVETRAIN OHV, 2 valves/cyl DOHigh Country, 4 valves/cyl OHV, 2 valves/cyl
DISPLACEMENT 325.1 cu in/5,327cc; 325.1 cu in/5,327cc; 182.5 cu in/2,991cc 376.0 cu in/6,162cc
376.0 cu in/6,162cc
COMPRESSION RATIO 11.0:1; 11.0:1; 11.5:1 16.0:1 11.5:1
POWER (SAE NET) 355 hp @ 5,600 rpm; 250 hp @ 3,250 rpm Uses 420 hp @ 5,600 rpm*
355 hp @ 5,600 rpm; 420 hp @ 5,600 rpm* gears to
TORQUE (SAE NET) 383 lb-ft @ 4,100 rpm;
383 lb-ft @ 4,100 rpm; 460 lb-ft @ 4,100 rpm*
440 lb-ft @ 1,750 rpm maintain 460 lb-ft @ 4,100 rpm*

set 5,700 rpm
WEIGHT TO POWER 14.6; 14.7; 13.0 lb/hp 22.3 lb/hp
speed 13.0; 13.3 lb/hp
TRANSMISSION 8-speed; 8-speed; 10-speed automatic 10-speed automatic
downhill 10-speed automatic
AXLE/FINAL-DRIVE/ 3.23:1/2.10:1/-; 3.23:1/2.10:1/2.12:1; 3.55:1/2.25:1/2.64:1
w/cruise 3.23:1/2.07:1/2.12:1
LOW RATIO 3.23:1/2.07:1/2.12:1 control
SUSPENSION, FRONT; REAR Control arms, coil springs, anti-roll bar; live axle, leaf Control arms, coil springs, anti-roll bar; Control arms, coil springs, anti-roll bar; live
springs; Control arms, coil springs, anti-roll bar; live axle, leaf springs axle, leaf springs; Control arms, coil
live axle, leaf springs; Control arms, coil springs, adj springs, adj shocks, anti-roll bar; live axle,
shocks, anti-roll bar; live axle, leaf springs, adj shocks leaf springs, adj shocks
STEERING RATIO 15.2:1 17.4:1 15.7:1
TURNS LOCK TO LOCK 3.1 3.1 3.1
BRAKES, F; R 13.5-in vented disc; 14.1-in vented disc, ABS 13.8-in vented disc; 13.2-in vented disc, ABS 13.5-in vented disc; 14.1-in vented disc, ABS
WHEELS 9.0 x 20-in; 8.5 x 18-in; 9.0 x 22-in cast aluminum 8.5 x 20-in cast aluminum 9.0 x 20-in; 9.0 x 22-in cast aluminum
TIRES 275/60R20 115S (M+S) Bridgestone Alenza A/S 02; 275/55R20 Goodyear Wrangler All-Terrain 275/60R20 115S (M+S) Bridgestone Dueler
275/65R18 113/110Q Goodyear Wrangler Duratrac; Adventure A/T; 275/50R22 111T (M+S) Bridgestone
275/50R22 111T (M+S) Bridgestone Alenza A/S 02 Alenza A/S 02
DIMENSIONS
WHEELBASE 147.4; 147.5; 147.4 in 145.0 in 147.5; 147.4 in
TRACK, F/R 68.9/68.3; 68.7/68.1; 68.9/68.3 in 67.6/67.6 in 68.7/68.1; 68.9/68.3 in
LENGTH X WIDTH X HEIGHT 231.7 x 81.2 x 75.5; 78.4; 75.5 in 231.9 x 79.9 x 77.2 in 231.7 x 81.2 x 78.4; 75.5 in
TURNING CIRCLE 49.5; 49.5; 50.1 ft 47.1 ft 46.3; 46.9 ft
CURB WEIGHT 5,178; 5,236; 5,450 lb 5,579 lb 5,466; 5,595 lb
WEIGHT DIST, F/R 58/42; 58/42; 57/43% 59/41% 57/43%
SEATING CAPACITY 5 5 5
HEADROOM, F/R 43.0/40.1 in 40.8/40.4 in 43.0/40.1 in
turns like a tanker
LEGROOM, F/R 44.5/43.4 in 43.9/43.6 in 44.5/43.4 in
SHOULDER ROOM, F/R 66.0/65.2 in 66.7/65.9 in 66.0/65.2 in
CARGO VOLUME, INTERIOR † 48.9 cu ft 51.9 cu ft 48.9 cu ft
PICKUP BOX L X W X H 69.9 x 71.4 x 21.4 in 67.1 x 65.2 x 21.4 in 69.9 x 71.4 x 21.4 in
PICKUP BOX VOLUME 62.9 cu ft
And you can 52.8 cu ft 62.9 cu ft
WIDTH BET WHEELHOUSES 50.6 in
see it...YUGE! 50.6 in 50.6 in
PAYLOAD CAPACITY (VIN) 2,122; 2,064; 1,850 lb 1,471 lb 1,834, 1,705 lbs
TOWING CAPACITY SAE: 9,600, 9,500, 9,300 lb; VIN: 9,672, 9,614, 9,400 lb 10,700 lb SAE: 9,400, 9,600 lb; VIN: 9,384, 9,255 lb
TEST DATA **
ACCELERATION TO MPH flames!
0-30/40 2.3; 2.3; 2.1/3.6; 3.4; 3.2 sec 2.5/3.9 sec 2.0; 2.1/3.2; 3.2 sec
0-50/60 4.9; 4.9; 4.5/6.6; 6.4; 6.0 5.6/7.7 4.3; 4.4/5.8; 6.0
0-70/80 8.5; 8.5; 7.7/10.7; 10.7; 9.8 10.5/14.3 7.4; 7.6/9.4; 9.7 This year's
0-90/100 13.4; 13.9; 12.1/–; –; 15.0 –/– 11.7; 11.9/–; 14.9 quick one
PASSING, 45-65 MPH 3.3; 3.3; 3.0 4.4 2.8; 3.0
QUARTER MILE 14.9 sec @ 94.6 mph; 16.1 sec @ 84.4 mph 14.2 sec @ 98.9 mph;
15.0 sec @ 93.2 mph; 14.4 sec @ 98.3 mph 14.4 sec @ 98.6 mph
BRAKING, 60-0 MPH 126; 134; 123 ft Off-road tires! 121 ft 126; 123 ft
LATERAL ACCELERATION 0.76; 0.69; 0.77 g (avg) 0.74 g (avg) 0.76; 0.77 g (avg)
MT FIGURE EIGHT 28.6 sec @ 0.58 g (avg); 28.3 sec @ 0.60 g (avg) 27.7 sec @ 0.73 g (avg);
30.0 sec @ 0.55 g (avg); 27.5 sec @ 0.64 g (avg) 27.8 sec @ 0.63 g (avg)
TOP-GEAR REVS @ 60 MPH 1,400; 1,400; 1,200 rpm 1,400 rpm 1,200 rpm
CONSUMER INFO
BASE PRICE $45,995; $49,795; $57,795 $48,195 $54,695; $59,495
PRICE AS TESTED $54,280; $53,295; $64,030 $64,935 $65,330; $67,200
STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes Yes/Yes
AIRBAGS 6: Dual front, front side, f/r curtain 6: Dual front, front side, f/r curtain 6: Dual front, front side, f/r curtain
BASIC WARRANTY 3 years/36,000 miles 3 years/36,000 miles 3 years/36,000 miles
POWERTRAIN WARRANTY 5 years/60,000 miles Every truck this 5 years/60,000 miles 5 years/60,000 miles
ROADSIDE ASSISTANCE 5 years/60,000 miles year has the 5 years/60,000 miles 5 years/60,000 miles
FUEL CAPACITY 24.0 gal same warranty 26.0 gal 24.0 gal
REAL MPG, CITY/HWY/COMB Not tested; 14.8/19.3/16.5; 15.0/24.3/18.1 mpg 20.9/28.5/23.7 mpg 15.3/23.5/18.2; 14.9/22.5/17.5 mpg
EPA CITY/HWY/COMB ECON 16/22/18; 15/20/18; 16/20/17 mpg 20/25/22 mpg 15/19/17; 15/20/17 mpg
ENERGY CONS, CITY/HWY 211/153; 225/169; 211/169 kW-hr/100 miles 120/96 kW-hr/100 miles 225/177; 225/169 kW-hr/100 miles
CO2 EMISSIONS, COMB 1.06; 1.15; 1.10 lb/mile 1.01 lb/mile 1.17; 1.15 lb/mile
RECOMMENDED FUEL Unleaded regular; regular; premium Diesel First F-150 diesel Unleaded premium
Notably GOOD *SAE Certified **All trucks were tested in extreme-heat conditions, and performance was adversely affected. We will
attempt to retest and update these results at a later date. † Floor-to-ceiling volume with rear seat cushions folded.
Notably POOR
WINNER | 2019 TRUCK OF THE YEAR
RAM IT
ON HOME WHAT A 21ST CENTURY
TRUCK CAN DO
Words
Christian Seabaugh
Photographs
Brandon Lim

COVER STORY
RAM 1500

A
mericans ask more of our trucks than we do of The interior updates, from the volume-grade Big Horn
any other vehicle. In any given week, the average all the way up to the luxurious Limited, are even more
half-ton pickup might find itself commuting like impressive. Every Ram cabin has the tools needed for both
a sedan, hauling a bed full of bricks and sand, work and play. The Ram’s configurable center console
towing some Jet Skis, navigating muddy ranch- turns the space into an office, with room inside to swallow
land, or exploring off-road trails. It’s no wonder a bag and laptop, space for your phone and drinks, and a
that we bought 2.8 million of the things last year. center console lid that can function as a desk.
The best-selling pickup in the United States last year— When it comes to technology, Ram provides three
and indeed in every year for the past four decades—has versions of its Uconnect infotainment system, including a
been the Ford F-Series. But our 2019 Truck of the Year choice of an 8.4-inch or Tesla-like 12.0-inch touchscreen.
should give pause to prospective Blue Oval loyalists (or “The center stack layout is a combination of Volvo
buyers of any truck, for that matter) because there isn’t (screen), Audi (switches), and Jaguar (rotary shifter),”
a truck out there that so precisely hits the diverse needs Walton said. “The clever center console (phone charger/
of the segment better than the 2019 Ram 1500. pocket, sliding bins, and side pockets) is something Honda
The fifth-generation Ram 1500 is the latest in a long would do. Ram has done its homework on picking the
line of evolutionary leaps for Fiat Chrysler Automobiles’ benchmarks for both design and packaging.”
bread-and-butter truck. The newest version, more Although a Silicon Valley–aping infotainment suite
than any other, seems poised to meet the needs of the will certainly draw eyeballs in showrooms, the cabin’s
21st century truck buyer, with more variety, capability, functionality and furnishings are even more impressive.
comfort, convenience, and value than ever before. Crew cab versions feature a flat floor in back and seats A Silicon Valley–
that flip up, allowing you to store valuables in the safety aping infotainment
Advancement in Design of the cabin. RamBins, hidden underneath the rear floor-
suite will draw
Beauty is in the eye of the beholder, but there’s no arguing mats, have grown in size to better accommodate hitch
that Ram retains its reputation for stylish functionality. receivers or ratchet straps. In a first for pickups, the new eyeballs, but the
“Best-in-class: sophisticated without going over the top,” Ram 1500’s higher trim levels have a rear bench seat that functionality
editor-in-chief Ed Loh said.
The 2019 Ram 1500’s clean-sheet redesign throws out
reclines up to 8 degrees and is heated and cooled, as well.
Ever been chauffeured in a truck before? Now you can be.
and furnishings
many of the design cues we’ve come to expect from a We were particularly impressed by the level of fit and
are even more
Ram pickup—while still being unmistakably Ram. Gone finish. Every trim, from the base Tradesman up to the impressive.
are the crosshair grilles, mini-Mack fenders, and even Limited, furnishes at least one two-tone cabin treatment,
the traditional Ram badge in most places. Instead, the injecting a bit of personality and style into the cabin at
1500 provides buyers a choice of seven grilles and three any price point. Unlike some of its competitors, Ram
head- and taillamp designs. Its 15 wheel designs feature took the profitable luxury market seriously by offering
stronger six-bolt hubs, ranging from an off-road-friendly two flavors of luxury trucks—the saddlebag-equipped
18 inches to an urban cowboy 22-inch style. And that’s on (seriously) Laramie Longhorn and the thoroughly
top of your typical pickup choices of extended or crew cab modern Limited.
and bed sizes of either 5-foot-7 or 6-foot-4. A regular cab “GM has to be kidding, going up against this with the
and 8-foot bed are expected next year. High Country and Denali,” features editor Scott Evans
“I love the styling,” road test editor Chris Walton said, said. “This is a luxury interior. Look at this wood! This
eyeing the Ram 1500 Rebel. “It’s like the Viper of Rams.” leather! The metal, stitching, design, attention to detail!
MASS APPEAL
Each Ram trim has a
distinct personality.
Here we see the
volume Big Horn
(right front) with
traditional pickup
styling cues. In
back, the urban-
luxury Limited gets
sporty body-color
80 MOTORTREND.COM / JANUARY 2019 trim pieces.
The leather on the grab handles! Cadillac could learn
a thing or two by spending an afternoon in this cabin.”
Hyperbole aside, he’s right. The Ram’s cabin ain’t just
good for a truck. It’s good, period.
Engineering Excellence
Looks can be deceiving, and you’d be forgiven for thinking
the 2019 Ram is a bit old school in its approach. Freed from
the obligation (and expense) of chasing maximum payload
and towing capacities with all-aluminum construction,
the Ram team instead invested in a shotgun approach
to improve capability, efficiency, and performance.
Underpinning it all is a new high-strength steel platform,
4.0 inches longer and about 17 percent lighter than the
old chassis. The aerodynamic sheetmetal is largely built
from steel but with the strategic use of lighter metals for
a total weight decrease of about 200 pounds.
Like the previous version of the Ram 1500, our 2019 LEAN BACK Ram 1500 engines come with supplemental electric
Rear seats in
Truck of the Year continues to come standard with a coil- higher trims motors to improve fuel economy and performance. These
spring rear suspension (now with frequency dampers), recline and are mild-hybrid powerplants, dubbed eTorque, use small
which slightly sacrifices towing and payload capacity heated and cooled starter-generators and a tiny 0.43-kW-hr battery stashed
to boot.
in favor of a better ride when compared to leaf-sprung in the rear wall of the cab to aid the stop/start system and
competitors. A four-corner air suspension with five ride provide torque assist to allow the engines to lug around at
heights and load leveling is available, giving the best of cruising speed in four-cylinder mode longer and without
both worlds when it comes to ride and performance. having to downshift.
“It’s really a surprise on the road,” testing director Kim The eTorque system is standard on the base 3.6-liter
Reynolds said after a stint in an air suspension–equipped V-6, which makes 305 hp and 269 lb-ft of torque, and is
1500. “It’s way more refined and sophisticated than the also available for a small premium on the top-level 5.7-liter
GMs. Steering is fluid and quality-feeling.” The standard V-8, which turns out 395 hp and 410 lb-ft of torque. A
suspension won praise at the expense of its competitive non-eTorque 5.7-liter V-8 generating the same output
set, too. “The coil-spring suspension is better in the Ram as the eTorque version slots between the two electrified
than the ride in any of the GM trucks,” MotorTrend en mills. (Because these motors aren’t
Español managing editor Miguel Cortina said. assisting when the engines’ are
Despite the minor diet, maximum payload is up to generating peak power and torque,
2,320 pounds, and max towing capacity rises to 12,750 they don’t affect those figures.) An
pounds, besting Chevrolet, GMC, Nissan, and Toyota’s eight-speed automatic is standard
half-ton offerings (though shy of Big Daddy Ford’s max across the line, as is rear-wheel drive.
towing by 450 el-bees). Four-wheel drive, limited-slip or
Things get even more impressive under the hood. locking rear axles, and three final
Embracing global realities, two of the three available drive ratios are also available.

