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Payne: Toyota Crown is a Prius in a big sedan’s body
Posted by Talbot Payne on October 19, 2023
Chicago — Happy Halloween. The Toyota Crown is a Prius dressed as a big sedan.
The Japanese automaker rocked the world 25 years ago when it introduced the Pious — er, Prius — a popular, virtue-signaling, green nerd-mobile. Three decades later and Prius’s DNA has spread through the Toyota family with hybrid powertrains populating everything from the RAV4 SUV to the Tundra pickup to the Crown.
On a 900-mile road trip with Mrs. Payne from my Oakland County domicile to Chicago to Charlevoix, Michigan, and back, Crown averaged 39 mpg thanks to the hybrid gerbil-wheel spinning under the hood.
Toyota loves to make big sedans, and they are plentiful across the pond in Japan. But in the U.S., Americans prefer SUVs, and sales of Toyota’s large Avalon sedan flagged. Shove a V-8 in a Dodge Charger sedan and we Yanks will take notice. But with the Crown, Toyota has decided to try something different.
It married a Prius and a Highlander SUV and named its offspring Crown.
Prius was once the ugly duckling of the family, but no more. The 2023 model is sleek, sculpted and simple — a design approach shared by Crown. A thin, horizontal light bar wraps around the front end like the glasses worn by X-Men superhero Cyclops. The design is echoed ‘round back in the high, thin taillight bar.
Crown shares Prius’s coupe-like profile — but for a black wedge hung above the car’s rocker panels. The wedge is there to mitigate the Crown’s tall, slab-like sides, which give away the model’s mission: sedan proportions with the lifted seating position of an SUV.
We own two sedans, and the Crown was noticeably easier to slip into. That’s because the Toyota’s hip point (seating position) is, by my measure, 21 inches above the ground — well above a typical sedan’s 15 inches, and closer to the 30 inches of an SUV.
Utes make up 70% of the non-pickup market, but Toyota still sees plenty of consumers who prefer the lines of a sedan to a boxier SUV. Think of 50-somethings coming off two decades chauffeuring kids in a Toyota Highlander SUV — but now want something with similar interior room but more style.
Crown sports the same 112-inch wheelbase as Highlander and is spacious inside — its headroom, rear legroom and cargo space pinched just an inch from the SUV. Crown’s increased aerodynamics (and 500-pound trimmer waistline) pay dividends in superior fuel economy (41 mpg vs. 35 mpg) even as the Crown/Highlander share all-wheel-drive, 2.5-liter 4-cylinder drivetrains.
It should be noted, however, that $41,415 Crown is smaller (by an inch in cargo and rear legroom) than the hybrid sedan it replaces, the $38,945 Avalon. And the cheaper, 500-pound lighter Avalon also managed to get better fuel economy (43 mpg) out of its hybrid 2.5-liter mill. Go figure.
Get used to hybrid 2-liter drivetrains powered by continuously variable automatic transmissions. Everybody has them these days, from Toyota to Honda to Ford to Subaru, as government emissions mandates force everyone into the same box.
Mashing the pedal entering I-94 on-ramps to Chicago, Toyota’s package droned a bit much compared to, say, the Honda Accord Hybrid. For those who want more grunt, Toyota won’t option you a Hemi V-8 — but it will offer its Hybrid Max drivetrain, which pairs a turbocharged 2.4-liter four-cylinder with an electric motor on the rear axle and a 6-speed automatic for another 100 horses over my 236-horse egg-beater.
It’ll also cost you eight grand more in the Platinum model. I’d stick with the standard powertrain since the chassis doesn’t like to be pushed hard anyway. Crown is content as a sippy boulevard cruiser. Did I mention it’s like a big Prius?
Like its hybrid pioneer, Crown’s interstate stops were not for fuel but for bathroom/lunch stops. Unlike Toyota’s pricier 220-mile range (ugh) electric brother, the bZ4X, I got 565 miles of range with the Crown at 39 mpg. Which means I only had to refuel once (for five minutes) on my 900-mile road trip while traveling at 80 mph.
The bZ4X, by contrast, would have needed to stop at least four times — and probably more since traveling at 80 mph can suck 20% from battery range. Time to fill up? The Toyota EV gains 130 miles in a leisurely 30 minutes at a DC fast charger, which is why EVs are best considered as metro cars.
Inside, Crown is cleanly designed like its exterior with twin digital screens and a compact shifter that frees console space. It’s quite a contrast to the guitar-shaped dash of the Highlander. But for its premium price — and royal name (my Limited tester with fancy 21-inch wheels and panoramic roof stickered for $50,169) — Crown cuts some corners.
Mrs. Payne’s $30K Subaru Impreza features adaptive cruise control that allows you to increase speeds by 1 mph (quick button push) or 5 mph (long button hold). Crown’s cheaper ACC package will just increase/decrease speed 1 mph at a time. The sedan’s infotainment system is a step behind competitors in its graphic presentation, and — for a big boulevard cruiser — Crown’s drive-assist technology isn’t very ambitious.
Navigating miles of Midwest highways, I found the system excelled at lane-centering but would give up on interstate curves unlike, say, a $10K-cheaper Hyundai Tucson.
Toyota’s reputation wasn’t built on building bleeding-edge tech, however; it was built on reliability. Toyota loyalists will no doubt forgo the latest goo-gaw in exchange for never having to visit a dealership for anything more than an oil-and-filter change.
The brand’s new design direction, however, looks decidedly premium — and is a nice contrast to the polarizing spindle grilles of the Lexus luxury brand. Lexus has, thankfully, abandoned its maddening remote touchpad interface for a touchscreen in new-generation models like the comparably-priced hybrid Lexus ES 300h. But Crown’s minimalist design and touchscreen may be the better combination.
Crown offers one more noteworthy feature: it comes standard with all-wheel drive, unlike Lexus or Prius.
As I pulled into Charlevoix, the temperature indicated an unseasonably balmy 80-degree October day. But winter cometh. And Toyota fans looking to upgrade their Prius may appreciate that Big Brother will have all four corners churning when the white stuff starts to fall.
Next week: Aston Martin DBX707
2023 Toyota Crown
Vehicle type: Front-engine, all-wheel-drive five-passenger sedan
Price: $41,145, including $1,095 destination ($50,169 as tested)
Powerplant: Hybrid-electric with 2.5-liter, inline-4 cylinder; hybrid-electric with 2.4-liter turbo-4
Power: 236 horsepower (hybrid 2.5L); 340 horsepower (hybrid turbo-4)
Transmission: Continuously-variable (hybrid 2.5L); six-speed automatic (hybrid turbo-4)
Performance: 0-60 mph, 7.6 seconds (mfr.); towing, 3,500 pounds
Weight: 3,980 pounds
Fuel economy: EPA est. 42 mpg city/41 highway/41 combined (hybrid 2.5L); 29 mpg city/32 highway/30 combined (hybrid turbo-4); 39 mpg (observed)
Report card
Highs: Simple styling, easy seating position
Lows: Continuously variable tranny continuously drones; cheap features for price
Overall: 3 stars
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Auto show at hyper-speed: Champion Cadillac leads a brand-palooza at IMSA sportscar finale
Posted by Talbot Payne on October 17, 2023
Braselton, Georgia — In front of record crowds for the IMSA Weathertech Sportscar Championship’s 10 Hour Petit Le Mans grand finale, Cadillac won the weekend battle of Detroit superstars by defeating Team Penske and its Porsche partner.
Motorsports events like the grueling Petit Le Mans are much more than just who wins on track.
At a time of declining auto show attendance, manufacturers are finding more venues to showcase their wares, from stand-alone media reveals in remote locations to local Cars ‘n’ Coffees, to sprawling motorsports venues. Cadillac’s win, powered by the Wisconsin-based race team of Action Express, was the headliner in a parade of Detroit Three story lines.
“Manufacturers want to be here because we provide a huge stage for the entire industry,” said John Doonan, president of IMSA and a former chief of Mazda North America operations. “Motorsports are natural events to integrate manufacturer technology and marketing. Events like Petit Le Mans and the Monterey (California) Car Week have become brand showcases.”
With huge global audiences, multiple broadcast opportunities, and historic technology advances, automakers have never been more invested in motorsports. While Cadillac and Ford have gained a lot of ink for their bids to race in Formula One, the world’s biggest motorsports series venue with 445 million viewers, sportscar racing has attracted the most auto brands.
In addition to the Petit Le Mans title fight between Cadillac, Porsche Penske and Acura, the race attracted a capacity 54-car entry (six teams were turned away) that included cars from Chevrolet Corvette, Aston Martin, BMW, Ferrari, Lexus, Lamborghini, McLaren and Mercedes. A 2-hour Michelin Pilot Challenge GT-car race brought in additional brands including Alfa Romeo, Audi, Honda, Hyundai and Toyota.
Most of the brands had big activations in Road Atlanta’s sprawling infield — one of the world’s most famous sportscar racing venues. While the race cars circulated Road Atlanta’s formidable, three-dimensional, 2.5-mile track at speeds of up to 185 miles per hour over 10 hours, fans could take a break from the action and visit what were essentially mobile dealer spaces — stuffed with product — to learn about Cadillac, BMW, Mercedes and other brands.
“I’ve never seen so many people and brands at Road Atlanta. Race tracks are the new thing — they are full of energy and the brands get a lot of energy out of it,” said Steven Cole Smith, a veteran race writer with Hagerty. “It’s a performance showcase and brands want to be there because every other brand is there.”
Notably, few of the luxury automakers (outside of the hometown Detroit automakers) on display at Road Atlanta had stalls at this year’s Detroit auto show and have pulled out of other shows as well.
“IMSA provides a big vendor midway,” said Doonan of a scene that is repeated at other races on the IMSA calendar, including Daytona, Road America (Wisconsin), Mid-Ohio and Watkins Glen (New York) race tracks. “The dealer bodies bring their latest, new products to showcase to fans here. In many cases, they are the production versions of the race cars they see competing on track. IMSA has even had vehicle debuts like the Hyundai Elantra N, BMW X7 and Ferrari 488.”
The racing is also an opportunity for manufacturers to test — and showcase — the latest, cutting-edge tech.
BMW bought huge billboards around the track emblazoned with its 700-horsepower, BMW GTP race car with the tagline: “M power: now electrified.” M is a reference to the brand’s performance models — and the official pace car for the Petit Le Mans field was a 2024 BMW XM plug-in hybrid SUV.
“Manufacturers find value in our audience at a time of an influx of new technology,” said Doonan. “Ours is an entertainment venue, but we also want to be the heartbeat of new technology.”
At the end of Petit Le Mans, the strongest heartbeat belonged to Cadillac V-Series.R (powered by a ground-pounding V-8 similar to the brand’s Blackwing performance sedans on display in the midway), which brought home the GTP title. It wasn’t easy.
Captained by the veteran driving team of Pipo Derani, Alex Sims and Jack Aitken, the #31 car came into the race with a narrow, three-point lead over the Acura ARX-60/Wayne Taylor Racing #10 car driven by Felipe Albuquerque, Ricky Taylor and Louis Delétraz, and a five-point lead over the #6 Porsche Penske 963 entry of Nick Tandy, Matthew Jaminet and Laurens Vanthoor.
The #31 Caddy survived contact in the final hour with the #10 Acura as they fought for position — contact that sent the Acura into the Turn 1 wall and retirement. The #6 Porsche Penske entry, meanwhile, was involved in a massive four-car incident just past the first-hour mark of the race.
The Porsche was towed back to the pits for repairs but returned 70 laps down and out of contention.
In addition to the driver’s and team titles, Cadillac won its fourth IMSA Manufacturers Championship.
“It’s been an incredible season,” said Global Cadillac vide president John Roth. “On behalf of everyone at Cadillac, I’d like to thank IMSA for the incredible work they’ve done to usher in the first year of hybrid sportscar racing.”
Chevrolet wasn’t so lucky as the single-entry Corvette GT.R, which had dominated the GTD Pro class retired at the halfway point with engine problems. The C8.R — one of Corvette’s most successful race cars with 20 wins in 80 race starts — is being mothballed this year as the sub-brand goes racing with the all-new Z06 GT3.R, which will have four cars running next season.
That will rekindle a Chevy vs. Ford rivalry in sportscar racing in 2024 as Ford joins the circus with its Mustang GT3 car.
Ford Performance chief Mark Rushbrook was on hand at Road Atlanta to announce the driver lineup of Joey Hand, Dirk Mueller and Harry Tincknell (the same team that conquered the 24 Hours of Le Mans in 2016 with the Ford GT) and new-to-the-band Mike Rockenfeller.
The Detroit brand rivalry will compete across multiple race tracks next year, including Daytona, Le Mans (France) and, of course, the Petit Le Mans finale in October.
“We’re thrilled to embark on this exciting endeavor and to put our 58 years of global Mustang racing heritage and performance to the test against some of the world’s greatest manufacturers,” said Rushbrook.
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Payne: Penske, Cadillac vie for title this weekend in new era of hybrid sportscar racing
Posted by Talbot Payne on October 12, 2023
Two of Metro Detroit’s highest-profile business brands will be vying this weekend to bring home America’s most prestigious sportscar trophy.
Bloomfield Hills-based Team Penske (aligned with its manufacturing partner and European racing legend, Porsche AG) and General Motors Co.’s Cadillac division go into the final race of the IMSA Weathertech Sportscar Championship at Road Atlanta race track neck-and-neck to win the top-drawer GTP prototype class.