The base eTorque V-6 is a lot of engine for the money. It Some previous Ram innovations carry over, including
makes its torque higher in its rev band, but it makes good the segment’s best combo bed extender and cargo divider,
use of the power it has. “It feels powerful even though it’s which stashes against the cab when not in use, and a
a V-6,” associate online editor Kelly Pleskot said. Evans CHMSL-mounted camera that looks down into the bed so
agreed, adding that it “doesn’t have the torque of the V-8s, you can triple-check your tie-down work while on the move.
but it has plenty of power; the deficit only manifests itself The one area where the Ram’s bed could be better is its
when passing on Arizona’s 75-mph freeways.” use of tie-downs, or lack thereof. GM changed the game
In back-to-back driving of our otherwise identically this year—providing 12 standard tie-downs in the new
equipped V-8 Ram 1500 Longhorn and Limited models, Chevrolet Silverado and GMC Sierra (three in each corner)
Evans was one of the few judges who could feel the and the ability to expand with movable optional tie-downs.
Limited’s eTorque assist at work. “I find the eTorque Ram offers the standard four (one in each corner), plus
drivetrain a bit smoother through the revs and shifts and another four optional moveable rail-mounted tie-downs.
when accelerating up steep grades,” he said. Ram would do well to follow GM’s lead here.
The fuel economy benefits of the eTorque V-8s show up The ability to access the bed is arguably as important
LIMBO in our data, but towing performance is a bit of a wash; all as its construction. Missing GM’s standard bumper steps,
Air suspension–
equipped 1500s of the Ram V-8s, eTorque or not, performed nearly iden- Ram makes up for it with its option sheet. One of the air
have five heights tically in both instrumented tow tests (where the Rams suspension’s many benefits is its access height mode,
controlled by a towed between 6,600 pounds and 11,400 pounds) and in which lowers the bed’s step-up height to match that of
rocker switch:
Access, Aero, our Davis Dam frustration test, which saw our V-6 Ram the bumper step. For those who skip the air suspension,
Normal, Off-Road 1, tester tow 4,020 pounds and the V-8s tow 7,780 pounds. Ram also offers a kick-down rear step that stashes up and
and Off-Road 2.
away behind the rear bumper.
Performance of Intended Function Ram made towing improvements, too. For those who
Despite the many hats we expect our trucks to wear, at simply want to hitch up and go, Ram makes life easy. The
their heart, they are beasts of burden. To that end, the rearview cameras have high resolution, making it easy to
SIDE POCKET
RamBoxes are back
2019 Ram 1500 excels. hitch up without a spotter. Trucks equipped with blind-
and better than ever. The most important part of any pickup is its bed, and spot sensors have an extra party piece, too; after you hitch
This versatile and Ram continues to deliver. The bed rails have been raised up and make a couple of turns, the blind-spot sensors will
secure storage space
now takes up less 1.5 inches to increase cargo volume, and the optional determine the length of your trailer and increase the size
room in the bed. RamBoxes grow in size with minimal impact on bed space. of the alert zone to include the trailer length.
As for straight-up towing, the Ram 1500 is rock-solid,
especially when equipped with the air suspension. Towing
the exact same 8,300-pound trailer as the GMC Sierras
and Chevrolet Silverados, the Rams feel so much more
confident and just plain happy while at work.
Efficiency
Pickups aren’t traditionally known for fuel efficiency, but
that didn’t stop Ram from easing the pain at the pump.
Lots of credit goes to the lineup of eTorque engines, but
Ram also worked hard at ensuring the new 1500 is as aero-
dynamic as possible without sacrificing the utility of its
pickup body. Its segment-best 0.357 Cd is achieved using
grille shutters and spoilers integrated into the trailing
edges of the roof and tailgate. On trucks without air
suspension, an air dam deploys automatically at 35 mph;
those with air suspension get an aero-mode ride height.
The result is that Ram has the most efficient V-8 in
its class; the V-8 eTorque is EPA-rated at 17/23/19 mpg
Value
With pickup trucks, value is ultimately relative over a
life of hard knocks and long miles. But we were impressed
by the breadth of the Ram lineup. The base Tradesman
model starts at $33,390 and should need little more than
a spray-in bedliner and tow hitch to be ready for work.
The volume Big Horn model is even more impressive.
One step up from the Tradesman and starting at
$40,090, the Big Horn models offer two-tone inte-
riors, a smartphone-friendly 8.0-inch touchscreen,
and more. Editors lauded our two Big Horn testers for
their premium-feeling materials and high amount of
content for the dollar.
Where Ram makes the biggest value argument
is surprisingly in its two most expensive trims: the
city/highway/combined with rear drive or $52,685 1500 Laramie Longhorn and $55,285 Limited.
17/22/19 with four-wheel drive. Non-eTorque These two luxe trucks simply blow the competition
Ram V-8s net 15/22/17 (rear drive) or 15/21/17 out of the water. They offer the tech that contractors
(four-wheel drive) mpg. Our Real MPG and civilians alike require and expect, and quite a few
testing of the V-8 models generally falls in luxury automakers could learn a thing from the way
line with the EPA’s results, but our eTorque Ram matches colors, textures, and materials in these
V-8-powered 1500 Limited 4x4 beat the feds’ cabins. And it’s a bargain, considering our loaded Ram
numbers with an 18.7/22.6/20.3 score. Limited tester stickered for $68,340, about the price
The one weak point would be the hard- of a comparable GMC Sierra Denali and less than an
working V-6 eTorque powerplant. EPA-rated at 20/25/22 equivalent F-150 Limited.
mpg with rear drive and 19/24/21 mpg with four-wheel For those who
drive, our Big Horn 4x4 model achieved an unimpressive simply want Bringing Home the Gold
15.4/19.7/17.1 Real MPG score.
to hitch up and No segment is more competitive or more important
to Detroit’s automakers and blue-collar American workers
Safety go, Ram makes than half-ton pickups. These trucks are the face of
Neither the NHTSA nor IIHS has crash-tested the 2019 life easy; for their brands—purchased, driven, and loved by millions.
Ram 1500 yet, but we have no reason to believe our new
Truck of the Year won’t achieve top scores. The 1500’s
straight-up They’re dependable commuters, tools, and toys that
form the backbones of our families. With such a diverse
new chassis is built of high-strength steel and includes towing, the 1500 skill set needed, it’s easy to just miss the target. But the
octagonal front-frame rail extensions designed to protect
occupants in often-deadly small-overlap front crashes.
is rock-solid. Ram 1500 hits the bull’s-eye. No pickup in the segment
better balances capability, efficiency, value, and quality.
The Ram 1500 is also available with forward and reverse The Ram 1500 retains its old-school appeal while
collision warning systems, adaptive cruise control, lane being refreshingly modern in style and substance. It’s
keep assist, blind-spot monitors, and 360-degree camera refined and sophisticated without surrendering its
systems, with the ultimate aim of helping the driver avoid dirty-fingernails roots. For that, the Ram is our 2019
accidents in the first place. That’s the true measure of safety. Truck of the Year. Q
2019 Ram 1500 2019 Ram 1500 2019 Ram 1500 2019 Ram 1500 2019 Ram 1500
SPECS Big Horn 4x2 (Quad) Big Horn 4x4 (Crew) Rebel (Quad) Longhorn 4x4 (Crew) Limited 4x4 (Crew)
Base Price/As Tested $37,390/$46,240 $43,590/$55,485 $46,390/$55,400 $55,390/$68,385 $57,890/$68,340
Power (SAE net) 395 hp @ 5,600 rpm 305 hp @ 6,400 rpm 395 hp @ 5,600 rpm 395 hp @ 5,600 rpm 395 hp @ 5,600 rpm
(gas)/16 hp (elec)/ (gas)/12 hp (elec)/ (gas)/16 hp (elec)/
395 hp (comb) 305 hp (comb) 395 hp (comb)
410 lb-ft @ 3,950 rpm 269 lb-ft @ 4,800 rpm 410 lb-ft @ 3,950 rpm 410 lb-ft @ 3,950 rpm 410 lb-ft @ 3,950 rpm
Torque (SAE net) (gas)/130 lb-ft (elec)/ (gas)/90 lb-ft (elec)/269 (gas)/130 lb-ft (elec)/410
410 lb-ft (comb) lb-ft (comb) lb-ft (comb)
Accel, 0-60 mph 5.9 sec 8.5 sec 6.4 sec 6.3 sec 6.5 sec
Accel, 0-60 mph (Towing)* 16.8 sec 17.7 sec 16.6 sec 14.5 sec 14.5 sec
Quarter Mile 14.4 sec @ 97.6 mph 16.5 sec @ 84.5 mph 14.9 sec @ 93.1 mph 14.8 sec @ 94.4 mph 15.0 sec @ 82.1 mph
Quarter Mile (Towing)* 21.2 sec @ 67.5 mph 21.5 sec @ 66.0 mph 21.1 sec @ 68.0 mph 20.0 sec @ 69.7 mph 20.0 sec @ 69.4 mph
Davis Dam Frustration** 13.8 sec @ 915 ft 13.2 sec @ 901 ft Not tested 14.8 sec @ 977 ft 15.1 sec @ 1,001 ft
CC Downhill Overrun 2.7 mph 6.2 mph Not tested 1.4 mph 1.4 mph
Braking, 60-0 mph 122 ft 130 ft 135 ft 126 ft 132 ft
Lateral Acceleration 0.76 g (avg) 0.71 g (avg) 0.76 g (avg) 0.74 g (avg) 0.74 g (avg)
MT Figure Eight 28.1 sec @ 0.62 g (avg) 29.7 sec @ 0.54 g (avg) 27.7 sec @ 0.73 g (avg) 29.0 sec @ 0.57 g (avg) 28.3 sec @ 0.60 g (avg)
EPA City/Hwy/Comb 17/23/19 mpg 19/24/21 mpg 15/21/17 mpg 15/21/17 mpg 17/22/19 mpg
*11,400-pound trailer *6,600-pound trailer *10,600-pound trailer *8,300-pound trailer *8,300-pound trailer
**35-55-mph acceleration **35-55-mph acceleration **35-55-mph acceleration **35-55-mph acceleration **35-55-mph acceleration
with 7,780-pound trailer with 4,020-pound trailer with 7,780-pound trailer with 7,780-pound trailer with 7,780-pound trailer

WINNER
TRUCK OF 2019 Ram 1500 2019 Ram 1500
THE YEAR (Quad Cab) Big Horn 4x2; Rebel 4x4 (Crew Cab) Big Horn 4x4; Long Horn 4X4; Limited 4x4
DRIVETRAIN LAYOUT Front-engine, RWD; 4WD Front-engine, 4WD
ENGINE TYPE 90-deg V-8 alum block/heads + permanent-magnet AC 60-deg V-6, alum block/heads + permanent-magnet AC synchronous
synchronous electric motor; no eTorque electric motor; 90-deg V-8 alum block/heads; 90-deg V-8, alum block/
heads + permanent-magnet AC synchronous electric motor
VALVETRAIN OHV, 2 valves/cyl DOHC, 4 valves/cyl; OHV, 2 valves/cyl; OHV, 2 valves/cyl
DISPLACEMENT 345.0 cu in/5,654cc 219.9; 345.0; 345.0 cu in/3,604; 5,654; 5,654cc
COMPRESSION RATIO 10.5:1 11.3:1; 10.5:1; 10.5:1
POWER (SAE NET) 395 hp @ 5,600 rpm (gas)/16 hp (elec)/395 (comb); 305 hp @ 6,400 rpm (gas)/12 hp (elec)/305 (comb); 395 hp @ 5,600 rpm;
395 hp @ 5,600 rpm 395 hp @ 5,600 rpm (gas)/16 hp (elec)/395 hp (comb)
TORQUE (SAE NET) 410 lb-ft @ 3,950 rpm (gas)/130 lb-ft (elec)/410 lb-ft 269 lb-ft @ 4,800 rpm (gas)/90 lb-ft (elec)/269 lb-ft (comb); 410 lb-ft @
(comb); 410 lb-ft @3,950 rpm 3,950 rpm; 410 lb-ft @ 3,950 rpm (gas)/130 lb-ft (elec)/410 lb-ft (comb)
REDLINE Not indicated (5,800-rpm limiter) Not indicated (6,400-rpm; 5,800-rpm, 5,800-rpm limiter)
WEIGHT TO POWER 12.9; 14.1 lb/hp 17.9; 14.7; 14.9 lb/hp
TRANSMISSION 8-speed automatic 8-speed automatic
AXLE/FINAL-DRIVE/LOW RATIO 3.92:1/2.63:1/2.64:1 3.55:1/2.38:1/2.64:1; 3.92:1/2.63:1/2.64:1: 3.92:1/2.63:1/2.64:1
SUSPENSION, FRONT; REAR Control arms, coil springs, anti-roll bar; Control arms, adj air springs, anti-roll bar;
live axle, coil springs, anti-roll bar live axle, adj air springs, anti-roll bar
STEERING RATIO 16.3:1; 17.8:1 16.3:1 Game-changing
TURNS LOCK TO LOCK 3.1; 3.4 3.1
BRAKES, F; R 14.9-in vented disc; 14.8-in vented disc, ABS 14.9-in vented disc; 14.8-in vented disc, ABS
WHEELS 9.0 x 20-in cast aluminum 8.0 x 18-in; 9.0 x 20-in; 9.0 x 20-in cast aluminum
TIRES 275/55R20 113T (M+S) Nexen Roadian HTX RH5; 275/65R18 113/110S Falken Wildpeak A/T AT3WA;
275/70R18 125/122R Goodyear Wrangler Duratec 275/55R20 113T (M+S) Bridgestone Dueler H/L Alenza;
275/55R20 113T (M+S) Bridgestone Dueler H/L Alenza
DIMENSIONS
WHEELBASE 140.5 in 144.6 in
tire
TRACK, F/R
LENGTH X WIDTH X HEIGHT
TURNING CIRCLE
68.5/68.1 in
228.9 x 82.1 x 77.6; 77.7 in
45.1; 46.2 ft
68.5/68.1 in
232.9 x 82.1 x 75.8-79.6 in
46.2 ft
4 manufacturers
CURB WEIGHT 5,111; 5,575 lb 9.6 inches: the 5,456; 5,820; 5,876 lb
WEIGHT DIST, F/R 58/42% difference 55/45; 56/44; 57/43%
SEATING CAPACITY 5 between quad 5
HEADROOM, F/R 40.9/39.2 in and crew cabs 40.9/39.8 in
LEGROOM, F/R 40.9/35.6 in 40.9/45.2 in
SHOULDER ROOM, F/R 66.0/65.7 in 66.0/65.7 in
CARGO VOLUME, INTERIOR † 42.2 cu ft 64.5 cu ft Best in test
PICKUP BOX L X W X H 76.3 x 66.4 x 21.5 in 67.4 x 66.4 x 21.4 in
PICKUP BOX VOLUME 61.5 cu ft 53.9 cu ft
WIDTH BET WHEELHOUSES 51.0 in 51.0 in
PAYLOAD CAPACITY (VIN) 1,789; 1,525 lb 1,444; 1,280; 1,224 lb
TOWING CAPACITY SAE: 11,640; 11,370 lb VIN:11,443; 11,176 lb SAE: 7,460; 11,190; 11,190 lb VIN: 7,323; 11,058; 10,860 lb
TEST DATA *
ACCELERATION TO MPH
0-30 2.1; 2.3 sec 2.9; 2.1; 2.2 sec
0-40/0-50 3.1; 3.4/4.5; 4.9 4.4; 3.3; 3.3/6.1; 4.7; 4.9
0-60/0-70 5.9; 6.4/7.7; 8.5 8.5; 6.3; 6.5/11.2; 8.3; 8.5
0-80/0-90 9.7; 10.7/12.3; 13.8 14.6; 10.5; 10.7/ – ; 13.4; 13.8
PASSING, 45-65 MPH 2.9; 3.3 4.6; 3.3; 3.3
QUARTER MILE 14.4 sec @ 97.6 mph; 14.9 sec @ 93.1 mph 16.5 sec @ 84.5 mph; 14.8 sec @ 94.4 mph; 15.0 sec @ 82.1 mph
BRAKING, 60-0 MPH 122; 135 ft Off-road tires! 130; 126; 132 ft
LATERAL ACCELERATION 0.76 g; 0.76 (avg) 0.71; 0.74; 0.74 g (avg)
MT FIGURE EIGHT 28.1 sec @ 0.62 g (avg); 27.7 sec @ 0.73 g (avg) 29.7 sec @ 0.54 g (avg); 29.0 sec @ 0.57 g (avg); 28.3 sec @ 0.60 g (avg)
TOP-GEAR REVS @ 60 MPH 1,700; 1,600 rpm 1,600; 1,700; 1,700 rpm
CONSUMER INFO
BASE PRICE $37,390; $46,390 $43,590; $55,390; $57,890
PRICE AS TESTED $46,240; $55,400 $55,485; $68,385; $68,340
STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes
AIRBAGS 6: Dual front, front side, f/r curtain 6: Dual front, front side, f/r curtain
BASIC WARRANTY 3 yrs/36,000 miles 3 yrs/36,000 miles
POWERTRAIN WARRANTY 5 yrs/60,000 miles
WOW, and you'll 5 yrs/60,000 miles
ROADSIDE ASSISTANCE 5 yrs/60,000 miles need it, too 5 yrs/60,000 miles
FUEL CAPACITY 26.0 gal + 0.4-kW-hr battery; 33.0 gal 23.0 gal + 0.4-kW-hr battery; 26.0 gal; 26.0 gal + 0.4-kW-hr battery
REAL MPG, CITY/HWY/COMB 19.2/23.1/20.8; 14.0/19.4/16.0 mpg 15.4/19.7/17.1; 14.7/21.6/17.2; 18.7/22.6/20.3 mpg
EPA CITY/HWY/COMB ECON 17/23/19; 15/21/17 mpg 20/25/22; 15/21/17; 17/22/19 mpg Best of the rest
ENERGY CONS, CITY/HWY 198/147; 225/160 kW-hrs/100 miles 169/135; 225/160; 198/153 kW-hrs/100 miles
CO2 EMISSIONS, COMB 1.01; 1.13 lb/mile 0.88; 1.13; 1.02 lb/mile
RECOMMENDED FUEL Unleaded midgrade Unleaded regular; midgrade; midgrade
Notably GOOD Notably POOR * All trucks were tested in extreme-heat conditions, and performance was
adversely affected. We will attempt to retest and update these results at a
later date. † Floor-to-ceiling volume with rear seat cushions folded.

CrossClimate+
Grand Touring All-Season
For coupes, sedans, minivans and small crossovers
The MICHELIN® CrossClimate+ is designed to be a one-tire solution for drivers in environments that
experience all four seasons, but don’t receive sufficient snowfall to require a dedicated winter
tire. The multiple condition-focused compound and highly-directional tread pattern deliver
confident grip on wet and dry roads, in addition to snow traction capable of earning the
three-peak mountain snowflake (3PMSF) symbol.
Provide stability for responsive steering

and sure-footed dry cornering
Widen as the tire wears to maintain void area for

wet and snow traction and hydroplaning resistance
X-Ice Xi3 ®
Studless Ice & Snow

For coupes, sedans, family vans and small crossovers
Developed to deliver snow and ice traction along with predictable handling in cold, dry
and wet wintry conditions. The MICHELIN® X-Ice® Xi3 tire is designed to take on ice
and snow while it provides lasting winter performance. The tread design features a
directional pattern to help evacuate water and slush while also featuring 15%
more block edges than its predecessor for improved snow and ice traction.
Help remove water from the surface

for improved contact with the road
Aid in foul-weather traction while also

improving treadwear and driving precision
70
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VIA MASTERCARD®
$ REWARD CARD
after submission† when you buy a set of four
new MICHELIN® passenger or light truck tires.
OFFER VALID 11/14/18 – 12/14/18
†
Visit TIRERACK.COM/SPECIALS for complete offer details. Offer expires 12/14/2018. Void where prohibited. The Reward Card expires six (6) months after issuance.
No cash access. Fees apply. Reward Card issued by U.S. Bank National Association pursuant to a license from Mastercard International Incorporated. Mastercard is a registered
trademark of Mastercard International Incorporated. Copyright © 2018 Michelin North America, Inc. All rights reserved.
BONUS REBATE
FROM TIRE RACK
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via a Tire Rack Prepaid Mastercard
Visit TIRERACK.COM/SPECIALS for complete offer details. Prepaid card issued by MetaBank®, Member FDIC. No cash access. Card terms and expiration date applies.
888-372-8473 FAST FREE SHIPPING

ON ORDERS OVER $50 *tirerack.com/freeshipping
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THE RIGHT TIRE AT
THE RIGHT PRICE
OVER 500 MODELS FROM 22 MANUFACTURERS
FAST FREE SHIPPING on All Orders Over $50*
TIRE REBATES AND SPECIAL OFFERS

Below are a few of the special offers available this month. See them all at www.tirerack.com/specials
To find out about special offers in the future, sign up for our emails at www.tirerack.com/email
100
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$
BACK
TO A
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UP TO
By mail-in rebate with the purchase
VISA of a set of four select Goodyear® tires.
PREPAID COOPER TIRES VISA® PREPAID
CARD
Double your rebate up to CARD OR COOPER TIRES PREPAID
with your MASTERCARD® VIRTUAL ACCOUNT
RECEIVE A $70 VISA PREPAID CARD WITH THE
PURCHASE OF 4 KUMHO CRUGEN HP71 TIRES
$ 200 Goodyear®
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Offer Valid 10-1-18 to 12-31-18

WHEN YOU BUY A NEW SET OF FOUR
QUALIFYING WINTER TIRES.
Offer Valid 11-15-18 to 12-31-18
OFFER VALID 11/1/18 - 12/31/18
THE RIGHT TIRES IN

TWO MINUTES OR LESS
Try our Tire Decision Guide!
Tell us your vehicle and answer a few simple questions.
We’ll narrow it all down to the top tire for you.
www.tirerack.com/tdg

ON ORDERS OVER $50 *tirerack.com/freeshipping
GET A PREPAID MASTERCARD® CARD*
when you purchase qualifying
$70 Pirelli Winter Tires from

November 9 - December 14, 2018
For details, visit www.tirerack.com/specials
Performance Winter/Snow
Developed with the philosophy that winter tires must perform in a variety of unpre-
dictable weather conditions, Winter Sottozero 3 tires are designed not just as snow
tires, but as seasonal tires suitable for cold weather and freezing road conditions.
The compound is molded into a directional pattern that fea-

tures an enlarged contact patch comprised of arrow-shaped
center blocks and more rounded shoulders to expel water and
slush. High-density 3D sipe technology improves braking and
snow-to-snow traction.
Light Truck/SUV Performance Winter/Snow

Developed for powerful luxury crossovers and SUVs, the
Scorpion Winter features a tread compound with high silica
content for wintertime grip. The directional tread design
helps maintain traction on wet and slush-covered roads while
ridges in the bottom of the grooves and multi-directional
sipes help bite into snow and on ice.
*Qualify to receive a $70 Prepaid Mastercard® Card by mail. Purchase must be made between 11/9/2018 and 12/14/18 to qualify. Offer limited to legal
residents of the 50 United States, the District of Columbia, and Puerto Rico, 18 years or older, making qualifying purchases in participating retail locations.
For the full terms and conditions of the rebate offer, visit www.tirerack.com/specials. Prepaid Card is subject to further terms, conditions, and limitations.
Allow 6 to 8 weeks for delivery. This Card is issued by Sunrise Banks N.A., Member FDIC, pursuant to a license from Mastercard International Incorporated.
Mastercard is a registered trademark of Mastercard International Incorporated. Use of this card constitutes acceptance of the terms and conditions stated
in the Cardholder Agreement. Cards will not have cash access and can be used everywhere Mastercard debit cards are accepted. Card expires.

ON ORDERS OVER $50 tirerack.com/freeshipping
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O.Z. Alleggerita HLT O.Z. Ultraleggera HLT O.Z. Rally Racing O.Z. Superturismo Dakar MSW Type 14 MSW Type 48 MSW Type 22
16 17 18 19 20 17 18 19 20 21 14 15 16 17 18 17 18 19 20 16 17
Enkei Perf. EDR9 Enkei Perf. Vulcan Enkei Perf. SS05 Enkei Perf. Phantom Sport Edition A8-2 Sport Edition U2 Sport Edition SE-14
15 16 17 18 17 18 19 17 18 20 18 19 20 16 17 18 16 17 18 16 17 18
See Them on Your Vehicle!
Enkei Tuning Raijin Enkei Tuning TFR Sparco Assetto Gara Sparco Podio Sparco Terra
Enter your vehicle at tirerack.com 18 17 18 19 14 15 16 17 18 17 18 19 15 16 17 18
to experience one-click access to
everything that fits it.
What About TPMS?

We can assist you in selecting
wheels that are compatible
with your vehicle’s sensors.
We also offer an extra set of
sensors for all TPMS systems, so your
tire and wheel package can arrive with RIAL Lugano OE Cap RIAL M10X RIAL P10 RIAL X10 Bremmer Kraft BR16
sensors already installed. 19 for Tesla 19 20 18 16 17 18 17 18 19
BRAKES SUSPENSION
©2018 Tire Rack

Max Performance Summer*
Designed to deliver impressive traction and handling, the Ventus V12 evo2 (K120) radial’s high-grip
silica tread compound features an innovative functualized styrene polymer that lowers tire rolling
resistance to enhance vehicle fuel economy without surrendering dry and wet traction in warm, dry
and wet conditions.
Directional Tread Design Aqua Jet Lateral Grooves

Notched shoulders and 3D Promote efficient water evacuation
intermediate ribs flanking a from the center of the tire’s contact
continuous center rib promote patch to enhance hydroplaning
dry handling and traction. resistance and wet traction.
*Like all summer tires, Ventus V12 evo2 is not intended to be driven in near-freezing temperatures, through snow or on ice.
Standard Touring All-Season Highway All-Season • Light Truck/SUV

An abrasion-resistant compound is designed for long life The computer generated tread design is engineered
and low rolling resistance, and the asymmetric pattern to deliver low noise, even wear and all-season
combines refined ride comfort along with confident dry capability, and the symmetric pattern allows for easy
handling and braking. Wide, lateral grooves evacuate cross-rotation. Rigid shoulders and a continuous center
water from the contact patch, while aqua slant sipes rib aid steering response and on-center feel, while
create biting edges for grip in wet and wintry conditions. independent intermediate tread blocks and zigzag
sipes provide traction in wet and wintry conditions.
Shop by vehicle at www.tirerack.com/hankook

Your Ticket to Traction this Season
FOR THE CONDITIONS YOU DRIVE IN

Call our sales specialists or shop by vehicle at www.tirerack.com/winter
‘18 Toyota Prius One ‘18 Audi TT RS ‘18 Ram 1500 4WD Crew Cab
175/65R15 Bridgestone Blizzak WS80 245/40R18 Pirelli Winter Sottozero 3 P275/65R18 Bridgestone Blizzak DM-V2
15x6 MSW Type 85 18x8 ANDROS Spec L 18x9 Method MR301 The Standard
WHICH PERFORMANCE CATEGORY IS RIGHT FOR YOU?

High-Tech Winter Traction Traditional Winter Traction
STUDLESS ICE & SNOW
Developed to provide ice and snow
traction similar to studded winter
tires without using studs, these tires
typically trade high-speed ratings and
some handling responsiveness for
enhanced snow and ice traction. STUDDABLE WINTER / SNOW
Developed to accommodate optional
PERFORMANCE WINTER / SNOW metal studs that enhance ice and hard-
Developed as high-speed winter tires packed snow traction. When studded
for European driving conditions, these (studding available for $15 per tire), these
tires typically trade some deep snow tires typically trade some noise and ride
and ice traction for enhanced dry and comfort for extra ice and packed snow
wet road traction, handling and traction. When not studded they provide
high-speed capability. a low-cost winter tire option.

READY-TO-BOLT-ON
Tire Rack’s Winter Tire & Wheel Packages make changing to
winter tires easy and efficient. These high quality, vehicle-specific
fitments arrive ready to bolt on your vehicle.
Packages include free scratchless mounting and free Hunter
Road Force™ balancing. Plus, all necessary hardware
is included at no additional cost!
WHAT ABOUT TPMS?

If your vehicle is equipped with a direct tire pressure monitoring
system, we can recommend wheels that are compatible with its
sensors. An extra set of sensors is also available for most systems,
and can arrive pre-installed on your package!
Build Your Own at www.tirerack.com/snow
SAMPLE PACKAGES
‘18 Chrysler 300S AWD ‘19 Hyundai Santa Fe AWD Limited

235/55R19 Uniroyal Tiger Paw Ice & Snow 3 235/65R17 Cooper Evolution Winter
19x8.5 ASA GT14 17x7 Steel Wheels with Covers
An “Ah-Ha” Moment
See the difference

Wrap up a gift this year from www.tirerack.com/gg that tire compounds make at
www.tirerack.com/pucks

his is the 14th year MotorTrend has we try to find the new faces that reflect the
scoured the automotive landscape to trends, new tech, and sometimes new compa-
produce its Power List. We discern nies that populate the automotive landscape.
the most influential and transformative This year there were a few big business moves:
people of the past year, the ones who Aston Martin went public; Tesla pondered
make this elaborate industry hum and going private. There was boardroom drama
whirl, speed up and bog down. with a Volkswagen coup, the untimely death of
As the powertrains of tomorrow FCA CEO Sergio Marchionne, and the punitive
transition away from diesels, optimizing gas- stripping of the chairman’s title from Elon
engine efficiency and adding electrification, Musk. But largely it was a year of solid product
so too do the faces change with the times. development, with some remakes of classics
There are always CEOs and other C-suite and launches of a batch of new nameplates.
executives on our list, but we look for the These are the people behind those successes.
people further down in the trenches whose Topping the list is the Person of the Year who
efforts create a buzz. We love this industry left an oversized imprint. But the 49 others are
and want to reward a job well done. And the ones to watch in 2019.
49 KEY PLAYERS IN THE AUTO INDUSTRY

AND OUR PERSON OF THE YEAR Words Alisa Priddle Illustrations David Kiss
50
Klaus Busse 49 48 47
Head of Design for Alfa Romeo, David Freiburger
Maserati, Fiat, Abarth, Lancia, Toto Wolff Co-Host of Roadkill,
FCA Team Principal and CEO, MotorTrend Group Thomas Doll
Mercedes-AMG CEO, Subaru of America
Petronas Motorsport

Alejandro Agag Kevin Clark
CEO, Formula E Holdings President and CEO, Aptiv
2018 Rank: 10 2018 Rank: Unranked
As the auto world goes electric, the Aptiv was spun off from Delphi to
Formula E founder sees a future where focus on electronics and software for
his series overtakes Formula 1 as the autonomous driving, connectivity,
leading motorsports series. Formula E and active safety systems. Under
is starting its fifth season with faster Gen2 Clark, Aptiv has grown its market
cars. More automakers are planning cap and partnered with Hertz to get
to participate with big-name autonomous vehicles on the
46 drivers in the years ahead.

45
road and with Lyft to test a
fleet in Las Vegas.
Pam Fletcher
Vice President of
Innovation, General Motors
2018 Rank: 16
Fletcher, a top engineer, takes on a new role
identifying and accelerating new growth
opportunities as GM works to transform.
She now reports directly to CEO Mary Barra.
Fletcher has distinguished herself in managing
teams bent on bringing industry-leading elec-
tric and autonomous vehicles to market.
44
43
David Hall
Founder and CEO, Velodyne Lidar
2018 Rank: Unranked
Everybody seems to be working on smaller, lighter,
and less expensive autonomous vehicle lidar
systems. Fighting off the myriad startups is Velodyne,
which dominates in this crucial field. Hall invented
3-D lidar in 2005 and turned his vision into a thriving
company that continues to lead the field.
41
42(0) Ola Källenius
Elon Musk
Board of Management, Group
Research and Mercedes-Benz
40
CEO, Tesla Cars Development, Daimler/
2018 Rank: 2 Mercedes-Benz Kyle Vogt
The mercurial genius got into trouble 2018 Rank: 27 Co-Founder and CEO, Cruise
with the SEC over tweets about going It’s now official: Källenius becomes 2018 Rank: Unranked
private (never happened), which cost chairman of the board of management Vogt’s startup was acquired by GM in 2016
him fines and his chairman title. Model 3 at Daimler and CEO of Mercedes-Benz and is the basis for Cadillac’s Super Cruise
“production hell” led the former POTY to cars next year with the mandatory and a fleet of robotaxis. Cruise received
sleep in the factory and build cars in a tent. retirement of Dieter Zetsche. The Swede a $2.25 billion infusion from the SoftBank
Tesla’s wild ride includes ever-evolving becomes the first non-German Daimler Vision Fund, and Honda will invest a further
tech, as well as promises to build electric leader. His clear and transparent leader- $2.75 billion over 12 years and take a 5.7
big rigs, pickups, and sports cars. More ship style and steady climb up the ranks percent stake. Cruise rivals Waymo for
vaporware? Don’t count him out. should make for a smooth transition. autonomous vehicle supremacy.

Carlos Ghosn
Chairman and CEO, Renault, Joy Falotico
Nissan, Mitsubishi Chief Marketing Officer, Ford
2018 Rank: 22 2018 Rank: Unranked
Prior to his sudden arrest on the day The longtime head of Ford Credit
the Power List went to press, Ghosn has heady new duties—running
was still chairman of Nissan, Renault, Lincoln and leading Ford Motor
and Mitsubishi and was CEO of the global marketing—while remaining Ford
Alliance he created. He took three strug- Credit chairman. She is proving a
gling companies and made them stronger quick study as Lincoln gains traction.
than the sum of their parts. Before She’s also shaken up marketing with
39 the allegations, which could

end his career, his legacy
reflected efforts to create
38
new advertising partners and a new
image for the Ford brand.
an automotive juggernaut.
Ralph Gilles Alfonso Albaisa

Global Head of Design, FCA Senior Vice President for Global
2018 Rank: 37 Design, Nissan Motor Co.
FCA’s five-year plan reads like a 2018 Rank: 39
to-do list for Gilles, who oversees Charged with design for Nissan,
the design of the varied brands, Infiniti, and Datsun, Albaisa
including tough Ram pickups, has been prolific. Infiniti has
iconic Jeep Wranglers, tiny Fiats, launched the luxe QX50,
family-hauling minivans, American and Nissan created the smart
muscle cars, and exotic Italian cars. Kicks. Infiniti also teased its future
Gilles continues to deliver the with the stunning Q Inspiration,
36
goods, keeping each brand Prototype 9, Prototype 10, and
37
distinct and relevant. Project Black S.
Herbert Diess
Akio Toyoda CEO, Volkswagen
CEO and President, Toyota 2018 Rank: Unranked
2018 Rank: 13 Matthias Müller was ousted as CEO
Why is Toyota bringing back in a coup that also brought in Diess,
the Supra, sustaining the 86, who came from BMW, before the
and supporting Gazoo Racing? diesel crisis. He is orchestrating the
Because its CEO loves to drive. But expensive plan to launch 80 electric
Akio is also positioning Toyota as a vehicles by 2025—including a
player in ride-sharing and autono- resurrection of the iconic Microbus.
mous vehicles—while ensuring Diess is restructuring the 12 brands
mainstream best-sellers like the under VW’s aegis and tackling
Camry and RAV4 continue to
evolve. Big moves: a deal 34 a potential IPO of the heavy
truck division.
35
with Mazda for U.S. plant
and EV tech.
Peter Schreyer
Head of Design Management,
Hyundai Motor Group Mark Reuss
2018 Rank: 18 Executive Vice President and
Schreyer is reinventing President, Global Product Group,
the world’s view of Cadillac, General Motors
Korean automakers— 2018 Rank: 25
in terms of both design Reuss is the driving force behind
and drivability. The GM’s products. A tweaking of duties
Hyundai, Kia, and makes him the undisputed product
Genesis brands are guru. Cadillac will return to Detroit and
gaining sales and acclaim as report directly to Reuss, who will
they add new nameplates and work to jump-start the brand.
improve existing models The most anticipated
33
at a rapid clip.
32 product of Reuss’ tenure
arrives next year: the mid-
engine Corvette.

Tobias Moers
Board of Management,
Mercedes-AMG, Daimler
POWER LIST
2018 Rank: 11
Moers has relentlessly kept the
Harald Krüger
CEO, BMW
AMG lineup fresh with an A 35 at
2018 Rank: Unranked
one end, the One (formerly Project
Under Krüger, BMW is getting its
One) at the other, and a slew of new
mojo back with a more dynamic
GTs. The highlight, of course, is
platform architecture, expansion of
31 One—a street-legal hypercar

with a Formula 1 hybrid
engine, coming in 2020. Moers
the crossover lineup and the South
Carolina plant that makes them, and
promises of 12 new EVs by 2025.
recognizes that powertrains of all
He is focused on growth in
types are in AMG’s future.
China and adding a plant in
Takahiro Hachigo
30 Hungary—the automaker’s
first new European plant
since 2000.
CEO, Honda
2018 Rank: 30
The engineer running Honda is Mike Raymond
injecting vigor and shows an Chief Engineer Ram 1500,
uncharacteristic openness to FCA
new ideas, tech, relationships, 2018 Rank: Unranked
and partnerships—including the Raymond took a great, smooth-
decision to invest in GM’s Cruise riding truck and made it better.
self-driving car unit to get the tech Powertrains include obligatory
on the road faster. Although V-6, V-8, and diesel, but the big
29 Honda is best known for the

Civic, Accord, and CR-V, the
news is the debut of the eTorque
48-volt mild-hybrid system, making
company’s range spans the Acura
NSX and Civic Type R to electric and
fuel cell Clarity models.
28 FCA the largest player in electri-
fied light trucks. The eTorque
system will proliferate to
other FCA vehicles. Still to
come: a Hellcat engine.
Michael Mauer
Director of Style, Porsche
2018 Rank: Unranked
Mauer sent his talents in Tim Kuniskis
a new direction with Global Head of Alfa Romeo, Jeep North
the Mission E family, America, FCA
starting with the Taycan 2018 Rank: 6
electric sedan coming Kuniskis oversees brands crucial to
in 2019, to be followed by the success of FCA’s five-year plan.
a raised wagon based on He must build Alfa internationally
the Mission E Cross Turismo while keeping Jeep as a profit driver
concept. The design had to in North America as it expands to
channel Porsche but be include the Wrangler pickup and
Grand Wagoneer luxury SUV.
27
recognizable as an EV
with no performance
compromises. 26 Both brands have ambitious elec-
trification plans and sales targets.
Dinesh Paliwal Mark Allen

President and CEO, Harman Jeep Chief Designer, FCA
International Industries 2018 Rank: Unranked
2018 Rank: Unranked Allen is Mr. Jeep. He lives and
Harman, now a subsidiary of breathes ways to make Jeeps
Samsung, is a powerhouse more capable, usable, and filled
supplier of audio, infotainment, with automotive Easter eggs
connectivity, and safety systems. designed to surprise and delight.
Harman designs HMIs and provides He outdid himself with the new
over-the-air updates, cyber security, Wrangler, which is true to its heri-
24
autonomous vehicle technology, and tage and can be dismantled
artificial intelligence while still for open-air fun in a fraction
being known for such brands
25
of the time and effort required
as JBL, Harman Kardon, on past models.
Bowers & Wilkins, Mark
Levinson, Infinity, and Revel.

POWER LIST David Woodhouse
Design Director, Lincoln
Amnon Shashua
President and CEO, Mobileye; Senior Vice
President, Intel
22
23
Mike Flewitt
CEO, McLaren
Andreas Preuninger
Director GT Model Line, Porsche
20
21
Thomas Ulbrich
Board Member for E-Mobility,
Maurizio Reggiani Volkswagen
Chief Technical Officer,
Lamborghini
18
19
Ralf Speth
CEO, Jaguar Land Rover
Albert Biermann
President and Head of Vehicle
Performance Division,
Hyundai Motor Group
16
17
OPEN UP
TO FREEDOM
With the available 2.0L engine with eTorque technology,
you can go farther with a 35% increase in city fuel
efficiency* and an impressive 295 lb-ft of torque.
J E E P® W R A N G L E R
*Based on 2018 EPA estimated 23 city MPG with 2.0L Turbo I-4 engine (2-door JL model) with 8-speed automatic transmission
vs. 2018 EPA estimated 17 city MPG with 3.6L V6 engine (2-door JK model) with 5-speed automatic transmission.
Actual mileage may vary. © 2018 FCA US LLC. All Rights Reserved. Jeep is a registered trademark of FCA US LLC.
Jensen Huang Eui-Sun Chung
Founder and President, Nvidia Executive Vice Chairman,
2018 Rank: 7 Hyundai Motor Co.
Nvidia provides the AI computing 2018 Rank: 12
and programmable chips that cars The scion oversees the growth
need to interpret their surroundings of the Hyundai, Kia, and Genesis
and safely navigate them without brands while each carves a distinct
human input. Huang’s vision took him path in the market. Products have
from the gaming world to creating the advanced from value propositions
brains behind self-driving cars. He to standout lineups in both design and
shows no signs of letting performance, making Genesis
up, and his roster of
automotive clients 14 and N performance possible and
credible. Chung’s sights are now
15 keeps growing. on mobility services and AI.
Mike Manley
CEO, FCA
Andrew Kernahan 2018 Rank: 33
Chief Program Engineer, Manley was in the running to
Navigator and Expedition, succeed Sergio Marchionne
Ford and Lincoln next year. Marchionne’s
2018 Rank: Unranked sudden death resulted in
With the Expedition and Manley taking the top job
Navigator, Ford created with no advance warning. He
two impressive but distinctly jumped in, making a quick
different large SUVs. Kernahan management shuffle as he
helped ensure each suits its works to implement FCA’s five-
target audience: the former a big year plan while still overseeing
family hauler, the latter an elegant Jeep’s global fortunes.
vehicle that hearkens back
to the days of true American
indulgence and bravado.
Both hit the mark dead on.
13 12
DESIGNER:
Mary Barra Thomas Ingenlath
Chairman and CEO, General Motors
2018 RANK: Person of the Year Chief Design Officer, Volvo;
Barra has a clear vision and CEO, Polestar
pushes for mobility, autono- 2018 Rank: 41
mous driving, and electrifica- Ingenlath has another winner, adding
tion. Savvy partnerships, the jaunty XC40 to the language he
especially with Cruise, make has created for Volvo. Each model is a
GM a tech leader. She different modern take on Swedish design
continues to cut unprofit- with a refreshing simplicity and atten-
able products and opera- tion to detail. He also manages the
tions and has refocused Polestar electric performance
Cadillac. She has
advanced women 10 brand, which serves as an
engineering incubator.
11 executives; the
board now is half
men, half women.
MARKETER:
DISRUPTER: Manfred Fitzgerald
Li Shufu Executive Vice President, Global
Chairman, Zhejiang Geely, Brand Head, Genesis
Volvo Cars, and Lynk & Co. 2018 Rank: Unranked
2018 Rank: 21 Branding guru Fitzgerald is
This poet and businessman is defining the new luxury brand
building an automotive empire with that embraces its Korean roots
Chinese automaker Zhejiang Geely, while pursuing international
Sweden’s Volvo Cars, Chinese brand recognition. Impressive product,
Lynk & Co., and a 9.7 percent stake the sensual Essentia concept,
in Daimler. He also owns stakes in storefronts in airports, a Genesis
truck maker AB Volvo, Lotus, Malay- Open PGA tournament, and NFL
sia’s Proton, and flying car company sponsorship are among
Terrafugia. He also owns the the initiatives working
company that makes
8 to implant Genesis into
9 London cabs. the public psyche.

GAME CHANGER:
Mike Jackson
POWER LIST
Chairman, CEO, and President,
AutoNation
FUTURIST:
2018 Rank: Unranked John Krafcik
Jackson took an outmoded franchised CEO, Waymo
dealership model and created the 2018 Rank: 19
largest chain of car dealer- As it perfects hardware
ships in the U.S. with a single and software systems for
brand and strategy. Last year, all vehicle types and uses,
AutoNation’s 260 points sold Waymo ordered another 82,000
550,000 new and used vehicles vehicles from FCA and Jaguar
and generated $21.6 billion in to equip with its autonomous
revenue. Jackson will step drive technology. A leader in
down next year after 20 this space, Waymo vehicles
years as CEO; during his have logged more than 10 million
7 tenure AutoNation’s stock

price tripled.
autonomous test miles on
public roads.
6
ENGINEER:
Ian Hoban MOVER AND SHAKER:
I-Pace Vehicle Line
Director, Jaguar Andy Palmer
2018 Rank: Unranked President and CEO,
The superb I-Pace puts Aston Martin
Tesla on notice and makes 2018 Rank: 31
Jaguar the first mainstream Palmer took the 105-year-old
luxury brand to offer an brand public, listing it on the
electric SUV. The tech London Stock Exchange. The
came first, then the modern automaker has promised
take on classic design. A a new vehicle every year
motor at each end provides as it pivots to challenge
sharp-handling AWD, and its Ferrari head-on. The Vantage
90-kW-hr battery puts out 394 shone at Best Driver’s Car, and
hp and 512 lb-ft. The tech will Aston’s first SUV is due this
migrate to future year, followed by a mid-engine
vehicles. sports car. Palmer is giving
5 4
back, too, through his foun-
dation for engineering
apprenticeships.
CEO: CAPTAIN OF
Häkan Samuelsson INDUSTRY:
President and CEO, Volvo Cars
2018 Rank: 8
Dieter Zetsche
Chairman and CEO, Daimler
Samuelsson led Volvo to its
2018 Rank: 20
strongest and most striking
In his final full year leading
product lineup in its history
Daimler, Zetsche put on a
while spinning off Polestar
clinic of how to run an auto-
as a performance EV brand
maker that minds its core
and opening new plants
brands while feeding perfor-
in South Carolina and
mance and adding a new EV
Chengdu, China. Volvo is
brand. When Zetsche takes
advancing in development
his mandated retirement this
and testing of autonomous
year, he will have left a strong and
vehicles while still leading
indelible stamp on the carmaker.
the charge in safety.
3 2
T
he philosopher king
built his legacy by
1
pulling off minor miracles.
Earlier this year, we
said if Marchionne paid off
FCA’s debt in 2018 and crafted a
strong new five-year plan, he would Sergio Marchionne
be a solid candidate for Person of Chairman and CEO, FCA, Ferrari
the Year. He showed up at the June 2018 Rank: 23
investor day wearing a tie—a promised
signal that he had, once again, against
all odds, pulled it off. He planned to retire
leaving his groomed successor clear to
invest in future product. Giulia, 2019 Truck of the Year Ram 1500, and 2019 SUV of
Sadly, he didn’t get to enjoy the results of his plan—or the Year Jeep Wrangler.
retirement. His death does not negate a career as a finan- An intellectual, he shared his vision of the evolving
cial wizard who salvaged troubled Chrysler and Fiat, saving automotive world and was not afraid to be first to take
thousands of jobs across the globe. He was a man who action. He led the Detroit automakers’ charge away from
did not do something unless he was convinced it would be poor-selling sedans. He said companies must marry up
successful. Sergio Marchionne got the work done. to support the high cost of technology and was ready to
Sergio also had an eye for product, sending employees engage in hookups, if not marriages.
back to the drawing board until it was right, even if it Sergio was wonderfully outspoken, as anyone who
meant spending more money. And he got a lot right lately, listened to his quarterly earnings calls can attest. The
as evidenced by the 2018 Car of the Year Alfa Romeo silence of his passing is a void that will not soon be filled.