The championship has more significance than just a trophy for both Motor City players.
For Penske, the IMSA quest is part of a journey to win its founder, Roger “The Captain” Penske, one of the few titles that has eluded him in his illustrious career: the 24 Hours of Le Mans. In an up-and-down season, the team fell short of its Le Mans goal last summer, but a season-ending championship at the prestigious, 26th annual Petit Le Mans in Atlanta would be a feather in The Captain’s cap and a strong signal from the team heading into the 2024 campaign.
“The program has taken some punches this year,” said Porsche Penske Managing Director Jonathan Duiguid, reflecting on a year when the team struggled out of the box with mechanical issues at the Daytona 24 Hours and a race-altering crash at the Sebring 12-Hour in Florida. “After Daytona and Sebring, you would have thought we would be a long shot. Now here we are fighting for a championship like we all wanted.”
For Cadillac (as well as Porsche), the win would be hugely significant in the inaugural year of the hybrid sportscar era. Global manufacturers including Cadillac, Porsche, BMW AG and Ferrari S.p.A. are all investing heavily in sportscar racing as part of the industry’s shift to government-mandated electrification. A motorsports championship is bragging rights for technological prowess in the new age.
Porsche Penske’s shot at the title lies with the driving team of Nicky Tandy and Mathieu Jaminet in the #6 Porsche 963, who lies just five points behind the points leader — the Cadillac Action Express Racing duo of Pipo Derani and Alexander Sims. The two teams make up a four-team dogfight for the championship that includes Acura Wayne Taylor Racing’s Ricky Taylor/Filipe Albuquerque (three points behind the leader) and the long-shot BMW M Team Rahal Lanigan Letterman team of Connor De Phillippi and Nick Yelloly (38 points behind).
“To have the four manufacturers fighting for the championship in the first year of GTP is fantastic,” said Derani, who won the IMSA championship in 2021. “There has been a massive amount of effort from all the manufacturers in such a short period of time to build and develop the GTP cars that are very complex and so much learning in just a few months before we went racing. You want to make sure you were the first one to bring a championship home.”
Even if Porsche Penske takes the checked flag at 9.40 p.m. Friday after a grueling 10-hour race, the team is always looking toward the big prize: the 24 Hours of Le Mans next June in France.
Though one of its three entries led at Le Mans this year in the Porsche 963’s inaugural run at the prestigious race, technical issues and accidents befell the team and no car finished better than ninth.
Team Penske knows what a Le Mans victory means to their 86-year-young Captain and to Porsche (going for a record 20th win), and Josef Newgarden wants to be part of the effort. Determined to gain endurance-racing experience ahead of Porsche Penske’s assault on the French race next year, the 2023 Indy 500 winner and two-time IndyCar champ will be in the driver’s seat this weekend of the #7 Porsche 963 — sharing driving duties with Matt Campbell and Felipe Nasr.
“There is no doubt he brings a higher profile to the sport. But the major reason he is with the team this weekend is because he is a qualified driver,” deadpanned Duiguid ahead of the race. “There is a long list of people who want to drive these cars.”
The field of electrified racers will only grow in the next two years as Porsche, Cadillac, BMW, Ferrari, Toyota and Acura are joined by Aston Martin, Lamborghini, Peugot, and Alpine in the hunt for Le Mans immortality.
Motorsports is moving to hybrid racing as the most severe government regulations since the 1970s roil the auto industry. Oil crisis politics in the 1970s led to unprecedented government interference in motorsports, leading to the cancellation of the 1973 Daytona 24 Hour and restrictions on the amount of fuel NASCAR used. Determined to avoid disruptions amidst current government calls to ban gas engines, open-wheel Formula One racing added electric motors to its powertrains in 2014, and international sportscar racing followed this year. IndyCar and NASCAR racing are poised to follow in coming years.
To avoid the massive costs that hybrid systems have brought to Formula One, sportscar racing has adopted a spec racing formula whereby teams share hybrid systems to reduce costs. While automakers like Cadillac (5.5-liter V-8) and Porsche (4.6-liter twin-turbo V-8) showcase their own internal combustion engine technology, engines must be married to the same battery-electric components developed by Bosch, XTrac and Williams Engineering.
“That’s the right way to do it for the future financial sustainability of the sport,” said Porsche Motorsport racing programs chief Urs Kuratle.
The hybrid effort has been a work in progress as teams have integrated the new electric technologies with gas engines in a crash program that began just a year before the first race in Daytona in January. The effort has included extensive safety measures put in place to protect corner workers — and drivers — from the high-voltage electric systems on board in case of failure.
“We’ve made a lot of improvements in the hybrid system,” said Porsche’s Kuratle. “There is still a lot of work to do. Failure is an open book — all teams have access to each other’s data. The focus is on reliability.”
The coordinated effort has inspired the most competitive, most automaker-supported sportscar racing in decades. This weekend’s event will have 54 entries across five classes, with the 10-car GTP car field (and its title dogfight) headlining the field.
“I think everyone would have liked more testing,” said Cadillac driver Derani of the ongoing development of the 700-horsepower hybrid rocket ships. “But the more we go the more we understand, the more we come to grips with those software integrations. It’s something to keep an eye on in this race that starts in the day and finishes in the night. Those little tweaks could end up making a difference.”
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Businesses are joining governments in nudging drivers to go electric. Here’s how
Posted by Talbot Payne on October 12, 2023
Grand Rapids — As governments push automakers to go all-electric or face fines over the next decade, companies are jumping on board the industrial policy bandwagon to incentivize consumer EV adoption.
Uber, for example, wants 100% of its drivers to be behind the wheel of an EV by 2030.
To incentivize EV adoption, the rideshare company’s Green Future program is offering drivers an attractive, $400-a-week rental deal for EVs like a Tesla Model Y; drivers like Matt Williamson, 40, from Allegan County south of Grand Rapids. Williamson has been renting Teslas for the last year.
“Gas prices were killing me,” said Williamson, who drove his own Acura MDX SUV before Uber sent him an email about EV rental opportunities. “I was paying $800 a week in gas, and now I’m paying about $140 in electric bills.”
Uber rents its Model Y to Williamson and other drivers through Hertz, one of the most aggressive companies pushing EV adoption with thousands of EVs in its fleet — and counting. Utilities like Michigan’s DTE Energy, which could see significant growth if its customers add cars to their electric bill, is offering EV tests and incentives. Reaction has been mixed, from Uber drivers saving gas to Hertz renters struggling with charging, to customers experiencing sticker shock.
“EVs aren’t for everyone,” said Williamson while connected to a Tesla Supercharger in a Meijer parking lot. “I live in a rural area — what are people going to do with a Ford Lightning? You can only tow 100 miles with it. But if you live in a city and have access to a DC charger or home charger, then EVs are the way to go.”
Three stalls down, Alexis Gonzalez, 43, plugged in his Tesla Model 3. He had just started renting for $354 a week.
“I got an email from Uber that said I qualified for the EV program since I have Uber Gold status,” he said. “So I thought I’d give it a try.” He had been paying $45 a day for gas in his Ford Taurus, and is now paying about $16 to fill up with electrons. Uber is also sending more business his way since his EV qualifies for higher-priced fares under the Uber Comfort electric service. Uber also gives drivers a $1-per-ride credit for using an EV.
Ride-share rentals are an important part of Hertz’s fleet business, and the company says 50,000 Uber drivers have rented an EV. Hertz says that electrics are cheaper to maintain, have better depreciation costs and earn the company substantial federal subsidies. The company also anticipates that cities will mandate Uber and Lyft be all-electric in the next decade. New York, for example, is requiring ride-share companies be all-EV by 2030.
“Hertz is investing in the largest EV rental fleet in North America,” Hertz CEO Stephen Scherr said last month in New York while donating EVs to city high schools for student training. “New York City (is) a natural accelerator for the most significant transformation that’s happened in the auto industry in a century.”
The rental company plans for 25% of its fleet to be battery-powered by the end of next year (330,000 vehicles) with models from brands including Chevrolet, Tesla, Polestar, Kia, Hyundai, Subaru and Volvo. Under the federal Inflation Reduction Act, many of the EVs Hertz purchases qualify for a $7,500 tax credit.
The company is encouraging its airport rental customers to go electric, too — including a free day’s rental for those who book an EV for two or more days. The experience, however, can be frustrating.
One of those customers is Mary Wilson, 70, of Louisville, Kentucky. A frequent traveler in Hertz’s President’s Club program intrigued by electrics, she arrived on a visit to Baltimore in 2022 to a sea of Teslas in the lot.
“I had never driven an EV before, and Hertz doesn’t give you any guidance,” she said. “I had no idea how to drive a Tesla. I figured out how to put it in Drive, but the annoying thing about Hertz is that it only had 50% of charge.”
Wilson drove the car to her hotel and found a common, 240-volt charger in a subway station next door to charge overnight. But she couldn’t find the Tesla’s charge adapter.
“You can’t get a Hertz person on the phone, so I eventually called emergency assistance and they guided me to the adapter, which was located in a space under the trunk. Fortunately, I had time to kill so I could figure this all out,” she said. Her problems continued on day two as Hertz had set the cabin temperature to 82 degrees. She couldn’t find the climate controls in the 15-inch touchscreen, so she drove with the windows down.
“I loved the car but I was annoyed at Hertz,” she said with a laugh. She subsequently rented a Polestar 2 EV in Palm Beach and Volvo XC40 Recharge in Baltimore and was further put off by the rental company’s requirement to charge the car to 70% upon return or pay a fee — a challenge given sparse charging infrastructure.
“But I now own a Tesla of my own in Louisville, and the rental experience helped me get comfortable with EVs,” she says.
DTE Energy sees EVs as an opportunity to grow its business. And as governments mandate carmaker fuel sources — like utilities — to be fossil-fuel-free, auto industry insiders see a natural alliance between utilities and manufacturers. To that end, DTE is offering a $1,500 rebate to eligible consumers who buy an EV — and rebates to businesses of up to $70,000 per DC fast-charger installation and $2,500 per 240-volt port.
DTE organized six “EV Ride and Drives” this year to get butts in seats. Over the weekend of Oct. 1, drivers could get into a Ford F-150 Lightning, Tesla Model Y, Chevy Bolt, Mustang Mach-E or Alfa Romeo Tonale plug-in hybrid for a three-mile test around Beacon Park in downtown Detroit.
Tiffany Walker, 43, of Inkster got behind the wheel of a Mach-E and an Alfa. She enjoyed the Mach-E’s electric ride and steering, but got a shock from the sticker price of the Ford EV, which crested $60,000.
“EVs are pricey!” she exclaimed. “They need to be more affordable, especially if they want to make everyone go green.”
She owns two gas-powered sedans, a 2016 Lincoln MKZ and 2014 Lexus 350, which she relies on for road trips to far-flung destinations like Washington, D.C., and Atlanta. She also balked at the Alfa’s $45k-plus sticker price, but liked the fact hat it had a gas engine that would kick in when the 30-mile battery range petered out.
“Electric to gas makes a lot of sense. It’s like having two tanks,” she said, though she has no plans to buy a hybrid. “It’s all about affordability. Folks on a fixed income will be priced out of the market by EVs.”
Like Uber and Hertz, DTE claims environmental benefits for EVs, saying that a driver in “Michigan reduces up to 70% of emissions annually compared to a driver of a gas-powered vehicle.” But Uber driver Williamson was less impressed by the green pitch than by the bottom-line benefits.
“EVs aren’t any better for the planet. Battery materials are being mined by slave labor overseas,” he said. “But I was paying over $5 a gallon for premium fuel to drive my Acura. For $175. I put a charger in my house and now I’m saving hundreds of dollars a week in fuel costs.”
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Payne: 2023 Ram 2500 Heavy Duty Rebel is a beauty — and a beast
Posted by Talbot Payne on October 12, 2023
Holly Oaks — Dude, light-duty off-road trucks are soooo 15 minutes ago.
On a sodden Saturday at Holly Oaks ORV Park, I could barely stand along Ridgeline Trail on the park’s west side. At 6-feet-7-inches tall, my 2023 Ram 2500 Heavy Duty Rebel loomed beside me like the War Rig from “Mad Max: Fury Road.”
Thirty-three-inch Goodyear Wrangler all-terrain tires. Power dome hood. Skid plates. Red war paint. A beast.
And a beauty. As I swung my mud-caked boots into the cab, I entered an interior straight out of a South Beach condo. Leather stitched dash, leather thrones, 12.3-inch digital instrument display, 12-inch vertical infotainment screen. What, no sauna?
Bigger is better and my fearsome 2500 Rebel has it all. Heavy Dutys designed for hauling yachts now have yacht-like interiors plus the off-road armor once reserved for Jeeps. Ram follows Ford’s Tremor in bringing its Rebel off-road model to the HD segment — and Chevy isn’t far behind with its first heavy-duty ZR2 trim for the 2024 model year. My friend Scott, a loyal Ford owner, covets the Tremor but was wowed by the Ram’s interior. High praise.
The Rebel badge debuted on the Ram 1500 in 2015, but that truck can’t fit in my garage either. So why not supersize to a 2500 and its monster, 17,000-pound towing numbers. Heck, this thing can tow a garage.