SEE WHO WINS THIS BATTLE FOR SUPREMACY
Hosted by Jonny Lieberman and Jethro Bovingdon
Check out Head 2 Head and watch the latest exotic, luxury, and performance cars fight for the top spot.
Stream episodes of Head 2 Head, Ignition, Wheeler Dealers, and more, only on the Motor Trend App and MotorTrend.com
COVER STORY
THE LINEUP
AUDI A6
AUDI A7
BUICK REGAL
FORD MUSTANG
FORD TRANSIT CONNECT
GENESIS G70
HONDA CLARITY
HONDA INSIGHT
HYUNDAI ACCENT
HYUNDAI ELANTRA
HYUNDAI VELOSTER
KIA FORTE
LEXUS ES 300
LEXUS LS 500
MERCEDES-BENZ CLS-CLASS
NISSAN ALTIMA
TOYOTA AVALON
TOYOTA COROLLA HATCH
VOLKSWAGEN JETTA
VOLVO S60/V60
Words and Photographs MotorTrend staff
THE JUDGES Ed Loh, Editor-in-Chief • Mark Rechtin, Executive Editor • Angus MacKenzie, International Bureau Chief • Zach Gale, Senior
• • •
Production Editor Jonny Lieberman, Senior Features Editor Christian Seabaugh, Features Editor Frank Markus, Technical Director
• • •
Chris Walton, Road Test Editor Michael Cantu, Associate Online Editor Tom Gale, Guest Judge Chris Theodore, Guest Judge
HIGH-
SPEED
OVAL
1 2
WINDING
TRACK 3 4
STRAIGHT STABILITY/ VEHICLE
SPECIAL SURFACES ROAD DYNAMICS
AREA
Hyundai Motor Group California Proving Ground, California City
1. High-Speed Oval
Where we tested With its 120-mph speed limit, the oval allows
Whenever we tell people what us to test a contender’s highway acceleration
we do, invariably their thoughts and passing performance, wind and road
go to fast cars, smoky burnouts, noise levels, stability, and active safety
measures such as radar cruise control and
and tire-shredding drifts. And
lane keep assist. Meanwhile, the rough road
yeah, we do have our fun, but section perfectly mimics the surfaces of
the key behind any of our tests— California’s I-5, I-105, I-110, and I-405.
especially when it comes to
the Of The Year program—is a 2. Winding Track
very basic scientific principle: More of a collection of great roads than an
actual track, the winding track neverthe-
reproducibility. Here’s how we less allows us to test a vehicle’s dynamic
ensure it at Car of the Year. performance at low- and high-limit speeds as
it relates to our criteria.
TURN HERE The winding track

is tricky. Judges who looped
the Mustangs and G70s were
thankful for the runoff room.
Battling for this year’s honors: 20 vehicles with 36 variants representing sedans, wagons, coupes, and a minivan.
The world has changed a lot Battling for this year’s honor are 20 year’s field is notable in how many luxury
since we awarded our first Car vehicles with 36 variants representing and compact vehicles are competing.
of the Year calipers to Cadillac sedans, wagons, whatever a four-door Despite these segments’ waning popu-
in 1949. Cars went from being the coupe is, and a minivan. They come larity, Audi, Buick, Genesis, Mercedes-
dominant form of transport to simply from automakers with headquarters Benz, and Volvo launched new premium
an option among SUVs, pickups, mass and factories around the globe—South sedans and wagons to make the most of
transit, and, yes, those annoying electric Korean hatchbacks from Mexico, the smaller share of cars being sold. On
scooters that litter America’s sidewalks. Swedish sedans from South Carolina, the other end of the spectrum, Honda,
Much ink has been spilled lamenting even an American van from Spain—signs Hyundai, Kia, and Toyota launched
the death of the traditional car and the showing the reality of a global economy diverse takes on small cars that prove you
rise of alternative forms of transport, but despite ever-changing nationalist trade don’t need to spend big bucks to get high
if this year’s field proves anything, it’s sentiments. fuel economy, performance, or style.
that if the passenger car is under siege, These vehicles are as diverse in Following a week of by-the-book
it’s not going down without a fight. purpose as they are in manufacture. This instrumented testing, it’s time for more
START/FINISH 27.6 MILES
BUCKLE UP The special surfaces lanes
are diverse, including everything from
Botts’ dots and potholes to railroad
crossings and expansion joints.
6
1 2 7
3 5
4
Real-world testing
Tehachapi, California, west of Edwards Air Force Base near Mojave
1.Tehachapi Boulevard 4. Cameron Road 4

Low-speed stop-start driving A canyon road with mid-
tests transmission calibration, corner elevation changes
throttle and brake tip-in, low- induces transient loads, ideal
3. Straight Stability/Special Surfaces speed ride, and visibility. for testing steering, chassis
Here we primarily use the multiple special balance, and body control.
surfaces lanes, allowing us to test a 2. Tehachapi–Willow
contender’s ride and build quality over Springs Road 5. Rail Crossing 1
various low- and high-impact bumps. Broken pavement tests A sharp bump at 10 mph tests
tire noise suppression and suspension effectiveness.
4. Vehicle Dynamics Area whether NVH is transmitted
This asphalt lake is where we stage, evaluate into the body structure. 6. Freeway road section that passes the
exterior and interior design, test features, and Smooth asphalt tests ride Monolith ghost town is partic-
put our contenders through their paces on 3. Tehachapi–Willow quality in a commuting situ- ularly useful for secondary
the figure eight. Springs Road summit ation. The freeway stretch body vibration analysis.
A sustained climb tests also allows for testing of
torque and transmission cruise control, passive and 7. Rail Crossing 2
Our tried-and-true 27.6-mile response; a sustained
descent tests cruise control
active safety systems, semi-
autonomous driving, and
An angled crossing induces
twisting loads for an assess-
drive loop is the ultimate crucible. effectiveness. passing power. The rough ment of chassis rigidity.
anecdotal evaluations. Keeping our

six criteria—Advancement in Design,
Efficiency, Engineering Excellence,
Performance of Intended Function,
Safety, and Value—in mind, our judges
spend two 14-hour days determining
what isn’t Car of the Year.
Our criteria are important here. A
hypothetical sport coupe that turns
like the Titanic on Hyundai’s winding
track isn’t successfully performing its
intended function; a luxury sedan with 58 to the high-desert town of Tehachapi. prime time. And that off-angle railroad
rear seats that rattle on the molar- The weight of this awesome responsi- crossing that jolts the suspension must
jarring special surfaces section doesn’t bility begins to build. be hit at the exact same speed by each
demonstrate excellence in engineering. Over the following days, we drive each vehicle. You get the idea. Our process
Following those sun-soaked desert of our finalists over our now tried-and- may be pedantic, but it’s necessary to test
days, we separate the pretenders from true 27.6-mile drive loop—the ultimate for the faults that would drive a vehicle
the contenders. At the end of this brutal crucible. The diverse conditions and owner batty after months of ownership.
culling, we had just six vehicles we felt road surfaces it contains perfectly mimic After our finalist field has been prop-
most lived up to our criteria. most of the conditions the average North erly evaluated, a healthy debate ensues.
Although other outlets might stop American driver can expect to face in the At the end of our energetic delibera-
there and pat themselves on the back real world on any given day. Every stop tions (with a secret ballot to ensure no
for a job well done, we alone have the sign is approached and departed forceful personalities could sway a show
guts and methodological rigor to keep the same way to test low-speed trans- of hands), we have not only crowned our
going to crown a singular champion. mission shift shock. Every lane keeping 2019 Car of the Year but also proven that,
We pack up at the proving ground system is activated on the same stretch 70 years after our first Car of the Year
and take what’s left of our field into the of poorly marked road to see if those award, the traditional passenger car is
darkest of nights—west on State Route semi-autonomous systems are ready for still alive and kicking. Christian Seabaugh
Buick Regal
TourX
WE LIKE Impressive packaging, good-looking wagon WE DON’T LIKE Cheap interior, lackluster GS model
T
he Regal TourX wagon seats folded down and 31.5 with “These turn signals feel like they’re We hoped for an engaging and
and GS hatchback feature them up. That’s more than some going to crack off and turn to dust confidence-inspiring GS model
some clever packaging, crossovers. Packaging a car is not in my hand.” We expect more at but were met with a semi-sporty
but not much else stood out, easy, and Buick did an excellent this price point. “If GM spent half as driving experience. The front
with one exception: that beautiful job. Too bad the rest of the interior much time on interior materials and performance seats (heated,
wagon. It’s hard not to ogle it, and is a disappointment. design as it does on engineering cooled, and massaging) are my
most judges praised its attractive Many interior components are and exterior design, this could be favorite thing about the GS, which
sheetmetal. plasticky, and style is nonexistent the perfect package,” he added. should tell you something.
Both Regals offer spacious rear (save for the front seats). The Some judges didn’t care for how The TourX and GS are both
seats, and the GS (a sportback blinker stalk, something drivers the wagon handled on the winding decent vehicles, but they fail to
variant) can hold a surprising 60.7 touch a lot, is one blatant example. road and complained about excess move the needle much, if at all.
cubic feet of cargo with the rear Christian Seabaugh said it best: body roll and understeer. Michael Cantu
SPECS 2018 Buick Regal TourX 2018 Buick Regal GS

Power (SAE net) 250 hp @ 5,500 rpm* 310 hp @ 6,800 rpm*
Torque (SAE net) 295 lb-ft @ 3,000 rpm* 282 lb-ft @ 5,200 rpm*
EPA City/Hwy/Comb 21/29/24 mpg 19/27/22 mpg GS
Vehicle Layout TourX Front-engine, AWD, 5-pass, 4-door wagon GS Front-engine, AWD, 5-pass, 4-door hatchback Engine/Transmission TourX 2.0L
turbo DOHC 16-valve I-4/8-speed automatic GS 3.6L DOHC 24-valve V-6/9-speed automatic Curb Weight (F/R Dist) TourX 3,751 lb (58/42%) GS 3,780
lb (58/42%) Wheelbase 111.4 in Length x Width x Height TourX 196.3 x 73.3 x 58.4 in GS 192.9 x 73.3 x 57.3 in Energy Consumption, City/Hwy TourX
160/116 kW-hr/100 miles GS 177/125 kW-hr/100 miles CO2 Emissions, Comb TourX 0.81 lb/mile GS 0.88 lb/mile
*SAE Certified
Both Regals offer spacious rear seats, and the GS can hold a surprising amount of cargo. The rest of the interior disappoints.
Due Process: Many contenders, only one Car of the Year
Friday, 8 a.m. It’s a pleasant 66 up at one end of the 2 million-square-
degrees among the Joshua trees at the foot vehicle dynamics area (VDA)—the
Hyundai-Kia Motors California Proving black lake where Hyundai-Kia engi-
Ground, but there’s already a sting in the neers test everything from stability
sun, a reminder that even the western- control to steering feel—are 36 vehicles
most fringe of the Mojave Desert is a representing 20 nameplates, from nine
land of extremes. And things are about manufacturers headquartered in five
to heat up in more ways than one. Lined countries. Over the next four days, 11
Ford Mustang CAR CONTENDERS
GT
WE LIKE The sound, styling, and acceleration WE DON’T LIKE How it handles, price-value equation
N
ot many vehicles have burble; it’s loud enough for all in twist. On the winding track, the Although the Bullitt is engi-
the visceral feel of the the area to enjoy—or scorn. Mustangs fell apart with poor body neered as a back-road blaster,
Mustang GT. Rowing the Bullitt’s stick shift at control and a rear end that has a “the ride on this car is just so
Both versions we tested are a normal pace is far more pleasur- mind of its own. “Both trims feel awful,” Christian Seabaugh said.
powered by Ford’s 5.0, each tuned able than one would expect. And clumsy with heavy-handed nanny “It’s choppy and rough, even on
to deliver its own unique and the convertible’s optional 10-speed interventions when driven hard,” perfectly smooth pavement.”
vicious roar. Chris Theodore waxed automatic quickly snaps through Angus MacKenzie said. “Switch When taking into account
nostalgic: “I swear the Bullitt’s the gears under full load. everything off, and both are very handling manners, some chintzy
exhaust note exactly matches the The engine’s robust power hard to balance, very easy to spin.” interior components, and the
soundtrack from the movie.” In the output makes both models Mark Rechtin had the convertible $50,000-plus price tags, our pair
convertible, you don’t need to put straight-line brutes, but things collapse into limp-home mode in of Mustangs don’t excel enough
the top down to enjoy the V-8’s change when the road starts to less than two laps of the circuit. against our criteria. Michael Cantu
SPECS 2019 Ford Mustang GT 2019 Ford Mustang Bullitt

Power (SAE net) 460 hp @ 7,000 rpm* 480 hp @ 7,000 rpm*
Torque (SAE net) 420 lb-ft @ 4,600 rpm* 420 lb-ft @ 4,600 rpm*
EPA City/Hwy/Comb 15/24/18 mpg* 15/24/18 mpg* Bullitt
Vehicle Layout GT Front-engine, RWD, 4-pass, 2-door convertible Bullitt Front-engine, RWD, 4-pass, 2-door coupe Engine/Transmission GT 5.0L DOHC
32-valve V-8/10-speed automatic Bullitt 5.0L DOHC 32-valve V-8/6-speed manual Curb Weight (F/R Dist) GT 4,038 lb (53/47%) Bullitt 3,866 lb (54/46%)
Wheelbase 107.1 in Length x Width x Height GT 188.5 x 75.4 x 54.9 in Bullitt 188.5 x 75.4 x 54.3 in Energy Consumption, City/Hwy 225/140 kW-hr/100
miles CO2 Emissions, Comb 1.08 lb/mile
*Engine output tested on premium fuel, EPA results tested on regular
SHOW OF HANDS Ed Loh IDs the newbie judges prior

to the safety briefing on the first day of evaluation.
judges will set about whittling those

numbers down to just one: the 2019
MotorTrend Car of the Year.
For many of the judges, some with
more than a decade’s experience on
COTY, the routine ahead is familiar: The
next two days at the 4,300-acre proving
ground are not about choosing the Car
of the Year, but eliminating those vehi-
cles that are clearly not in contention for
Ford Transit Connect CAR CONTENDERS
WE LIKE The idea of a compact, back-to-basics minivan WE DON’T LIKE Where to begin?
B
efore I got married, my mostly liked the handsome original Unfortunately, beyond being uncomfortable. Worse still is the
fiancée and I made wine for version, but we felt it needed a capable of fitting six adults or their value equation. Our 2.0-powered
our wedding guests. We little bit more fermentation (and a luggage (not both), the Transit Titanium LWB stickered for far
selected our grapes, crushed ’em, lot more power) to make it what Connect package doesn’t work. more than its $28,040 base price.
added yeast, fermented the batch, it should be. Come the 2019 The new 2.0-liter was described by “At $37,010, this van in
and patiently waited to try it. When vintage, all looked promising. The Mark Rechtin as “wheezy,” and the passenger form is a joke,” Zach
the day came, we poured ourselves sheetmetal had matured, driver- numbers show it. Its lurchy eight- Gale said. “The seats are difficult
a glass, took a sip, and immediately assist technologies were added, speed automatic did what it could to fold down and don’t fall flat, and
spit it out. We’d created artisanal and Ford announced two new to help the gutless four-pot, but the infotainment screen isn’t very
vinegar. Useful, but not wine. I-4s under the Transit Connect’s there’s no fighting physics. big. But at least it costs as much
We had a similar experience hood: a gas 2.0-liter and a 1.5-liter The Transit Connect disappoints as a nicely equipped Chrysler
with the Ford Transit Connect. We turbodiesel. inside, too, as we found the seats Pacifica.” Christian Seabaugh
SPECS 2019 Ford Transit Connect Titanium (LWB)

Vehicle Layout Front-engine, FWD, 6-pass, 4-door van Engine/Transmission 2.0L DOHC 16-valve I-4/8-speed automatic Curb Weight (F/R Dist) 4,053 lb
(56/44%) Wheelbase 120.6 in Length x Width x Height 190.0 x 72.2 x 72.0 in Energy Consumption, City/Hwy 140/116 kW-hr/100 miles
SHUTTERED Chris Walton examines how little of the Toyota Avalon’s ginormous grille admits cooling air.
the award. Nevertheless, editor-in-chief MotorTrend test gurus Kim Reynolds

Ed Loh runs old hands and newbies alike and Chris Walton have spent almost
through the drill, reminding everyone 40 miles at full throttle, more than 3
that Car of the Year is not a comparison miles at maximum braking, and driven
test; contenders are to be evaluated through 432 turns right at the limit of
against our six criteria. Those that don’t adhesion as they’ve put each contender
measure up won’t advance to the second through our usual test regimen. Judges
phase of the process. were given refresher courses on all the
It’s taken a lot of work just to get 2019 contenders during a walk-around
to this point. During the past week presentation session Thursday evening,
Blood brothers.
LEGENDARY PERFORMANCE ROOTED IN A VICTORIOUS PAST. share a special bond: DNA that’s steeped in pacesetting innovation.
®
They’re back. The Sauber C37 marks the first F1 showing for Alfa Romeo Alfa Romeo has long leveraged racetrack technology with street-smart
in over 30 years, while Giulia Quadrifoglio helps lead the brand’s North design — and its partnership with the Alfa Romeo Sauber F1 Team launches
American comeback. Although they run in different circles, these vehicles an exciting new chapter that benefits the brand and fans alike.
©2018 FCA US LLC. All Rights Reserved. ALFA ROMEO is a registered trademark of FCA Group Marketing S.p.A., used with permission. Formula 1 and related marks are registered trademarks of Formula One Licensing BV, and the Formula One group of companies. alfaromeousa.com
Honda Clarity
WE LIKE Battery-engine integration, good ride, luxe interior WE DON’T LIKE Questionable exterior styling, body roll
T
he Clarity, Honda’s test bed out. As we found, though, it’s not almost elegant, with well-considered button leads me to believe that the
for next-gen fuel economy always in a good way. materials choices.” The sweet car might be able to go around a
solutions, is about the same “It may have the profile of a Alcantara inlay on the center turn without screaming in agony.”
size as an Accord but rides on a Citroën SM, but none of the lines console sweeps into the detailing During more routine driving, it
bespoke platform. It’s offered for or surfaces make sense,” Chris for both front and rear doors. Neat fares well against the Chevrolet
lease in fuel cell and battery variants Theodore said, adding this caveat: touches include phone pockets for Volt—though its 47 miles of battery
in some markets, but we asked only “The interior trim is light, airy, and back-seat occupants. But the lack range falls short against its Detroit
for the plug-in variant you can buy. somewhat futuristic. Rear-seat of lumbar support and a last-gen foe. “Ride is spectacular,” Zach
Honda seems to follow Toyota’s legroom is generous, and there’s infotainment interface hold it back. Gale said. “It feels quicker than 7.5
design aesthetic for alternative plenty of storage.” Although a plug-in hybrid isn’t seconds to 60. And at $37,495, this
fuels: If you want to save the world, Angus MacKenzie described meant for hard driving, Frank one is not much more than loaded
we’re going to make sure you stand the interior as “restrained, upscale, Markus gibed, “Having a ‘sport’ midsize sedans.” Mark Rechtin
SPECS 2018 Honda Clarity Plug-in Hybrid Touring