The license plate should be issued by the state of Brobdingnag.
The Rebel HD is massive. Gargantuan. Mega. In addition to the aforementioned highlights, my HD Rebel Crew Cab has a 410-horse V-8 (a 6.7-liter diesel inline-6 is a $9,595 option), 6-feet-4-inch bed, and 13-inch lift . I’m 6-feet-5-inches and had to haul myself into the seat by the steering wheel. Mrs. Payne needed a ladder.
With great size comes great responsibility.
After a night of heavy rain, I drove the HD Rebel to Holly Oaks for some playtime. At nearly four tons, 79 inches wide, and 19½ feet long, the War Rig needs room and I drove it on adaptive cruise control up Telegraph Road so radar would aid my eyeballs in detecting any sudden slowdowns up ahead. War Rig could do serious damage in a collision to a small, 3,000-pound compact car.
Curiously, for all my $80K tester’s luxury, the adaptive cruise will come to a complete stop at a stoplight — then, um, release after five sedans like my wife’s old 2017 Subaru Impreza. Never take for granted these driver-assist systems. Like 1500 Rebel Jr., 2500 Rebel rides on rear coil springs making for a smooth ride with little bed flutter, though the all-terrain tires are predictably noisy compared to all-season offerings.
Continuing the truck’s beauty-and-the-beast duality, the brawny, 6.4-liter Hemi V-8 engine is married to a smooth 8-speed transmission. Flattening the throttle onto I-75 at Exit 93, the 8-speed clocked off seamless shifts before I settled back into cruise control at 75 mph.
Dedicated off-roaders will hook the V-8 up to a trailer where the 2500 Rebel’s max tow capacity increases from the 1500 Rebel’s healthy 11,500 pounds to a spectacular 16,800. That’s enough grunt to plan a big weekend with your buddies towing, say, eight Polaris RZRs with seven riding in the trailer — and another stuffed into the bed with its 3,140-pound payload capacity.
Of course, the HD Rebel will want to join in the fun, too.
But like on-road, its girth needs to be respected off-road, too. To support its weight, the Wrangler all-terrains are pumped to 64 PSI. Ideally, I should have bled them down by half to take on the tortures of Holly Oaks’ landscape. For my short time around the park, I didn’t bother.
That was fine for wide-open throttle donuts on the sandy flats, but the park’s muddy slopes required some tiptoeing lest the beast’s 7,500 pounds become a runaway avalanche. The HD Rebel has a useful locking rear differential for climbs (patience, it takes a while to connect) but you’ll want to pay for the next trim Power Wagon if you want Jeep Rubicon-like, twin-locking differential and front sway bar disconnect. Speaking of Jeeps, 2500 Rebel’s ocean-liner length makes for less breakover angle than the last V-8-powered off-roader I piloted at Holly Oaks, the insane Wrangler 392.
The Wrangler takes the same displacement, 6.4-liter Hemi block and squeezes out another 60 horsepower and 40 pound-feet of torque. Floor Jeep’s 5,100-pound hellion up a Holly Oaks trail and you’ll wake the dead. The HD Rebel was more civilized under my size-15 boot. The Ram’s priority is towing off-roaders and their gear to the trail.
To that end, the interior is practical as well as luxurious.
Jeep/Ram leverages its superb UConnect infotainment system across the lineup — including the HD Rebel. In addition to mirroring my phone, it also provided multiple camera views, the forward-facing view proving most useful as I crawled over Holly Oaks’ trail peaks. But there are other options like a camera with a 55-foot cord should you want to keep an eye on the inside of your trailer.
The center console can be turned into a middle seat to carry a total of six inside the Crew Cab. Legroom is generous, and the rear seats split 70/30. Folding the right seats exposes a flat floor (complete with cupholder for the remaining left-side passenger) so you can load luggage, coolers and gear if the pickup bed is occupied by a motorbike or RZR.
Beneath all the digital wizardry, stitching and leather thrones is a good ol’ rubberized floor. So that when you get home and realize the floor is caked with mud, you can just wash it clean with a hose (ahem, you may need a power washer for the exterior).
Because, come Sunday, you’ll want to throw a coupe of golf bags in back and take the Rebel to the golf club to embarrass your buddy’s light-duty truck.
Next week: 2023 Toyota Crown
2023 Ram 2500 Heavy Duty Rebel
Vehicle type: Front-engine, four-wheel-drive, four-door pickup truck
Price: $68,840, including $1,895 destination charge ($77,395 as tested)
Powerplant: 6.4-liter V-8; 6.7-liter, inline-6 cylinder diesel
Power: 410 horsepower, 429 pound-feet torque (V-8); 370 horsepower, 850 pound-feet torque (diesel)
Transmission: Eight-speed automatic (V-8); six-speed automatic (diesel)
Performance: 0-60 mph, 7.5 seconds (Car and Driver est.); Towing, 16,800 pounds (V-8); 3,140-pound payload
Weight: 7,500 pounds est. (V-8 as tested)
Fuel economy: EPA est. NA; Fuel economy observed while thrashing to Holly Oaks and back: 9 mpg
Report card
Highs: Looks awesome inside and out; tenacious towing
Lows: Ginormous size. . . and price tag
Overall: 4 stars
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Payne: On the trail with the buff Subaru Crosstrek Wilderness
Posted by Talbot Payne on October 5, 2023
Zion, Utah — The Subaru Crosstrek Wilderness’s design was inspired by a hiking shoe, and it wants to explore like a hiking shoe.
I took Subaru’s latest extreme off-road model all over southwest Utah, and at the end of the day it resembled rugged footwear: covered in dirt, mud and as comfortable as when the day began. Utah, of course, is where every off-road vehicle wants to go on vacation, and the roads here are crawling with Jeeps, Broncos, Tacomas and other dirt-kicking creatures.
Subaru engineers like to say that Wilderness models are “not about about conquering nature, they’re about experiencing nature.” Not that my Wilderness tester doesn’t have Jeep-like aspirations.
It is armed with Yokohama Geolandar all-terrain tires, the only vehicle in its class so equipped. Even terrific, more expensive competitors like that $37,690 Jeep Compass Trailhawk and $39,985 Ford Bronco Sport Badlands don’t come standard with dirt treads. The all-terrains’ value is not just in traction, but in reliability. The carcass and sidewall of off-road tires are more robust than their all-season counterparts, which makes for sure-footedness when the asphalt ends and you begin to explore America’s expansive outback.
Utah’s network of outdoor trails is often dyed the color of red rock, but otherwise, they’re similar to dirt roads you’ll find in Michigan: littered with loose rock, ruts and other obstacles. My driving partner Jeff Glucker — an experienced racer and off-roader — groans about all-seasons on trails and their sidewalls’ vulnerability to jagged rocks. In the Crosstrek Wilderness, we were less concerned, barreling along long stretches of gnarly dirt roads at a healthy Baja-like clip. The Wilderness’s lifted 9.3-inch ground clearance (more than a base Wrangler, for goodness sake) and aluminum front bash plate provided additional assurance.
Crosstrek is also equipped with a Deep Snow/Mud feature in X-Mode. Modeled after Sand/Mud/Ruts modes found in Jeep ‘n’ Bronco off-road hellions, X-Mode dials back the traction control systems, changes transmission mapping, slows automatically on steep declines, and even brakes the inside wheels (torque-vectoring, in engineer speak) for better maneuvering across loose terrain.
Designed for off-road use under 25 mph, X-Mode would alert us that it was in use whenever we dropped below that threshold, so that we had a steady chorus — BEEP BEEP BEEP — of beeps as we barreled along the trails. Annoying, but a reminder that the ‘Ru was engaged in the task at hand.
These tools, of course, will only get you so far in the off-road jungle. Our high-speed trails skirted Sandy Hollow Park — a 4×4 playground of deep sand dunes, rocky climbs and general mayhem. Like stepping up to another level in an arcade game, you’ll want to be armed for such challenges with 30-degree-plus approach and departure angles, locking differentials and removable doors for better visibility. You know, Jeep ‘n’ Bronco and side-by-side stuff.
With its modest 20-degree approach, 21-degree breakover and 33-degree departure angles, the Wilderness dares not enter such territory. But the upgraded Crosstrek does come with its own secret sauce so you can still conquest nature: a 3,500-pound towing capacity.
Thanks to clever transmission engineering, that’s an impressive 2,000 pounds more than the standard 2.5-liter Crosstrek, and a hefty 1,500 pounds more than the Jeep and Ford Bronco Sport Badlands competition.
So with that $20,000 you save by not buying a Wrangler Rubicon, you can buy, say, a used Polaris RZR all-terrain vehicle and trailer — then head into the wilderness and go places on the side-by-side even a Wrangler can’t reach.
Experience and conquer nature.
Nature like Zion or Sandy Hollow or Michigan’s Silver Creek sand dunes and Drummond Island. And the Wilderness can get you to such places with minimal time at service stations (always a pain with a trailer) thanks to an expanded 18-gallon fuel tank to complement the sippy, 27-mpg 2.5-liter Boxer 4-cylinder engine under the hood.
Towing, of course, drinks fuel so the ‘Ru would likely get half the usual 486-mile-range on such trips, but that’s still solid. And is still more than the full 228-mile range of the $46K Subaru Solterra electric vehicle. Subie’s core northern customers are notorious tree-huggers, but they also covet their mules’ road trip capabilities.
Industry insiders say auto customers will have to adapt to a new electric era of longer charging times and poorer vehicle range. But the gas-fueled Crosstrek Wilderness will spoil owners rotten with its AWD, all-terrain-tire ruggedness (which would suck range on an EV), cold-weather ruggedness (which would suck 25% of battery range) and towing capability (reduce EV range by 70%).
Subaru residuals are already some of the industry’s best, and expect used ‘Rus to get even more valuable in the electric age. Good thing 97% of Crosstreks are still on the road. Even if you’re just an occasional off-roader, the $32K Crosstrek Wilderness is a heckuva value.
The Subie’s big center screen is more useful than many luxury vehicles (Mrs. Payne loves it in her new Impreza RS, which bears a similar price to the Wilderness Conestoga wagon). Not only did Wilderness sync wirelessly to Android Auto on my phone, but the ute comes standard with a wireless charging pad so my phone didn’t drain while navigating miles of Utah wilderness.
Of course, most of your time in the Crosstrek will be spent navigating the urban jungle, and here the unibody Crosstrek excels compared to ladder-frame, off-road megabots. Though lifted over its hatchback sibling Impreza, the Crosstrek still exhibits sporty road manners. More importantly, its all-terrain tires were quiet on high-speed four lanes where big-35-inch all-terrain tires on more capable off-roaders get loud.
The faux-leather StarTex-equipped interior is nicely segregated from the four-banger up front and even the continuously-variable transmission — the bane of Subarus past — is unobtrusiveness. Only six-footers in the rear seat might feel pinched, but otherwise the interior is a comfortable sanctuary for long road trips.
The Crosstrek Wilderness is wrapped in one of the wilder Subaru tennis shoe designs on the shelf. Like its successful Outback and Forester Wilderness cousins, it is larded with an expansive rubber sole — er, plastic cladding — to the point where the front end is completely black like a Merrell shoe. Wilderness’s signature bronze highlights on the front fascia and the roof supports complete the signature look.
At a time of rising vehicle prices, Crosstrek Wilderness is a welcome value with all-season dexterity and all-terrain capability. Just be sure to keep a hose in back of the garage. This shoe will need regular cleaning.
Next week: 2023 Ram 2500 Heavy Duty
2024 Subaru Crosstrek Wilderness
Vehicle type: Front engine, all-wheel drive five-passenger SUV
Price: $32,290, including $1,295 destination ($35,560 as tested)
Powerplant: 2.5-liter flat-4 cylinder
Power: 182 horsepower, 178 pound-feet of torque
Transmission: Continuously-variable with paddle shifters
Performance: 0-60 mph, 8.1 seconds (Car and Driver est.); towing, 3,500 pounds
Weight: 3,500 (est.)
Fuel economy: EPA 25 mpg city/29 highway/27 combined
Report card
Highs: Quiet on-road, capable off-road; 3,500-pound tow rating
Lows: Tight back seat; backup camera warning chime, please
Overall: 4 stars
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Ford v GM: Andretti Cadillac approved for entry into Formula One racing
Posted by Talbot Payne on October 4, 2023
A Ford vs. General Motors rivalry in Formula One racing took another step closer to reality this week.
The Fédération Internationale de l’Automobile, Formula One’s governing body, approved Andretti Formula Racing’s application to join Formula One with General Motors Co.’s Cadillac luxury division a key partner. Of four applications to enter Formula One submitted last February, Andretti Cadillac was the only one approved by the FIA, a key endorsement of the team’s credibility as it takes on motorsport behemoths like Ferrari, Mercedes and Red Bull.
Ford Motor Co.’s partnership with Red Bull, announced earlier this year, did not need approval as Red Bull is the sport’s reigning champion and Ford will have a drivetrain contract with the team. By contrast, Andretti Cadillac is the equivalent of an NFL expansion team and has a lot of work to do to put together a competitive team.
“Andretti Cadillac is honored that the FIA has approved Andretti Formula Racing’s Expression of Interest for the Formula One World Championship,” said Andretti Cadillac in a statement. “The formation of this distinctly American team is an important moment of pride for all our employees and fans. We feel strongly that Andretti Cadillac’s deep racing competencies and the technological advancements that come from racing will benefit our customers while heightening enthusiasm for F1, globally.”