Power (SAE net) 103 hp @ 5,500 rpm (gas)/181-hp (elec)/212 hp (comb)
Torque (SAE net) 99 lb-ft @ 5,000 rpm (gas)/232 lb-ft (elec)
EPA City/Hwy/Comb 44/40/42 mpg, 110 mpg-e
Vehicle Layout Front-engine, FWD, 5-pass, 4-door sedan Engine/Transmission 1.5L Atkinson-cycle DOHC 16-valve I-4 plus electric motor/Cont variable
auto Curb Weight (F/R Dist) 4,043 lb (57/43%) Wheelbase 108.3 in Length x Width x Height 192.7 x 58.2 x 73.9 in Energy Consumption, City/Hwy 77/84
If you want to save the world, Honda’s going to make you stand out. As we found, it’s not always in a good way.
with details on each vehicle’s platform the giant facility virtually to ourselves,
and powertrain hardware, base price so we can drive without worrying about
and options, and chief competitors in civilian traffic or speed limits, apart
their respective market segments. from the 120-mph permitted maximum
Tucked away off State Route 58, on the outer lane of the bowl.
halfway between Bakersfield and In between drive loops, judges prod
Barstow, the vast, multifaceted and poke around the interiors, looking
Hyundai-Kia Proving Ground is the at general fit and finish and the mate-
perfect venue for sorting the COTY rials used; checking ease of ingress
standouts from the also-rans. We have and egress; examining space provided
Hyundai Accent CAR CONTENDERS
WE LIKE Style and feature content WE DON’T LIKE Lethargic, forgettable performance, dull interior
T
he Accent arrived with great with heated seats, keyless entry the engine also sounds coarse— but “Hyundai didn’t make savvy
expectations, having already and start, and a bright 7.0-inch when it can be heard over the choices when spending minimal
seen two of its platform color infotainment screen prepped HVAC fan. And the fuel economy is resources on the interior,” Alisa
mates earn finalist nods in their for both Apple CarPlay and only decent for the segment. Priddle said. “The Rio was a
respective OTY bids (this year’s Android Auto with voice control of Mark Rechtin found the delight; the Accent feels like the
Kona SUV and last year’s Kia Rio). Bluetooth devices. handling “predictable,” and Ed Loh entry-level model that it is.”
And the Accent drew kudos But out on the road, it started to described it as “forgettable—bad Angus MacKenzie captured our
during the tire-kicking phase for disappoint. It loafs to 60 mph in a news if your name is Accent,” but opinion best: “The Accent is one
successfully downsizing Hyundai’s lazy 9.6 seconds. Last year’s Rio the consensus was that it’s suffi- of those small cars that you forget
handsome sedan language and was nearly a second quicker with cient for the econobox segment. about almost as soon as you step
proportions. Our Limited model’s the same powertrain and similar Inside, some praised the out of it.”
standard features also impressed, weight. In the Hyundai application, checkered seat fabric inserts, Frank Markus
SPECS 2019 Hyundai Accent

Vehicle Layout Front-engine, FWD, 5-pass, 4-door sedan Engine/Transmission 1.6L DOHC 16-valve I-4/6-speed automatic Curb Weight (F/R Dist) 2,679
lb (61/39%) Wheelbase 101.6 in Length x Width x Height 172.6 x 68.1 x 57.1 in Energy Consumption, City/Hwy 120/89 kW-hr/100 miles
GALE FORCES Tom Gale (right center) assess form;

Zach Gale (opposite) struggles to fit inside the Veloster.
for legs, shoulders, heads, and cargo; Theodore, who engineered Chrysler
counting how many USB ports each minivans and the 2005 Ford GT.
offers; and assessing the ease of use of It’s a master class from two men who
each infotainment interface. know more about making cars than
Saturday, 8 a.m. We gather for an almost anyone else in America.
hour-long design review headed by As ever, the COTY cars, each a
guest judge Tom Gale, the former head new or significantly updated vehicle
of design and product development launched in the past 12 months, provide
at DaimlerChrysler, with additional a snapshot of the American car market.
commentary from guest judge Chris The only V-8 present this year is under
Hyundai Elantra
WE LIKE Precise steering, excellent lane centering WE DON’T LIKE Jack-o-lantern face, powertrain vibration
H
yundai has made aston- as Christian Seabaugh noted when better inside and out. But Hyundai’s mpg or two to Honda. Hyundai’s
ishing progress in the past comparing the Elantra to its Kia roomy rear seat drew praise. Atkinson-cycle Nu engine also
decade. Once backhand- cousin: “The Forte’s steering felt When considering the Elantra spins with a coarser grain than the
edly dubbed “cheap and cheerful,” heavy and vague, but I found the against the benchmarks, its Honda and Mazda engines.
its economy cars are now cross- Elantra’s light and fairly accurate.” performance and powertrain During the group critique, Jonny
shopped against benchmarks Hyundai also wins on the transmis- refinement come up short. At 9.0 Lieberman summed it up: “What’s
like the Civic and Corolla on their sion front for sticking with a six- seconds to 60 mph, our Elantra Korean for ‘average?’ Because
essential merits—not because they speed while Kia awkwardly learns is 0.4 to 1.2 seconds slower than this car is middle-of-the-road in
offer more stuff and crazy warranty to program its first CVT. the price-competitive 2.0-liter every way. Equal parts ordinary
coverage for way less money. Just as better differentiation Civic and Mazda3 sedans while and good enough. Not a bad car
Hyundai also differentiates its gives, it also taketh away. Many roughly matching the Mazda’s fuel but one I doubt I’ll ever think about
platform-sharing products better, judges agreed the Forte looks economy and surrendering an again.” Frank Markus
SPECS 2019 Hyundai Elantra Limited

Vehicle Layout Front-engine, FWD, 5-pass, 4-door sedan Engine/Transmission 2.0L Atkinson-cycle DOHC 16-valve I-4/6-speed automatic Curb Weight
(F/R Dist) 2,969 lb (61/39%) Wheelbase 106.3 in Length x Width x Height 181.9 x 70.9 x 56.5 in Energy Consumption, City/Hwy 120/91 kW-hr/100 miles
SICK SIX Chris Walton appreciates the return of the iconic I-6 to Mercedes engine bays.
the hood of the Ford Mustang GT. between the engine and the transmis-
One quarter of the contenders have sion can deliver for short bursts. Volvo’s
powertrains with some form of elec- plug-in hybrid S60 T8 Polestar mates a
trification. The future? It’s here. But it 316-hp turbocharged and supercharged
doesn’t look boring. 2.0-liter used in the T6 S60 and V60
The Mercedes-AMG CLS 53’s 3.0-liter models with front- and rear-mounted
straight-six, whose 48-volt electrical motors for a total output of 415 hp.
system powers an electric turbocharger, Saturday, 4 p.m. The MotorTrend
pumps out 429 hp, and that’s not live stream of the Porsche Rennsport
counting the 21 hp the motor mounted Reunion from Laguna Seca has been
Kia Forte CAR CONTENDERS
WE LIKE Sharp interior and exterior design WE DON’T LIKE Underwhelming CVT, lazy handling
T
he redesigned Kia Forte Markus called “Mercedes-like.” control, a host of driver-assist sion further ruins your commute,
improved its looks inside Mark Rechtin compared the features, LED headlights, a Harman jostling and bashing you over even
and out, and like many Kia cabin to “a budget Audi A4.” The Kardon audio system, and Apple the most minor imperfections.
models, it comes loaded with lots little shelf under the temperature CarPlay and Android Auto. That’s That punishing ride would be
of features at a reasonable price. controls houses the optional wire- good value for $26,415. forgivable if the car lived up to
Most judges noted the Forte’s less charging pad and is a clever Unfortunately, it all ends with its sporty vibe. But it has ho-hum
crisper exterior, which Angus touch. It’s nice to see automakers one glaring issue: the transmis- handling dynamics. “It’s so weird,”
MacKenzie described as “mature designate a space for your phone. sion. Judges’ notes on the new Rechtin said. “Kia is supposed to
and upscale design, cleverly riffing Our tester packed premium CVT were not kind. It’s harsh, loud, be the youthful, sporty brand, but
on established Kia design cues.” features such as perforated and lackluster. Said MacKenzie: its powertrain and suspension are
Inside, many liked the cool leatherette seating, heated and “The CVT sucks the life out of mediocre and do not match the
circular air vents, which Frank cooled front seats, adaptive cruise the powertrain.” A stiff suspen- brand’s image.” Michael Cantu
SPECS 2019 Kia Forte EX

Vehicle Layout Front-engine, FWD, 5-pass, 4-door sedan Engine/Transmission 2.0L Atkinson-cycle DOHC 16-valve I-4/Cont variable auto
Curb Weight (F/R Dist) 2,933 lb (61/39%) Wheelbase 106.3 in Length x Width x Height 182.7 x 70.9 x 56.5 in Energy Consumption, City/Hwy 112/84
LOH DOWN After wrestling the Ford Transit

Connect’s seats to the floor, Ed Loh needs a nap.
showing on the giant screen in the

air-conditioned office at the VDA while
judges complete their last few drive
loops. The feed is switched off as Loh
calls the room to order. Time to make
the first cut, to decide which cars go
through to the final round. He rolls a
metaphorical hand grenade into the
room by nominating the Honda Clarity
as the first vehicle for consideration.
Lexus ES
WE LIKE Rear-seat space, big trunk WE DON’T LIKE Fussy controls, frustrating touchpad
C
abins this spacious simply either side of the instrument cluster delivers an experience that Kim Even on the standard V-6’s new
don’t exist in sub-$50,000 to bullhorns. Reynolds called “a bit soft and F Sport trim level, the ES never acts
luxury-branded sedans. The tiny toggles for temperature fluffy.” The ES attempts to provide as sporty as it looks. When the
But unfortunately for Lexus loyal- adjustment aren’t as easy to use as exactly what you’d expect from a similarly priced IS isn’t a good fit for
ists, the interior in the new ES knobs, and the touchpad interface luxury sedan as long as you don’t those who need a larger interior,
remains as frustrating as other remains harder to control than push it, though some found the Lexus’ Avalon-based luxury sedan
recent models from the brand. competitive systems. One bright ES’ ride too busy and floaty on is ready to step in. Ultimately,
Mark Rechtin described the spot: Apple CarPlay finally appears poor surfaces. Last-gen ES hybrid however, a bigger trunk and the
interior design as “a weird mish- in a Lexus. owners will find improved end-of- hybrid’s seriously impressive 44
mash of swoops and confusing At some point, you’ll stop travel brake feel and a cavernous mpg combined rating can’t over-
angles,” and Frank Markus likened fiddling with the interior and drive. trunk; its 16.7 cubic feet matches come our issues with the interior
the control knobs poking out on Once you do, the ES 300h hybrid that of the V-6 model. and suspension. Zach Gale
SPECS 2019 Lexus ES 300h

Power (SAE net) 176 hp @ 5,700 rpm (gas)/39 hp (elec)/215 hp (comb)
Vehicle Layout Front-engine, FWD, 5-pass, 4-door sedan Engine/Transmission 2.5L Atkinson-cyle DOHC 16-valve I-4 plus elec motors/Cont variable
auto Curb Weight (F/R Dist) 3,797 lb (57/43%) Wheelbase 113.0 in Length x Width x Height 195.9 x 73.4 x 56.9 in Energy Consumption, City/Hwy 78/75
The ES attempts to provide what you’d expect from a luxury sedan. UNFLATTERING This view helped seal the questionably
detailed and oddly proportioned Honda Clarity’s fate.
From the outset, the Clarity has polar- The Clarity discussion would be the
ized opinions. Some believe the PHEV most contentious of the afternoon;
tech that allows a 47-mile pure-EV ultimately its design and inability to
range shows engineering excellence. leapfrog the EV range of the Chevy
Others insist that although aerody- Volt hold it back.
namic imperatives have influenced the By contrast, some other contender
exterior, it’s difficult to make the argu- discussions were short and sharp:
ment that form follows function. A lot of “Gone!” roars the room in unison
what’s on the exterior seems purely for when Loh asks whether the noisy,
effect, and the effect is not good. poorly packaged, poorly assembled
Lexus LS CAR CONTENDERS
500 F Sport
WE LIKE Agility for a big car, fuel economy, thumping stereo WE DON’T LIKE Rough ride, inconsistent brakes, infotainment interface
T
he flagship that panicked Chris Theodore was similarly The twin-turbo V-6 is a lively a curse-inducing cursor through
German luxury automakers let down. “Dynamically, the LS base engine and scored well in four menus to adjust heated/cooled
30 years ago still has chops, was surprisingly agile for such a fuel economy, but the lack of a V-8 seats? One saving user interface is
but it seems Lexus engineers and behemoth, but the experience went raised eyebrows. Alisa Priddle noted the radio-tuning concentric outer
product planners were conflicted as downhill from there,” he said. The the detailed interior design with ring of the volume knob. You’ll want
to the mission of the latest edition. F Sport suspension allows impacts swooping and arcing “art wood,” to play with that as you crank the
Jonny Lieberman wasn’t thrilled: to harshly penetrate the cabin, leather trim, Alcantara, and metal optional 2,400-watt Mark Levinson
“The LS turns its back on every- ruining the magic-carpet ride of past details. But back-seat space is less stereo.
thing that made the original LS one Lexuses. The brake-by-wire system than in competitor cars. Akio Toyoda has challenged
of the most significant cars of all was erratic in its responses. And the Plus, Lexus continues to insist on Lexus to embrace its sporty side.
time. I have no idea what the LS is lane keeping system ping-ponged installing its distracting touchpad- Sadly, the LS merely gives it an
supposed to be.” the car between the lines. based infotainment system. Piloting awkward side hug. Mark Rechtin
SPECS 2018 Lexus LS 500 F Sport 2018 Lexus LS 500h AWD

Power (SAE net) 416 hp @ 6,000 rpm 295 hp @ 6,600 rpm (gas)/100 hp (elec)/354 hp (comb)
Torque (SAE net) 442 lb-ft @ 1,600 rpm 257 lb-ft @ 4,900 rpm (gas)/150 lb-ft (elec)/350 lb-ft (comb)
EPA City/Hwy/Comb 19/30/23 mpg 26/35/30 mpg 500h
Vehicle Layout F-Sport Front-engine, RWD, 5-pass, 4-door sedan 500h Front-engine, AWD, 5-pass, 4-door sedan Engine/Transmission F-Sport 3.4L twin-
turbo DOHC 24-valve V-6/10-speed automatic 500h 3.5L Atkinson-cycle DOHC 24-valve V-6 plus elec motors/4-speed auto + cont variable auto
Curb Weight (F/R Dist) F-Sport 4,959 lb (52/48%) 500h 5,211 lb (52/48%) Wheelbase 123.0 in Length x Width x Height F-Sport 206.1 x 74.8. x 57.1 in 500h
206.1 x 74.8 x 57.5 in Energy Consumption, City/Hwy F-Sport 177/112 kW-hr/100 miles 500h 130/96 kW-hr/100 miles CO2 Emissions, Comb F-Sport 0.85
lb/mile 500h 0.66 lb/mile
It seems Lexus engineers and product planners were conflicted as to the mission of the latest LS.
Ford Transit Connect should stay or go.
“It’s a terrible minivan,” Theodore says.
“What would you know about mini-
vans?” Jonny Lieberman jokes.
Not making it past the first cut doesn’t
necessarily mean a car is bad; for many
it just means they don’t move the needle
enough against the criteria. But the
Hyundai-Kia Proving Ground always
throws up some surprises.
Mercedes-Benz CLS-Class
CLS 450
WE LIKE Punchy new high-tech straight-six WE DON’T LIKE Poor chassis tune, body resonances on rough surfaces
F
irst, the good news: the striking presence or elegant imprecise body control. And the Chris Walton was stunned: “The
Daimler’s new straight- beauty of the Audi A7. And the CLS 53 may be the most disap- CLS 450 doesn’t meet the self-set
six—with its mild-hybrid body structure feels underdone, pointing AMG car ever. Although standards of Mercedes-Benz.”
integrated starter-generator, 48-volt with booming resonances from the it’s more buttoned-down than the Jonny Lieberman further
electrics, and electric anti-lag rear of the cabin evident on some CLS 450, the extra grunt AMG summarized: “The CLS should be
compressor—is smooth and surfaces. “It seems like develop- dialed into the new I-6 merely Mercedes’ design leader. It should
punchy. And the interior drips with ment wasn’t finished before it amplifies the chassis’ flaws. drip whatever the German equiva-
the latest Mercedes-Benz tech, was put into production,” Chris Understeer is dogged, relent- lent of sex appeal is, and it should
wrapped in eye candy shared with Theodore said. less, and unending on corner exit drive better than an E-Class. This
the S-Class and E-Class. Worse, the chassis is a mess. unless you’re super careful with car fails on all counts. It looks like a
Now the bad news: The smooth- The CLS 450 4Matic is blighted the throttle. Low-performance tires blob and doesn’t drive much better
shouldered exterior doesn’t have by massive power understeer and don’t help. than one.” Angus MacKenzie
SPECS 2019 Mercedes-Benz CLS 450 4Matic 2019 Mercedes-AMG CLS 53 Turbo 4Matic+
Base Price/As Tested $75,000 (est)/$98,500 (est) $85,000 (est)/$115,000 (est)
Power (SAE net) 362 hp @ 5,000 rpm (gas)/21 hp (elec)/362 hp (comb) 429 hp @ 6,100 rpm (gas)/21 hp (elec)/429 hp (comb)
Torque (SAE net) 369 lb-ft @ 1,600 rpm/184 lb-ft (elec)/369 lb-ft (comb) 384 lb-ft @ 1,800 rpm (gas)/184 lb-ft (elec)/384 lb-ft (comb)
EPA City/Hwy/Comb Not yet rated Not yet rated
Vehicle Layout Front-engine, AWD, 5-pass, 4-door sedan Engine/Transmission 450 3.0L turbo DOHC 24-valve I-6 plus elec motor/9-speed automatic
AMG 53 3.0L turbo DOHC 24-valve I-6 plus elec motor/9-speed automatic Curb Weight (F/R Dist) 450 4,406 lb (54/46%) AMG 53 4,474 lb (54/46%)
Wheelbase 115.7 in Length x Width x Height 450 196.4 x 74.4 x 55.3 in AMG 53 196.9 x 74.4 x 56.0 in Energy Consumption, City/Hwy Not yet rated
CO2 Emissions, Comb Not yet rated
The CLS interior drips with the latest Mercedes tech wrapped in eye candy.
Among the cars that might have almost 30 years ago, not to mention
been expected to go through to a distracting touchpad interface, the
the final round but didn’t were the Lexus LS luxury flagship sedan also
Mercedes CLS twins, whose lack- failed to make the grade. “But at least
luster chassis and body resonances it’s ugly,” one judge opines after it
left judges feeling they simply weren’t had been unanimously rejected from
class-competitive products. And further consideration.
with a harsher powertrain, noisier So it proceeds, sometimes in brutal
suspension, and worse body integrity fashion, until we have scythed the
than the car that launched the brand finalist field to just six nameplates.
Nissan Altima CAR CONTENDERS
SV AWD
WE LIKE ProPilot Assist system, good equipment levels on base car WE DON’T LIKE Lifeless chassis, noisy engine and suspension, dull CVT
T
he Altima’s exterior design the materials choices, notably the suggest. Nissan’s revolutionary value-seeking buyers will love the
walks a fine line between fabric on the rear of the front seats, variable-compression engine seems standard equipment levels.
edgy and parody. It mostly betray obvious cost-cuing. more at home in the Altima than it “I was really hoping for some
carries it off, though Chris Theodore This is the first Altima available does in the Infiniti QX50; it delivers newfound sophistication in this
dubbed it “a watered-down version with all-wheel drive, but the system decent thrust and drivability, but the generation of Altima,” Chris Walton
of the concept car.” That said, the can only be ordered with the base CVT sucks the life out of it. said. “It looks beer and has the
grille execution is Nissan’s most 2.5-liter four-cylinder, so it doesn’t The chassis is lifeless and slow new variable-compression engine,
emphatic take on its bucktooth make the car any more entertaining to respond to driver inputs, and and ProPilot Assist is effective. But
look and gives the Altima a stronger to drive. In the Altima, AWD is it doesn’t even deliver decent the doors still sound hollow, the
road presence than its predecessor. more about all-weather traction ride quality and refinement in suspension’s impact harshness
The interior is relatively generic than performance—which feels compensation. The Honda Accord is deplorable, and the price isn’t
21st century Japanese, but some of more leaden than the test numbers leaves the Altima in its wake, but competitive.” Angus MacKenzie
SPECS 2019 Nissan Altima SV AWD 2019 Nissan Altima Platinum VC-Turbo Edition One
EPA City/Hwy/Comb 26/36/30 mpg 25/34/29 mpg Platinum
Vehicle Layout SV Front-engine, AWD, 5-pass, 4-door sedan Platinum Front-engine, FWD, 5-pass, 4-door sedan Engine/Transmission SV 2.5L DOHC
16-valve I-4/Cont variable auto Platinum 2.0L turbo DOHC 16-valve I-4/Cont variable auto Curb Weight (F/R Dist) SV 3,412 lb (59/41%) Platinum 3,441 lb
(61/39%) Wheelbase 111.2 in Length x Width x Height SV 192.9 x 72.9 x 57.3 in Platinum 192.9 x 72.9 x 56.9 in Energy Consumption, City/Hwy
SV 130/94 kW-hr/100 miles Platinum 135/99 kW-hr/100 miles CO2 Emissions, Comb SV 0.65 lb/mile Platinum 0.68 lb/mile
Sunday, 8 a.m. The judges file out of the contenders that made the grade at
the conference room of the Fairfield Inn the proving ground under the micro-
& Suites in Tehachapi, ready for what scope of real-world roads. It’s a tight
will be the first of many laps around the field with just six nameplates—Audi A6,
27-mile road loop. The sun is shining, Audi A7, Genesis G70, Honda Insight,
but it’s a brisk 45 degrees outside, a Hyundai Veloster, and Volvo S60/V60—
reminder that we’re 4,000 feet up represented by nine vehicles. Sometimes
in Southern California’s Transverse you need to drive multiple variants of the
Ranges. This is where the COTY same vehicle line to assess its brilliance
process gets into the detail, putting from base model to loaded version.
Toyota Avalon CAR CONTENDERS
WE LIKE Premium and spacious interior WE DON’T LIKE Touring trim’s ride, that grille
“S
porty Avalon” is no longer Avalon; it offers agile handling, Christian Seabaugh said. “But want. And on a flagship sedan that
an oxymoron. In pursuit and the revised Darth Vader mask instead you can tell it tried. Say for years has stood for comfort,
of younger customers, grille is identifiable well across the what you will about its styling, but it there’s too much interior noise.
Toyota has engineered a livelier parking lot—and not in a good looks and feels special.” “Where is the Avalon that has a
full-size sedan. Is the automaker way. One editor called the Avalon Inside, the dramatically rising smooth ride, is very quiet, and has
onto something? Whether many Touring’s front end “unspeakably center stack and soft-touch good power?” Ed Loh asked.
full-size sedan customers desire ugly,” but with the Camry XSE so surfaces make a positive impres- Good news for those who don’t
a sportier Avalon is something we dramatically designed, perhaps sion, though the door handle feels appreciate New Avalon’s appeal:
wrestled with as we bumped along Toyota was inspired to go just as flimsy. Alisa Priddle liked the black The Avalon XLE and Limited drop
in a Touring V-6 model. far with its top sedan. interior with industrial-looking the sporty pretensions, coming
The Touring is nothing like “Toyota could’ve phoned this in trim but was unsure if this is what closer to the experience some
Grandma’s 10-year-old base and kept building pseudo-Buicks,” Avalon’s (traditionally older) buyers Toyota buyers still want. Zach Gale
SPECS 2019 Toyota Avalon Touring

Vehicle Layout Front-engine, FWD, 5-pass, 4-door sedan Engine/Transmission 3.5L DOHC 24-valve V-6/8-speed automatic Curb Weight (F/R Dist) 3,744 lb
(60/40%) Wheelbase 113.0 in Length x Width x Height 195.9 x 72.8 x 56.5 in Energy Consumption, City/Hwy 153/109 kW-hr/100 miles CO2 Emissions,
Comb 0.77 lb/mile
RAGNARÖK READY New Volvos arrive dressed to kill with Thor’s hammers swinging for the fences.
We’ve brought two of the four differ- a hot hatch that’s almost as talented as a
ently specified Veloster hatchbacks we Honda Civic Type R. What we now need
had at the proving ground, one with to find out is how the volume-selling
the 2.0-liter naturally aspirated engine Velosters stack up against the criteria.
and automatic transmission, the other Similarly, we’ve left behind the
with the 1.6-liter turbo and six-speed delightful 2.0-liter four-cylinder manual
manual. Yes, we left behind the 275-hp Genesis G70—”the journalist special,”
N Performance model. No, we haven’t executive editor Mark Rechtin observes
handed in our enthusiast cards. We know dryly—in favor of the automatic version
the Veloster N Performance is brilliant, that will outsell it many times over. But to
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Toyota Corolla Hatchback
XSE
WE LIKE Driving dynamics, the upscale interior WE DON’T LIKE Small rear seats, tiny cargo area
M
ost judges agreed: Seabaugh noted. But is it the equal impressive (on the SE model) that with the rear seats down, about
This is the best-driving of the Hyundai Veloster? Alisa Jonny Lieberman said they felt like half of what the Veloster offers.
Corolla in a long time. Priddle thinks not. “part of the suspension.” More sound dampening also
When pushing it on the winding The interior’s upscale feel also As much as we like the front would be appreciated, as the
track, the responsive chassis kept stood out—uncommon at this cabin, everything behind it is engine roars in the cabin.
asking for more. When was the price point. One judge described it a bust. Chris Theodore noted Regardless, many will like the
last time you could drift a Corolla? as a “mini-Lexus.” Another called it that Toyota put the most money sporty styling. It’s an improvement
Ed Loh attributed the Corolla’s “Avalon-like.” The digital instru- between the A- and B-pillars, thus over the Corolla iM it replaces.
improved dynamics to “the Akio ment panel screen is large and leaving the rear seats small and Furthermore, it’s worlds better
effect,” in tribute to the automaker’s sharp, and soft-touch materials barren. Adults won’t enjoy being than the current and dated Corolla
CEO. “The chassis is solid, and you cover the dashboard and door crammed back there. The cargo sedan—unless, of course, you
can chuck it into corners,” Christian panels. Front-seat comfort was so area expands to 23.3 cubic feet need a back seat. Michael Cantu
SPECS 2019 Toyota Corolla SE 2019 Toyota Corolla XSE

EPA City/Hwy/Comb 28/37/31 mpg 30/38/33 mpg SE
Vehicle Layout Front-engine, FWD, 5-pass, 4-door hatchback Engine/Transmission SE 2.0L DOHC 16-valve I-4/6-speed manual XSE 2.0L DOHC 16-valve
I-4/Cont variable auto Curb Weight (F/R Dist) SE 2,961 lb (60/40%) XSE 3,106 lb (61/39%) Wheelbase 103.9 in Length x Width x Height 169.9 x 69.9 x 57.1 in
Energy Consumption, City/Hwy SE 120/91 kW-hr/100 miles XSE 112/89 kW-hr/100 miles CO2 Emissions, Comb SE 0.62 lb/mile XSE 0.59 lb/mile
When pushing it, the responsive chassis kept asking for more. When was the last time you could drift a Corolla?
give us some idea of the G70’s bandwidth, and the 250-hp turbo version of Volvo’s During the planning sessions, there
we’ve also brought along the rear-drive versatile 2.0-liter inline-four. had been some argument as to whether
3.3T with its punchy 365-hp twin-turbo We venture out into the real world, the mechanically identical Audi A6 and
V-6 under the hood. dodging Tehachapi’s finest windblown A7, both built on VW Group’s MLB Evo
Two vehicles represent Volvo in the giant tumbleweeds while enduring platform, should be considered variants
finalist field: a midlevel T6 R-Design S60 frequent train crossings and some disre- of the same car. But as neither shares a
sedan with the 316-horsepower turbo- pair to aging secondary roads. single exterior panel, each is competing
charged and supercharged engine and Monday, 1 p.m. It’s time to discuss, on its own merits. The same cannot be
all-wheel drive, plus a base-model T5 debate, and decide the 2019 MotorTrend said of the Volvos, so they stay together
Momentum V60 wagon with front drive Car of the Year. as one entrant.
Volkswagen Jetta CAR CONTENDERS
SEL (front), S (back)
WE LIKE Rear seat, trunk, torque WE DON’T LIKE VW’s cynical product planning
T
hree years after we named rear suspension by switching to lines left when they were pulled get past the notion that VW decon-
the Golf our Car of the Year, a torsion-beam rear allowed the out of their molds.” Then he faint- tented the car for American buyers.
the Jetta moves to the back seats and trunk to grow. The praises the higher-trim SEL model: “This is what happens when
same chassis, VW’s MQB small car interior cost-cutting was worri- “I’m not convinced that this is real VW’s union won’t cave and
platform. Despite Volkswagen’s some to the judges, though. leather, but the materials are a little management needs to cut costs,”
well-known struggles to sell cars “The interior is sterile,” Michael better than in the base version.” Mark Rechtin barked. Theodore
to Americans, the Jetta remains the Cantu said. Added Chris Theodore: The car rides and drives well goes further: “This is a dumbed-
best-selling German car in the U.S. “Bland interior package. Not as enough. “The Jetta’s bones are down version of the Jetta we
The Jetta gains a healthy 147-hp, good as it should have been.” good,” Angus MacKenzie said. should have had three years ago.”
184-lb-ft 1.4-liter turbo-four and an Christian Seabaugh smacked the “The chassis feels more mature Chris Walton best summarizes:
eight-speed automatic. Sacrificing base model for “sweaty plastics in than those of most of its Asian “Forgettable waste of a world-class
the sweet-handling independent which you can still make out the rivals.” But most judges couldn’t platform.” Jonny Lieberman
SPECS 2019 Volkswagen Jetta S 2019 Volkswagen Jetta SEL

EPA City/Hwy/Comb 30/40/34 mpg 30/40/34 mpg SEL
Vehicle Layout Front-engine, FWD, 5-pass, 4-door sedan Engine/Transmission S 1.4L turbo DOHC 16-valve I-4/6-speed manual SEL 1.4L turbo DOHC
16-valve I-4/8-speed automatic Curb Weight (F/R Dist) S 2,869 lb (59/41%) SEL 3,111 lb (59/41%) Wheelbase 105.7 in Length x Width x Height 185.1 x
70.8 x 57.4 in Energy Consumption, City/Hwy 112/84 kW-hr/100 miles CO2 Emissions, Comb 0.57 lb/mile
RUNOFF Assessing handling

here means there’s nothing
hard and scary to hit if you
run off the road.

Audi A6
28.6 mpg
WE LIKE Class-leading interior, incredibly quiet cabin WE DON’T LIKE Road noise from 21-inch tires, fake exhaust tips
T
he A6 moves to a new ride is crisp and sharp, Frank as the interior design leader. The The A6 is loaded with tech,
platform with a choice of Markus noted, but it was still matte wood trim, supple leather, including a lane centering system
suspensions that make for possible to get a slide going on the and Alcantara marry well with the that was hit or miss. And there
the best-riding A6 in a while, albeit handling course. The transitions three screens of the optional Virtual was love-hate (mostly hate) for its
one that’s a bit firm on uneven from one corner to the next are Cockpit while keeping a redundant cruise control’s traffic-sign recog-
surfaces. Zach Gale said the A6’s wonderfully precise. volume knob. There was apprecia- nition, which follows the speed
excellence “sneaks up on you.” Kudos to the acoustics team— tion for the large back-seat area. limit to the point of slamming on
The 3.0-liter V-6 replaces a the cabin is almost unnervingly The exterior drew mixed the brakes in a transition zone.
supercharger with a turbo and is quiet. “Breathtakingly clean and reviews. It left Theodore cold, but “This is really what a luxury car
now a mild hybrid with a standard elegant,” Angus MacKenzie others felt the styling and surfacing should feel like,” Mark Rechtin
48-volt system. Judges called it said. Chris Theodore called it a were elegant and upscale—except said. “Modern, forward thinking,
quiet, smooth, and capable. The revelation that re-establishes Audi for the fake exhaust tips. plush, yet restrained.” Alisa Priddle
SPECS 2019 Audi A6 3.0T Quattro

Torque (SAE net) 369 lb-ft @ 1,370 rpm (gas)/44 lb-ft (elec)/369 lb-ft (comb)
EPA City/Hwy/Comb Not yet rated
Vehicle Layout Front-engine, AWD, 5-pass, 4-door sedan Engine/Transmission 3.0L turbo DOHC 24-valve V-6 + electric motor/7-speed twin-clutch auto
Curb Weight (F/R Dist) 4,329 lb (55/45%) Wheelbase 115.1 in Length x Width x Height 194.4 x 74.3 x 57.4 in Energy Consumption, City/Hwy Not yet rated
CO2 Emissions, Comb Not yet rated
The finalists ...

As the discussion begins, (that semantic battle has been lost),
the conservatively styled A6 though that’s not enough for features
emerges as a worthy rival to editor Christian Seabaugh. “There’s a
the segment benchmark, the Mercedes see-through wrapper of dullness around
E-Class sedan, one judge reckoning it to it,” he shrugs.
be the best-handling A6 of all time. “It’s Everyone loves the clean, stylish,
the only car here to dip into 24 seconds high-tech interiors in both Audis,
on the figure-eight test,” Walton notes. though there’s plenty of discussion over
The elegant A7 is regarded as easily the the merits of having to dive through
best of the German four-door coupes touchscreen menus to make simple
Audi A7 CAR FINALISTS
27.3 mpg
WE LIKE Intelligent interior, wireless CarPlay WE DON’T LIKE Too-soft suspension, not enough differentiation from A6
T
his is Audi’s second crack at Judges liked the sportier look, of four-wheel steering, the ride The hatch offers cargo versa-
the A7, the sporty counter- but some found the grille to be too is more dynamic than in the A6. tility, and reclining rear seats allow
part to the executive A6. “It fussy. Like the A6, the A7’s interior It easily sweeps from corner to for some headroom beneath the
moves like a killer whale,” Ed Loh is exceedingly quiet and features corner and gains an impressive fastback roofline. But Chris Walton
said. “Sleek, swift, and silent.” a mix of wood, leather, Alcantara, turn radius. But Christian Seabaugh noticed a low-frequency booming
This midsize luxury hatchback and a cool fabric headliner—“a felt it drove more like a soft GT than over impacts in the A7 that was
also moves to a new platform benchmark in terms of design and a sporty fastback: “It errs more absent in the A6.
and gains the new 3.0-liter control of grain, gloss, and color,” toward soft than sporty and feels “Despite all the semantic argu-
turbocharged V-6 with a 48-volt Tom Gale said. Screens are well like a bit of a bait and switch.” ments, the four-door coupe is a
mild-hybrid system—which some integrated with crisp graphics. Fuel economy is exceptional— thing, and the A7 is one of the best
judges felt made it overeager to On the road, the A7 is quick our Real MPG team measured of the breed,” Angus MacKenzie
leap forward from a stop. with little drama. With the addition 23.2/34.9 mpg city/highway. said. “A class act.” Alisa Priddle
SPECS 2019 Audi A7 3.0T Quattro

Torque (SAE net) 369 lb-ft @ 1,370 rpm (gas)/44 lb-ft (elec)/369 lb-ft (comb)
EPA City/Hwy/Comb Not yet rated
Vehicle Layout Front-engine, AWD, 5-pass, 4-door hatchback Engine/Transmission 3.0L turbo DOHC 24-valve V-6 + electric motor/7-speed twin-clutch
auto Curb Weight (F/R Dist) 4,404 lb (54/46%) Wheelbase 115.2 in Length x Width x Height 195.6 x 75.1 x 56.0 in Energy Consumption, City/Hwy Not yet
rated CO2 Emissions, Comb Not yet rated
The Audi A7 moves to a new platform and gains a new 3.0-liter turbo V-6 with a 48-volt mild-hybrid system.
function changes. That said, judges has it roaring at high rpm under rela- Honda Insight
agree the Audi system is intuitive and tively modest acceleration. “For people
easy to use. going 5 miles to work and never getting
Loh makes a strong case for the on a freeway, it’s perfect,” he says. “But
Honda Insight, citing its efficiency, as soon as they do get on a freeway, the
performance, and dynamics. But engine drone will drive them crazy.”
Theodore zooms in on what he believes There had been rumblings about the
to be the car’s biggest flaw: the thrashy Velosters even before the judges started
internal combustion engine, exacer- work in Tehachapi: Those who’d driven
bated by the powertrain calibration that them back from Mojave complained
Honda Insight
55.1 mpg
WE LIKE Smart style and packaging, excellent ride, lane centering technology, fuel efficiency WE DON’T LIKE The roaring, thrashy powertrain
W
ith the Insight, Honda Civic’s for sure, but if it ain’t broke, disappear; this car perhaps has “Simply put, the calibration
makes the bold state- don’t fix it.” He was also among the best ride and ability to soak up of the CVT is unacceptable,”
ment that an affordable, the judges who commended the impacts in the finalist group.” Chris Theodore said. “Honda’s
smartly packaged hybrid need Insight for its other Civic character- So why isn’t it our winner? engineers need to sacrifice some
not look dorky (ahem, Clarity). But istics: thoughtful style and storage Rousing the hybrid from EV mode efficiency and recalibrate for the
our judges were puzzled by the solutions, seamless/silent adaptive reveals its Achilles’ heel. customer’s peace of mind.” Added
decision to bring back this name- cruise control performance, and Frank Markus applauded Honda Angus MacKenzie: “The CVT cali-
plate and not just badge it a Civic beautiful road manners. “The way for not faking CVT gear ratios and bration has it roaring at high rpm
Hybrid. After all, they share a lot it gently, silently floated through just letting the engine hang at its under relatively modest accelera-
more than identical wheelbases. town in EV mode was a unique power peak, but all of the judges tion. It’s loud, grainy, and obtrusive
“I really like the interior,” experience,” Chris Walton said. “It noted the clatter of this process, enough to annoy even the least
Christian Seabaugh said. “It’s a made rippled, uneven pavement and most denounced it. discerning customer.” Ed Loh
SPECS 2019 Honda Insight Touring

Power (SAE net) 152 hp @ 6,000 rpm (gas)/129 hp (elec); 152 hp (comb)
Vehicle Layout Front-engine, FWD, 5-pass, 4-door sedan Engine/Transmission 1.5L Atkinson-cycle DOHC 16-valve I-4 plus electric motor/1-speed auto Curb
Weight (F/R Dist) 3,068 lb (61/39%) Wheelbase 106.3 in Length x Width x Height 183.6 x 71.6 x 55.6 in Energy Consumption, City/Hwy 66/75 kW-hr/100
miles CO2 Emissions, Comb 0.40 lb/mile
“The way it gently, silently floated through town in EV mode was a unique experience.”
about the rock-hard ride and tire noise one judge puts it. It’s still too loud and
that hadn’t been as intrusive at the too firm, though.
velvety proving ground. Elegant inside and out, the Volvos
After the road loops everyone agrees draw praise from design meister Gale.
the 2.0-liter automatic Veloster’s flinty “I give them high numbers for appear-
ride and sonic assault is at odds with ance,” he says. “They’re really well
its commuter-car mission. The manual done.” But there are quibbles. Senior
1.6-liter turbo is the better powertrain, digital production editor Zach Gale—no
transforming the Veloster into “a Golf relation—notes it takes two taps on the
GTI for the YouTube generation,” as iPad-like Sensus touchscreen interface
Hyundai Veloster CAR FINALISTS
32.3 mpg
N (front),
1.6T (back)
WE LIKE Styling, three-door whimsy, no-lag turbos, value WE DON’T LIKE Base-model road noise, hard plastics, Elantra-sourced 2.0L engine
A
dab of asymmetry, undeni- needs and tunes the suspension to the process, Hyundai broadened control, a head-up display, and
able value, coupe-flavored deliver the sportiness the exterior trim offerings and performance. premium audio. The Goldilocks is
hatchback styling, and a suggests, this will be the hottest Pricing starts at a reasonable the $23,785 R-Spec, which delivers
penchant for a good time? That’s a pocket-rocket in the segment.” $19,385 for the base car and near-N performance for far less.
great way to get our attention. Looks like Hyundai listened. The climbs to about $30,000 for the The base model didn’t have the
As its first iteration did in 2012, 2019 version benefits from a larger, high-performance N model, and road manners to be that perfect
the second-gen Veloster advanced more powerful base engine, two each step up the Veloster ladder weekday commuter and weekend
to the finalist round on its many new (and terrific) optional turbo- adds equipment and driving wild thing. Voted Most Improved
merits. Back then, we suggested charged motors, a better stick shift, enjoyment. We were impressed over its previous generation, the
what it would take for the Veloster an optional dual-clutch automated by the standard lane keeping Veloster nonetheless deserves a
to make the leap: “When Hyundai manual, an improved chassis, and assist and automatic braking, plus look from those seeking to spice
gives it the engine it desperately independent rear suspension. In the availability of adaptive cruise up their drives. Chris Walton
SPECS 2019 Hyundai Veloster 2.0 2019 Hyundai Veloster R-Spec Turbo 2019 Hyundai Veloster 1.6T Turbo 2019 Hyundai Veloster N
Base Price/As Tested $19,385/$23,760 $23,785/$23,785 $26,285/$29,160 $28,000 (est)/$30,000 (est)
Power (SAE net) 147 hp @ 6,200 rpm 201 hp @ 6,000 rpm 201 hp @ 6,000 rpm 275 hp @ 6,000 rpm
Torque (SAE net) 132 lb-ft @ 4,500 rpm 195 lb-ft @ 1,500 rpm 195 lb-ft @ 1,500 rpm 260 lb-ft @ 1,450 rpm
Accel, 0-60 mph 8.6 sec 6.5 sec 6.7 sec 5.9 sec
Quarter Mile 16.5 sec @ 84.2 mph 14.8 sec @ 95.6 mph 15.3 sec @ 92.3 mph 14.4 sec @ 98.0 mph
Braking, 60-0 mph 119 ft 110 ft 121 ft 117 ft
Lateral Acceleration 0.86 g (avg) 0.93 g (avg) 0.87 g (avg) 0.94 g (avg)
MT Figure Eight 27.3 sec @ 0.62 g (avg) 25.8 sec @ 0.71 g (avg) 26.2 sec @ 0.69 g (avg) 25.2 sec @ 0.75 g (avg)
EPA City/Hwy/Comb 27/34/30 mpg 26/33/29 mpg 28/34/30 mpg 22/28/25 mpg
Vehicle Layout Front-engine, FWD, 4-pass, 3-door hatchback Engine/Transmission 2.0 2.0L Atkinson cycle DOHC 16-valve I-4/6-speed automatic
R-Spec 1.6L turbo DOHC 16-valve I-4/6-speed manual 1.6T 1.6L turbo DOHC 16-valve I-4/7-speed twin-clutch auto N 2.0L turbo DOHC 16-valve I-4/
6-speed manual Curb Weight (F/R Dist) 2.0 2,852 lb (61/39%) R-Spec 2,817 lb (61/39%) 1.6T 2,955 lb (62/38%) N 3,052 lb (64/36%) Wheelbase 104.3 in
Length x Width x Height 2.0, R-Spec, 1.6T 166.9 x 70.9 x 55.1 in N 167.9 x 71.3 x 54.9 in Energy Consumption, City/Hwy 2.0 125/99 kW-hr/100 miles
R-Spec 130/102 kW-hr/100 miles 1.6T 120/99 kW-hr/100 miles N 153/120 kW-hr/100 miles CO2 Emissions, Comb 2.0 0.65 lb/mile R-Spec 0.67 lb/mile
1.6T 0.64 lb/mile N 0.80 lb/mile
COLD-VEE The Genesis 3.3L twin-turbo V-6 uses