The FIA’s approval makes it likely that Andretti Cadillac will clear the final hurdle — an agreement with Formula One Management, the series’ commercial rights holder — to officially qualify for the globe-trotting, 24-race series.
Andretti Formula Racing is one of IndyCar’s most successful teams and is captained by Michael Andretti, a former Formula One driver and Indy car racing champion. He is the son of Mario Andretti, a former Formula One champion and Indy car champion. The Andretti family is perhaps the best known name in American motorsport. If not as accomplished as Ford in international motorsport, Cadillac also has a credible motorsports history and has been a consistent IMSA sportscar championship contender and scored a third place at this year’s 24 Hours of Le Mans in France.
“The FIA was very clear in establishing stringent criteria for entry from the outset of the Expressions of Interest procedure,” said FIA president Mohammed Ben Sulayem. “Our objective, after rigorous due diligence during the application phase, was to only approve prospective entries which satisfied the set criteria and illustrated that they would add value to the sport. Andretti Formula Racing was the only entity which fulfills the selection criteria that was set in all material respects.”
While Andretti Cadillac’s application has received some blowback from the existing 10 teams on the Formula One grid because it could cut into their share of F1’s financial pie, the addition of two major American brands is a coup for the sport, especially as it expands in the United States, the world’s richest marketplace.
Formula One has a record three Grand Prix in the States this year — Miami, Austin and Las Vegas — as interest in the sport exploded across the United States in the aftermath of the successful “Drive to Survive” Netflix television series.
“Andretti is clearly up to the task of Formula One,” said Jake Boxall-Legge, who covers Formula One for Autosport, on Motorsport TV. “Moving (GM) into F1 would be a huge positive, simply as a foil for Ford. We’ve seen the Ford vs, GM battle battle play out in Australian supercar (sportscar series), and it could play out in F1 as well. It’s what a lot of people want to see. It would be an interesting undercurrent.”
Ford’s partnership with Red Bull will begin with the 2026 race year as the series moves to more battery-intensive drivetrain and Red Bull intends on leveraging the Blue Oval’s manufacturing experience. The 2026 season brings significant regulatory changes as the sport moves towards a fully-electric future. Teams will use complex hybrid units that drink synthetic fuels and split their 1,000 horsepower drivetrains 50-50 between a V-6 gas engine and 350kW electric motor.
That dovetails with industry and government ambitions for more electrified production drivetrains.
Andretti Cadillac, according to Racer.com, will target an entry for the 2025 season (assuming approval from commercial rights holder) to get the team’s feet wet in the sport before the 2026 regulations kick in. Speculation is that Andretti Cadillac will contract with Renault for its power unit while Cadillac will play a major financial and marketing role.
In addition to the massive global television mega-audience of 445 million people and its growing interest in the United States, GM and Ford want into F1 because the sport’s 2026 driveline changes dovetail with their plans to go all-electric in the next decade. The dueling Detroit entities are committing resources to a sport where over $1 billion is required to develop a powerplant and top teams consume $500 million annual budgets.
“(GM) is a huge car company, and F1 is constantly trying to attract car manufacturers,” said Autosport’s Boxall-Legge. “It’s been short of them for some time; we’ve had four manufacturers doing the engines since 2015. The 2026 regs will bring two more manufacturers in with Ford and Audi (and) F1 is always trying to attract more as a way of attracting more industry money, more industry expertise.”
Honda, Red Bull/Ford, Mercedes and Audi are already on the list of FIA-approved engine suppliers for 2026. Andretti Cadillac in the next few months will move to the final stage of F1 approval. “It would require something strong not to let them into F1,” said Boxall-Legge, who noted that the 2026 regulations allow for an expansion of the current F1 grid from 20 cars to 26.
“We look forward to engaging with all of the stakeholders in Formula One as we continue our planning to join the grid as soon as possible,” said Andretti Cadillac.
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Payne: Behind the wheel at the American Speed Festival
Posted by Talbot Payne on October 4, 2023
Pontiac — At 7,000 RPM, my 1964 Porsche 904 GTS howled through Turn 8 at Champion Motor Speedway at 100 mph in third gear. Hard on the brakes. Downshift to second into the 90-degree left Turn 9, then back on the throttle past the grandstands into Turn 10.
Just like 60 years ago when the 904 was one of the supreme GT sportscars on the planet.
Thanks to M1 Concourse’s American Speed Festival time capsule here at the corner of Woodward & South Boulevard, car fans this weekend can experience what it was like. My historic Porsche is one of over 100 performance cars entered this year across eight classes representing the full cornucopia of motorsport. Le Mans cars are the headliners, celebrating 100 years of the famed, French, 24-hour race. Ford and Porsche GT cars are on hand, as well as prototypes like a 1965 Ferrari 250 LM and 1967-winning Ford Mk IV right out of the Henry Ford Museum in Dearborn.
Corvette is also being celebrated in its 70th birthday year with eight generations of racers ranging from a 1963 Z06 race car to the latest 2023 Z06 production car. There are rare IROC Camaros and Porsches representing the International Race of Champions era when the world’s top drivers — from endurance, formula, NASCAR and rally racing — jumped into identical cars to prove who was best.
As a long-time race fan and driver, it’s special to walk among these iconic cars under M1’s huge paddock tent and talk with owners, drivers and spectators about their significance. But the icing on the cake is that we get to demonstrate these cars on track. In the middle if a major metropolitan area. Just 15 minutes from my home.
Such opportunities are normally reserved for race tracks like Road America in Wisconsin, or Mid-Ohio, or Watkins Glen in New York — race tracks in the middle of farm fields miles from metropolitan areas. But M1 Concourse and its 1.5-mile test track is unusual — an urban treat like Indianapolis Motor Speedway or the downtown Detroit Grand Prix.
My car was one of 108 made in 1964 as part of so-called homologation rules requiring that manufacturers make a minimum number of production cars to qualify for international endurance races like Le Mans. Such rules are still in place today — which is why you see Ford GTs on the street as the production versions of the race cars that won Le Mans in 2016.
Thanks to the Speed Festival, spectators can see up close how cars have changed from my tiny Porsche 904 (I need a shoehorn to fold my 6’5” frame into it) to the comparatively large, modern Ford GT, which grew in size as wings and other aerodynamic tricks demanded wider tires, beefier suspensions, and broader body surfaces.
I modified my Porsche over the years with bigger engines to keep up with other competitors, and my car shares a 318-horsepower, 3.0-liter flat-6 engine (a significant upgrade over the original 180-horse flat-4 egg-beater) with a 1973 IROC Porsche 911 down the paddock owned by Roger Penske .
This historic car was raced by the late, great Mark Donahue — Penske’s engineering and driving partner in The Captain’s early racing days.
Next to Penske’s IROC 911 is a 1977 IROC Chevy Camaro Z28 that was raced by the legendary Indy driver Al Unser. Now owned by Bill Warner out of Florida, the car is being piloted by driver Steve Boyle this weekend.
“It’ a beast, isn’t it?” smiled Boyle as he prepared for his track session. This timeless car makes 450 horsepower from its 5.7-liter V8.
With the soundtrack of cars on track in the background, spectators will see it all here: a 1980 Budweiser Lola Can-Am car, modern Ferrari 488 Challenge racer, Ford Mustang drifter, Fred Calero’s 1400-horsepower GT1 creation, even open-wheel Indy racers. My favorite is the 1968 Lotus 56 STP — its turbine engine bringing the jet engine sounds of an airport runway to M1’s race course. About the only car not represented here are electrics, as EVs’ cost, weight and short range are disadvantages on long-track events.
Speed Festival offers further immersion with seminars inside the Event Center featuring the drivers and creators of some of these historic machines. As I exited the track Friday morning, a Corvette symposium was beginning chaired by Corvette C7 designer Tom Peters and including panelists like Corvette championship driver Johnny O’Connell.
And that was just Friday. Speed Festival’s time capsule continues on Saturday and Sunday with a charity ball benefiting Pontiac, Speed & Style Awards, Ford GT parade laps, and more track time for some of the fastest thoroughbreds ever made.
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Payne: Screaming Z06 is a Ferrari with a ‘Vette badge
Posted by Talbot Payne on September 29, 2023
Pontiac — Some road warriors like to crank up Springsteen’s “Born to Run.” Others prefer Tom Cochrane’s “Life is a Highway” or AC/DC’s “Highway to Hell.”
I’ll take the Chevy Corvette Z06’s flat-plane crank overhead-cam V-8 engine.
Wound at 8,500 RPM around M1 Concourse’s 1.5-mile circuit in Pontiac — WAAAAWRRHH! — the music from the ‘Vette’s four centrally-mounted pipes out back is irresistible. The eight-speed, dual-clutch gearbox downshifts automatically from 4th to 2nd into the hairpin — WHAP! WHAP! — holding gear in the meat of the 6,000 RPM rev band so that I could explode off the corner and down the back straight. WAAAAWRRHH! to 120 mph it howled.
Look back over 70 years of Corvette’s greatest hits, and the Z06’s Ferrari-inspired 5.5-liter V-8 — the most powerful, normally-aspirated engine built today — is right at the top. This is a Ferrari in ‘Vette drag. Taking the Corvette C8’s inherently balanced mid-engine layout, Z06 cranks up the shock stiffness by 30% over the base Stingray’s Z51 track package for a flat, nimble chassis that responded instantly to my steering inputs.
Unlike front-engine ‘Vettes of yore, the car’s 107-inch wheelbase shrank around me, and I rotated easily from corner to corner, nailing apexes with effortless precision. It’s a confident feeling and very close to the screaming, 9,000-RPM flat-6 Porsche 911 GT3 RS — the benchmark for supercar handling and visceral thrills — that I recently destroyed California’s Thermal Raceway with.
Can we compare 911 GT3 RS data (courtesy of Car and Driver) to give you a sense of just how good this ‘Vette is? Same 1.16 lateral g-loads on the skid pad, similar 0-60 mph time (2.6 seconds for Z06, 2.7 for GT3), similar braking (139-feet 70-0 mph Z06 versus 133 feet for GT3). Whoa.
Yet my $147,690 ‘Vette is $125K cheaper than the Porsche — and 1/3rd the price of the Ferrari 269GTB whose engine it mirrors.
These are cars at the summit of production performance — rare gems curated by Ferrari, Porsches, McLaren and yes, Chevrolet — to be supreme on track and on road.
Think I exaggerate? Consider supercar enthusiast Frank Moceri, 58, of Bloomfield Hills.
An avid racer, Moceri’s stable includes a 2012 Ferrari 458 Challenge, 2016 Ferrari 458 Challenge and a 2023 Corvette Z06. High-revving, flat-plane crank V-8s all. Moceri races the Ferraris all over the country from Road America in Wisconsin to Daytona to Sonoma, California.
“The Ferraris are race cars with stripped interiors. They’re lighter, stiffer, better handling — but the Z06 is really good,” he said as we admired his black-and-red Z06 next to my orange tester in M1’s paddock. “I like to take it on track as a break from the hardcore Ferraris.”
The flat-plane crank V-8, the taut handling, the mid-engine style. All that appealed to him, and the fact that the ‘Vette — like his first, 1981 Camaro Z28 sports car — is Made in America by a hometown brand.
“The mid-engine C8 had instant appeal for me when it first came out in 2020,” said Moceri. He tracks his cars and waited for the superior Z06. The only time he’s taken it on the road was for a trip to Florida — where he took it out on another test track, The Motor Enclave outside Tampa (designed by one of M1’s founders, Brad Oleshansky).
“The 1,200-mile trip helped me reach the 1,500 miles recommended by Chevy before tracking the car,” smiled Moceri.
He enjoyed the trip, which is more than a lot of owners can say about their track toys. I had a pal buy a 911 GT3 that he traded it in for a Targa a year later because it was killing his back. Great track car, problematic road car.
Not the Z06 which, despite its stiffer setup, uses its magnetic dampers to good effect in TOUR mode. I ran errands around town with the ‘Vette’s healthy cargo space (the frunk holds a carry-on suitcase, the rear a set of golf clubs) and was no worse for the wear, thanks to the comfortable seats and ride.
Sure, like Dom Turretto showing off his guns in a muscle shirt, Z06 wants you to know it has 670 horses under the rear deck. Start it up in the morning — WHOOM! CRACKLE! POP! — and it’ll wake everyone in the neighborhood. Idle in SPORT or TRACK mode and it sounds like an IndyCar in the pits. Or a T-Rex gargling razor blades. But you can select STEALTH mode to turn down the theater when desired.
It’s part of a cabin filled with high-tech tools to match any luxe vehicle. For 2024, the rear-camera mirror comes standard, which is a good thing because you can’t see out of the narrow greenhouse. Cadillac IMSA prototypes use camera mirrors for better visibility in race traffic, and I found it essential when switching lanes in Detroit traffic as well.
I navigated the metro area with wireless Android Auto, barked voice commands at the screen, programmed the Z MODE steering wheel button, and located the Personal Data Recorder in the screen should I want to record my hot laps.
Because at the end of the day, this rocket is all about hot laps. Track it or sell it.
You’ll know the Z06 by its wicked exoskeleton. Huge front air intakes to feed additional engine oil coolers. Expanded side intakes. And a (must have) aero package with front spoiler, dive planes and rear wing that gives the appearance of a scorpion ready to strike. The aero package makes about 734 pounds of downforce at 180 mph — well below the GT3 RS’s 1,900 pounds — but you’ll never see those speeds unless Nürburgring is your local track.
Better to buy the optional near-slick Michelin Cup 2 tires — or better yet, just buy a set of slicks. On my hot laps around M1, the brakes were so ferocious that the standard Michelin Pilot Sport 4S summer tires (10.8 inches wide front, 13.6 inches rear) struggled to maintain grip. Slicks could take full advantage of the brakes, not to mention the added cornering Gs.
Owner Moceri is so enamored with his Z06 that he thinks Chevy should follow Ferrari and create a Corvette Challenge series with a stripped-down Z06. “I’d buy it,” he smiled. And I doubt he’d miss the stereo with that glorious V-8 soundtrack.
2023 Chevrolet Corvette Z06
Vehicle type: Mid-engine, rear-wheel-drive two-passenger supercar
Price: $112,295 base, including $1,395 destination ($147,690 as tested)
Power plant: 5.5-liter V-8
Power: 670 horsepower, 460 pound-feet of torque
Transmission: eight-speed automatic
Performance: 0-60 mph, 2.6 seconds (Car and Driver); top speed, 189 mph
Weight: 3,434 pounds (mfr.)
Fuel economy: EPA 12 mpg city/19 mpg highway/14 mpg combined
Report card
Highs: V-8 from the gods; tenacious grip
Lows: New-car plastic smell; its limits can only be approached on track
Overall: 4 stars
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Honda debuts roomy, pricey, Ultium-based Prologue EV
Posted by Talbot Payne on September 29, 2023
Farmington Hills — Honda Motor Co. on Thursday unveiled the Prologue SUV, its first electric vehicle for the U.S. market. It’s also the first Honda vehicle built in partnership with General Motors Co. on the Detroit automaker’s Ultium battery platform.
With a targeted price of under $50,000 and an estimated range of 300 miles, Prologue is aimed at the meat of the EV market currently dominated by the $50k Tesla Model Y. As governments from California to Washington, D.C., force automakers to go all-EV over the next 10 years, Prologue marks a different model strategy than Honda has been known for in the U.S. market.
Historically a value automaker, Honda has won over millions of American consumers — and gained a 7% U.S. market share — by conquesting entry-level buyers with sub-$30,000 models like the Civic, HR-V and Accord, then graduating them to $30k-plus family vehicles like the CR-V and Pilot. Further upscale, Honda’s Acura luxury brand has catered to customers looking for premium offerings.
Given EVs’ high costs and high-demographic customer, however, Prologue is aimed more at existing Honda customers who have craved an EV. It will likely be Honda’s most expensive model, with marketing photos showcasing the vehicle charging in an upscale home.
“In terms of the current income bracket for EV buyers they are going to be looking for EVs in this price range with this feature level,” said Rob Keough, director of battery-electric vehicle planning for Honda North America. “It’s going to appeal to Honda loyalists who have been waiting for the right EV in the electric space.”
The Japanese automaker has sold the wee, battery-powered Honda e hatchback in Japan and Europe since 2000 but its limited, 100-mile range and $33k price tag — 50% more than a base-trim Honda Civic — are deemed impractical for the U.S. market. Prologue’s Acura ZDX cousin — also built on the Ultium platform — was introduced earlier this year and is expected to start at $60,000, the brand’s priciest offering.
Some of the vehicles’ sticker shock could be negated by a $7,500 tax credit if they are assembled, as expected, in the U.S. Honda ultimately intends to produce its own EV platform in Ohio.
In addition to the luxury-class Model Y, Prologue will compete against $40k-$45k mainstream badges like the Toyota bZ4X, Kia EV6, Hyundai Ioniq 5, Nissan Ariya, Ford Mustang Mach-E and Chevy Blazer EV. These entries are designed to appeal to the mid-size SUV customer — the largest segment in the auto industry — as automakers try to meet EV sales volume mandates. California, for example, requires that 35% of automaker sales be battery-powered by the 2026 model year or face significant fines.
Prologue intends to gain EV buyers the old-fashioned Honda way: with room and vroom.
The SUV boasts a 121-inch wheelbase that is nearly nine inches longer than the bZ4X — and 10 inches bigger than its gas-engine sibling, the $42,000 Passport. That chassis, with the Ultium battery stored underneath, translates into a best-in-class, 137 cubic feet of interior space, most of which appears intended to benefit passenger space. Indeed, while Prologue’s starting price is closer to that of the $44k EV6, its square, roomy proportions are more akin to the $56k Kia EV9 three-row SUV that debuted recently.
Honda says that the cube-shaped Prologue is infused with the sporty DNA that has been synonymous with Honda since its early racing days. While Prologue isn’t planned for any racing series (unlike the Jaguar i-Pace SUV when it launched in 2018), its low-slung batteries offer a low center of gravity complimented by multi-link front and rear suspensions and available SPORT driving mode.
Prologue comes standard as a front-wheel-drive model with all-wheel-drive optioned. The twin-motor model features 288 horsepower and 333 pound-feet of torque. Its EX, Touring and Elite trims are familiar to owners of other models, and Honda hopes that familiarity will encourage adoption rom green-focused owners who have bought the brand’s Accord, CR-V and Insight hybrid models. Hybrids this year have accounted for half the sales of Accord and CR-V.
Hybrids, however, still rely primarily on gas engines for propulsion and refueling convenience.
Though Honda does not have its own charging network — the secret sauce that has turbocharged Tesla adoption — the company has partnered with six other manufacturers on building a national EV network. To maximize the existing, spotty, third-party EV network established by companies like Electrify America and EVGo, Prologue is equipped with Google Built-In. The infotainment operating system is equipped with Google Maps that, Honda says, will recommend charging stations on a road trip to optimize travel time — and even pre-condition the battery ahead of a charging stop.
Prologue’s 85 kWh, 400-volt, Ultium battery pack can add 65 miles of range in 10 minutes on a DC fast-charger, a long way from the 450 miles in three minutes from a gas-powered Passport. It’s also shy of the 800-volt platform Hyundai/Kia family and their 148-mile charging capability in 15 minutes.
Most EV owners are homeowners and charge in the garage. For those customers, Honda is eager to accommodate with a free 240-volt home-charging station, $500 installation subsidy and $100 public charger credit. Buyers can also opt for a portable charging kit, $250 installation credit and $300 public charging credit, or a simple $750 public charging credit.
Inside, the Honda offers a clean, high-tech cabin designed to maximize interior space. Like Tesla, the Prologue is operated by a steering-wheel shift stalk to open console space. The two-tier console offers class-leading storage capacity, a multi-use tray that enables twin smartphone changing, and big cupholders that can handle 32-ounce bottles. Standard safety-assists include rear cross-traffic braking, rear pedestrian alert, and blind-spot steering assist.
All this is wrapped in a simple exterior package that conforms with today’s simple Civic and Accord designs. Honda’s logo anchors the front fascia and H-o-n-d-a is spelled out on the rear tailgate. Prologue adopts the brand’s international “e:series” badge as well. The debut model featured a fresh paint color called North Shore Pearl.
“The arrival of the all-new Honda Prologue is a pivotal moment for the brand,” said Lance Woelfer, American Honda assistant vice president of sales. “Prologue is aptly named as our first volume Honda EV, a stylish, sporty and spacious SUV that will take us toward our vision of 100% zero emissions vehicle sales by 2040.”
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
American Speed Festival: Le Mans racers, Corvettes and Indy cars
Posted by Talbot Payne on September 29, 2023
Pontiac — Celebrate 100 years of the 24 Hours of Le Mans, 70 years of Corvette, and 50 years of the International Race of Champions as the third annual American Speed Festival takes over M1 Concourse auto club this weekend.
The celebration of motorsports performance, which opens Friday and runs through Sunday, puts an exclamation point on a month of auto shows in Metro Detroit, including Detroit 4fest, the North American International Auto Show and Concours d’Elegance.
American Speed Festival is not just an opportunity to see some of the most historic race cars ever made, but to see them in their natural habitat — on track — as many of the cars take to M1’s 1.5-mile Champion Motor Speedway.
“The American Speed Festival aims to preserve the rich heritage of motorsports and ignite a passion for automotive excellence in present and future generations,” said M1 Concourse CEO Tim McGrane of the 2023 event sponsored by Comerica Bank and WLLZ.
Held on M1’s 87-acre property at the corner of Woodward and South Boulevard in Pontiac, the event hosts a wide range of historic performance cars from Indy racers to NASCARs to endurance racers and state-of-the-art supercars. Attendees can ogle the cars under M1’s large paddock tent and talk with the owners and race teams that maintain them. Then they can grab a hot dog from a food truck and head to the grandstands as the four-wheeled greyhounds go out on course in their respective “Speed Ring” sessions.
The chorus of V-12, V-8, and turbocharged engines is beautiful music at the facility. Friday will feature a special parade of Corvettes and Saturday a Ford GT40 parade.
Endurance cars from 100 years of France’s prestigious 24 Hours of Le Mans will headline the event. Le Mans has long been the standard for sportscar speed and reliability. The so-called Circuit de la Sarthe has seen battles over the decades between some of the most famous marques in racing with the Ford v Ferrari battle of 1966 recently the subject of a popular Hollywood film.
Among the Le Mans cars present will be the red-and-white-striped 1967 Ford Mk IV, which AJ Foyt and Dan Gurney piloted to victory in 1967, the second straight year that Ford beat Ferrari to the finish line. The 427-cubic-inch Mk IV recorded speeds on the nearly four-mile long Mulsanne straight of 230 mph and won the race at a record average speed of 135 mph. The Speed Festival will be a rare appearance for the ’67 Ford outside of its Henry Ford museum home.
Honoring the 70th anniversary of Corvette will be gems like the 1963 Z06, which raced and won in both SCCA A/Production class and international FIA racing. The Z06 was piloted by Dr. Dick “The Flying Dentist” Thompson. Other notables include numerous Calloway Corvettes that competed in endurance racing in the 1990s and early 2000s, a 1962 Le Mans Corvette entry, and a 1959 so-called CERV-1 from Chevy, which was an early exploration of mid-engine layout that eventually found its way into the 2020 Corvette C8 that’s on the road today.
The International Race of Champions — IROC to enthusiasts — was motor racing’s All-Star game, which ran from 1973-2008. The series featured the sport’s best drivers competing in identical sportscars like, say, Porsche 911s. Speed Festival will showcase three championship-winning cars from the IROC era.
But wait, there’s more. In the tradition of Speed Festival, the grounds will be littered with significant Indy cars.
Consider the 1968 Lotus 56 STP Turbine, one of that decade’s experiments with jet engines in race cars that produced astonishing speeds around Indianapolis. The Lotus 56 pumped out 500 horsepower at, ahem, 45,000 RPM and was banned for being too fast.
Other notables include a 1963 A.J. Watson Roadster, the first Indy car to record laps in excess of 150 mph, Gordon Johncock’s sixth-place 1990 Lola T90 and a 1977 Team Penske McLaren driven by Mario Andretti at the Indy 500.
After the on-track action Friday, spectators can buy a ticket to the Garage Reveal and stroll M1 garages where local collectors keep some of the area’s finest cars. Ogle collections of Ford GTs, Lamborghinis, Porsche 911 GT3s and more. Dinner is included on the tour.
It wouldn’t be a Metro Detroit show without a charitable ball, and Saturday ends with the swank Checkered Flag Ball presented by the Checkered Flag Challenge, M1’s philanthropic arm. The ball benefits M1 Mobility and the Pontiac Community Foundation.
General admission ickets for the American Speed Festival are available for $25 (66% off last year’s price). For tickets and more information, visit www.americanspeedfestival.com.
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne
Detroit News Readers’ Choice Awards: The best of the 2023 Detroit auto show
Posted by Talbot Payne on September 22, 2023
Detroit — The Detroit News Readers’ Choice Awards results for the 2023 North American International Auto Show are in and hometown brands are the big winners. Across eight categories, Cadillac took home two trophies, including the CT4 sedan for Best in Show. Dodge’s electric future looks bright as the Dodge Charger SRT Banshee EV concept got two wins, for Muscle Machine and Top Concept.
There are lots of auto awards, but none quite like Readers’ Choice. The annual trophies are the only prizes decided by the people who are the focus of the Detroit auto show: consumers.
Ballots in hand, 100 News readers descended on the Detroit Show floor Sept. 13 tasked with passing judgment on 35 brands inside Huntington Place. The show was neatly organized in one, main exhibition hall, but the choices were dizzying, from electric pickups trucks to hot hatches to jacked dirt-kickers.
Here’s the list of winners:
Best of Show
In an age of electric hype and SUV domination, the Cadillac CT4 sedan pulled a shocking upset by winning Readers’ Choice top prize. The CT4 is the entry-level vehicle from GM’s luxury brand. One of the sportiest cars in segment, CT4 is powered by rear or all-wheel-drive and offers three engine options — including the ferocious, 472-horse, turbo-6 cylinder monster found in the BMW M2-fighting CT4-V Blackwing. The CT4 even beat out its sister CT5 sedan, which headlined the Caddy display with exterior and interior updates.