a central intake with side-mounted turbos.
to change the air-conditioning setting, The Genesis G70 impressed many

then a third to close out the screen, judges at the Hyundai-Kia Proving
an annoyingly distracting method Ground, and it doesn’t disappoint
compared with simply turning a knob, on the Tehachapi loop despite some
especially when running in close prox- concerns over its tight back seat
imity to a semi truck at 70 mph. Others and average fuel efficiency. “Forty-
wonder why the semi-autonomous five grand for the V-6? Sign me up!”
Pilot Assist technology isn’t standard Lieberman raves. Consumer watchdog
across the range, given Volvo’s militant Zach Gale takes a different tack on
safety-first brand image. the value story: “For three years you
Volvo S60/V60 CAR FINALISTS
27.8 mpg
27.0 mpg
S60 T6 V60 T5
WE LIKE Looking at it, being in it, great base engine WE DON’T LIKE Sport suspension, hybrid brake tuning, safety optional
V
olvo has been on a tear trim having a distinct personality. T8 displayed erratic acceleration as Further off-message: Volvo’s
since it earned 2016 SUV The base V60 delivers a fresh its electric motors, supercharger, Pilot Assist safety system is left
of the Year honors with the Scandinavian take—“light and airy and turbocharger each kicked in. off the standard features list. We
XC90. By offering consistent safety, with some contemporary ‘Swedish The T8 brakes were inconsistent, have zero doubt that the S60/V60
value, and avant-garde styling, Plaid,’” Chris Theodore said. too—an issue dating to 2015. will achieve top safety scores, but
everything since has ended up a The standard T5 turbo-four We were less pleased with the we’re disappointed that the only
finalist. The S60 sedan and V60 delivers solid all-around perfor- sporty trims. The S60 R-Design is standard active safety measure is
wagon keep the ball rolling. mance and is our favorite of the a convincing sport sedan, but the its City Safety system. Honda has
The S60 and V60 both look three powertrains. Some thought sacrifice in ride quality isn’t worth its semi-autonomous safety tech
handsome and distinctly Volvo. the T6 lacked refinement, but the handling gains. The S60 T8 standard on the $23,725 Insight.
The look and feel of the spacious others liked its manic power Polestar felt “off-message and half- Volvo should do the same across
interior is better still, with each delivery. The 415-hp plug-in hybrid baked,” Angus MacKenzie said. the board. Christian Seabaugh
2019 Volvo S60 2019 Volvo S60 2019 Volvo V60 2019 Volvo V60
SPECS T6 AWD R-Design T8 Polestar T5 (FWD) T6 AWD Inscription
Base Price/As Tested $47,395/$55,490 $1,100/mo Care by Volvo $39,500/$43,500 (est) $50,000/$51,500 (est)
Power (SAE net) 316 hp @ 5,700 rpm 328 hp @ 5,800 rpm (gas)/ 250 hp @ 5,500 rpm 316 hp @ 5,700 rpm
46 hp fr/87 hp rr (elec)/415 hp (comb)
Torque (SAE net) 295 lb-ft @ 2,200 rpm 317 lb-ft @ 4,500 rpm (gas)/ 258 lb-ft @ 4,800 rpm 295 lb-ft @ 2,200 rpm
110 lb-ft fr/177 lb-ft rr (elec)/494 lb-ft (comb)
Vehicle Layout S60 T6, T8 Front-engine, AWD, 5-pass, 4-door sedan V60 T5 Front-engine, FWD, 5-pass, 4-door wagon V60 T6 Front-engine, AWD, 5-pass,
4-door wagon Engine/Trans S60, V60 T6 2.0L turbo + s’charged DOHC 16-valve I-4/8-sp auto S60 T8 2.0L turbo + s’charged DOHC 16-valve I-4 + 2 elec
motors/8-sp auto V60 T5 2.0L turbo DOHC 16-valve I-4/8-sp auto Curb Wt (F/R Dist) S60 T6 4,000 lb (56/44%) S60 T8 4,431 lb (55/45%) V60 T5 3,774 lb
(56/44%) V60 4,095 lb (55/45%) WB 113.1 in L x W x H 187.4 x 72.8 x 56.6 in Energy Cons, City/Hwy S60 T6 160/105 kW-hr/100 mi S60 T8 125/99 kW-hr/100 mi
V60 T5 140/94 kW-hr/100 mi V60 T6 160/109 kW-hr/100 mi CO2 Em, Comb S60 T6 0.78 lb/mi S60 T8 0.65 lb/mi V60 T5 0.69 lb/mi V60 T6 0.79 lb/mi
never have to visit a dealer or pay for

a service.” But Rechtin perhaps best
sums up the G70’s appeal in terms of the
criteria. “This car is at least an ‘eight’ in
every category,” he says. “Look at all the
things it does really well.”
“That’s how you win a decathlon,”
chimes in Theodore.
Or MotorTrend Car of the Year.
Angus MacKenzie

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FINALISTS
CAR OF THE YEAR 2019 Audi A6 2019 Audi A7 2019 Honda Insight
POWERTRAIN/CHASSIS 3.0T Quattro 3.0T Quattro Touring
DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, AWD Front-engine, FWD
ENGINE TYPE Turbocharged 60-deg V-6 alum block/heads Turbocharged 60-deg V-6 alum block/heads I-4, alum block/head + permanent-magnet
+ electric motor + electric motor AC synchronous electric motor
VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl
DISPLACEMENT 182.7 cu in/2,995cc Sweet 182.7 cu in/2,995cc 91.4 cu in/1,498cc
turbo V-6 Good for
COMPRESSION RATIO 11.2:1 11.2:1 13.5:1
POWER (SAE NET) 335 hp @ 5,000 rpm (gas)/8 hp (elec)/ 335 hp @ 5,000 rpm (gas)/8 hp (elec)/ 107 hp @ 6,000 rpm (gas)/
a hybrid
335 hp (comb) 335 hp (comb) 129 hp (elec)/152 hp (comb)
TORQUE (SAE NET) 369 lb-ft @ 1,370 rpm (gas)/44 lb-ft (elec)/ 369 lb-ft @ 1,370 rpm (gas)/44 lb-ft (elec)/ 99 lb-ft @ 5,000 rpm (gas)/
369 lb-ft (comb) 369 lb-ft (comb) 197 lb-ft (elec)
REDLINE 6,500 rpm 6,500 rpm 6,600 rpm
WEIGHT TO POWER 12.9 lb/hp 13.1 lb/hp 20.2 lb/hp
TRANSMISSION 7-speed twin-clutch auto 7-speed twin-clutch auto 1-speed automatic
AXLE/FINAL-DRIVE RATIO 4.41:1/1.70:1 4.41:1/1.70:1 3.42:1/8.39:1 (elec), 2.75:1 (gas)

SUSPENSION, FRONT; REAR Multilink, coil springs, adj shocks, anti-roll Multilink, coil springs, adj shocks, anti-roll Struts, coil springs, anti-roll bar;
bar; multilink, coil springs, adj shocks, bar; multilink, coil springs, adj shocks, multilink, coil springs, anti-roll bar
anti-roll bar anti-roll bar
STEERING RATIO 12.1:1 Quick rack 12.2:1 12.6:1
TURNS LOCK TO LOCK 2.3 2.3 2.5
BRAKES, F; R 13.3-in vented disc; 13.0-in vented disc, ABS 13.3-in vented disc; 13.0-in vented disc ABS 11.1-in vented disc; 10.2-in disc, ABS
Aggressive
WHEELS 8.5 x 21-in forged aluminum 8.5 x 20-in cast aluminum 7.0 x 17-in, cast aluminum tire 4
TIRES 255/35R21 98Y
Pirelli P Zero AO
255/40R20 101H M+S 215/50R17 91H M+S hybrid
Michelin Primacy MXM4 Continental ProContact TX
DIMENSIONS
WHEELBASE 115.1 in 115.2 in 106.3 in
TRACK, F/R 64.2/63.7 in 65.0/64.4 in 60.9/61.6 in
LENGTH X WIDTH X HEIGHT 194.4 x 74.3 x 57.4 in 195.6 x 75.1 x 56.0 in 183.6 x 71.6 x 55.6 in
TURNING CIRCLE 36.4 ft 36.4 ft 35.7 ft
CURB WEIGHT 4,329 lb 4,404 lb 3,068 lb
WEIGHT DIST, F/R 55/45% 54/46% 61/39%
SEATING CAPACITY 5 Traditional 5 That Sloping 5
HEADROOM, F/R 38.0/38.1 in roofline 37.0/37.1 in
roofline 37.5/36.6 in
LEGROOM, F/R 41.3/37.4 in 41.3/37.0 in 42.3/37.4 in
SHOULDER ROOM, F/R 57.8/56.5 in 57.2/55.9 in 56.9/55.0 in
CARGO VOLUME 13.7 cu ft 24.9 cu ft 14.7 cu ft
TEST DATA
ACCELERATION TO MPH
0-30 1.8 sec 1.7 sec 2.6 sec
0-40 2.7 2.6 3.9
0-50 3.7 3.6 5.5
HybTrid
0-60 5.0 4.9 7.7 NO etshte
0-70 6.4 6.4 10.4 slowr....
0-80 8.1 8.2 13.9 ca
0-90 10.3 10.4 18.3
0-100 12.8 12.9 24.2 .....That's this one
PASSING, 45-65 MPH 2.5 Summer vs. 2.6 4.3
QUARTER MILE 13.5 sec @ 102.7 mph all-season 13.5 sec @ 102.7 mph 16.0 sec @ 85.4 mph
tires
BRAKING, 60-0 MPH 107 ft 116 ft 121 ft
LATERAL ACCELERATION 0.93 g (avg) 0.86 g (avg) 0.80 g (avg)
MT FIGURE EIGHT 24.9 sec @ 0.75 g (avg) 26.0 sec @ 0.69 g (avg) 28.2 sec @ 0.59 g (avg)
TOP-GEAR REVS @ 60 MPH 1,250 rpm 1,250 rpm 6,900 rpm (electric motor)
CONSUMER INFO
BASE PRICE $59,895 $68,995 $28,985
PRICE AS TESTED $76,695 $84,645 $28,985
STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes Yes/Yes
AIRBAGS 8: Dual front, f/r side, f/r curtain, front knee 8: Dual front, f/r side, f/r curtain, front knee 6: Dual front, front side, f/r curtain
BASIC WARRANTY 4 years/50,000 miles 4 years/50,000 miles 3 years/36,000 miles
POWERTRAIN WARRANTY 4 years/50,000 miles 4 years/50,000 miles 5 years/60,000 miles,
hybrid components: 8 years/100,000 miles
ROADSIDE ASSISTANCE 4 years/Unlimited miles 4 years/Unlimited miles 3 years/36,000 miles
FUEL CAPACITY 19.3 gal + 0.5-kW-hr battery 19.3 gal + 0.5-kW-hr battery 10.6 gal + 1.1-kW-hr battery
REAL MPG, CITY/HWY/COMB 25.5/33.6/28.6 mpg 23.2/34.9/27.3 mpg 60.0/50.1/55.1 mpg
with 335 hp
EPA CITY/HWY/COMB ECON Not yet rated Not yet rated 51/45/48 mpg
ENERGY CONS, CITY/HWY Not yet rated Not yet rated 66/75 kW-hr/100 miles
CO2 EMISSIONS, COMB Not yet rated Not yet rated 0.40 lb/mile
RECOMMENDED FUEL Unleaded premium Unleaded premium Unleaded regular
*Behind front/rear seats

Notably GOOD Notably POOR
2019 Hyundai Veloster 2.0; 2019 Volvo S60 2019 Volvo V60
R-Spec Turbo; 1.6T Turbo; N T6 AWD R-Design; T8 Polestar T5 (FWD); T6 AWD Inscription
Front-engine, FWD Front-engine, AWD Front-engine, FWD; AWD
Atkinson-cycle I-4; turbo I-4; turbo I-4; turbo I-4, Turbo- and s’charged I-4, alum block/head+2 Turbo- and s’charged I-4 alum block/head
alum block/head permanent-magnet AC synchronous electric motors
DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl
122.0; 97.1; 97.1; 121.9 cu in/ 120.2 cu in/1,969cc 120.2 cu in/1,969cc
1,999; 1,591; 1,591; 1,998cc
12.5:1; 10.0:1; 10.0:1; 9.5:1 10.3:1 10.8:1; 10.3:1
147 hp @ 6,200 rpm; 201 hp @ 6,000 rpm; 316 hp @ 5,700 rpm; 328 hp @ 5,800 rpm (gas)/ 250 hp @ 5,500 rpm; 316 hp @ 5,700 rpm
201 hp @ 6,000 rpm; 275 hp @ 6,000 rpm 46 hp fr/87 hp rr (elec)/415 hp (comb)
132 lb-ft @ 4,500 rpm; 195 lb-ft @ 1,500 rpm; 295 lb-ft @ 2,200 rpm; 317 lb-ft @ 4,500 rpm (gas)/ 258 lb-ft @ 4,800 rpm; 295 lb-ft @ 2,200 rpm
195 lb-ft @ 1,500 rpm; 260 lb-ft @ 1,450 rpm 111 lb-ft fr/177 lb-ft rr (elec)/494 lb-ft (comb)
6,500 rpm; 6,800 rpm 6,600 rpm 6,600 rpm
19.4; 14.0; 14.7; 12.3 lb/hp 12.7; 10.7 lb/hp 15.1; 13.0 lb/hp
6-speed automatic; 6-speed manual; 8-speed automatic 8-speed automatic
7-speed twin-clutch auto; 6-speed manual
3.44:1/2.66:1 3.08:1/2.07:1 3.00:1; 3.08:1/2.01:1; 2.07:1
Struts, coil springs, adj shocks, anti-roll bar; Control arms, coil springs, adj shocks, anti-roll bar; Control arms, coil springs, anti-roll bar;
multilink, coil springs, adj shocks, anti-roll bar multilink, transverse leaf spring, adj shocks, anti-roll bar multilink, transverse leaf spring, anti-roll bar
13.4:1; 12.3:1 16.2:1 16.2:1

2.6; 2.1 2.9 2.9
11.0-; 12.0-; 12.0-; 13.6-in vented disc; 10.3-; 13.6- 14.6-in vented disc; 12.6-in vented disc, ABS 12.7- 13.6-in vented disc; 12.6-in vented disc, ABS
12.4-in disc, ABS
7.5 x 18-in; 8.0 x 19-in cast aluminum 8.0 x 19; 8.5 x 20-in cast aluminum 8.0 x 18; 8.0 x 19-in cast aluminum
225/40R18 88W M+S Nexen Npriz AH8; 225/40ZR18 235/40R19 96W Continental Premium Contact 6 (VOL); 235/45R18 98H M+S Continental Pro Contact TX (VOL);
92Y Michelin Pilot Sport 4; 225/40R18 88Y M+S 245/35R20 95W Pirelli P Zero (VOL) 235/40R19 96V M+S Pirelli P Zero
Nexen Npriz AH8; 235/35R19 91Y Pirelli P Zero HN
104.3 in 113.1 in 113.1 in

61.0; 61.2/61.5; 61.6 in 63.0/63.0 in 63.0/63.0 in
166.9 x 70.9; 71.3 x 55.1; 54.9 in 187.4 x 72.8 x 56.6 in 187.4 x 72.8 x 56.6 in
34.8; 38.1 ft 37.1 ft 37.1 ft
2,852; 2,817; 2,955; 3,052 lb 4,000; 4,431 lb 3,774; 4,095 lb
61/39%; 62/38%; 64/36% 56/44%; 55/45% 56/44%; 55/45%
4 5 Guessing 5
36.9; 38.1; 36.9; 38.1/35.9 in 37.4/37.2 in batteries + 37.4/38.1 in
42.6/34.1 in 42.3/35.2 in elec motors = 42.3/35.2 in
56.0/54.3 in 56.1/54.5 in 56.1/54.5 in
19.9 cu ft 11.6 cu ft
431 lbs. math wiz! 52.0/23.2 cu ft* Because wagon...
2.9; 2.2; 2.6; 2.2 sec 2.1; 1.6 sec 2.6; 2.2 sec
4.4; 3.5; 3.7; 3.3 3.2; 2.4 With a 3.7; 3.3
6.2; 4.7; 5.1; 4.4 4.4; 3.3 turbocharger, 5.1; 4.5
8.6; 6.5; 6.7; 5.9 5.9; 4.5 supercharger, 6.9; 6.0
11.2; 8.2; 8.9; 7.6 7.5; 5.9 and electric 8.8; 7.6
14.8; 10.3; 11.4; 9.5 9.5; 7.4 11.2; 9.7
19.2; 13.2; 14.5; 12.1 11.8; 9.3
motors, it should 14.4; 12.1
25.5; 16.3; 18.4; 15.0 14.5; 11.4
be quick –; 15.2
4.7; 3.3; 3.3; 2.9 2.9; 2.4 3.5; 2.9
16.5 sec @ 84.2 mph; 14.8 sec @ 95.6 mph; 14.3 sec @ 99.2 mph; 15.3 sec @ 92.2 mph;
15.3 sec @ 92.3 mph; 14.4 sec @ 98.0 mph 13.1 sec @ 105.9 mph 14.4 sec @ 97.8 mph
119; 110; 121; 117 ft 114; 110 ft 126; 121 ft
0.86; 0.93; 0.87; 0.94 g (avg) 0.91; 0.90 g (avg) 0.83; 0.84 g (avg)
27.3 sec @ 0.62 g (avg); 25.8 sec @ 0.71 g (avg); 25.8 sec @ 0.71 g (avg); 27.1 sec @ 0.66 g (avg);
26.2 sec @ 0.69 g (avg); 25.2 sec @ 0.75 g (avg) 25.4 sec @ 0.75 g (avg) 26.7 sec @ 0.66 g (avg)
2,250; 2,200; 2,100; 2,200 rpm 1,600 rpm 1,550; 1,600 rpm
$19,385; $23,785; $26,285; $28,000 (est) $47,395; $1,100/mo Care by Volvo lease only $39,500; $50,000 (est)
$23,760; $23,785; $29,160; $30,000 (est) $55,490; $1,100/mo Care by Volvo lease only $43,500; $51,500 (est)
Yes/Yes Yes/Yes Yes/Yes
6: Dual front, front side, f/r curtain 6: Dual front, front side, f/r curtain
New 6: Dual front, front side, f/r curtain
5 years/60,000 miles 4 years/50,000 miles
short- 4 years/50,000 miles
10 years/100,000 miles Best 4 years/50,000 miles
term 4 years/50,000 miles
warranty (8/100,000 years hybrid components) leases
5 years/Unlimited miles (again) 4 years/Unlimited miles 4 years/Unlimited miles
13.2 gal 15.9 gal + 10.4-kW-hr battery 14.5; 15.9 gal
27.1/40.3/31.8; 28.9/42.8/33.9; 27.5/41.0/32.3 mpg; 22.5/35.7/27.0 mpg; Not tested 23.0/37.2/27.8; 22.2/34.5/26.5 mpg
Not tested
27/34/30; 26/33/29; 28/34/30; 22/28/25 mpg 21/32/25; 27/34/30 mpg (72 mpg-e) 24/36/28; 21/31/25 mpg
125/99; 130/102; 120/99; 153/120 kW-hr/100 miles 60/105; 125/99 kW-hr/100 miles 140/94; 160/109 kW-hr/100 miles
0.65; 0.67; 0.64; 0.80 lb/mile 0.78; 0.65 lb/mile 0.69; 0.79 lb/mile
Unleaded premium; regular; regular; premium Unleaded premium Unleaded premium