Off-Road Warrior
The off-road wars are in full swing. Witness the dueling rollercoaster rides on the show floor featuring the Jeep Wrangler and Ford Bronco. The Bronc got the nod from jurors this year with its bold styling and user-friendly cabin. Though the Jeep line has been updated for the 2024 model year with bigger screens and trims, the Bronco’s 37-inch tire, 418-horse, Raptor had tongues wagging.
Most Electrifying
The gas-powered CT4 got Best in Show, but jurors were also impressed by Cadillac’s first electric offering, the Lyriq. With a front end that lights up like the Fox Theatre marquee and a 33-inch dash screen, the mid-size crossover previews the brand’s transition to all-electric-power by 2030.
Top Concept
Jurors liked the futuristic Lyriq — but also want to get to the electric future fast in the Dodge Charger SRT Banshee EV, Dodge’s first EV. The Banshee was inspired by the original 1969 Charger Daytona, the first NASCAR to hit 200 mph. To keep the EV on the ground at such speeds, the concept even features a front, aerodynamic, so-called R-Wing — also inspired by the NASCAR.
Bargain Buggy
The average price of a new car these days pushes $50,000 as manufactures introduce expensive EVs and mega-trucks. But there are affordable new entries as well, like the $21,495 Chevrolet Trax SUV that comes standard with wireless Android Auto/Apple CarPlay, roomy interior, and a stylish Activ trim that is still under $25k.
Top Family Hauler
It took awhile, but Jeep has finally entered the mega-ute wars with the Grand Wagoneer. Based on the Ram truck chassis, Grand Wagoneer goes head-to-head with the Cadillac Escalade and Lincoln Navigator with lux and style, including three — count ‘em, three — screens across the front dash. Interior room is palatial, horsepower plentiful, and the Grand gets a big, $100k sticker to match. Jurors awarded Jeep’s efforts with their top SUV award.
If Money Were No Object
If you have over $100k in the bank, however, jurors recommend that you put the BMW 760 on your shopping list. The all-wheel-drive 760 is the 7-series sedan’s top model and can push $150,000 if you outfit it with red interior, automatic open-and-close doors, 536-horspower twin-turbo V-8, seat massage, and rear-seat entertainment suite complete with a drop-down, 31-inch rear movie screen. Put up your feet on the ottoman in back and tell James to drive to the club.
Muscle Machine
Dodge may be ditching its iconic, Challenger and Charger V-8s, but jurors don’t think that’s the end of muscle cars. The battery-powered Charger SRT Banshee EV promises neck-snapping, all-wheel-drive acceleration — and a loud soundtrack to go with it. Dodge promises the Fratzonic Chambered Exhaust — which looks like a pipe organ hanging out back — will amplify the twin electric motors’ silent whir into a 126-decibel, V8-like howl worthy of the SRT badge.
The Detroit auto show runs through Sunday, Sept. 24 so you can check out all the jurors’ picks.
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Payne: Come aboard for a tour of the BMW 760i land yacht
Posted by Talbot Payne on September 21, 2023
Charlevoix — The BMW 760i is a land yacht. Striking bow. Sumptuous living quarters. All the latest technological amenities that require a shelf of manuals to operate. A big ol’ V-8 engine below decks to get you to your next port of call.
Let me give you a tour.
Like a yacht, I took the BMW’s flagship model up north to Charlevoix for the weekend. But I didn’t tow it, I drove it. The Lake Michigan coastline is peppered with marinas stuffed with sailboats, motorboats and yachts in summertime. Not all of us own a boat, but we have friends who do. They tend to be generous — welcoming friends aboard their prized assets for entertainment, water skiing, or just to hang out and watch fireworks.
Celebrity yachts are measured in feet like, say, the DeVos family’s 178-footer or Kid Rock’s 200-foot cutter. The seventh-generation 7-series length is measured in inches (212 to be exact) but has no less presence. The bow is particularly formidable with its enormous kidneys, black trim and squared-off hood that reminded many of my passengers of a Rolls.
There was no Spirit of Ecstasy hood ornament parting the waves, but the front end is so tall that BMW has adopted mid-facia headlights (like many SUVs on the market) to reduce glare for oncoming traffic. The Jeep Cherokee innovated this design back in 2014, but it has since been adopted by premium brands from GMC to BMW to Buick. With the headlights next to the grille, the fascia focus is on the thin LD “eyebrow” lights at the hood-line.
The rest of the car’s flanks are simple, clean, business-like. The real action starts when you open the front door. Or rather, when it opens for you.
Push a button on the Bimmer’s slab-like doors and they briefly gap — then swing open automatically (though not too far if another vehicle is parked next door) to welcome you in. Slide in, press the brake pedal and the door swings shut behind you. Or just speak and the door will close. Cool.
Want to exit? Push the door icon on the left-side dash and the door automatically opens for you to get out. Walk away from the 7, and the doors will swing closed behind you with the touch of the BMW fob. There are myriad other options to learn, and buyers should insist on a day-long course to cover them all (heck, my wife got a healthy electronics course when buying her $30K Subaru).
Like the exterior, the interior is beautifully, simply crafted. A curved, hoodless 27-inch screen dominates the dash — 12.3-inch digital instrument and 14.9-inch infotainment displays contained within. They are supported by wireless Android Auto so you can tell the car where to go (another hiccup: the native voice recognition system is inconsistent). Though BMW was a pioneer of remote rotary screen controllers 20 years ago, the brand now also offers touchscreen control for our smartphone era. I never used the controller (nor did anyone else who drove it) — an artifact that now takes up precious console room.
That console space is helped by a small, exquisite glass shifter. Yes, glass. While BMW has been experimenting with a variety of polarizing exterior designs — 10-story kidney grilles, Lego block M2s — its interior use of glass controls is beyond reproach. Check out the jewel-like glass seat controls on the 760i. They are as functional as they are beautiful.
But the real interior show is in the back seat. Literally.
In the front infotainment display (among the blizzard of apps) is a blizzard of modes to match your mood (SPORT, EXPRESSIVE, RELAX). One of those modes is THEATER.
Activate it and the entire rear seat turns into an Emagine cinema. A 31-inch screen (equipped to show movies, Fire TV channels and so forth) folds down from the roof. Blinds go down across the side and rear windows. If the front passenger seat is empty, the right rear-seat occupant can turn their seat into a Barcalounger to better enjoy the entertainment.
Access the mini-screens on the door handles (yes, the door handles have mini-screens), then choose the chair recline option, which not only collapses the front seat but activates an ottoman for your feet. Be sure and fluff up the pillow attached to the rear headrest. What, no drink bar?
The rear passenger can further take control by activating seat massagers for the entire cabin. Kudos to one of my family members for discovering this feature while I was driving. Should the driver be annoyed by this intrusion, they can switch the massager off in their own front screen. Drivers are likely to be more annoyed by discovering they can no longer see out the back of the car thanks to the blind over the rear window. My tester did not come with a rearview camera mirror. A rare technical hiccup.
There is no hiccup when it comes to power. Talk to boat companies and they demand big engines to handle the Great Lakes’ multiple weather challenges — and to simply get their successful passengers where they need to go on time.
The 760i sports a thumping, 4.4-liter, twin-turbo V-8 with 536 horsepower and enough torque to tow the Queen Mary. Mated to an eight-speed automatic, it’s as smooth as you’d expect from one of the world’s premier engine makers. And the addition of rear-wheel-steer helps it carve sharp corners (and tight parking lots). Yet, the eight-holer — even in SPORT mode — seems as removed as the engines of cruise liners deep below decks.
Just like mega-yachts, the 760i comes with hands-free driving (on divided highways only), with a camera monitoring you from behind the instrument display to ensure you stay engaged. BMW trails Cadillac’s Super Cruise, which is the best hands-free system I’ve driven from Detroit to Charlevoix. The Bimmer performs similar tricks like auto lane changes but it hasn’t mapped as much interstate as Super Cruise and the system cut out frequently during my journey. Neither does it have subtle features (innovated by Ford’s BlueCruise and Tesla Autopilot) that automatically move your vehicle to the outside of the left-lane when passing large 18-wheelers.
For a $150,000 land yacht, these are notable misses. Though most owners — especially those who will experience this vehicle entirely from the rear seat after hiring a skipper — will never explore its myriad features.
Instead, they will enjoy showing off their state-of-the-art craft, from its cabin glass sculptures to its lovely graphics interface to its luscious red leather seats (just like the ones in the Bimmer in the latest “Mission Impossible” movie).
If one of those owners invites you on deck for a tour, be sure to accept.
Next week:
2023 BMW 760i xDrive
Vehicle type: Front-engine, all-wheel-drive five-passenger sports sedan
Price: $114,595 base, including $995 destination ($149,045 as tested)
Power plant: 4.4-liter twin-turbocharged V-8
Power: 536 horsepower, 553 pound-feet of torque
Transmission: eight-speed automatic
Performance: 0-60 mph, 4.1 seconds (mfr.); 130 mph
Weight: 5,095 pounds
Fuel economy: EPA 18 mpg city/26 mpg highway/21 mpg combined
Report card
Highs: Technological showcase; powerful V-8
Lows: Lags in self-driving tech; polarizing styling
Overall: 3 stars
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Payne: Behind the wheel of Bollinger’s ambitious, commercial e-truck
Posted by Talbot Payne on September 21, 2023
Ann Arbor — With instant torque, innovative electric platform, and high-tech interior, Silicon Valley-based Tesla remade perceptions of the luxury automobile. Oak Park-based Bollinger Motors wants to do the same for an entirely different segment: Class 4 trucks.
Step on the throttle of the eight-ton Bollinger B4 box delivery truck and it squirts forward like a Tesla.
Turn into a roundabout and it stays planted, thanks to the huge, 158-kWh battery located low between the frame rails. Turn into a parking lot and its innovative platform allows for tight turning. It’s ideal for central-city deliveries, and it’s a long way from the off-road-focused, Bollinger B1 and B2 Hummer fighters that CEO Robert Bollinger envisioned when he founded the company eight years ago.
“Commercial EV trucks sales will outshine retail sales right away because every fleet wants them, every state is for them, and the federal government is giving subsidies. A lot of customers want B4 and B5,” said Bollinger, 56, of the commercial truck class that carries as much as 16,000 pounds and is dominated by diesel-powered Ford F450s and similar giants from General Motors Co., Mercedes-Benz, Stellantis NV, and Isuzu.
The multibillion-dollar Inflation Reduction Act — Bollinger calls it the “Biden Act” — was key to opening the floodgates to billions in federal subsidies to back up government plans to eliminate gas-fired commercial trucks just as it has targeted gas-driven retail vehicles for extinction by 2035.
To achieve that goal, the U.S. government is offering $40,000 tax credits for each commercial truck (which typically sell for $85,000-$175,000) — similar to the $7500 offered on the sale of EVs like Tesla. But where Tesla has sold like hotcakes for a decade with or without government subsidy, Bollinger says that the $40k tax break is key to EV truck adoption.
“We purposely did a Class 4 because we knew the Biden Act was coming,” he said from behind a B4 steering wheel. You’ll know the Bollinger trucks by their “B’ logo on the fascia — formed by a stacked pair of greater-than symbols.
Where Tesla built a network of DC fast chargers that enabled its vehicles to go on long-distance trips as well as plug in at home, Bollinger sees its business as local. For now, trucks carrying big loads are severely limited for distance driving compared to their diesel peers.
Bring EV trucks into an urban environment, however, and the equation changes.
My B4 tester at the University of Michigan North Research Campus Research Complex weighed in at 50% of capacity (7,770 pounds) and was equipped with a 800-volt platform, 110-200 miles of range, and charge port behind the cabin that could fit a DC fast charger or 240-volt charger.
With electric infrastructure in industrial parks, buildings, and homes throughout metro areas, the B4 can charge more cheaply overnight after a 200-mile delivery day than a comparable diesel truck can fuel. And — assuming that big, $40k government subsidy, of course — the B4 would be cheaper to operate because of its simple, rear electric motor and the ability to charge using cheap off-peak utility rates.
Bollinger expects local governments in big cities like New York and San Francisco to increasingly penalize gas-powered vehicles, which would give the e-truck a further cost advantage.
The vehicle’s operation is conducive to central-city driving.
The B4’s 44-foot turning circle — credit Bollinger’s narrow front rails— makes for better maneuverability in urban areas, and the truck’s 702-pound feet of instant torque makes merging onto traffic — think the Lodge‘s short on-ramps — much easier.
CEO Bollinger started his journey inspired by Tesla and its re-invention of the automobile. But as he entered the commercial space, he and his team learned the value of contracting with existing suppliers — not just for cost saving, but also for customer security. The rear axle is sourced through Dana, the battery through ONE, and final assembly is by Roush to ensure reliability.
“We’re operating in the same commercial environment that’s existed for 70 years,” said Bollinger, an avid environmentalist. “We sell them through dealers. Then they work with upfitters — the same people who work with diesel trucks — who sell to fleets. B1 was our dream, to make exactly the way we wanted to. The B4 is other side of the coin, we’re giving (customers) exactly what they want.”
The B4 will be on sale in the second quarter of 2024 for utilities, landscapers and delivery fleets. Bollinger said that the same clients are knocking on his door for a B5 (Class 5 truck with 16,001-to-19,500-pound rating).
Like Tesla and other retail EVs, the B4 comes with limitations. Its battery is sensitive to weather changes — heat, cold, heavy rain — which can reduce range by 25-40%. On the other hand, Bollinger equips its trucks with Lithium Iron Phosphate batteries (LFP) rather than the Nickel Manganese Cobalt batteries (MNC) more commonly used in retails EVs because LFP batteries are less prone to fire.
LFPs also don’t contain cobalt, says Bollinger electric controls director Willian Wheeler, which has caused political issues for manufacturers since most cobalt is sourced from child labor mines in the Congo. China, however, remains an issue since some 60-80% of battery minerals are sourced there.
“The commercial vehicle market is unlike retail in that it’s very relationship-based,” said Jim Connelly, who came to work for Bollinger after 25 years at GM in marketing. “It’s great to be with a start-up where we can build the product right from the ground up.”
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
How six Ferraris appeared on the 2023 Detroit auto show floor
Posted by Talbot Payne on September 21, 2023
Detroit — The Detroit auto show is showcasing an exotic car display for the first time during public days. The Detroit Auto Dealers Association dutifully pulled Porsches, Astons, and McLarens from local dealers.
But they really wanted their first exotic car stable to really pop.
So they called up Lauren Mendelson, a Metro Detroit car collector with one of the finest Ferrari collections anywhere. The result is a North American International Auto Show loaded with the latest Jeeps, Fords, Cadillacs — and six jaw-dropping Italian stallions to wow crowds.
“The show team came over the week before the show opened for media days, looked over my collection, and selected the six they wanted,” said the Royal Oak-based collector. “Then we drove them all downtown. The city is going through its second renaissance, and I’m very proud to be part of this show.”
Stroll over to the exotic display behind the Jeep rides, and a silver and yellow 2020 Ferrari Monza SP1 will stop you in your tracks. The 799-horsepower, V-12-powered, single-seater is one of just 499 made and cost well over $1 million when new.
But wait, there’s more. Sharing the stable is a mid-engine 2010 458 Italia, 2020 F8 Tributo, 2015 458 Speciale A convertible, and two front-engine beauties: a 2008 599 GTB and a 2014 F12 Berlinetta.
“The main ingredient that all my cars share is style,” said Mendelson of the only privately owned cars on display. “I love the design of all these cars, and I love their performance.”
Once upon a time, exotics like these could only be seen at an exclusive, $250-a-ticket Saturday evening at a local hotel prior to the show. This year, they are available for viewing to anyone with a $20 ticket ($10 for children).
Mendelson has a few other toys in her collection beyond the Ferraris. Rare cars like a 2003 BMW Z8, Mercedes AMG GT Black Series, Alfa 8C Competizione, 2010 Morgan AeroMax, and maybe the best-looking, modern mid-engine sports car: a 2021 Ford GT Heritage.
Mendelson exercises them all to keep them in shape.
“They have to be driven. Like humans, they’ll get old and stiff unless you move them around,” she smiled. “The Ferraris are elegant and powerful to drive, but the Ford GT is different. You really feel like you’re part of the road. Each car has its own personality.”
While the Ferraris will headline the Detroit show, there are other chances to ogle cars from Mendelson’s collection. Her cars have appeared at Eyes on Design, Concours d’Elegance, and her GT Black and Ford GT will be on display at the American Speed Festival at M1 Concourse later this month.
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
Payne: The best things to see at the 2023 Detroit auto show
Posted by Talbot Payne on September 21, 2023
Detroit — The 2023 North American International Auto Show is like a shopping mall — with rides.
In the new era of auto shows, it’s not about the vehicle reveals (for the most part, those are now independent manufacturer events); it’s about creating a good retail experience. If the Big Apple show is about premium rides and LA is about green vehicles, then the Motor City is about the auto manufacturers next door.
Detroit is the only home to three automakers, and they are the anchor stores at Huntington Place Mall — er, convention center. General Motors and its brands anchor the southeast corner of the exhibition hall, Stellantis the northeast corner, and Ford is at the center. Displays are big, colorful, with lots of cars and digital screens.
Toyota also has substantial store space with Volkswagen, Honda, Kia, Hyundai, and Mini showing boutique spaces. Absent are full-line model displays from significant brands like Mazda, Subaru, Nissan, BMW, Mercedes, and Acura — a shortcoming of other shows as well.
Like the Mall of America in Minneapolis, the Detroit show has amusement rides. Five in all, from electric vehicle tracks to Jeep and Ford rollercoasters. The icing on the cake is a premium car display anchoring the floor’s northwest center. The Detroit Auto Dealers Association has rolled in a cornucopia of exotica, including Ferrari, McLaren, Aston Martin, Lamborghini, Bentley, and more.
Bring the whole family and spend a day at the mall. Here are the must-sees at the North American International Auto Show.
EV track. You might spend half the day here. Taking up 20% of the floor’s space in the southwest quadrant, the EV track features over a dozen electric vehicles to ride. And these aren’t granola-mobiles, but some of the fastest cars on the planet. The drivers are eager to show you what they can do. Pile the family into a GMC Hummer pickup (0-60 MPH in, ahem, 3.0 seconds) or Tesla Model S sedan (0-60 MPH in 3.1 seconds) and hold on. With instant torque, the EVs will leave your vertebrae imprint on the seats as you rocket to 45 mph on the back straight.
That’s right, Tesla is in the house. In a rare sight at a U.S. show, S, X, and Y models are on hand for rides. Smartly, organizers have arranged “pit stalls” so showgoers can choose the vehicle they want to ride in. Stalls include Tesla, GMC, Cadillac (Lyriq), Ford (Mach-E), VW (ID.4) and more. Expect lines, so plan accordingly. If it’s nice outside, check out the second EV track, which takes you along part of the Detroit Grand Prix course.
Jeep, Ford, Ram tracks. For the best view of the show, climb into a doorless Bronco or Wrangler and ride into the rafters. The mini-rollercoaster isn’t as quick as the EV course, but it’s a taste of the capabilities of these off-road warriors. The ride also showcases vehicle capabilities over rough terrain and at steep side angles. The Ram activation won’t take you into the ceiling, but it will show off the 1500’s towing muscle.
Ford F-150. Ford is making a habit of dropping big reveals on NAIAS, and this year, they’ve wheeled out the latest F-150 truck, the best-selling vehicle in America. The brute gets updates across its model lineup from a base XL to a six-figure Raptor. Ford is featuring the off-road Tremor model, and it’s a beaut. Check out the new “coast-to-coast” grille, modular front bumper armed with a winch, and knobby off-road tires. But the real fun is out back, where the bed (that’s why you buy a pickup, yes?) shows off the new Pro Access Tailgate with a built-in swing-gate for easier cargo access. Once in the bed, check out the new Bed Storage Box for your small tools and accessories.
Ford Mustang GTD. Ford’s iconic Mustang enters the supercar stratosphere. The GTD is a street-legal race car injected with all of the Ford Performance division’s steroids. Using the same supercharged, 5.2-liter V-8 powerplant as the GT500, GTD (named after the IMSA racing class) cranks up the wick to over 800 horsepower. Like a scorpion’s tail, a huge wing sprouts from the rear for downforce to keep the beast planted. The ‘Stang also boasts a $300,000 supercar price. OMG GTD.
Performance. There’s plenty of horsepower on the floor beyond GTD. A Cadillac CT5 Blackwing lurks in the GM display, complete with 668 horsepower from its 6.2-liter V-8. The single-seater, 799-horse Ferrari Monza highlights the exotics. You want a super truck? The Ram 1500 TRX Final Edition cranks out 702 horses. And for those on a budget, check out the 300-horse, all-wheel-drive Toyota GR Corolla hot hatch for under $40K. That’s GR as in GRRRRRR.
Screen wars. Ever since the Tesla Model S debuted a 17-inch console screen, the screen wars have been on. Inspired by the Lyriq EV, the new Cadillac CT5 and XT4 both boast curved, 33-inch dash displays. Every automaker has its take, but the 2024 Lincoln Nautilus is the first U.S. vehicle to offer a pillar-to-pillar, full-dash display. Measuring 48 inches across, this jumbotron is so big that it needs its own command screen, which sits in the center console. Program jumbotron to your liking and all your data is at eye level to keep your head up.One more thing. Be sure to let the kids ride the toy, electric Jeeps. You’re never too young to drive.
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.
GMC Acadia goes big with all-new version of SUV
Posted by Talbot Payne on September 21, 2023
Detroit — The GMC Acadia is going big.
General Motors’ premium brand unveiled an all-new version of its mid-size SUV at the Detroit auto show Wednesday, and it might have fit half the grandstand that attended. The third-generation expands its wheelbase by 8.4 inches, its overall length by 10.6, and its height by 3.2 inches — for a much larger interior. The Acadia now comes only as a three-row SUV with seating for seven or eight, and an 80% cargo increase behind the first row seats (a 36% increase if the third-row seat is stowed).
In the outgoing two-and-three-row Acadia, GMC skimped on third-row space. Now Acadia lavishes its third row customers with attention. Not only does the third-row seat provide enough head-and-legroom for six-footers, but designers re-engineered the C-pillar to accommodate a much bigger window for third-row passengers to count cows on long road trips.
There’s more glass room overhead as well as the Acadia now options a panoramic roof in upper trims. Speaking of trims, Acadia ditches, entry-level alphanumeric trims for an Elevation base model followed by the Elevation Premium, rugged AT4, and posh Denali.
The pricey AT4 and Denali trims are expected to make up 50% of Acadia sales in the hot-selling mid-size gas segment — along with the huge Chevy Traverse and Buick Enclave that are built on the same bones. Big margin, high volume gas SUVs from the GM trio are crucial at a time when Cadillac is expected to go all-electric with its next-generation, 2025 XT6 amid uncertainty about the future of large, battery-powered SUVs.
Beginning with the 2017 model year, Acadia was built on the same, smaller, gas-powered chassis as the current XT6 — but GMC marketing since found that American crave more space and so the GMC has joined its Chevy and Buick siblings in offering a penthouse-sized interior.
“For this next generation, our mission was to reimagine the design and the proportions of the Acadia to create a bolder, more commanding presence,” said design lead Ben Zavala. “With its assertive, powerful stance, the 2024 Acadia evokes a truck-inspired persona, infused with the brand’s signature premium feel.”
The penthouse includes the latest tech as Acadia gains an enormous, thin, 15-inch vertical screen that dominates the center console. It’s similar to the 17-inch screen unveiled on the 2024 GMC Sierra EV pickup truck. The lovely console screen combines the thin, vertical screen that wowed on the Jeep Grand Cherokee in 2021 with the Mustang Mach-E-like volume knob and classic GMC piano key buttons at the base as climate controls.
The infotainment screen features Google built-in5 compatibility for navigation similar to that on a Google Maps.
GM’s Super Cruise drive assist is offered for the first time on GMC’s mid-size chariot (eat your lunch hands free behind the wheel! Watch it change lanes automatically!) and is available beginning with the Elevation Premium trim — as is a head-up display.
Move up to the top-drawer Denali trim and you can option a rear camera mirror and heated front and rear seats. But unlike past GM products, Acadia doesn’t skimp on standard safety features including blind-spot assist (with auto steer to avoid a side collision), adaptive cruise control, rear cross-traffic alert, seven camera views, and more.
About the only thing that hasn’t been supersized on the Acadia is the engine bay. Acadia choices have shrunk as the model dropped its V-6 engine (due to tightening federal emissions regulations) and now only offers a 4-banger mated to an eight-speed, automatic transmission. The 2.5-liter turbo-4 is a bear. It packs 328 horsepower and 326 pound-feet of torque — more than the outgoing V-6 — as well as increasing the SUV’s towing ability to 5,000 pounds.
That torque will be useful off-road in the AT4 model which sports Goodyear Wrangler all-terrain tires, a 1-inch lift, all-wheel-drive with a dual-clutch in the rear, and front skid plate should you want to take your family picnic off-road.
You’ll know the AT4 by its signature, red tow hooks. Inside it gains Terrain mode and Hill Descent Control. The Denali, meanwhile, is distinguished by 22-inch machined aluminum wheels outside. Inside, that panoramic sunroof is available, as well as laser-etched wood, available second-row, heated seats, and one-touch folding second-row seats and power-folding third row
All this capability is wrapped in a new, bold design with a different grille for each trim framed by dramatic, C-clamp shaped headlights.
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne
Here are the 25 ‘Best of 2024’ vehicles in the NACTOY awards
Posted by Talbot Payne on September 21, 2023
Detroit — The North American Car, Truck, and Utility of the Year awards kicked off Wednesday’s first full day of the Detroit auto show with the “Best of 2024” vehicles nominated for the 2024 prize. Ten cars, five trucks and 10 utility vehicles advance to the semifinal round of the prestigious contest.
The list is full of surprises.
In the SUV category, America’s iconic Jeep Wrangler did not make the cut, likely because its 2024 model was more update than remake. That, and electric vehicles are all the rage, and the jury was smitten by pricey EVs like the $56K Chevrolet Blazer EV and the $68K Genesis GV70 Electrified. Clever, compact SUVs like the all-new Chevy Trax and Buick Envista also were overlooked despite affordable, sub-$30K sticker prices at a time when Americans are struggling to afford inflated, $50K-average new vehicle prices. The 25 best were winnowed from a field of 52 eligible 2024 models.