WINNER | 2019 CAR OF THE YEAR
Words
Jonny
Lieberman
Photographs
William Walker
A
STAR IS
BORN
E A’S UP S TA R T
KOR A N D BOL DLY
LUXURY BR STAGE
A KE S C EN T ER
T

COVER STORY
GENESIS G70

W
ind your mental clocks back about three
decades. The year is 1985, Ronald Reagan
just began his second term in the White
House, and a new Korean car company was
selling a Giugiaro-designed hatchback for
the low, low price of $4,995.
Americans couldn’t pronounce the
brand’s name. (Hun-dee? Hi-yun-day? Hoon-dye?) And
its little Excel did anything but. The wheezy econobox’s
most notable performance credential was the LAPD’s
dubious—later retracted—claim that Rodney King was
driving one at speeds of 110 to 115 mph.
Fast-forward to the present. How beyond belief is it that Of course, it helps to have a bunch of ringers on your
that same cheap and cheerful automaker—Hyundai—not The results development team to help bring those Eurocentric
only has improved so dramatically over the years that it of Genesis’ touches to your first effort—folks like BMW dynamics
has launched a luxury brand, but has also built a better
BMW 3 Series fighter right out of the gate than the
hard work is a veterans Albert Biermann and Fayez Rahman, Bentley
design talents Luc Donckerwolke and SangYup Lee,
Japanese luxury brands have in numerous attempts? stunning, value- and Mercedes color/trim specialist Bozhena Lalova.
That car is the Genesis G70, and we have voted it the
2019 MotorTrend Car of the Year. Unthinkable, right?
packed sport Coordinating this dream team is former Lamborghini
brand czar Manfred Fitzgerald, who has created a Genesis
Unthinkable, that is, unless you’ve been paying attention. sedan. “brand book” to keep his troops focused.
Hyundai launched Genesis Motors two years ago The result of all this hard work is a stunning, value-
with the impressive G90, a full-size luxury machine packed sport sedan that should shake up any shopper’s
that humbles the BMW 7 Series and Lexus LS. And the consideration list.
quite-fine Genesis G80 is a capable midsizer, although it “What’s remarkable about the Genesis is the Koreans
doesn’t exactly send shivers down the backs of engineers have done what Toyota, Nissan, Honda, and GM have
in Stuttgart or Nagoya. Still, it showed progress on the all failed to do: build a legitimate 3 Series competitor,”
world luxury-car stage. international bureau chief Angus MacKenzie said.
The G70, though, is a needle mover. The segment the Over many beers, you and I could pick apart that
G70 competes in—entry-level compact luxury sport statement. Yes, the original Infiniti G35 caught BMW
sedans—has long been defined by the 3 Series, but for flat-footed. Agreed, dynamically speaking, the Cadillac
about a decade, the Bavarian’s claim of supremacy has ATS is superior to the F30 3 Series. However, there is
been in doubt. That has opened the door for stellar no asterisk required for the G70. We don’t have to say
sedans from half a dozen automakers, ranging from DRIVER-FOCUSED the car is better in this way but not that. No excuses are
Audi to Cadillac to Jaguar to last year’s COTY, the The Genesis’ cabin necessary. Am I saying the G70 is perfect? Of course not.
caters to its front
Alfa Romeo Giulia. Despite comparison tests showing occupants, with No car is. But I am saying that the G70 is exceptional, and
BMW is no longer in the ascendancy, when creating gorgeous leather when stacked up against our six key criteria, it clearly
stitching and high-
segment benchmarks, product planners still circle quality materials emerges as our 2019 Car of the Year.
back to, “We want to create a 3 Series fighter.” throughout. Before delving into said criteria (and in particular
Engineering Excellence), I’d be remiss if I went one
3.3T RWD

step further without mentioning the G70’s platform guru) Chris Theodore said. “This Genesis is very good
cousin, the Kia Stinger. There were two negatives that at almost everything.”
held the Stinger, a finalist at last year’s Car of the Year The G70 makes a terrific all-arounder, but certain
competition, back from winning our top honors: Its triumphal notes do stand out. If you want a seat at the
interior design is too blandly similar to every other Kia 3 Series table, true sporting ability trumps a perfectly
extant, and its suspension does not fully deliver on its damped ride and NVH-free cabin. Some version of the
sporty-car pretensions. word “balance” appears seven times in the notes from
More impressively, we brought a 3.3-liter RWD Stinger seven judges; any suspension complaints had to do with
GT with us to our 2018 Best Driver’s Car party, where the ride quality, not with handling.
Kia finished an honorable ninth place out of twelve. That “Holy moly, such ferocity and control,” road test editor
HIGH PROVENANCE
may not sound like much—until you take into account Chris Walton said. “My attention was rapt. My heart Despite being
that several bona fide six-figure supercars were ahead raced. Held to the standard-bearer, a BMW 3 Series, this the new kid on
of it, and one (Corvette ZR1) finished behind it. Still, the car out of the gate is better. It’s more evolved and more the block, the
Genesis design
Stinger has felt a bit … unfinished. luxurious than the original Infiniti G35 was, has an edge and engineering
Given one additional year of development time, what to it that a Mercedes-Benz C-Class lacks, and feels more team reads like a
we assume is a different sort of customer to chase, and alert than an Audi A4.” who’s who in the
automotive world.
perhaps even a different mandate, the G70 does not suffer The G70 with the optional 3.3-liter twin-turbo V-6
from the same shortcomings. “The G70 is smooth, quiet, is a ferocious animal. The rear-drive car hit 60 mph in
fast, upscale, nimble, good-looking, and a great value,” 4.7 seconds, whereas the heavier all-wheel-drive variant
guest judge (and AMC, Chrysler, and Ford engineering did so in 4.8. The rear-driver did the quarter mile in 13.2
2019 Genesis G70 2019 Genesis G70 2019 Genesis G70 2019 Genesis G70
SPECS 2.0T 2.0T (manual) 3.3T 3.3T HTRAC
Base Price/As Tested $35,895/$44,895 $38,995/$38,995 $44,745/$44,745 $46,745/$52,495
Power (SAE net) 252 hp @ 6,200 rpm 252 hp @ 6,200 rpm 365 hp @ 6,000 rpm 365 hp @ 6,000 rpm
Torque (SAE net) 260 lb-ft @ 1,400 rpm 260 lb-ft @ 1,400 rpm 376 lb-ft @ 1,300 rpm 376 lb-ft @ 1,300 rpm

seconds; the all-wheeler was just a tenth behind. That’s 3.3-liter twin-turbo V-6 is just a monster. I adore this
quicker than the BMW 340i, a touch slower than the Genesis shows engine. This was my favorite G70 on the proving ground,
Mercedes-AMG C 43, and right on the nose of the 340-hp how a new and it continues to be in the real world.” Then there’s
Jaguar XE. “Your basic rocket ship,” Theodore said. “The
engine pulls to infinity and beyond.”
model from a editor-in-chief Ed Loh: “The pull of the 3.3T makes this
one easy to love. BMW, Audi, Lexus, Acura, and Infiniti
Curiously, few of the 5,595 words we wrote in our new brand must have a real problem on their hands.”
notes mention the base 2.0-liter version feeling slow or
underpowered. Yet the numbers tell a different story.
enter a crowded You would expect a car company that has poached talent
from Europe’s finest to advance design. Although the G70
The manual 2.0-liter takes 7.2 seconds to hit 60 mph, and
segment: at is not derivative, anyone who’s hung around premium
the automatic requires 7.4 seconds. That’s more than a the top, forcing German cars will notice a certain resemblance. Genesis
second off the pace of the BMW 330i, Mercedes C 300,
and Alfa Romeo Giulia Q2—but the G70 doesn’t feel like
everybody to didn’t crib its classmates’ homework, but it is working
from similar notes. Said guest judge (and former Chrysler
it. The G70 similarly trails in the quarter—more than a take notice. design boss) Tom Gale: “A lot of credit is due regarding
second off its nearest rivals. “The 2.0-liter makes most package execution and combination of design elements
of its power above 3,000 rpm, and the transmissions are for this segment.”
geared a bit too long to let the G70 make the most of that Once inside, the interior fitments are clearly worthy
meat,” features editor Christian Seabaugh said. So, some of the compact luxury segment. Genesis had four models
room for improvement there. on hand for us to sample. “Very upscale interior—almost
That noted, our fully loaded 2.0-liter Dynamic Mercedes-like,” Theodore said. Detroit editor Alisa
model and the decently contented, power-packed LITTLE GUY Genesis Priddle followed with more detailed notes: “Gorgeous
3.3T Advanced both came in under 45 grand. That’s embraces engine quilted black-and-white seats with the diamond pattern
downsizing with the
thousands of dollars if not tens of thousands less than G70. We particularly in the white stitching.” Associate online editor Michael
Genesis’ competitors. “I’m blinking hard, looking at the like the twin-turbo Cantu said the G70 “has the fit and finish a few prestige
V-6, which punches
Monroney,” executive editor Mark Rechtin said. “I’m like a V-8 but sips
brands would dream of.”
trying to figure out how this is possible. I’m not sure if fuel like an I-4. As is the case with many compact luxury sedans
there’s another vehicle in the segment that drives this equipped with leather-clad power front seats, the G70
way at this price point.” has a rather tight back seat. I’m 5-foot-10, and I fit fine
Like all COTY winners, this one has an X-factor at work, behind a like-sized driver. But 6-footers felt pinched. It’s
some secret spicy sauce that makes the eventual victor not big back there. Your friends will fit, just not comfort-
jump up off the page, out of the various spreadsheets, and ably for lengthy road trips unless front-seat occupants
down from the minds into the hearts of the judges. Last slide forward a bit.
year’s champ, the Alfa Romeo Giulia, had it in spades. So So yes, there are shortcomings. The 2.0-liter version
does this year’s Genesis. “Somehow,” technical director needs to undergo a kale cleanse. Rechtin called out its
Frank Markus said, “this one, with rear-wheel drive, put lane keep assist as wandering. Loh and Markus noticed
it all together for me.” detectable amounts of NVH creeping into the cabin on
For others, too. Check out this praise from senior rough aggregate paving. MacKenzie felt the engine note
production editor Zach Gale: “What an incredible first needs refining. And Seabaugh was dismayed that the
effort from a new brand.” Seabaugh professed love for infotainment interface makes no bones that it’s shared
the upgraded engine: “What a great way to wake up. This with down-market Hyundai and Kia models.

2019 Genesis G70 2019 Genesis G70
POWERTRAIN/CHASSIS 2.0T; 2.0T (manual) 3.3T; 3.3T HTRAC
DRIVETRAIN LAYOUT Front-engine, RWD Front-engine, RWD, AWD
ENGINE TYPE Turbocharged I-4, Twin-turbo 60-deg V-6,
alum block/head alum block/heads
VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl
DISPLACEMENT 121.9 cu in/1,998cc 203.9 cu in/3,342cc
COMPRESSION RATIO 10.0:1 10.0:1
POWER (SAE NET) 252 hp @ 6,200 rpm 365 hp @ 6,000 rpm
TORQUE (SAE NET) 260 lb- @ 1,400 rpm 376 lb- @ 1,300 rpm
WEIGHT TO POWER 14.5; 14.2 lb/hp 10.4; 11.0 lb/hp
TRANSMISSION 8-speed automatic; 8-speed automatic
6-speed manual
AXLE/FINAL-DRIVE RATIO 3.73:1/2.11:1; 3.54:1/2.81:1 3.54:1/1.97:1
SUSPENSION, FRONT; REAR Struts, coil springs, Struts, coil springs, adj shocks,
anti-roll bar; multilink, coil anti-roll bar; multilink, coil springs,
These minor faults aside, Genesis shows how a new springs, anti-roll bar adj shocks, anti-roll bar
model from a new brand must enter a crowded segment, STEERING RATIO 12.5:1 11.3-13.3:1
one where both heritage and perception count. Not in TURNS LOCK TO LOCK 2.5 2.2
the middle, not as merely a value proposition or even BRAKES, F; R 12.6-; 13.8-in vented disc; 13.8-in vented disc; 13.4-in
as a funky alternative, but at or so very close to the top 12.4-; 13.4-in vented disc, ABS vented disc, ABS
that everybody is forced to take notice. If there are sins, WHEELS, F; R 8.0 x 19-in; 8.5 x 19-in 8.0 x 19-in; 8.5 x 19-in cast
cast aluminum aluminum
they’re easily forgiven. Alfa Romeo did it last year with
TIRES, F; R 225/40ZR19 93Y; 255/35ZR19 225/40ZR19 93Y; 255/35ZR19 96Y
the Giulia. Genesis does so this year with the G70. 96Y Michelin Pilot Sport 4 Michelin Pilot Sport 4
Lexus did exactly this with the release of the LS 400 in DIMENSIONS
the ’80s, and the entire industry was put on notice. Some WHEELBASE 111.6 in 111.6 in
brands (hello, Lincoln) have yet to fully recover because TRACK, F/R 62.8/63.1 in 62.8/63.1 in
the parent companies refused to recognize the threat and LENGTH X WIDTH X HEIGHT 184.5 x 72.8 x 55.1 in 184.5 x 72.8 x 55.1 in
invest the funds to fight back against the hard-hitting, TURNING CIRCLE 36.1 36.1; 37.4
hungry, hustling newcomer. Other brands, chiefly the CURB WEIGHT 3,659; 3,581 lb 3,778; 3,998 lb
WEIGHT DIST, F/R 51/49; 52/48% 53/47; 54/46%
Germans, evolved. Sure beats extinction.
SEATING CAPACITY 5 5
If Genesis can extend its product line with SUVs similar
HEADROOM, F/R 39.7/36.9 in 39.7/36.9 in
to the excellent new G70, it stands poised to take over the LEGROOM, F/R 42.6/34.8 in 42.6/34.8 in
world of mainstream luxury. Some will focus on the flaws SHOULDER ROOM, F/R 56.3/54.6 in 56.3/54.6 in
of this first serious effort. But those folks are the ones with CARGO VOLUME 10.5 cu 10.5 cu
their noses up against a tree, missing the whole dang forest. TEST DATA
For now, however, let Genesis Motors bask in the glory ACCELERATION TO MPH
of accomplishing the near impossible: It built a better 0-30 2.9; 2.7 sec 1.8; 1.8 sec
3 Series. “It hits all the right notes,” MacKenzie said. 0-40 4.1; 4.0 2.6; 2.7
“Punchy powertrains and an agile chassis that’s a ton of 0-50 5.5; 5.6 3.5; 3.6
0-60 7.4; 7.2 4.7; 4.8
fun, sporty exterior styling with strong graphics, and a
0-70 9.5; 9.7 6.0; 6.2
well-appointed interior. Look out, BMW. It’s the real deal.”
0-80 11.9; 12.0 7.5; 7.7
It’s Car of the Year, too. Q 0-90 15.1; 15.3 9.4; 9.7
0-100 18.6; 18.7 11.5; 11.9
PASSING, 45-65 MPH 3.6; 3.7 2.3; 2.3
QUARTER MILE 15.7 sec @ 91.7 mph; 13.2 sec @ 107.3 mph;
15.7 sec @ 91.0 mph 13.3 sec @ 105.7 mph
BRAKING, 60-0 MPH 110; 112 114; 113
LATERAL ACCELERATION 0.90; 0.89 g (avg) 0.89; 0.89 g (avg)
MT FIGURE EIGHT 25.6 sec @ 0.69 g (avg); 25.2 sec @ 0.75 g (avg);
26.0 sec @ 0.68 g (avg) 25.2 sec @ 0.76 g (avg)
TOP-GEAR REVS @ 60 MPH 1,600; 2,200 rpm 1,560 rpm
CONSUMER INFO
BASE PRICE $35,895; $38,895 $44,745
PRICE AS TESTED $44,895; $38,895 $44,745; $52,495
STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes
AIRBAGS 9: Dual front, f/r side, 9: Dual front, f/r side, f/r curtain,
f/r curtain, driver knee driver knee
BASIC WARRANTY 5 years/60,000 miles 5 years/60,000 miles
POWERTRAIN WARRANTY 10 years/100,000 miles 10 years/100,000 miles
ROADSIDE ASSISTANCE 5 years/Unlimited miles 5 years/Unlimited miles
FUEL CAPACITY 15.8 gal 15.8 gal
REAL MPG, CITY/HWY/COMB 25.1/34.5/28.6 mpg; not tested Not tested
EPA CITY/HWY/COMB ECON 22/30/25; 18/28/22 mpg 18/26/21; 18/25/20 mpg
ENERGY CONS, CITY/HWY 153/112; 187/120 kW-hr/ 187/130; 187/135 kW-hr/100 miles
100 miles
CO2 EMISSIONS, COMB 0.78; 0.90 lb/mile 0.93; 0.94 lb/mile
RECOMMENDED FUEL Unleaded premium Unleaded premium

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The Big Picture

THE LONG ROAD HYUNDAI COMES OF AGE
It’s been 32 years since I first The Pony came to life with astounding
drove a Hyundai. I can still speed (Volkswagen had spent more than five
remember it, a droning yellow years developing the original Golf), fueled by
Excel hatchback with a tan inte- the Koreans’ ferocious work ethic and their
rior that smelled like an oil driller’s armpit. As I willingness to employ skilled outsiders. And
walked into the office of the magazine where echoes of that unique culture still resonate
I was working, I glanced back at the parked through today’s Hyundai Motor Group.
Hyundai and noticed the turn signal had fallen A roll call of some of the key players
out of the front bumper and was hanging by a behind the G70 makes the point. Former
THE EXCEL Hyundai has come a long way, from
wire. These guys, I thought, have a lot to learn. the hatchback with “a lot to learn” to the latest Lamborghini exec Manfred Fitzgerald heads
Three decades later, I voted to make the MotorTrend Car of the Year with the Genesis G70. the Genesis brand, and its design chief is
Genesis G70 our 2019 Car of the Year, the first Luc Donckerwolke, who has held key design
Korean-made vehicle ever to win the coveted
award. Entirely designed, engineered, and Entirely designed, engineered, roles at Bentley, Lamborghini, and Audi. Albert
Biermann oversees chassis and performance
built by Hyundai, the dynamically accom-
plished and beautifully finished G70 is the real and built by Hyundai, the tuning, while Fayez Rahman looks after platform
development; both men previously held senior
deal, a premium compact sport sedan good
enough to put Audi, BMW, and Mercedes-
Benz on notice.
Genesis G70 is the real deal. roles at BMW, with Biermann heading its M
GmbH performance division for seven years.
But it’s the determination, talent, and energy
Yep, they’ve learned a lot. powertrains and British-made brakes, of their Korean colleagues that has made the
Hyundai began as a construction company steering, and instruments, all wrapped in G70 a reality. Hyundai had been making its
founded by Chung Ju-Yung in 1947, as South bodywork styled by Giugiaro—were rolling own cars barely 10 years, a scrappy outsider
Korea began to rebuild after decades of out of a brand-new factory. trying to break into the major leagues, when I
occupation and war. Hyundai Motor Co. was Today, on the site of that factory in Ulsan, drove that Excel.
founded 20 years later, and in 1968, Hyundai stands the world’s largest auto plant, a Today, Hyundai Motor Group, which also
launched its first car, a copy of a Ford Cortina sprawling 1,200-acre complex employing controls 32.8 percent of Kia, is the world’s fifth
built under license from Ford Motor Company. 34,000 people and producing a new Hyundai largest automaker, closing in on GM and well
Hyundai revealed the first car of its own, every 10 seconds. When I visited Ulsan in clear of Ford. It builds small and midsize cars
the Pony, at the 1974 Turin Motor Show. The the early 1990s, I traveled on roads made by and SUVs that are generally better-designed
rear-drive, live-axle Pony was unremarkable in Hyundai, past Hyundai-constructed apart- and feel higher-quality than their Japanese
the context of cutting-edge front-drive small ments from which Hyundai workers took and American rivals; Hyundai also makes
cars such as the Volkswagen Golf—which Hyundai buses to Hyundai-built factories, classy luxury sedans either nation would now
also launched that model year. But the rapidity where they used Hyundai-made machinery struggle to emulate.
of Hyundai’s development process was stun- to manufacture Hyundai cars that rolled on It’s been clear for some time that Hyundai
ning. Hyundai had hired the former managing to Hyundai-built ships for export around the is the company Toyota should most fear, and
director of Austin Morris, George Turnbull, to world. Even then, I couldn’t help but think maybe now Mercedes, BMW, and Audi ought
oversee the project in 1974. Turnbull brought old Henry Ford would have been impressed. to start glancing in the rearview mirror. The
with him five other British auto engineers. Ulsan was—is—the Korean equivalent of passion that powered the creation of the Pony
Barely two years later, Ponys—with Mitsubishi Ford’s River Rouge plant, on steroids. still burns brightly in Korea. The G70 proves it. Q

Rare Form: The Lexus Ls 500. Live in The New

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