The affordable Subaru Crosstrek was also passed over (though its sister Impreza hatchback got a car nominee nod) as was the Alfa Romeo Tonale, the luxury brand’s peppy plug-in hybrid that marks a new era of electrification for the Italian brand. Notable Utility nominees include the first electric Chevrolet Equinox, quick Dodge Hornet, stylish Mazda CX-90 and the Kia EV9 — the first three-row electric SUV.
The NACTOY awards are among the industry’s most prestigious as 50 independent journalists from the United States and Canada render their judgment after a year of extensive testing. The 25 best will be furthered winnowed to three finalists in each category Nov. 16 at the Los Angeles Auto Show — and then winners will be named Jan. 4 in Detroit.
“The value of these awards is in the expertise and diverse perspectives of our jurors,” said NACTOY president Jeff Gilbert. “We all evaluate vehicles in a different way. We look forward to learning more about them and comparing them with the competition.”
There were surprises in the truck category as well.
Perhaps the year’s most anticipated truck, the Tesla Cybertruck, did not make the list — likely because Tesla has not made the pickup available for media testing. Another surprise was the absence of the 2024 Toyota Tacoma, the much-ballyhooed remake of the mid-size segment’s best-selling pickup. However, Tacoma will be available for media testing this year — and will likely debut on the NACTOY list as a 2025 model next fall.
Without Tacoma in the mix, the truck wars will be settled by five worthy semi-finalists: the Chevrolet Colorado, Chevrolet Silverado EV, Ford Ranger, Ford Super Duty and GMC Canyon. While EVs are all the rage, the Silverado’s $50K-$106K price tag may raise eyebrows. Expect the Colorado and Ranger to fight to the death for top honors.
While car demand has diminished in recent years in the face of Americans’ thirst for SUVs (Ford doesn’t even make sedans anymore), the best car category is loaded.
Nominees include everything from the iconic Ford Mustang to the first all-wheel-drive Chevrolet Corvette E-Ray to the venerable BMW 5-series and reborn Toyota Prius. Expect the Prius to be a favorite as the original hybrid nerd-mobile has been transformed into a swan — without sacrificing fuel economy.
The Mustang and Prius can expect strong competition from the handsome Honda Accord — which is targeting 50% hybrid sales — and the Hyundai Ioniq 6, one of the prettiest sedan designs to come down the pike. Performance enthusiasts will be disappointed that the Porsche 911 GT3 RS and 911 Dakar didn’t make the cut — but the snarling, all-wheel-drive Toyota GR Corolla will carry the flag for those with a need for speed.
The auto industry is at a crossroads as government regulators are forcing automakers to go all-electric — or pay increasingly onerous fines from 2026 to 2035. Consumers, meanwhile, seem shy to EVs not named Tesla and so gas-fired trucks and SUVs continue to roll off assembly lines.
Over the last 30 years, NACTOY has honored automakers who have made substantial innovations in design, performance, technology, driver satisfaction and value. With the flood of new EVs, jurors are determined to recognize the best of the new breed while also balancing consumer needs.
Stay tuned for more NACTOY news as the awards season heats up.
2024 NACTOY semi-finalists
Cars
BMW 5 Series
BMW i5
Chevrolet Corvette E-Ray
Ford Mustang
Honda Accord
Hyundai Ioniq 6
Subaru Impreza
Toyota Crown
Toyota GR Corolla
Toyota Prius/Prius Prime
Trucks
Chevrolet Colorado
Chevrolet Silverado EV
Ford Ranger
Ford Super Duty
GMC Canyon
SUVs
Chevrolet Blazer EV
Chevrolet Equinox EV
Dodge Hornet
Genesis Electrified GV70
Honda Pilot
Hyundai Kona
Kia EV9
Mazda CX90
Toyota Grand Highlander
Volvo EX30
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne
Payne: 5 things about the 2024 Ford F-150
Posted by Talbot Payne on September 21, 2023
Detroit — The 2024 Ford F-150 pickup is here and it is still gas-powered.
Time to adjust the reality meter. In 2015, Ford debuted the first aluminum-bodied truck, which was hailed as the tipping point for an all-aluminum pickup revolution. Didn’t happen. Its competitors today are still made of good ol’ steel. In 2022, Ford’s Lightning electric truck was hailed as a milestone in Americans’ embrace of EVs. Nope. Lightning sales have been slow as buyers balked at high sticker prices and low towing range.
The 2024 F-150 focuses on meat and potatoes. America’s best-selling pickup for over four decades, the next-gen F-150 unveiled Tuesday night is all about the word “choice” — a contrast to government regulations forcing automaker eggs into a single, battery-powered basket by 2035. Ford hails the “power of choice” in its available powerplants, which include a 2.7-liter EcoBoost V-6 engine, 3.5-liter EcoBoost V-6, 3.5-liter PowerBoost hybrid V-6, 3.5-liter twin-turbo V-6, 5.0-liter V-8, 5.2-liter supercharged V-8. And the Lightning EV, of course. There’s also endless configuration choices in cabs, box lengths, materials, tires, colors.
Here are five highlights from a pickup Ford is determined to keep on top in the Truck Wars and sell nearly a million units a year.
1) Pro Access Tailgate: GMC wowed the industry with its six-way MultiPro Tailgate (now available on Chevys too as the Multi-Flex) in 2019, and you know Ford was itching to respond. Say hello to the Pro Access Tailgate — a swing-gate built into the F-150’s drop-gate. Complemented by a big, central bumper step below, the new gate enables easier access into the bed. Ford claims it allows 19 inches of additional reach compared to a conventional tailgate in the down position. And engineers have designed it with indents so it can swing open by 100, 70, or 37 degrees (so as not to interfere with a trailer).
2) Bed Storage Box: In keeping with the bed theme (which is what makes pickups different, after all), Ford offers a lockable storage box on the right interior of the bed. It’s big enough to hold accessories like tie-down straps, bungee cords, chains, jumper cables, tools, safety glasses, work gloves and so on. And if you don’t opt for Ford’s other cool bed accessory — the left-side 2.4-7.2 kW Pro Power Onboard electrical system to operate power tools/TV screens/grills — then you can get two storage boxes.
3) Tech galore: Ford has always prided itself as a tech leader (see that Pro Power Onboard), and the ’24 model offers more toys. A head-up display is offered for the first time (just like Caddys and Bimmers) so you can keep your eye on details like navigation instructions, speed limits, drive modes and BlueCruise operation without taking our eyes off the road (or trail). Speaking of BlueCruise, Ford’s highway drive-assist feature continues to improve with automatic lane changes and in-lane repositioning that automatically shifts to the outside lane to give, say, semi-trucks room.
4) The new luxe: F-150 XL, XLT and Lariat pickups are the heart of F-150 sales, thanks in part to generous tax breaks when bought for business use. But pickups are also the new American luxury and F-150 offers premium and performance trims stretching into the six-figures just like European luxury brands. There’s the new, luxurious, F-150 Platinum Plus trim (replacing Limited at a likely $85K-plus) available with “a new Smoked Truffle interior featuring Dark Smoked Truffle accents.” La-di-da. King Ranch interiors include updates like a “bi-metallic Sinister Bronze paired with chrome color scheme, and interior trim “micro-texture reminiscent of a bullwhip.” Step up to the $110K, 700-horsepower Raptor R and Ford options a modular front bumper and insane, dual live-valve Fox shocks. Eat your heart out, Mercedes AMG.
5) Standard goodies: For all the glitz of Raptors and Platinums, the base, sub-$40K F-150 is loaded with standard equipment. Twin 12-inch instrument and infotainment screens are standard, as is a 2.7-liter, 325-horsepower, 400-torque turbo-6. All models also now come standard with an extended range fuel tank, Class IV trailer hitch, blind-spot assist and cross-traffic alert.
Oh, yes, and the F-150 goes back to the top of the class in max towing (13,500 pounds) and payload (2,455 pounds). That’s a lot of meat and potatoes.
Henry Payne is auto critic for The Detroit News. Find him athpayne@detroitnews.com or Twitter @HenryEPayne
As government EV mandates near, automakers introduce parallel product lines
Posted by Talbot Payne on September 12, 2023
California City, California — In 2020, Kia introduced the affordable, V-6-powered, three-row Telluride with upscale design, a suite of standard features, and a price tag $5,000 south of a comparable Ford Explorer or Toyota Highlander. It flew off dealer shelves and brought Kia the 2020 award for North American Utility of the Year.
Now Kia is bringing a second SUV to the three-row segment: the pricey, battery-powered EV9 that Car and Driver estimates will start at $56,000 — $20,000 more than the Telluride — when it hits dealer lots in the fourth quarter of 2023 to take on luxury EVs like the Tesla Model Y and Cadillac Lyriq. Though it shares the Telluride’s design cues and interior software, it sits on an entirely different battery-electric platform and introduces cutting-edge tech like haptic-touch dash buttons and self-driving assist.
The parallel product strategy in the same segment is evidence of the uncertain crossroads that today’s auto manufacturers face with massive, multibillion-dollar fines looming from California and the Environmental Protection Agency if they don’t meet new emissions standards.
The Telluride/EV9 double team covers a lot of bases: It satisfies consumer demand, conforms to looming government EV mandates, and recasts the Korean mainstream brand as a luxury player in the emerging, pricey EV market.
It’s a trend that other automakers are following as well. Kia is the first mainstream automaker to double up in the three-row segment, but expect Chevrolet to introduce two — gas and battery-powered — versions of the Chevrolet Blazer later this year in the mid-size SUV segment, much like the subcompact SUV Chevy Trax/Bolt EV and Silverado/Silverado EV pickup trucks before it. Ford is expected to follow with parallel versions of the Ford Explorer. Luxury automakers like Cadillac (gas XT5/battery Lyriq), BMW (gas X5/electric iX) and Mercedes (gas GLS/electric EQS) have already been working this parallel strategy.
In a consumer-driven market, automakers might roll out new EVs in a measured manner to gain an understanding of EV demand — particularly in a market where Tesla dominates 60% of EV sales. But like utilities, today’s manufacturers are governed by government mandates, and the hammer is about to drop with tough 2026 EV sales requirements that could cripple automakers if they don’t build electric models.
In 2026, the nation’s biggest auto market — California — will require, under its new Advanced Clean Cars II (ACCII) rules, that 35% of automaker sales be battery-powered vehicles. Failure to meet that goal will cost them a whopping $20,000 per vehicle that they are below that threshold. The percentage jumps to 43% in 2027, 51% in 2028, 59% in 2029, and 68% in 2030 on the way to outlawing the sales of gasoline cars in 2035. Fourteen other states — including Washington and New York — have adopted the standards set by the California Air Resources Board regulatory body.
Currently, just 17% of California sales are electric — and Tesla makes up 72% of those sales. Remove Tesla, and a mere 5% of sales are electric. And, according to data from S&P Global, 50% of EV buyers return to a gas car when they go back into the market.
California’s rules are one in a three-legged stool of regulation with the EPA and the National Highway Transportation Safety Administration also punishing gas-fired autos. Proposed EPA greenhouse-gas (GHG) based auto emissions limits of 82 grams of carbon dioxide/mile by 2032 would — similar to the CARB rules — require that 67% of automakers’ sales be battery-only by 2032. Only Tesla would meet that standard today.
Thus, the headlong rush of automakers to create a parallel fleet of Tesla-like EVs to their current gas models.
Kia’s product plans parallel those of government — not consumer — trends. The automaker intends to increase its EV offerings to seven vehicles by 2027 — a 250% increase over its EV lineup today — by 2027. In line with government rules, Kia says its fleet will be 70% electrified by 2030 on the way to a full transformation to EVs.
Meanwhile, EV sales, according to analysts, appear to be plateauing in the U.S. at 7-10% with EVs taking 103 days to sell on dealer lots, according to a Cox Automotive survey, compared to 45 days for gas cars. “Our analysis shows a natural resistance somewhere between 7% and 10% of local market share in a given state,” said iSeeCars analyst Karl Brauer. “That seems to be where it gets much harder to grow EV share after early adopters have bought in.”
Kia Marketing Vice President Russell Wager acknowledges that the brand’s initial EV offering, the mid-size EV6 (which was NACTOY Utility of the Year for 2023) is sitting on lots like other EVs.
“The early adopters got it,” he said. “Now we’ve got that next group — the next 25%. They want to know — is 300 miles enough for me? How quick does it charge? Where am I going to charge? It’s on us and the other (automakers) to continue to educate that you don’t need more than 250-300 miles of range because the average person is driving less than 100 miles round-trip.”
The Telluride was a breakthrough product for Kia. That success gave it the confidence to launch the sci-fi EV9, the first mainstream three-row electric SUV.
Its blocky, upright proportions look like it drove out of the movie “Tron.” No grille, vertical lamps, huge aero wheels. The interior is sleek, anchored by a mega 25-inch screen display and haptic-touch menu controls. The high-tech features are endless, from highway driver assist to massage seats to head-up display to voice commands.
With 240-300 miles of range, it could travel from Los Angeles to Vegas in a single stop on the platform’s 880-volt architecture. And to make sure other cities are as accessible, Kia — and six other automakers — are taking a page out of Tesla’s book and building a proprietary charging network.
Kia says that dealers are excited about the new electric product — just as long as Kia also keeps the Tellurides coming.
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne