TOTY I Finalists
PRO Powerful turbo-four engine • Great value • Towing performance CON Old architecture • Poor interior space • Aging design
Ford Ranger cluster to something pulled from
a 2010 Fusion. The Ranger’s
competitors aren’t known for their
interior design, either, but Ford
could have invested more money
to improve the look and feel.
We have similar feelings
regarding the exterior. Although
design isn’t usually top of mind
for truck shoppers, the current
styling is already aging.
But judged against our criteria,
the Ranger has lot of value. With
its EcoBoost engine and high
towing capacity, even the lower-
spec Rangers get strong marks.
The XL 4x2 we tested came with
a price tag of $29,445. We’re
not fans of its credit-card-size
screen, but its utility really shines.
“The Ranger has all the
right parts and pieces to be a
strong pickup truck: Tow/Haul
he Ford Ranger came back 10-speed does a great job with a driveway entrance feels like a mode, huge real-world payload
to the U.S. market after an this engine, which provides more tiny sailboat caught in a hurricane capacity, it tows like a champ (not
Teight-year hiatus, during than enough power despite its being tossed all over the place,” an easy thing at this size), and is
which it spent time overseas mere four cylinders. Even when Evans said. And the steering easy to maintain,” Williams said.
instead of filling the midsize truck we briefly towed more than 7,000 doesn’t deliver good feedback; But the Ranger fell short
gap in the automaker’s North pounds, the Ranger’s capability the Ranger’s handling definitely against the rest of our criteria.
American lineup. Rising popu- impressed the judges. When has room to improve. Rumor has it Ford is already
larity of the Toyota Tacoma and towing 4,000 pounds, the Ranger Sit in the Ranger XL SuperCab’s working on a new Ranger for the
Chevrolet Colorado forced Ford’s Lariat was quicker than the two second row, and you’ll need to U.S. market, and it’s supposed
hand, but instead of developing Jeep Gladiators and the Chevy visit the chiropractor. The upright to arrive in the next four years. “If
a truck specifically for North Silverado RST four-cylinder, all seat back combined with the Ford could get this engine and
America, Ford simply brought the pulling the same weight. negligible legroom is uncom- transmission into an Ameri-
existing Ranger here. And those “The engine has a ton of fortable even on short rides. “It can-grade platform,” Lieberman
secondary-market roots show. torque and pulls 7,200 pounds basically has two jump seats that said, “it would have a terrific truck
Ford made changes to the with ease,” Evans said. “No trailer are incredibly uncomfortable,” on its hands.” Miguel Cortina
chassis to comply with U.S. safety brake, but it doesn’t need it.” said Priddle, who also lamented
standards, and the Ranger The Ranger has a few draw- the lack of grab handles.
arrived at the end of 2018 with backs, though. The old architec- And although the Lariat Super-
one engine option: a 2.3-liter ture is evident from the moment Crew has ample space for rear
turbo-four that’s good for 270 hp you start driving. The poor body passengers, its cabin design is
and 310 lb-ft of torque. control had judges complaining getting old. Ford’s Sync 3 infotain-
That said, one of the Ranger’s about the amount of movement in ment system needs an upgrade,
best traits is its powertrain. The the cabin. “Going diagonally over and Evans likened the instrument
SPECS 2019 Ranger XL STX (SuperCab 2WD) Lariat (SuperCrew 4x4)
Base Price/As Tested $27,625/$29,445 $39,760/$44,465
Power (SAE net) 270 hp @ 5,500 rpm 270 hp @ 5,500 rpm
Torque (SAE net) 310 lb-ft @ 3,000 rpm 310 lb-ft @ 3,000 rpm
Accel, 0-60 mph 6.3 sec 6.7 sec
Accel, 0-60 mph (loaded) 7.1 sec* Not tested
Accel, 0-60 mph (towing) 12.5 sec** 12.9 sec**
Quarter Mile 14.9 sec @ 92.9 mph 15.2 sec @ 90.5 mph
Quarter Mile (loaded) 15.5 sec @ 89.1 mph* Not tested
Quarter Mile (towing) 19.1 sec @ 72.4 mph** 19.2 sec @ 70.6 mph**
Braking, 60-0 mph 125 ft 122 ft
Braking, 60-0 mph (loaded) 138 ft Not tested
Double Lane Change Tim 3.7 sec 3.6 sec
Davis Dam Frustration 8.1 sec @ 529 ft*** 9.4 sec @ 618 ft***
Cruise Control 65-mph Overrun 4.0 mph 1.1 mph
XL STX
EPA City/Hwy/Comb 21/26/23 mpg 20/24/22 mpg
Vehicle Layout XL STX Front-engine, RWD, 4-pass, 4-door truck Lariat Front-engine, 4WD, 5-pass, 4-door truck Engine/Transmission 2.3L turbo DOHC
16-valve I-4/10-speed automatic Curb Weight (F/R Dist) XL STX 4,229 lb (58/42%) Lariat 4,567 lb (57/43%) Wheelbase 126.8 in Length x Width x Height
XL STX 210.8 x 73.3 x 70.7 in Lariat 210.8 x 73.3 x 71.5 in Energy Cons, City/Hwy XL STX 160/130 kW-hr/100 miles Lariat 169/140 kW-hr/100 miles CO2
Emissions, Comb XL STX 0.84 lb/mile Lariat 0.90 lb/mile
*1,000-lb payload | **4,000-lb trailer | ***35-55-mph uphill acceleration with 3,160-lb trailer JANUARY 2020 MOTORTREND.COM 51
TOTY
Finalists
PRO New gasoline engine • New diesel engine • Slick 10-speed CON Dull interior design • Mediocre interior materials • Eye-watering prices
GMC Sierra 1500 surrounds the Duramax is a carry-
Although the truck that
over from last year’s debut, GMC
retuned the front coil and rear
leaf-spring suspensions. GMC
also festooned the truck with
features and options, highlighted
by the CarbonPro Edition, which
includes a (very tough) carbon-
fiber bed (with 12 tie-downs). It
adds between $6,410 and $10,960
to AT4 or Denali models, which
also get GMC’s MultiPro mini
tailgate-within-a-tailgate that,
when deployed, extends the
6-foot bed to a nominal 8. That
pricing is a mighty tough sell.
There’s also encyclopedic
monitoring of the truck’s various
vitals: At one point, I scrolled
through its data stream and
noted the Sierra’s air filter life (95
percent), oil life (76 percent), fuel
“ etween the new 3.0-liter question of which smaller engine “The engine feels like a restless range (464 miles), transmission
You sense it subjectively, too.
Duramax diesel inline-six
fluid (198 degrees), fuel filter life
best suits your needs.
Band the 2.7-liter gas-sipping
For the lightest-duty stuff,
inline-four,” Lieberman said, “you the turbo 2.7’s 310 hp and 348 horse straining at the reins,” Evans (93 percent), brake pad life (97
percent front, 98 percent rear),
said. “It’s definitely quicker than
have to question why light-duty lb-ft is plenty. But among pickup the Rebel and even smoother. The plus all four tires’ pressures, DEF
trucks need V-8s.” people, the new Duramax (an Duramax is a torquey little thing— level, roll and pitch angles, trailer
We’ll go even further. By the option that adds between $2,495 this engine is the star of the show.” brake gain, following distance,
end of our week of testing, these and $6,375 depending on trim) It’s also a comforting halfway and fuel economy. Who needs a
two new engines in the Sierra should be cause for celebration, house for anyone new to diesels. mechanic to diagnose an issue?
1500’s retuned platform had churning out 277 hp and 460 lb-ft Aside from its beefy torque, it On the road, the Sierra both
reached a definitive answer: of truck-important torque while has the manners of a gas engine. rides and handles well, with even
“You don’t need a V-8.” It’s just a delivering 3-4/4–8 more city/ Walton: “The engine is so very not our Duramax version benefiting
highway mpgs than the 2.7-liter. diesely. Where’d the clacking go?” from less weight on the front axle.
Between its turbodiesel torque Everybody noticed its uncharac- But the Sierra stumbles with its
and new 10-speed automatic teristic quietness. Markus: “I am drab interior. Understand, every-
(the 2.7 gas has eight gears), a little amazed at how little this thing you need is there, including
the Duramax tows even better engine sounds like a diesel.” an available head-up display. It
than it goes. Compared to the Struggling to find anything to just looks dated. And, that’s what
similar Ram 1500 Rebel EcoDiesel criticize, the best Markus came you see every morning.
(with 20 more lb-ft) the Sierra is 7 up with was, “I pity the mechanics And although the Sierra had
percent quicker to 60 mph and 9 who ever have to work on this; I its proponents, especially in the
percent quicker when pulling the opened the hood to get a look at great-looking AT4 trim, with its
same 7,500-pound trailer. this inline-six and could not see great tech and 10-speed auto-
any of the engine.” That shrouding matic. But many of the judges
SPECS 2020 Sierra 1500 AT4 (CrewCab 4WD) is partly why it’s so quiet. were stopped cold by that interior.
Base Price/As Tested $60,310/$65,800 Kim Reynolds
Power (SAE net) 277 hp @ 3,750 rpm
Torque (SAE net) 460 lb-ft @ 1,500 rpm
Accel, 0-60 mph 7.5 sec
Accel, 0-60 mph (loaded) 8.7 sec*
Accel, 0-60 mph (towing) 18.0 sec**
Quarter Mile 15.7 sec @ 86.2 mph
Quarter Mile (loaded) 16.6 sec @ 82.0 mph*
Quarter Mile (towing) 21.0 sec @ 63.7 mph**
Braking, 60-0 mph 130 ft
Braking, 60-0 mph (loaded) 132 ft
Double Lane Change Time 4.1 sec
Davis Dam Frustration 21.0 sec @ 1,450 ft***
Cruise Control 65-mph Overrun 3.2 mph
EPA City/Hwy/Comb 22/26/24 mpg
Vehicle Layout Front-engine, 4WD, 5-pass, 4-door truck Engine/Transmission 3.0L turbodiesel DOHC 24-valve I-6/10-speed automatic Curb Weight
(F/R Dist) 5,661 lb (58/42%) Wheelbase 147.5 in Length x Width x Height 231.7 x 81.2 x 78.4 in Energy Consumption, City/Hwy 171/145 kW-hr/100 miles
CO2 Emissions, Comb 0.94 lb/mile
*1,500-lb payload | **7,500-lb trailer | ***35-55-mph uphill acceleration with 7,750-lb trailer
52 MOTORTREND.COM JANUARY 2020
TOTY I Finalists
PRO Powerful diesel V-8 • Slick-shifting 10-speed • Clever trailering cameras CON Half-assed gas V-8 • Cheap, unsightly interior • Soft, squishy brakes
the torque in the world, and this
GMC Sierra 3500HD transmission handles it nicely.”
Seabaugh agreed, appreciating
how it felt “ridiculously powerful
yet simultaneously unstressed.”
Walton welcomed the 3500
HD’s heftier steering over its 2500
HD counterpart, which made the
task of keeping it centered in the
lane easier. It handled a 10-ton
trailer admirably, but Walton
thought the exhaust brake didn’t
do much if anything; manual gear
selection was more effective for
downhill speed control.
Stopping power left judges
wanting more, worrying Cortina: “I
really had to get on the brakes to
get it to stop. It does, but I have to
press hard on the pedal.” That’s
a troubling evaluation for such
a heavy chunk of steel. Still, the
available camera array, which
provides 15 different views around
hink carefully before you said, adding, “In a segment where for a truck of this size.” According the truck and trailer, made
check the option boxes— Ram and Ford are bringing their to Seabaugh, it’s “gutless and piloting this beast easier.
Totherwise your GMC Sierra A game, this phoned-in cabin inefficient” and “doesn’t feel like it Depending on the options
HD could be a dud. We sampled leaves much to be desired.” Thin makes more power than the turbo selected, the GMC Sierra HD
the gas and diesel engines at and hard seats, a dreadful layout, I-4 in the Silverado 1500.” can disappoint as much as it
Truck of the Year, and although and a tiny infotainment touch- Evans was confused by the impresses. We’d only consider the
one was good and the other bad, screen caught universal derision. archaic automatic, questioning diesel, but with an unsightly inte-
both brought plenty of ugly. Williams was willing to trade why this transmission still exists: rior and underpowered brakes it’s
Style is subjective, but most those shortcomings for an all-new “This old six-speed tends to hunt not a truck we’d ever love driving.
judges couldn’t look past the platform with more payload and and isn’t clever about down- Despite its mighty capabilities,
Sierra’s exterior design. Lieb- towing capacity.” shifting to maintain speed.” other vehicles in the segment
erman called Sierra HD’s fascia The Sierra HD is available Pulling a 10,500-pound trailer, accomplish the same tasks
“grotesque,” and “drenched in with a gasoline or diesel V-8, things only got worse. Priddle with better overall execution.
jewelry. The bling-bling Ram HD both displacing 6.6 liters. We asked, “Where did the power go?” Check the boxes for those trucks
looks restrained by comparison.” also evaluated the gas unit and Lieberman summed up our senti- instead. Alex Leanse
Indeed, the grille is in your face. its six-speed auto wrapped in ment: “The big problem for all GM
Interior design is more objec- the Silverado 2500 HD; it’s an HDs is that this V-8 exists.”
tive for a truck like this. It needs to identical driveline to the Sierra Conversely, we praised the
be a nice place to spend time on 2500 HD. In that installation, 445-hp, 910 lb-ft diesel V-8 and
a long-haul drive. Unfortunately, the 401-hp, 464-lb-ft engine its 10-speed automatic, which
it was more a place we wanted doesn’t seem up to the task. was tested in a dually Sierra 3500
to get out of. “It isn’t even close Cortina called it a “disappoint- HD. It’s the clear choice between
to class competitive,” Seabaugh ment,” saying it “feels too small the two powertrains—beyond
comparison to its lower-grunt
SPECS 2020 Sierra 3500HD Denali Duramax (CrewCab 4WD DRW) counterpart. Evans said it “has all
Base Price/As Tested $67,895/$80,805
Power (SAE net) 445 hp @ 2,800 rpm
Torque (SAE net) 910 lb-ft @ 1,600 rpm
Accel, 0-60 mph 6.9 sec
Accel, 0-60 mph (loaded) Not tested
Accel, 0-60 mph (towing) 23.1 sec*
Quarter Mile 15.3 sec @ 89.8 mph
Quarter Mile (loaded) Not tested
Quarter Mile (towing) 22.7 sec @ 59.7 mph*
Braking, 60-0 mph 134 ft
Braking, 60-0 mph (loaded) Not tested
Double Lane Change Time 4.1 sec
Davis Dam Frustration 26.0 sec @ 1,830 ft**
Cruise Control 65-mph Overrun 5.3 mph
EPA City/Hwy/Comb Exempt from testing
Vehicle Layout Front-engine, AWD, 5-pass, 4-door truck Engine/Transmission 6.6L turbodiesel OHV 32-valve V-8/10-speed automatic
Curb Weight (F/R Dist) 8,634 lb (57/43%) Wheelbase 172.0 in Length x Width x Height 266.1 x 96.7 x 80.7 in
*20,000-lb trailer | **35-55-mph uphill acceleration with 17,330-lb trailer
JANUARY 2020 MOTORTREND.COM 53
TOTY
Finalists
PRO Stand-out design • Good packaging • Off-road chops CON Inconsistent steering • Lumpy ride • Loud interior
Jeep Gladiator “Both trucks are very susceptible
to crosswinds,” Evans said. “The
steering has to be constantly
monitored and managed, like the
old-school live-front-axle it is.”
Judges preferred the eight-
speed automatic over the
manual in almost every case.
The six-speed’s gear ratios are
so spread out that it was hard to
find the right gear in some cases.
When towing up Davis Dam,
Ayapana had to stay in second
gear until he hit redline, then
when he shifted to third, the truck
struggled to keep gaining speed.
Towing the same weight as the
Ford Ranger—its closest counter-
part in this year’s competition—
the Jeep seemed more strained.
Even unladen, it was hard to
choose a gear to stay in. “All the
gears are too long; first gear
here’s hardly another truck But although we liked it overall, only truck that made it through goes through 31 mph, second
on the market that looks as its ride and handling could be most of our off-road course gear through 60 mph, and third
Tcool, fun, and approachable improved. in two-wheel drive, showing gear through around 100 mph,”
as the 2020 Jeep Gladiator. After Every judge gave the Glad- impressive articulation and Seabaugh said. “For a truck
decades of absence, a factory- iator high marks for its unique traction. Whether it was going that’s supposed to work or
built Jeep-badged truck is back. design. With a wide body and through the moguls, up a set of off-road, that’s frankly insane.”
The Gladiator doesn’t just stand an upright design, this Jeep’s stairs, or on a rocky hill climb, the Even when you take its stan-
out for its design, though. The proportions make it handsome Rubicon didn’t stop short. Talk dard V-6 engine, four-wheel-
truck has great off-road capa- from every angle. “Nothing else about performance of intended drive traction, and extended
bilities, and even the Sport (base) is like the Gladiator, and in a function—the Jeep Gladiator cabin into consideration, the
model comes with decent equip- crowded market where brand hits the mark. Gladiator’s $35,040 starting
ment and a four-door cabin. allegiances ain’t what they used But those off-road chops price is nonetheless quite high
to be, standing out is a big plus,” hurt its ride and handling on for the segment. Our Gladiator
Lieberman said. pavement. The bouncy ride and Rubicon’s price tag approached
Part of that uniqueness is on soft, inconsistent steering had that of our Ram 1500 Rebel
its top; the Gladiator is the only the Gladiator moving left and EcoDiesel, which resides in a
convertible truck you can get right on the highway. Whether segment above the midsize
today, whether you opt for the it was the Sport model with the Jeep pickup.
soft top or the hard top. six-speed manual and the soft The 2020 Jeep Gladiator has
Having a Jeep means you’re top or the Rubicon with the eight- everything it needs to prop-
getting excellent off-road speed automatic and the hard erly represent the brand. Its
capabilities. Despite its long top, both trucks were noisy and a design, off-road capabilities,
wheelbase, the Rubicon was the bit uncomfortable for long rides. and uniqueness are what draw
so much attention to it, but its
SPECS 2020 Gladiator Sport Rubicon choppy ride, loud cabin, and
Base Price/As Tested $35,040/$46,185 $45,040/$59,685 inconsistent steering make us
wonder if customers are giving
Power (SAE net) 285 hp @ 6,400 rpm 285 hp @ 6,400 rpm
up too much to be seen in a cool
Torque (SAE net) 260 lb-ft @ 4,400 rpm 260 lb-ft @ 4,400 rpm truck. Miguel Cortina
Accel, 0-60 mph 7.9 sec 8.3 sec
Accel, 0-60 mph (loaded) 9.3 sec* Not tested
Accel, 0-60 mph (towing) 15.9 sec** 15.6 sec**
Quarter Mile 16.3 sec @ 84.1 mph 16.3 sec @ 85.0 mph
Quarter Mile (loaded) 17.3 sec @ 77.4 mph* Not tested
Quarter Mile (towing) 20.6 sec @ 65.0 mph** 20.2 sec @ 68.1 mph**
Braking, 60-0 mph 129 ft 132 ft
Braking, 60-0 mph (loaded) 140 ft* Not tested
Double Lane Change Time 3.5 sec 3.5 sec
Davis Dam Frustration 12.9 sec @ 883 ft*** 14.3 sec @ 958 ft***
Cruise Control 65-mph Overrun 1.8 mph 2.2 mph
Sport
EPA City/Hwy/Comb 16/23/19 mpg 17/22/19 mpg
Vehicle Layout Front-engine, 4WD, 5-pass, 4-door truck Engine/Transmission Sport 3.6L DOHC 24-valve V-6/6-speed manual Rubicon 3.6L DOHC
24-valve V-6/8-speed automatic Curb Weight (F/R Dist) Sport 4,699 lb (52/48%) Rubicon 5,134 lb (53/47%) Wheelbase 137.3 in Length x Width x Height
218.0 x 73.8 x 74.1 in Energy Consumption, City/Hwy Sport 211/147 kW-hr/100 miles Rubicon 198/153 kW-hr/100 miles CO2 Emissions, Comb Sport
1.05 lb/mile Rubicon 1.02 lb/mile
*1,000-lb payload | **4,000-lb trailer | ***35-55-mph uphill acceleration with 3,160-lb trailer
54 MOTORTREND.COM JANUARY 2020
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TOTY
Finalists
PRO 29 mpg highway • Air suspension • Barn-door tailgate option CON Laggy throttle • Heavy, slow steering • Squishy brakes
Seabaugh forgave the Ram’s
Ram 1500 relative sloth, countering that it
still “rides nicer, handles better,
and is quieter and more luxurious,
and ultimately a better Swiss
Army knife.” On our drive loops,
Walton noted that the Ram got
“a bit floaty in the curves,” adding
that the steering’s weight felt
“good and hefty, but with a slow
ratio that needs a lot of dial to
negotiate a curve in the road.”
Off-road, Seabaugh granted
an edge to the Sierra AT4’s
“engine and transmission for its
immediacy and precision” but
credited the Rebel’s manual rear
differential lock for delivering
“much more traction than the
auto diff in the GMC.”
Evans agreed that the Ram’s
locking rear diff and adjust-
able air suspension more than
compensated for the advantage
ar lovers new to trucks won the best-truck Calipers pounds) or power (10 hp) because in grip afforded by the GMC’s
unabashedly love the Ram last year. But for 2020, we’re the Ram holds its own 20-lb-ft Wrangler DuraTrac tires. But he
C 1500. Its coil- or air-sprung zooming past such niceties and torque advantage. Credit GM’s lamented how the Ram’s “lazier
suspension delivers the truck laser-focusing on the new 3.0-liter savvy 10-speed automatic for throttle makes the truck surge
world’s most carlike ride. Plus turbodiesel V-6 EcoDiesel engine. out-shifting FCA’s eight-speed. more than the AT4,” and several of
there’s the luxe interior and the Unfortunately for Ram, Chevy and The performance discrepancy us noted that the Ram’s plush ride
giant center screen that gives the GMC also returned for a second grows as the load increases: The disappears at off-road height.
Tesla a run for its money. swing at TOTY with Silverado and Ram is 1.0 second slower to 60 When towing 7,500 pounds,
Driving this year’s Rebel Sierra 1500 models sporting a new with 1,000 pounds in the bed, and Walton sensed more vertical ride
reminded us vividly of why Ram 3.0-liter turbodiesel I-6. it’s 1.8 seconds slower towing the motion and fore/aft lash from the
On objective performance 7,500-pound trailer. trailer on the Davis Dam than he
grounds, the GM Duramax The Ram did scoot through did in the AT4. And keeping his
outpaces the Ram’s EcoDiesel, our emergency lane-change foot pinned to the floor following
whether unladen, carrying 1,000 maneuver more quickly than the our “frustration test,” he noted
pounds of payload, or towing a knobbier-tired GMC (3.8 seconds that the Ram topped out at 62
7,500-pound trailer. to 4.1), but a lighter rear-drive mph on the grade, while the GMC
In air-hauling mode, the GMC Chevy RST Duramax on street tires achieved 70 mph. Evans appre-
Sierra AT4 zips to 60 mph and was quicker still (3.7 seconds). ciated the Ram’s mini spotter
through the quarter mile 0.6 Our on-road assessments mirrors, but Walton missed having
second ahead of the similar Ram added nuance to the hard facts. proper trailer mirrors for moni-
Rebel. That’s too great a differen- Walton faulted the Ram’s “poor toring his rig.
tial to be chalked up to the GMC’s light throttle response at low rpm. So although we still love most
advantages in curb weight (108 Isn’t that where diesels excel?” everything about the Ram 1500,
Evans said, “Power delivery feels in its diesel guise it makes a less
SPECS 2020 1500 Rebel 4x4 EcoDiesel (CrewCab) less linear than the in the Sierra.” compelling case. Frank Markus
Base Price/As Tested $52,735/$63,510
Power (SAE net) 260 hp @ 3,600 rpm
Torque (SAE net) 480 lb-ft @ 1,600 rpm
Accel, 0-60 mph 8.1 sec
Accel, 0-60 mph (loaded) 9.7 sec*
Accel, 0-60 mph (towing) 19.8 sec**
Quarter Mile 16.1 sec @ 83.7 mph
Quarter Mile (loaded) 17.2 sec @ 78.8 mph*
Quarter Mile (towing) 21.8 sec @ 62.5 mph**
Braking, 60-0 mph 129 ft
Braking, 60-0 mph (loaded) 129 ft*
Double Lane Change Time 3.8 sec
Davis Dam Frustration 23.6 sec @ 1,653 ft***
Cruise Control 65-mph Overrun 2.9 mph
EPA City/Hwy/Comb 21/29/24 mpg
Vehicle Layout Front-engine, 4WD, 5-pass, 4-door truck Engine/Transmission 3.0L turbodiesel DOHC 24-valve V-6/8-speed automatic
Curb Weight (F/R Dist) 5,769 lb (57/43%) Wheelbase 144.6 in Length x Width x Height 232.9 x 82.1 x 75.8-79.6 in Energy Consumption, City/Hwy 180/130
kW-hr/100 miles CO2 Emissions, Comb 0.93 lb/mile
* 1,500-lb payload | ** 7,500-lb trailer | *** 35-55-mph uphill acceleration with 7,750-lb trailer
56 MOTORTREND.COM JANUARY 2020
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Subaru and Legacy are registered trademarks. *EPA-estimated highway fuel economy for 2020 Subaru Legacy non-turbo models. 2020 Subaru Legacy Touring XT shown is rated at 32 MPG highway.
†
Actual mileage may vary. MSRP excludes destination and delivery charges, tax, title, and registration fees. Retailer sets actual price. Certain equipment may be required in specific states, which can
modify your MSRP. See your retailer for details. 2020 Subaru Legacy Touring XT shown has an MSRP of $35,895.
WORDS CHRISTIAN SEABAUGH
PHOTOGRAPHS ROBIN TRAJANO
he easiest job in the automotive
industry has to be marketing pickup
trucks. We’re all familiar with the ads:
An oversized dually slams through
Ta concrete wall, a voice actor in his
best movie trailer baritone introduces the
“all-new, more capable” Brodozer 4500 as
the camera pans back showing the truck
towing the U.S. Navy Pacific Fleet.
This approach to advertising has
trapped pickup engineers into a vicious
cycle of chasing max tow and payload
numbers—frankly, to the point that the
added performance and capability is of dismiss the new Ram HD’s sheetmetal as a claimed 0.40 coefficient of drag, and
little use to the average buyer. After all, an 11/10ths-sized Ram 1500, but that’d be arguably the prettiest. Even the massive
once your combined truck and trailer underselling all the hard work involved in 3500HD dually has a graceful elegance
weighs more than 26,001 pounds, legally designing the new Ram. that no other full-size rig can match.
you should be carrying a commercial Riding on a new high-strength steel Just like with the light-duty 1500, Ram
driver’s license. platform and available in regular, crew, HD buyers are spoiled for choice. Each
So what happens if you take the mad and “mega” cabs with either a 6-foot-4 or of its six trim levels features a distinctive
men out of the driver’s seat and let 8-foot bed and single or dual rear wheels, grille, wheel options, and trim befitting
the engineers and designers focus on the new Ram HD looks clean, purposeful, the character of the truck, covering the
performance, capability, and versatility, and modern while featuring a host of bases from functional and work-ready
the things that real truck buyers both want functional improvements. in Tradesman models to the adventure-
and need? You get MotorTrend’s 2020 The grille, for instance, is 30 percent friendly 2500 Power Wagon and
Truck of the Year, the Ram Heavy Duty. larger than before to feed the largest downright luxurious 3500 Limited.
radiator and intercooler ever fit to a Things are even better inside. Ram
Advancement in Design heavy-duty Ram, and the aluminum hood invested heavily in making the Heavy
It’s not easy making the large and in charge helps shed weight. The resulting design Duty’s cabin—the mobile office for many of
form of a heavy-duty pickup attractive—let is the most aerodynamic in its class, with its owners—a nicer place to be. All models
alone beautiful—but the Ram Heavy Duty get two to four color scheme options,
handily delivers in ways no other three- acoustic glass, active noise cancelling, and
quarter (2500) or one-ton (3500) pickup a variety of standard infotainment options,
does. The cynic in you might be quick to ranging from a 5.0-inch screen to an
optional 8.4-incher and finally a massive
58 MOTORTREND.COM JANUARY 2020
COVER STORY
RAM HD
RAM’S NEW HEAVY-DUTY SHOWS WHAT
HAPPENS WHEN YOU STOP CHASING
BIG-RIG TRUCK NUMBERS
JANUARY 2020 MOTORTREND.COM 59
TRUCK OF THE YEAR I Winner
THREE-QUARTER AND ONE-TON TRUCKS ARE
JACK-OF-ALL-TRADES MACHINES. HITTING
DIVERSE NEEDS ISN’T EASY, BUT RAM DELIVERS.
“This is how luxury should feel,” MotorTrend en
Español managing editor Miguel Cortina said.
“No other truck on the market can beat it.”
60 MOTORTREND.COM JANUARY 2020
12.0-inch Uconnect system. The latter two legacy Hemi is a beefed-up version of the
include apps and other tools to help ease Ram 1500’s quick-shifting eight-speed
the pain of towing and hauling. automatic, putting the old six-speed
Despite the new goodies, the Ram cabin automatic out to pasture.
remains just as functional as before. Up If the Hemi doesn’t satisfy you, the duo
to five USB and USB-C outlets, wireless of revamped Cummins turbodiesels sure
charging, an optional auxiliary switch will. Sporting new blocks, pistons, heads,
bank, and a new center console join and camshafts designed to make the which work with the rear five-link coil
carryover features such as seating for up 6.7-liter I-6 smoother, lighter, and more springs on the 2500 and traditional leaf
to six passengers, Ram Bins underneath efficient, the standard version of the new springs on the 3500 to give both trucks
the rear floor to stash hitch receivers and engine makes a healthy 370 hp and 850 better ride quality and handling when
other odds and ends, and fold-out panels lb-ft of torque. It’s paired with an updated empty or loaded. Optional rear helper air
that turn the back of the cabin into a house-built six-speed automatic. springs, which improve ride quality, offer
two-tiered load floor. If that’s still not enough, Ram also further refinement to the lineup, ensure
Particular attention was paid to the offers a high-output version of that new the truck stays level while loaded, and also
Ram Limited models, which play in the Cummins I-6 on the 3500. Making 400 hp make it easier to pick up and drop trailers.
rapidly growing luxury truck market. and 1,000 lb-ft of torque, this new engine
The exquisitely detailed cabin of the Ram is the first in a heavy-duty truck to crack
3500HD Limited—with soft leather, rich the four-digit torque mark. Our Ram HD testers ran the gantlet
contrasting wood trim, and finely textured Working hand in hand with the high- during our Truck of the Year testing.
metal bits—could teach some premium output Cummins, an Aisin-sourced Towing, hauling, off-roading, driving
brands a few things. “This is how luxury six-speed automatic helps the HD tow unladen—it didn’t matter, the Rams
should feel,” MotorTrend en Español up to 35,100 pounds when properly excelled. That’s especially remarkable
managing editor Miguel Cortina said. “No equipped. Maximum payload is an considering the wildly different use cases
other truck on the market can beat it.” impressive 7,680 pounds. for our two Ram testers.
A host of other mechanical The more traditional of the two trucks
improvements round out the Truck of was no doubt our H.O. Cummins-powered
More so than any other pickup, three- the Year package. The Heavy Duty’s 3500 Limited dually. Despite what its
quarter and one-ton trucks are jack-of-all- two available four-wheel-drive transfer Kentucky Derby–friendly cabin would
trades machines. Smaller trucks are more cases—one for the Hemi and standard- lead you to believe, this is a truck meant
likely to haul air than cargo, but heavy- output Cummins, the other for the high- for work—whether that’s hauling 10 tons
duty trucks tend to tow at least weekly. output diesel—were beefed up, as were of lead ballast across the Mojave Desert
Furthermore, more heavy-duty truck the truck’s front and rear live axles and or $1.5 million worth of thoroughbreds
owners fill their truck beds or go off-road brakes. The unique 2500 Power Wagon to Churchill Downs is simply up to your
regularly than those owning lighter-duty off-roader sees its share of upgrades, too. imagination.
trucks. Hitting the diverse needs of these Ram also spent a lot of time refining With a 20,000-pound gooseneck
truck buyers isn’t easy, but Ram delivers. the Heavy Duty’s suspensions. One of the trailer hitched up—made easier by
As most truck buyers know, the key to biggest pain points in heavy-duty trucks high-res cameras in the cargo area and
a dependable truck lies under the hood, is terrible ride quality when unloaded. A the air suspension’s Alt Trailer Height
where the Ram HD has three compelling multifaceted approach fixes this issue. function—the 3500 dually is a stable
engine options. A carryover 6.4-liter All the new HDs get what Ram calls towing platform. “It has huge power, and
Hemi V-8 making a healthy 410 hp and Frequency Response Damping shocks, it’s backed up by a fantastic transmission
429 lb-ft of torque is standard on both the
2500 and 3500. Although output hasn’t
changed versus the previous generation,
the big Hemi is fitted with Ram’s latest
cylinder deactivation technology and
frame shakers to allow the big gas-burning
V-8 to run in fuel-saving V-4 mode longer
than previously possible. Backing up the
JANUARY 2020 MOTORTREND.COM 61
that’s both smooth and clever about giving
you the right gear at every moment,”
features editor Scott Evans said.
The 3500 also performed well in our
Davis Dam frustration tests, where it it’s unstoppable off-road. The things it’s
towed 17,730 pounds of trailer, skid-steer, capable of are astonishing. Armed with
and excavator up the fearsome grade. a full suite of mechanical aids—locking
Despite some surging fore and aft under front and rear differentials (the latter of
hard acceleration up the hill, the truck which can now be locked in two high),
inspired confidence. Its engine never felt an electronic anti-roll-bar disconnect to
labored, its steering was well weighted, improve ride quality and articulation, and,
and its automatic exhaust brake helped for when all else fails, an upgraded 12,000-
keep downhill speeds in check without pound Warn winch—there was no mogul,
torching its brakes. “At a little over half no hill climb, no staircase that could stop
its max rating, this was an easy ask of the the Power Wagon.
Ram,” road test editor Chris Walton said. All good things come with compromise,
Despite high subjective scores from and the Power Wagon is no exception. Efficiency is a low priority for heavy-duty
judges when towing, the Ram 3500 Thanks to its soft off-road-oriented truck buyers, but that doesn’t mean it
brought up the rear in instrumented suspension, it sports the lowest payload doesn’t matter. The Ram HD’s improved
tow tests at both the proving ground and and tow capacity of the Ram 2500 lineup, aerodynamics—aided by active grille
Davis Dam, falling to one of its direct at 1,195 pounds and 10,350 pounds, shutters—and the new eight-speed
competitors, the GMC Sierra 3500HD respectively. After breezing along with transmission on gas models should
Denali, which has four extra forward a 7,500-pound trailer—roughly three- net an 8 to 10 percent fuel economy
gears, 45 more horsepower, and 180 fewer quarters of its max tow capacity—we improvement, according to Ram. The EPA
pounds to tote around. At minimum, we’d attached a 10,500-pound trailer. People doesn’t rate heavy-duty trucks, but we ran
love to see a heavier-duty version of Ram’s go over weight all the time, so why not see the new Power Wagon through our Real
eight-speed on the diesel HD. what happens? MPG tests and achieved 10.2/15.3/12.0
The Denali won the numbers game, Answer? Not much. Thanks to the mpg city/highway/combined. That’s close
but it simply can’t hang with the Ram HD gobs of power produced by its 6.4-liter to the previous-gen Power Wagon, which
Limited in how it drives. “The Ram has V-8 and its well-geared transmission, scored 11.6/15.3/13.0 mpg in our testing.
deep reserves of torque and gives off an the (legally) overstressed Power Wagon Our dually tester, equipped with both
indomitable, Bentley-like feeling,” senior proved that chasing max tow numbers is a the H.O. Cummins and four-wheel drive,
features editor Jonny Lieberman said. fool’s errand, as it handily out-dragged the scored 13.2/18.0/15.0 in Real MPG tests.
Added Evans: “It rides substantially better Silverado 2500 with the same trailer.
than the GMC; it’s both better damped and “That’s max tow?” Evans asked. “No
more buttoned down to the road.” doubt at all it’s suspension-limited. It The NHTSA hasn’t crash-tested the new
The Ram 2500 Power Wagon is another feels like it could take thousands of Ram Heavy Duty yet, but the upgraded
animal entirely. Built around the idea of pounds more and still accelerate better platform and active safety technologies
hauling a three-quarter-ton load across than GM’s gas 2500s.” have us confident it will perform well.
some of the most remote regions of the
world, it’s nevertheless remarkable how
versatile the Power Wagon is.
Its Hemi does much of the heavy lifting,
but the new eight-speed auto deserves
credit for breathing new life into the
engine. With a better gear ratio spread,
the Power Wagon is quicker off the line
and while on the move. The changes Ram
engineers made to the HD’s platform
really pay off on the Power Wagon, as well;
it now has better body control and steering
that’s both more accurate and more
engaging than before.
The Power Wagon gets even better
when you put it to work. Unsurprisingly,
62 MOTORTREND.COM JANUARY 2020
2019 Ram 2500HD Power 2019 Ram 3500HD Limited
POWERTRAIN/CHASSIS Wagon 6.4L Hemi (CrewCab) (CrewCab 4x4 DRW)
DRIVETRAIN LAYOUT Front-engine, 4WD Front-engine, 4WD
ENGINE TYPE 90-deg V-8, iron block/ Turbodiesel I-6, iron block/head
alum heads
VALVETRAIN OHV, 2 valves/cyl OHV, 4 valves/cyl
DISPLACEMENT 391.6 cu in/6,417cc 408.2 cu in/6,690cc
COMPRESSION RATIO 10.0:1 16.2:1
“Ram Power Wagon” is an
anagram for “A Program We POWER (SAE NET) 410 hp @ 5,600 rpm 400 hp @ 2,800 rpm
Won.” Talk about confidence. TORQUE (SAE NET) 429 lb-ft @ 4,000 rpm 1,000 lb-ft @ 1,800 rpm
REDLINE 5,800-rpm fuel shutoff 3,250 rpm
WEIGHT TO POWER 18.0 lb/hp 22.0 lb/hp
Automatic emergency braking, which
TRANSMISSION 8-speed automatic 6-speed automatic
is compatible with the trailer brake
AXLE/FINAL DRIVE/LOW RATIO 4.10:1/2.75:1/2.64:1 4.10:1/2.58:1/2.64:1
controller, is available from the base
SUSPENSION, FRONT; REAR Live axle, coil springs, adj anti- Live axle, coil springs, anti-roll
Tradesman up through the Limited, as is
roll bar; live axle, coil springs, bar; live axle, leaf springs, air
lane keep and steering assist, blind-spot anti-roll bar springs
monitoring capable of accounting for a
STEERING RATIO 14.2:1 14.2:1
trailer, radar cruise control, and a tire TURNS LOCK TO LOCK 3.3 3.0
pressure monitoring system capable of BRAKES, F; R 14.2-in vented disc; 14.1-in 14.2-in vented disc; 14.1-in
monitoring up to six truck tires and 12 vented disc, ABS vented disc, ABS
trailer tires. Parking sensors, adaptive WHEELS 8.0 x 17-in cast aluminum 6.0 x 17-in cast aluminum (x4);
headlights, 360-degree cameras, and 6.0 x 17-in steel (x2)
cargo cameras are also available. TIRES LT285/70R17 121/118Q M+S LT235/80R17 120/117R M+S Nexen
Goodyear Wrangler Duratrac Rodian HTX RM5
DIMENSIONS
WHEELBASE 149.3 in 169.0 in
Rams have traditionally been big value
TRACK, F/R 68.7/68.1 in 69.6/75.9 in
plays when compared to its Ford and
LENGTH X WIDTH X HEIGHT 238.8 x 83.4 x 80.9 in 260.8 x 96.5 x 79.3 in
GM rivals. The HD is no exception.
TURNING CIRCLE 48.2 ft 53.7 ft
Prices for the 2500 Tradesman start
CURB WEIGHT 7,370 lb 8,814 lb
at just $35,090, undercutting both the WEIGHT DIST, F/R 57/43% 59/41%
Chevrolet Silverado and GMC Sierra SEATING CAPACITY 6 5
2500HDs and costing customers just HEADROOM, F/R 40.9/39.8 in 40.9/39.8 in
$345 more than a Ford F-250. At the LEGROOM, F/R 40.9/40.2 in 40.9/40.2 in
other end of the pricing spectrum, the SHOULDER ROOM, F/R 65.9/65.6 in 65.9/65.6 in
Ram 3500 Limited starts at $64,045, PICKUP BOX L X W X H 76.3 x 66.4 x 20.1 in 98.3 x 66.4 x 20.1 in
coming in less than both the GMC Sierra PICKUP BOX VOLUME 57.5 cu ft 74.7 cu ft
3500HD Denali and Ford F-350 Limited WIDTH BET WHEELHOUSES 51.0 in 51.0 in
while offering one of the most luxurious PAYLOAD CAPACITY 1,195 lb 5,186 lb
cabins we’ve ever seen on a pickup TOWING CAPACITY 10,350 lb 23,000 lb (34,130 lb gooseneck)
truck (if not the most luxurious), plus a TEST DATA
ACCELERATION TO MPH
standard equipment and options list that
0-30 2.3 sec 2.9 sec
its competitors can’t yet match.
0-40 3.6 4.5
0-50 5.4 6.7
0-60 7.3 | 14.7* | 16.2** 8.8 | 23.8 #
Truck marketers might have an easy job,
0-70 9.8 11.8
but we Truck of the Year judges have a
0-80 12.7 15.0
difficult one. Cue the world’s smallest
PASSING, 45-65 MPH 4.0 4.8
violin, but truth is, when modern-day 15.6 sec @ 88.0 mph | 20.1 sec @ 16.7 sec @ 83.8 mph | 23.6 sec @
pickup trucks are as capable as they QUARTER MILE 69.9 mph* | 20.8 sec @ 68.0 mph** 59.8 mph#
are, balancing their various pros and BRAKING, 60-0 MPH 140 ft 145 ft
cons to come to a decisive winner isn’t TOP-GEAR REVS @ 60 MPH 1,800 rpm 1,700 rpm
easy. Thankfully we have our criteria to DOUBLE LANE CHANGE SCORE 4.01 4.71
guide us. Simply put, no truck this year DAVIS DAM FRUSTRATION 16.1 sec @ 1,052 ft*** 28.2 sec @ 1,990 ft##
succeeds against our criteria to the same CRUISE CONTROL OVERRUN 1.9 mph 5.3 mph
degree as the Ram Heavy Duty lineup. CONSUMER INFO
Sure, some trucks can objectively BASE PRICE $54,595 $78,990
tow or haul more and do so quicker, PRICE AS TESTED $67,655 $88,130
but even so, no pickup on the market STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes
better balances the diverse needs of its AIRBAGS 6: Dual front, front side, f/r curtain 6: Dual front, front side, f/r curtain
customers better than this one. It’s more BASIC WARRANTY 3 years/36,000 miles 3 years/36,000 miles
comfortable empty and when loaded. It’s POWERTRAIN WARRANTY 5 years/60,000 miles 5 years/60,000 miles
more luxurious but also more affordable. ROADSIDE ASSISTANCE 5 years/100,000 miles 5 years/100,000 miles
It’s great to drive both on-road and off. FUEL CAPACITY 31.0 gal 32.0 gal
It’s safe, efficient, and tremendously REAL MPG, CITY/HWY/COMB 10.2/15.3/12.0 mpg 13.2/18.0/15.0 mpg
capable. And because of that, it’s our EPA CITY/HWY/COMB ECON Exempt from testing Exempt from testing
2020 Truck of the Year. Q RECOMMENDED FUEL Unleaded regular Diesel
With a * 7,500-lb trailer | **10,500-lb trailer | # 20,000-lb trailer
MOTORTREND.COM 63
35-55-mph uphill acceleration with ***7,750-lb ## 17,330-lb trailer
Bryan Salesky
Maurizio Reggiani Co-Founder and CEO, Argo AI
Chief Technical Officer, 2019 Rank: Unranked
Automobili Lamborghini Salesky’s startup has attracted
enough money and attention to play
2019 Rank: 19
in the big leagues with Waymo and
His latest is the $2 million, 808-hp Cruise and is testing its robocars
Sián hybrid supercar with a V-12 in six cities now. Ford and VW
and a supercapacitor (instead
have invested about $2.6
of a traditional battery pack), billion in the private firm, which
allowing it to store more power, will give each automaker an
discharge it faster, and require less autonomous driving system
cooldown time so it’s ready 48
it can tailor to its own vehicle
to squirt out of the
development programs.
next corner.
Alfonso Albaisa
50 49 Senior Vice President
for Global Design,
Nissan Motor Co.
Kyle Vogt 2019 Rank: 36
Albert Biermann Co-Founder and Chief Albaisa continues to
Head of Research and Technology Officer, Cruise redefine the look of the
Development, Hyundai 2019 Rank: 40 Nissan and Infiniti
Motor Group The robotics pioneer (above) has brands as they
2019 Rank: 17 seen his startup raise another embrace a focus
Biermann injected $7.25 billion and expand to on electric vehicles.
performance as head of more than 1,000 employees He poached former
Hyundai N, and now, as global developing and testing Lincoln designer
R&D boss, he spreads his autonomous vehicles for GM David Woodhouse to
engineering prowess across all with investment from Honda help create distinctive
Hyundai Group brands. We and SoftBank Vision. Cruise Japanese designs. For
is valued at $19 billion and is
anticipate a Ranger Raptor rivaling Waymo in the race to 46 Infiniti, the Inspiration
competitor for Hyundai, concepts represent the future
more N models, and a get robocars on city streets in of the brand. At Nissan, an overhaul of
limited-production halo big volumes. the lineup is foreshadowed by the IMQ
47 car in partnership crossover concept.
with Rimac.
Masayoshi Son
Founder and CEO,
Jim Hackett
SoftBank Group
CEO, Ford 2019 Rank: Unranked
2019 Rank: Unranked Son is a major player in Silicon
It has taken a couple of years for Valley, and his Vision Fund has
Hackett’s ideas and methods to contributed to the mobility space
become clear, resonate, and show signs with investments in Uber, Cruise, and
of change. He has made key partner- a research project with Honda.
ship deals with VW and Rivian, He has outlined a 300-year
expanded investment in plan to make SoftBank
Argo AI for autonomous a leader in artificial
driving, and sorted out intelligence, robotics,
the proper roles for his 45 44 and other advanced
top lieutenants. technologies.
t has been another fascinating year for the auto At the Volkswagen Group, there were more arrests and
industry, with product highlights ranging from the investigations in the wake of the never-ending Diesel-
much-anticipated mid-engine Corvette to a string gate scandal as investigators also turned their sights
of Tesla-challenging EVs to a swath of three-row toward Daimler, BMW, FCA, and Ford.
SUVs and heavy-duty trucks. But amid the drama, the auto industry’s powerful
As usual, there was drama in the executive ranks of the players continued to design, innovate, engineer, market,
automakers that make these vehicles happen. sell, and even race a slew of spectacular vehicles with
The most tumultuous was the Nissan-Renault alliance, increasingly complex technology.
where the list of “former” CEOs kept growing. The jailed This list is a hats-off to the people behind the accom-
Carlos Ghosn was out, but as the year progressed, many of plishments. They are the ones to watch. And No. 1 on the
the people who filled his leadership void were also out. Power List is the 15th MotorTrend Person of the Year.
64 MOTORTREND.COM JANUARY 2020 WORDS ALISA PRIDDLE
LIST
Lewis Hamilton
Formula 1 Driver,
Mercedes-AMG Petronas
Motorsport
2019 Rank: Unranked
The five-time (well on his way to
six at press time) world cham-
pion might be the best driver of
his—or any—generation. Since his
43 remarkable rookie season in
2007, he has dominated the
most elite level of racing. The
Michael Mauer
British driver’s personal
Director of Style, Porsche branding is unconven-
2019 Rank: 27 tional, but his record
Mauer took the almost speaks for itself, and his
perfect 911 and crafted a new iteration fans are legion.
that retains its iconic grace and
elegance. The designer also created Tobias Moers
the Taycan, Porsche’s first electric Board of Management, Mercedes-AMG, Daimler
car—which had to be recognizable as a 2019 Rank: 31 The man behind the performance brand is
Porsche while establishing a signature helping AMG transition to a new future with hybrids,
look for an electric future. such as the One (with its Formula 1 hybrid
engine) and a new EQ Performance line,
starting with an AMG GT 4-Door by the
end of 2020, while populating the lineup
with snarling 43, 53, and 63 models.
42 41
Thomas Ingenlath Michael Simcoe
CEO and Chief Designer, Vice President of Global Design,
Polestar General Motors
2019 Rank: 10 2019 Rank: Unranked
After a hybrid model introduced Simcoe took over the big chair in 2016,
the electric performance brand, so his leadership and design influence
Polestar becomes a dedicated is slowly rolling out. Long-term projects
EV brand to compete with Tesla. like the mid-engine Corvette were
Ingenlath oversees the design largely locked in, but the road
and business end of this electric appeal of the Chevrolet
performance vehicle division, which Blazer and the
must look different from the lines of the 38
Volvos Polestar shares Cadillac CT5
40 technology with. 39 have his touch. Peter Faricy
CEO of Global Direct to
Consumer, Discovery
Alejandro Agag Andy Palmer 2019 Rank: Unranked
Chairman, Formula E President and Group CEO, Faricy (above) shepherds
Discovery’s U.S. digital
2019 Rank: 46 Aston Martin Lagonda
projects as part of a larger
Millions watch each race, as 2019 Rank: 4
Formula E has become one of the Aston Martin had a rough plan to offer low-cost
world’s fastest-growing sports, first year on the stock market, streaming of automotive
silencing skeptics and raising but Palmer continues to work content. He is positioning
questions about whether Formula on a lineup of beautiful cars MotorTrend as Netflix
1 should consider switching to and developing a future with for cars with Top Gear
electric race cars. More brands, hybrids, a new V-6 engine, and a America, along with new
garage, adventure, and
companies, and cities continue Lagonda EV lineup—while
to join as the electric car still offering V-12 cars lifestyle shows—bringing
automotive
racing championship in a world that
enters its sixth demands entertainment to
season with compliance the masses.
37 14 races with stricter 36
scheduled.
emissions
regulations.
Marek Reichman Britta Seeger
Chief Creative Officer, Supervisory Board Member for
Aston Martin Mercedes-Benz Cars Marketing
2019 Rank: Unranked and Sales, Daimler
Reichman has injected bold
differentiation into new Astons, 2019 Rank: Unranked
creating such diverse vehicles as the Seeger is working to build the EQ
exotic Valkyrie hypercar, classically electric brand, finally pulling the
beautiful DB11 grand tourer, sporty plug on the profit-draining Smart
Vantage two-seater, Vanquish brand in the U.S., and ensuring all the
mid-engine car, muscular DBS Mercedes-Benz products in between
Superleggera, a first SUV with the BDX, are resonating with consumers. Sales
and Lagonda electric concepts. have grown under her watch.
35 34 JANUARY 2020 MOTORTREND.COM 65
Carlos Tavares Joe Hinrichs
Chairman and CEO, PSA Group President of Automotive, Ford
2019 Rank: Unranked 2019 Rank: Unranked
General Motors couldn’t make money Ford CEO Jim Hackett moved
with Opel in Europe, but Tavares, who Hinrichs to the new role of
raised eyebrows when PSA bought overseeing the company’s global
the brand in 2017, is delivering on his automotive business as well as
promise to turn the brand around with product development—a good
tough love, cost-cutting, and the same fit given his business acumen and
discipline he applied to his other ability to work with others to get the
brands—which are showing job done. This puts him in line
record profits. to succeed Hackett.
33 32 31
Giovanni Palazzo
Takahiro Hachigo Chris Urmson CEO and President,
Electrify America
CEO, Honda Co-Founder and CEO,
2019 Rank: 29 Aurora Innovation 2019 Rank: Unranked
After seven years as VW’s head
Under this chief executive with 2019 Rank: Unranked of e-mobility strategy, Palazzo
an engineering background, After leading Google’s self- was put in charge of Electrify
Honda is streamlining its driving unit, Urmson co-founded America, which is installing fast-
products, consolidating models, his own startup in 2017. Aurora charging stations across the U.S.
reducing variants, introducing has partnerships with FCA and The independent subsidiary of
a new architecture, expanding Hyundai and investment VW was born of scandal, but its
its two-motor hybrid system, from Amazon, and it’s now comprehensive, open network
sharing more parts, valued at about $2.5 billion. of charging stations could be
30 reducing manpower, Aurora’s autonomous Dieselgate’s redemption.
tech will be seen in 2021 in
and spending
more on R&D. 29 vehicles from Hyundai and
Chinese startup Byton.
Mark Reuss
President, General Motors Ralf Speth
2019 Rank: 32 CEO, Jaguar Land Rover
Reuss is managing the day-to-day 2019 Rank: 16
for an automaker as focused on the Love it or hate it, after 22 years of
Corvette and Silverado as the goal begging, the Defender returns to the
to put 1 million electric vehicles on U.S. Jaguar has its own SUVs now, and
the next XJ flagship sedan is expected
the road annually while developing
autonomous vehicles and still making to be stunning and electric. Even as
a profit. It means overseeing JLR fights Brexit and slowing sales, 26
a leaner company going Speth is investing heavily and
forward to fund the has partnered with BMW
28 expensive tech. to develop electric Jensen Huang
powertrains.
27 Founder and President, Nvidia
2019 Rank: 15
Ola Källenius The founder of the graphics-
Chairman and CEO, Elon Musk processor chip company has
become the king of AI. From
Daimler AG CEO, Tesla gaming roots, he expanded into
2019 Rank: 41 2019 Rank: 42 transportation, manufacturing, and
The new CEO is making hard Another year of drama for Musk other fields. He is riding the demand
decisions to pare the lineup, with lawsuits and SEC concerns for artificial intelligence chips as
reduce cost, and form alliances to over tweets. But sales continue to deep learning becomes crucial to
improve margins while investing in grow, affordable Model 3s are on autonomous driving.
electric and autonomous vehicles. the road, there’s a new plant in
Sales are strong in China, but there China, and promises of a pickup,
are still problems in Europe—where compact crossover, roadster,
Daimler paid a fine for diesels and a big-rig continue.
accused of not meeting Ever the boy at
25 emissions regs. 24 heart, his cars
can now fart.
Dhivya Suryadevara John Krafcik
Chief Financial Officer, CEO, Waymo
General Motors 2019 Rank: 6
2019 Rank: Unranked Waymo has autonomous
In charge of GM’s finance taxis on public roads in
department since 2018, Phoenix, is mapping the 21
Suryadevara is pivotal in achieving streets of L.A., and will
annual cost reductions of $4.5 lease a factory in Detroit to Akio Toyoda
billion through 2020—ensuring the retrofit vehicles from FCA and President, Toyota
automaker has the resources for Jaguar to drive autonomously. 2019 Rank: 35
ambitious EV and autonomous Krafcik is also testing Waymo’s The scion of the founders remains in
vehicle plans while self-driving technology in charge after a decade with no signs
keeping things Class 8 trucks for use of slowing down. He wants to lead
running during 22 in the trucking the future of mobility with artificial
23 a protracted industry. intelligence and partnerships to
labor strike.
address the cost of future tech while
still creating fun-to-drive cars.
66 MOTORTREND.COM JANUARY 2020
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Håkan Samuelsson Stefan Weckbach
CEO, Volvo Taycan Chief Engineer, Porsche
2019 Rank: 3 2019 Rank: Unranked
Design overhaul—check. Creation of Weckbach is the man behind what
a more premium brand in Polestar— might be the most significant,
check. Big moves to go electric— ambitious Porsche of all time: its
check. Now the CEO wants to merge first electric car that retains the
engine operations with China’s Geely brand’s ultra-high-performance
to create a stand-alone powertrain DNA. The Taycan has
supplier. Those cost cuts familial styling cues,
can then be used punches you out
to fund all these of corners like a 911 18
future plans. Turbo, and offers a
20 19 range expected to Mike Manley
exceed 225 miles.
CEO, FCA
Mike Flewitt Thomas Ulbrich 2019 Rank: 12
CEO, McLaren Member of the Board of Since his sudden ascension
2019 Rank: 20 Management for E-Mobility, to the top job, Manley has
been quietly implementing
Flewitt is making McLaren Volkswagen the five-year plan, dealing
synonymous with “supercar.” 2019 Rank: 18
with sales and diesel legal
His latest salvo: the magnificent VW’s commitment to electric vehicles messes, and remaining open
Senna, which can deliver a is not lip service. The automaker has
to mergers despite a failed
spiritual awakening to even the started showing some of the 33 models attempt with Renault. He’s
most experienced drivers. The planned on the Modular Electric also returning an idled Detroit
company continues to Drive platform. The plant to production to make
grow its product line, Zwickau, Germany, a three-row Jeep Grand
production, sales, plant and half the
Cherokee.
17 profits, and stature Chattanooga plant
will be converted
under Flewitt’s
steady hand. 16 to make electric
vehicles.
Li Shufu August Achleitner
Chairman of Zhejiang Geely, Vice President Product
Volvo Cars, and Lynk & Co. Line 911 and 718, Porsche
2019 Rank: 9 2019 Rank: Unranked
This auto czar is bringing his interests
Mr. 911 calls it a career, but
together as Volvo and Geely create only after his final work:
a new stand-alone company to
the 992 generation of the
develop next-generation combustion sports car he had overseen
engines and hybrid powertrains.
for 18 years. Achleitner lovingly
Volvo will focus on electric powertrains 13
that it can supply to Geely, Lynk & crafted the evolution of the
icon that defines the
Co., Lotus, Proton, and LEVC automaker, without J.B. Straubel
15 (London cabs). 14 losing its elegant lines Co-Founder and Senior
or performance.
Adviser, Tesla
Eui-Sun Chung 2019 Rank: Unranked
Joy Falotico The former chief technical
Chief Marketing Officer, Ford; Executive Vice Chairman, officer at Tesla has stepped
President, Lincoln Hyundai Motor Group back from day-to-day
2019 Rank: 38 2019 Rank: 14 authority but will continue to
Falotico has overseen the The heir apparent makes all the apply his genius toward core
tech—especially around
right moves, with vehicles marked
launch of two more hits for by strong design, performance, batteries, power electronics,
Lincoln—the compact Corsair packaging, and value. They and an expanding network
and three-row Aviator—while
source Hyundai steel and smartly of superchargers. He is
upgrading the Nautilus. The share in-house component sets. essential to Tesla’s drive to
brand now has a strong lineup
A joint venture with Aptiv will retain EV tech leadership.
that is restoring the storied
develop autonomous cars, an
Lincoln name. She is also area where Hyundai was
overseeing Ford’s falling behind.
12 restructuring of its 11
global marketing
and agencies.
One to Watch: Mate Rimac
Marketer: Alan Bethke
Senior Vice President of Founder, Rimac Automobili
Marketing, Subaru of America 2019 Rank: Unranked
The Croatian entrepreneur builds
2019 Rank: Unranked
electric hypercars—the $2 million
Bethke peddles love. C Two comes out next year—and
Responsible for Subaru
makes advanced high-density
marketing, Bethke is steward battery systems for other
of the highly successful
brands’ high-performance
campaign that has boosted
vehicles. He has partnered with
brand awareness and sales for Seat and received investment
a decade. The tag line, “Love. It’s 8
from Porsche and Hyundai.
what makes a Subaru a Subaru,”
made it to a skit on SNL Showman: Charles Gordon-Lennox
and a question on Duke of Richmond, founder of Goodwood Festival of Speed
10 Jeopardy!. Say Lord March, as he was previously known, is the founder of the
2019 Rank: Unranked
no more.
Goodwood Festival of Speed and Goodwood Revival,
9 which attract 150,000 enthusiasts a day. It’s a model that could
become the auto show of the future.
Lion of Industry:
Roger Penske CEO: Mary Barra
Founder and Chairman, Penske Chairman and CEO, General
Corporation Motors
2019 Rank: Unranked 2019 Rank: 11
Penske, the businessman who has Barra continues to be the tough,
become synonymous with retailing as shrewd, and strategic leader that
much as racing, oversees an array GM needs to remain profitable
of transportation companies, while investing heavily in electric
including dealerships and race and autonomous vehicles. Her
teams that date back decisive, no-nonsense
50 years. The former approach has led to
professional race car unpopular decisions
7 driver added this year’s to discontinue models,
stop production, and cut
Indy 500 and IMSA titles
to his vast collection. 6 jobs to meet long-term
financial goals.
Designer: Engineer: Tadge Juechter
David Woodhouse
Corvette Chief Engineer,
Vice President, Nissan General Motors
Design America 2019 Rank: Unranked
2019 Rank: 22 Juechter was able to squeeze the
The former Lincoln design final dollops of power out of the C7
chief hopes to replicate Corvette and then create a whole
his magic for transforming new beast: the long-awaited C8 with
overlooked vehicles into a mid-engine to increase power
head turners for the aging and performance. Despite all
Nissan and Infiniti portfolios. the tech, he engineered an
Woodhouse’s work has affordable everyman’s
been exceptional and supercar: 0 to 60 in
thrust Lincoln back 2.8 seconds for
into the spotlight as 4 $65,000.
5 Can lightning strike twice?
America’s luxury brand.
Product Czar: Kumar Galhotra
Futurist: RJ Scaringe President, Ford North America
Founder and CEO, 2019 Rank: Unranked
After spending four years turning
Rivian Automotive
around the Lincoln brand, Galhotra
2019 Rank: Unranked stepped up to the top job in North
The super-cool R1S electric SUV America, where he oversees product
and R1T EV pickup are scheduled development among a hundred other
to start production next year, details. He gets credit for ensuring
and Scaringe, an MIT-educated Fords and Lincolns are well differen-
engineer, is making his skateboard tiated and squarely aimed at their
platform available to others respective buyers. How Ford competes
interested in his tech. That for car shoppers while walking away
includes Ford and its $500 from traditional sedans will be his
million investment, which biggest challenge.
3 will net the Blue Oval an
2
electric SUV.
MotorTrend Person of the Year: Peter Schreyer
President and Head of Design Management, Hyundai Motor Group 2019 Rank: 33
eter Schreyer is the unflappable man in luxury sedan, the Stinger sport coupe, and the
black, the German designer behind the premium-on-a-budget Kia Rio subcompact.
Poriginal Audi TT and rebirthed VW New Given his success in changing the percep-
Beetle. When he left Volkswagen Group in tion of the Kia brand, the company gave him
2006 to become chief design officer for Kia, it more responsibility and a greater domain. He
was a lane change many did not see coming. became one of three Hyundai Group presi-
Korean vehicles were known for their value dents, overseeing long-term design vision.
proposition, but they were saddled with anon- That vision is seen in the Hyundai Sonata,
ymous or juvenile styling. Make us respectable the three-row Hyundai Palisade SUV, the
and respected, he was told. Not an easy task. gorgeous Genesis Essentia concept, the
The 2010 Optima was the first Kia designed Genesis G70 (our 2019 Car of the Year), and the
under his direction. The upscale sedan with 2020 MotorTrend SUV of the Year Kia Telluride.
its signature grille wouldn’t have been out of Schreyer is only the third automotive
place with a BMW roundel on its hood, and it designer to be honored by the Royal College of
was the catalyst for transformation. Art, following Sergio Pininfarina and Giorgetto
Since then, Schreyer has Giugiaro. It’s just another endorsement of his
created hit after hit. The talent for creating stunning vehicles in one of
second coming of the the largest turnarounds in automotive history.
Soul appealed to the Schreyer once said he wishes he could be
elusive millennial buyer. a painter. The MotorTrend 2020 Person of the
He expanded Kia’s Year has taken a Korean canvas and created
breadth with the K900 a masterpiece. Q
JANUARY 2020 MOTORTREND.COM 69
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CAR OF THE YEAR
WORDS MOTORTREND STAFF
PHOTOGRAPHS ROBIN TRAJANO
JUDGES
EDWARD LOH
Editor-in-chief
MARK RECHTIN
Executive editor
ANGUS MACKENZIE
International bureau chief
ALISA PRIDDLE
Detroit editor
JONNY LIEBERMAN
Senior features editor
FRANK MARKUS
Technical director
CHRIS WALTON
Road test editor
ALEX NISHIMOTO
News editor
MIGUEL CORTINA
MotorTrend en Español managing editor
CHRIS THEODORE
Former VP of Chrysler platform engineering,
former VP of Ford product development
IAN CALLUM
Former head of Jaguar design
COVER STORY
VEHICLES
AUDI A8
BMW 3 SERIES
BMW 7 SERIES
BMW 8 SERIES
BMW Z4
CADILLAC CT5
CHEVROLET CORVETTE
KIA K900
KIA NIRO EV
KIA SOUL
MAZDA3
MERCEDES-AMG GT 4-DOOR
MERCEDES-BENZ A-CLASS
NISSAN LEAF
NISSAN VERSA
PORSCHE 911
SUBARU LEGACY
TESLA MODEL 3
TOYOTA COROLLA
The Hyundai Sonata (far left) was TOYOTA SUPRA
dropped from the competition for not VOLKSWAGEN ARTEON
being in final-production state of tune.
77
COTY I Contenders
BMW 3 Series
PRO Fantastic transmission • I-6 engine rips • Decent back seat
CON Rough M Sport suspension • Unimaginative interior • Distant steering
lthough the new 3 Series horsepower”—saved only by the a distant and unpredictable feel. BMW charges a fee for CarPlay,
was supposed to show well-executed ZF eight-speed At least BMW’s vaunted high- and its phone connectivity
ABMW has its mojo back, transmission. When mated speed straight-line stability is software is buggy. At least the
it’s now merely competitive—a to the 340i’s zingy 3.0-liter still present. Harman Kardon audio system is
long fall for an icon that once turbocharged inline-six, the The familiar styling and kidney clear and crisp.
defined the compact sport sedan eight-speed’s tuning is even more grille will let everyone know you’re As this iconic Bimmer
segment. superb. The higher-horsepower driving a BMW. The laser head- moves into its fourth decade
BMW sent a 330i model with engine also provides a more lights are super bright and reach of existence, MacKenzie
a jarring, unsettled M Sport balanced driving feel—like a a good distance. summarized: “The 3 Series was
suspension; at least that meant 3 Series used to. Inside, designers stuck with the once the benchmark sport sedan
sharp, precise handling that is A couple judges experienced consistent BMW layout. Quintes- others aspired to emulate. Now
only let down by a slightly over- moments of understeer followed sential or boring? You pick. The it feels like an aging rock star
boosted, artificial steering feel. by a feeling of lightness and seats are upright and firm. Some desperately trying to stay the
Walton called the BMW’s sudden drifty oversteer, and not of the plasticky trim pieces are headline act.”
2.0-liter mill “all torque and no in a fun way. Also, the brakes have off-putting for a luxury car. Plus, Mark Rechtin
SPECS 2019 330i xDrive 2020 M340i
Base Price/As Tested $43,245/$58,770 $54,995/$67,070
Power (SAE net) 255 hp @ 5,000 rpm 382 hp @ 5,800 rpm
Torque (SAE net) 295 lb-ft @ 1,550 rpm 369 lb-ft @ 1,800 rpm
Accel, 0-60 mph 5.5 sec 4.2 sec
Quarter Mile 14.1 sec @ 98.1 mph 12.7 sec @ 110.4 mph
Braking, 60-0 mph 114 ft 111 ft
Lateral Acceleration 0.91 g (avg) 0.93 g (avg)
MT Figure Eight 26.6 sec @ 0.66 g (avg) 25.0 sec @ 0.77 g (avg)
M340i
EPA City/Hwy/Comb 25/34/28 mpg 22/30/25 mpg
Vehicle Layout 330i xDrive Front-engine, AWD, 5-pass, 4-door sedan M340i Front-engine, RWD, 5-pass, 4-door sedan Engine/Transmission 330i xDrive
2.0L turbo DOHC 16-valve I-4/8-speed automatic M340i 3.0L turbo DOHC 24-valve I-6/8-speed automatic Curb Weight (F/R Dist) 330i xDrive 3,702 lb
(53/47%) M340i 3,787 lb (52/48%) Wheelbase 112.2 in Length x Width x Height 330i xDrive 185.7 x 71.9 x 56.8 in M340i 185.7 x 71.9 x 56.4 in Energy Consumption,
City/Hwy 330i xDrive 135/99 kW-hr/100 miles M340i 153/112 kW-hr/100 miles CO2 Emissions, Comb 330i xDrive 0.68 lb/mile M340i 0.78 lb/mile
BMW 7 Series
PRO Smooth hybrid powertrain • Beautiful interior • Quiet while cruising
CON That grille • Soggy dynamics • Poor brake feel
or decades, BMW has viewed It’ll scoot the 4,956-pound
its 7 Series flagship luxury sedan to 60 mph in 4.8 seconds
Fsedan through the prism of and over the quarter mile in 13.3
the best-selling Mercedes-Benz seconds at 105.2 mph. BMW
S-Class. The dilemma: Imitate, or claims the 12-kW-hr battery gives to 56 mpg-e, according to the MBUX interface and Audi’s
try something different? the 745e a 16-mile range running EPA. More concerning, though, is dramatic new A8 interior layout.
The latest 7 Series is the former: purely on the motor, a 2-mile the drive experience, which is soft “Copious engineering effort
softer and more comfort-oriented increase over its predecessor. and pillowy, with robotic steering has gone into this car,” Markus
than you’d expect a BMW to be, More power and more range. and brake actuation evocative of said. “Pity so little of it was
laden with tech, and with a big, What’s not to like? A lot, actually. an on-off switch. directed toward the powertrain
glittery grille to let everyone know Yes, the 745e goes farther on And although it’s beautifully and chassis dynamics. There’s no
you’ve joined the plutocracy. battery power, but the larger put together and laden with tech, ‘ultimate driving’ in this machine.
The xDrive plug-in hybrid internal combustion engine the interior ambiance is oddly old BMW management in the ’90s
combines a 280-hp 3.0-liter I-6 means its overall efficiency is school, especially in the context would never have stood for it.”
with a 111-hp motor. worse, dropping from 64 mpg-e of the current S-Class with the Angus MacKenzie
SPECS 2020 BMW 745e xDrive (PHEV)
Base Price/As Tested $96,545/$119,875
Power (SAE net) 280 hp @ 5,000 + 111 hp @ 3,170 (elec); 389 hp comb
Torque (SAE net) 330 lb-ft @ 1,500 + 195 lb-ft @ 3,170 (elec); 442 lb-ft comb
Accel, 0-60 mph 4.8 sec
Quarter Mile 13.3 sec @ 105.2 mph
Braking, 60-0 mph 112 ft
Lateral Acceleration 0.84 g (avg)
MT Figure Eight 26.1 sec @ 0.73 g (avg)
EPA Comb (gas; gas + elec) 22 mpg; 56 mpg-e
Vehicle Layout Front-engine, AWD, 5-pass, 4-door sedan Engine/Transmission 3.0L turbo DOHC 24-valve I-6 plus AC synchronous elec motor/8-speed
automatic Curb Weight (F/R Dist) 4,956 lb (49/51%) Wheelbase 126.4 in Length x Width x Height 207.4 x 74.9 x 58.2 in Energy Consumption, City/Hwy
153 kW-hr/100 miles CO2 Emissions, Comb 0.88 lb/mile
78 MOTORTREND.COM JANUARY 2020
COTY
BMW 8 Series
PRO Thunderous V-8 • Sharp handling • High-quality materials
CON Familiar interior design • Cramped rear seat • iDrive system UX
he 8 Series of the 1990s was “The M850i drives like force of Series with some crystal trim here It’s not all bad, though. We
gorgeous to behold but nature—heavy, grippy, sonically and there,” Cortina said. “If I’m loved the audio system, which
Tless so to drive. BMW has awesome,” Markus said. going to pay for a car that costs is made better by the coupe’s
revived that flagship nameplate, Judges loved the 4.4-liter this much, it better be worth exceptionally quiet cabin, and
which today includes a coupe, twin-turbo V-8’s 523 hp and 553 it. And I don’t see the value or the adaptive suspension for its
convertible, and four-door Gran lb-ft of torque, its rear-biased specialness in the M850i.” smooth ride on the highway and
Coupe. The new 8 Series isn’t all-wheel-drive system, and Then there’s the matter of rough road.
the looker its predecessor was how the M850i went around a cabin space, which is plentiful Given that the two-door GT
(MacKenzie calls it “Hulk Hogan corner. Still, the 8 Series left many in the front seats but tight in the market is shrinking, BMW had the
in a Hugo Boss suit”), but it’s fun unimpressed. back. The 8 Series is down an opportunity to set the bench-
to drive this time around. Part of that is due to the inch in rear head- and legroom mark with the 8 Series. Instead,
Contrary to what its roughly interior, which uses high-quality compared to the 6 Series. Cortina the M850i is merely an adequate
4,400-pound curb weight materials but looks like it was called its packaging “a disaster.” choice in a segment with not
suggests, the M850i is a nimble cut and pasted from lesser BMW Priddle agreed: “Such a big car many choices to begin with.
performer. models. “The interior feels like a 3 yet so little room for people.” Alex Nishimoto
SPECS 2019 BMW M850i xDrive Coupe 2019 BMW M850i xDrive Convertible
Base Price/As Tested $112,895/$119,295 $122,395/$126,395
Power (SAE net) 523 hp @ 5,500 rpm 523 hp @ 5,500 rpm
Torque (SAE net) 553 lb-ft @ 1,800 rpm 553 lb-ft @ 1,800 rpm
Accel, 0-60 mph 3.4 sec 3.9 sec
Quarter Mile 11.7 sec @ 120.4 mph 12.3 sec @ 113.7 mph
Braking, 60-0 mph 111 ft 110 ft
Lateral Acceleration 0.98 g (avg) 0.97 g (avg)
MT Figure Eight 24.2 sec @ 0.85 g (avg) 24.3 sec @ 0.82 g (avg)
EPA City/Hwy/Comb 18/25/20 mpg 17/26/20 mpg Convertible
Vehicle Layout Coupe Front-engine, AWD, 4-pass, 2-door coupe Convertible Front-engine, AWD, 4-pass, 2-door convertible Engine/Transmission 4.4L
twin-turbo DOHC 32-valve V-8/8-speed automatic Curb Weight (F/R Dist) Coupe 4,360 lb (55/45%) Convertible 4,564 lb (52/48%) Wheelbase 111.1
in Length x Width x Height 191.2 x 74.9 x 53.0 in Energy Consumption, City/Hwy Coupe 198/130 kW-hr/100 miles Convertible 187/135 kW-hr/100 miles
CO2 Emissions, Comb Coupe 0.96 lb/mile Convertible 0.94 lb/mile
BMW Z4
PRO Satisfies roadster cravings • Great inline-six • Soft top > hard top
CON Sticker shock • Muddled design • Stressed turbo-four
MW can’t seem to shake sub-13 quarter mile prove this
the allure of an intimate little car punches well above its
Btop-down driving experi- weight.
ence, so they sent us a turbo-four Objective numbers are one
Z4 sDrive30i and a turbo-six Z4 thing, but our judges’ subjective machine! Very controllable and Pricing was an undisputed
M40i. It’s remarkable how differ- opinions were harder to parse. fun to drive. Great brakes with challenge. The sDrive30i starts at
ently these two drive and how Some rather liked the four-cyl- excellent pedal feel and initial $50,695 and the M40i at $64,695.
divided our judges felt about the inder version, saying the same response.” But Markus sniped: Is the six-cylinder engine really
merits or deficiencies of each. engine is stressed in the 3 Series “This feels like a short-wheelbase $14,000 better? We can see how
The Z4 sDrive30i was potent but right-sized in the Z4. But 3 Series with too many of the 3’s one could prefer the Z4 M40i over
enough for a 0–60 blast in just others felt that the turbo-four problems.” the mechanically related Toyota
over 5 seconds and an impres- didn’t have the “sparkle” BMW I felt like the 30i’s cohesiveness Supra, until you see the price. As
sive 100-mph trap speed in the needs for such a car. works better than the M40i, which it sits, it’s $20,000 more than the
quarter mile. The M40i’s sub-4- As for the M40i, things were feels like it’s trying too hard to be Supra, but not $20,000 better to
second 0–60 time as well as a just as unclear. Loh wrote, “Drift taken as a serious sports car. drive. Chris Walton
SPECS 2019 BMW Z4 sDrive30i 2020 BMW Z4 M40i
Base Price/As Tested $50,695/$62,845 $64,695/$73,295
Power (SAE net) 255 hp @ 5,000 rpm 382 hp @ 5,000 rpm
Torque (SAE net) 295 lb-ft @ 1,500 rpm 369 lb-ft @ 1,600 rpm
Accel, 0-60 mph 5.2 sec 3.9 sec
Quarter Mile 13.8 sec @ 100.7 mph 12.4 sec @ 112.0 mph
Braking, 60-0 mph 99 ft 101 ft
Lateral Acceleration 1.02 g (avg) 1.02 g (avg)
MT Figure Eight 24.5 sec @ 0.79 g (avg) 24.0 sec @ 0.84 g (avg)
EPA City/Hwy/Comb 25/32/28 mpg 24/31/26 mpg M40i
Vehicle Layout Front-engine, RWD, 2-pass, 2-door convertible Engine/Transmission sDrive30i 2.0L turbo DOHC 16-valve I-4/8-speed automatic
M40i 3.0L turbo DOHC 24-valve I-6/8-speed automatic Curb Weight (F/R Dist) sDrive30i 3,389 lb (50/50%) M40i 3,626 lb (50/50%) Wheelbase 97.2
in Length x Width x Height 170.7 x 73.4 x 51.4 in Energy Consumption, City/Hwy sDrive30i 135/105 kW-hr/100 miles M40i 140/109 kW-hr/100 miles
CO2 Emissions, Comb sDrive30i 0.70 lb/mile M40i 0.73 lb/mile
JANUARY 2020 MOTORTREND.COM 79
COTY I Contenders
Cadillac CT5
PRO Improved infotainment • Generous rear seat • Carbon-fiber trim
CON Overworked turbo-four • Uninspiring interior • Lackluster dynamics
he Cadillac CT5 sedan review in GM’s Shanghai studio,” especially when downshifting switchgear and plastics are
replaces both the CTS and MacKenzie said. Theodore had using the paddle shifters. pulled from the familiar GM parts
TATS—the former our 2014 similar thoughts, calling it a “skin “After the CTS and ATS, the bin and detract from any sort
Car of the Year winner and still blotch.” There are not a lot of chassis is a disappointment,” of premium feel. The responsive
a sport sedan we hold in high ways to spin that positively. MacKenzie said. “The CT5 doesn’t haptic touchscreen improves
regard. So this new Caddy has The CT5’s updated Alpha 2 feel as powerful or as alert, and Cadillac’s once-balky CUE info-
some big shoes to fill. Unfor- platform is still tossable, but the default handling mode is tainment system. The rear seat
tunately for Cadillac, the CT5 not like its predecessors. One mild understeer. You can get offers excellent legroom but is
comes up a few sizes too small. problem is the CT5’s suspension it to rotate, but it takes a lot of tight on headroom.
Although the Cadillac is tuning; it pushes at the limit, provocation.” Cortina summed up the CT5
handsome in front, most judges and the wimpy 237-hp 2.0-liter The interior is a mixed bag. best: “This is one of those cars
couldn’t get behind its bizarre turbocharged I-4 doesn’t make Some aspects, such as the that I can’t recommend to people
C-pillar graphic. correcting with throttle easy. At carbon-fiber trim with red shopping in this class. I just don’t
“It looks like it was stuck on at least its 10-speed automatic accents to match the stitching, see anything special or attractive
the last minute after a design transmission shifts smartly, are well executed. But other here.” Alex Nishimoto
SPECS 2020 Cadillac CT5 350T
Base Price/As Tested $37,890/$54,590
Power (SAE net) 237 hp @ 5,000 rpm
Torque (SAE net) 258 lb-ft @ 1,500 rpm
Accel, 0-60 mph 7.1 sec
Quarter Mile 15.3 sec @ 91.9 mph
Braking, 60-0 mph 114 ft
Lateral Acceleration 0.88 g (avg)
MT Figure Eight 26.2 sec @ 0.68 g (avg)
EPA City/Hwy/Comb Not yet rated
Vehicle Layout Front-engine, RWD, 5-pass, 4-door sedan Engine/Transmission 2.0L turbo DOHC 16-valve I-4/10-speed automatic Curb Weight
(F/R Dist) 3,693 lb (51/49%) Wheelbase 116.0 in Length x Width x Height 193.8 x 74.1 x 57.2 in Energy Consumption, City/Hwy Not yet rated
CO2 Emissions, Comb Not yet rated
Kia K900
PRO Comfortable ride • Superbly crafted interior • Great value
CON Anonymous exterior • Leisurely transmission • Wallowy suspension
he 2019 Kia K900 surprised us remarkably planted. However, the
all. Despite the mainstream transmission’s leisurely down-
Tbadge on the hood, the K900 shifts indicate chauffeur tuning.
garnered praise as a proper full- Coddling passengers remains
size luxury sedan that’s strong in the K900’s mission statement. The 2019 Kia K900 is a huge Quibbles? Mundane exterior
value and premium fitments. Now Its drive mode selector even has bargain for a full-size luxury styling. Unlike its predecessor,
on a long-wheelbase version of a Comfort+ setting under the sedan, especially considering the 2019 K900’s conservative
the Kia Stinger and Genesis G70’s Individual option for the best its outstanding build quality. design flies under the radar,
rear-drive platform, the K900 ride. Not that you need it; the MacKenzie declared that even with details like the layered
proves it’s not a cheap copycat. standard setup is already super although the K900 is half the headlights and taillights. Looks
The K900 comes with a 365-hp comfortable. As a trade-off, price of a BMW 745e, it’s more aside, the K900 shows that Kia
3.3-liter twin-turbo V-6 paired to however, the suspension wallows than half the vehicle. The quiet, can build a proper luxo-barge,
an eight-speed automatic. After over big bumps, the brake feel is spacious cabin drew plenty of with content the equivalent of
some initial turbo lag, the K900 a bit reedy, and the standard tires compliments—especially the something that costs much more.
accelerates effortlessly and stays chuff mightily when cornering. feature-laden rear seats. Stefan Ogbac
SPECS 2019 Kia K900 AWD
Base Price/As Tested $60,895/$64,895
Power (SAE net) 365 hp @ 6,000 rpm
Torque (SAE net) 376 lb-ft @ 1,300 rpm
Accel, 0-60 mph 5.4 sec
Quarter Mile 13.9 sec @ 102.2 mph
Braking, 60-0 mph 121 ft
Lateral Acceleration 0.87 g (avg)
MT Figure Eight 25.7 sec @ 0.72 g (avg)
EPA City/Hwy/Comb 18/25/21 mpg
Vehicle Layout Front-engine, AWD, 5-pass, 4-door sedan Engine/Transmission 3.3L twin-turbo DOHC 24-valve V-6/8-speed automatic Curb Weight
(F/R Dist) 4,716 lb (52/48%) Wheelbase 122.2 in Length x Width x Height 201.6 x 75.4 x 58.7 in Energy Consumption, City/Hwy 187/135 kW-hr/100 miles
CO2 Emissions, Comb 0.94 lb/mile
80 MOTORTREND.COM JANUARY 2020
COTY
Kia Niro EV
PRO Not a funny-looking EV • Compliant ride • Roomy interior
CON Expensive at higher trims • Joyless to drive • Conservative styling
ith a 239-mile range on The spacious interior easily driving dynamics were plagued of the most expensive EVs we
a full charge, the 2019 fits average-sized adults, and by excessive understeer, had this year—much pricier than
WKia Niro EV eases range the cargo area is accommo- uncommunicative steering, the Tesla Model 3. Some judges
anxiety and gives you a genuine dating, particularly with the rear and mushy brakes. Priddle couldn’t justify that, especially
all-electric daily driver that you seats folded. Despite its cool complained about jerky with its interior feeling cheaper
probably won’t need to plug in graphics to track efficiency, the acceleration and inability to than its price tag.
every night. Niro EV’s infotainment system perform one-pedal driving The Niro EV’s biggest problem?
Like its hybrid and plug-in remains user-friendly thanks to because the regenerative brakes It came a few years too late. With
hybrid siblings, the Niro EV its straightforward layout. won’t bring the car to a stop. the 240-mile Tesla Model 3 priced
sticks to traditional gauges, Some judges commented Our EX Premium example similarly to a base Niro EV and
buttons, and a touchscreen. on the Niro EV’s feeling of came loaded up. A driver the Chevrolet Bolt EV gaining
Transparency helps sell EVs to solidity thanks to its high- assistance suite that works well? 20 miles more range, the Kia’s
a public that doesn’t want to speed stability, comfortable Check. Heated and ventilated primary advantage is that it still
have to learn some goofy new ride, and lack of buzzes and front seats? Got those, too. At qualifies for the $7,500 federal
interface. rattles. Unfortunately, its $47,405, the Niro EV was one tax credit. Stefan Ogbac
SPECS 2019 Kia Niro ECO Electric (EX)
Base Price/As Tested $39,545/$47,405
Power (SAE net) 201 hp @ 3,800 rpm
Torque (SAE net) 291 lb-ft @ 0 rpm
Accel, 0-60 mph 6.2 sec
Quarter Mile 14.8 sec @ 95.7 mph
Braking, 60-0 mph 123 ft
Lateral Acceleration 0.80 g (avg)
MT Figure Eight 27.1 sec @ 0.66 g (avg)
EPA City/Hwy/Comb 123/102/112 mpg-e
Vehicle Layout Front-motor, FWD, 5-pass, 4-door hatchback Engine/Transmission AC synchronous permanent-magnet electric motor/1-
speed automatic Curb Weight (F/R Dist) 3,906 lb (55/45%) Wheelbase 106.3 in Length x Width x Height 172.2 x 71.1 x 61.4 in Energy Consumption,
City/Hwy 27/33 kW-hr/100 miles CO2 Emissions, Comb 0.00 lb/mile (at vehicle)
Mazda3
PRO Upscale interior • Quiet cabin • Handsome styling
CON Choppy ride • Tight passenger space • High price for segment
or the 2019 model year, Mazda The 8.8-inch screen is easy
took a different road for its to control with the rotary knob—
Fcompact sedan and hatch- though changing a radio station
back. The 2019 Mazda3 obtained requires diving through menus—
premium-ish styling inside and while the Mazda Connect info- Its styling was well received by just don’t feel the same oomph
outside, raising itself from the rest tainment system’s graphics have the judges, but the driving experi- like in the previous generation.
of the econobox segment. But been updated with fonts and ence was not. The defanged We welcome the premium
the change from an independent visuals that look more upscale. powertrain and the changes in styling, but we’re disappointed
rear suspension to a torsion beam And although its exterior is the suspension caused the car that the new model doesn’t
weakened the sharp handling the handsome, the small windows to feel weaker than the previous drive with the fun of the previous
previous 3 was known for. and the blind spots they create model, taking away part of the generation. The Mazda3 has
The fittings of the Mazda3’s were an issue for some of us. fun the 3 was known for. been a favorite among MT
interior look like they’re taken from Unlike the Corolla and Civic, which The 2.5-liter engine delivers 186 staffers, but the new generation
European sedans, with simple and offer plenty of rear legroom and hp and 186 lb-ft of torque. That’s doesn’t have enough to win our
well-executed lines. headroom, the 3’s space is tight. on par with the segment, but you hearts again. Miguel Cortina
SPECS 2020 Mazda3 Hatch 2020 Mazda3 AWD Sedan
Base Price/As Tested $24,520/$28,420 $24,920/$30,460
Power (SAE net) 186 hp @ 6,000 rpm 186 hp @ 6,000 rpm
Torque (SAE net) 186 lb-ft @ 4,000 rpm 186 lb-ft @ 4,000 rpm
Accel, 0-60 mph 6.9 sec 8.1 sec
Quarter Mile 15.2 sec @ 93.0 mph 16.2 sec @ 87.7 mph
Braking, 60-0 mph 118 ft 122 ft
Lateral Acceleration 0.85 g (avg) 0.79 g (avg)
MT Figure Eight 27.0 sec @ 0.63 g (avg) 28.1 sec @ 0.58 g (avg)
EPA City/Hwy/Comb 25/35/29 mpg 25/33/28 mpg Hatch
Vehicle Layout Hatchback Front-engine, FWD, 5-pass, 4-door hatchback Sedan Front-engine, AWD, 5-pass, 4-door sedan Engine/Transmission Hatchback
2.5L DOHC 16-valve I-4/6-speed manual Sedan 2.5L DOHC 16-valve I-4/6-speed automatic Curb Weight (F/R Dist) Hatchback 3,010 lb (62/38%) Sedan
3,290 lb (60/40%) Wheelbase 107.3 in Length x Width x Height Hatchback 175.6 x 70.7 x 56.7 in Sedan 183.5 x 70.7 x 56.9 in Energy Consumption, City/Hwy
Hatchback 135/96 kW-hr/100 miles Sedan 135/102 kW-hr/100 miles CO2 Emissions, Comb Hatchback 0.68 lb/mile Sedan 0.69 lb/mile
COTY I Contenders
Nissan Leaf
PRO Laudable cargo capacity • Cushy ride • Nationwide availability
CON Middling range • Indefensibly lofty price • Trails Model 3 everywhere
ould you pay $1,245 top-selling electric car. So why Kudos to Nissan for boosting to normal friction braking is not
more for a Nissan Leaf doesn’t it boast world-beating energy density by 25 percent so smooth at all.”
WS Plus than a standard- driving dynamics, range, and the 62-kW-hr pack basically fits Ogbac described the Leaf’s
range Tesla Model 3? Would packaging? where the 40-kW-hr pack went. handling as “sloppy” and its
a $520 savings get you into a Package-wise both compa- But range anxiety is a numbers steering as “dead”—words that
mid-level 215-mile $42,580 Leaf nies locate the battery under the game, and the low, low 200-mile don’t appear in the Tesla’s
SV Plus over a 240-mile Model 3 floor, and both started out with range doesn’t cut it. logbook. The Leaf understeers
Standard Range Plus? low rear hip-points that forced The Leaf also disappointed and squeals its tires everywhere,
We’re a hard-no to both, our knees into the air and ruined in terms of driving dynamics while the Tesla quietly hustles like
especially since the Leaf’s fast- thigh support. With one midcycle compared to the Tesla (and even a pole-dancing Cardi B.
charging options are limited to refresh, Tesla has largely fixed the Kia). Yes, blending regen- In the end, Rechtin summed
funky CHAdeMO plugs. that. After a redesign and a erative and friction braking is the Leaf up thusly: “This purpose-
With Tesla dealers in only freshening, Nissan hasn’t, and hard, but even after Nissan’s nine built electric car falls miles short
25 states (and 25 countries), its interior struggles mightily to years of practice, Rechtin noted, of the Tesla—literally and figura-
the Nissan Leaf is the world’s justify a $40,000 price tag. “The transition from the e-pedal tively.” Frank Markus
SPECS 2019 Nissan Leaf Plus SV 2019 Nissan Leaf Plus SL
Base Price/As Tested $39,405/$42,580 $43,445/$44,315
Power (SAE net) 214 hp 214 hp
Torque (SAE net) 250 lb-ft @ 800 rpm 250 lb-ft @ 800 rpm
Accel, 0-60 mph 6.4 sec 6.5 sec
Quarter Mile 15.1 sec @ 93.3 mph 15.1 sec @ 93.3 mph
Braking, 60-0 mph 120 ft 123 ft
Lateral Acceleration 0.77 g (avg) 0.76 g (avg)
MT Figure Eight 28.1 sec @ 0.61 g (avg) 28.2 sec @ 0.60 g (avg)
EPA City/Hwy/Comb 114/94/104 mpg-e 114/94/104 mpg-e
Vehicle Layout Front-engine, FWD, 5-pass, 4-door hatchback Engine/Transmission DC permanent-magnet electric motor/1-speed automatic Curb
Weight (F/R Dist) SV 3,825 lb (57/43%) SL 3,846 lb (57/43%) Wheelbase 106.3 in Length x Width x Height 176.4 x 70.5 x 61.4 in Energy Consumption, City/
Hwy 30/36 kW-hr/100 miles CO2 Emissions, Comb 0.00 lb/mile (at vehicle)
Nissan Versa
PRO Good starter car • Good looks • Nice interior finishes
CON Underpowered engine • Noisy interior • Poor back-seat headroom
ot too many economy cars 7.0-inch touchscreen with Apple
offer the styling and value CarPlay and Android Auto capa-
Nthe 2020 Nissan Versa does. bility, and three USB ports.
With handsome looks and interior The Versa SR model we tested
finishes, the Versa is a good had a price tag of $19,645 and enough punch. Unlike its Kicks Inside, occupants will like
option for those looking for cheap came equipped with safety sibling, which feels quicker, the the stylish cabin. Second-row
wheels with style. features such as automatic Versa has trouble gaining speed. passengers might suffer from
Building a car that looks good, emergency braking, reverse-gear But despite the negative limited headroom due to the
comes with modern tech, and has automatic braking, and lane comments about its drivetrain, Versa’s descending roofline.
a low price isn’t an easy task. But departure warning. judges appreciated the tuning of And although legroom for the
Nissan managed to improve the But the Versa continues to the suspension, which absorbed rear is still decent, rear passen-
previous Versa in every way while suffer from engine noise and still most of the bumps and ruts gers somehow lost 6 inches of
still delivering terrific value. feels underpowered. With 122 of choppy roads. And that’s it compared with the previous
Inside, our Versa SR came hp and 114 lb-ft of torque, the compared with other Car of the generation.
equipped with orange stitching, a Versa’s tinny engine doesn’t have Year entrants from luxury brands. Miguel Cortina
SPECS 2020 Nissan Versa SR
Base Price/As Tested $19,135/$19,645
Power (SAE net) 122 hp @ 6,300 rpm
Torque (SAE net) 114 lb-ft @ 4,000 rpm
Accel, 0-60 mph 9.7 sec
Quarter Mile 17.4 sec @ 81.0 mph
Braking, 60-0 mph 124 ft
Lateral Acceleration 0.84 g (avg)
MT Figure Eight 28.3 sec @ 0.58 g (avg)
EPA City/Hwy/Comb 32/40/35 mpg
Vehicle Layout Front-engine, FWD, 5-pass, 4-door sedan Engine/Transmission 1.6L DOHC 16-valve I-4/Cont variable auto Curb Weight
(F/R Dist) 2,680 lb (61/39%) Wheelbase 103.1 in Length x Width x Height 177.0 x 68.5 x 57.7 in Energy Consumption, City/Hwy 105/84 kW-hr/100 miles
CO2 Emissions, Comb 0.55 lb/mile
82 MOTORTREND.COM JANUARY 2020
COTY
Toyota Corolla
PRO Great value • Standard safety equipment • Great fuel economy
CON Weak base engine • Tinny-sounding doors • No rear USB outlets
ow riding on the new four-cylinder engine is loud, inside. Loh liked the “modern, or trading in old-school nickel–
TNGA-C platform, the laborious, and slow with the CVT, funky, kind-of-Ikea design.” The metal hydride batteries in the
N12th-gen Corolla may not taking more than 10 seconds to stitching and two-tone color hybrid for lithium-ion.
light up the test track, yet Toyota go from 0 to 60 mph. schemes make the hard plastic The amount of standard safety
has made its econobox-for-the- The 2.0-liter offers a manual look fresh. The cloth seats are equipment, independent rear
masses somehow … fun? transmission—but it has long rough but appear durable. But suspension, the hybrid’s 53/52
High marks for the exceptional throws, clutch take-up is a bit the minimalist center console mpg fuel economy, and fresher
value of the $24,055 hybrid vague, and rev-matching was houses the only USB outlet. look add up to a good value and
with a 1.8-liter Atkinson-cycle poor. As for handling, however, Toyota embraces the Corolla’s comfortable commuter.
engine and the extra power Rechtin was impressed that the econobox place in the food The Honda Civic may still be
from the 169-hp 2.0-liter I-4 and Corolla now has better road chain, with manually adjustable our compact sedan segment
six-speed manual in the SE. But manners than the longtime seats, standard 15-inch wheels, a leader, but the redesigned
as the XLE is the volume model, back-road favorite Mazda3. hand brake, and tinny-sounding Corolla has definitely upped the
prospective customers should The 2020 Corolla is Toyota’s doors. It’s front-drive only with no competitive pressure.
know the aged 139-hp 1.8-liter best effort yet, especially plans for AWD, a turbocharger, Alisa Priddle
SPECS 2020 Toyota Corolla SE 2020 Toyota Corolla Hybrid LE 2020 Toyota Corolla XLE
Base Price/As Tested $23,705/$23,705 $24,055/$24,055 $25,005/$26,720
Power (SAE net) 169 hp @ 6,600 rpm 121 hp @ 5200 rpm + 71 hp (elec); 121 hp comb 139 hp @ 6,100 rpm
Torque (SAE net) 151 lb-ft @ 4,400 rpm 105 lb-ft @ 3600 + 105 lb-ft (elec) 126 lb-ft @ 3,900 rpm
Accel, 0-60 mph 7.8 sec 10.3 sec 10.2 sec
Quarter Mile 16.1 sec @ 87.5 mph 17.6 sec @ 79.0 mph 17.8 sec @ 81.0 mph
Braking, 60-0 mph 126 ft 133 ft 128 ft
Lateral Acceleration 0.83 g (avg) 0.77 g (avg) 0.81 g (avg)
MT Figure Eight 27.7 sec @ 0.61 g (avg) 29.1 sec @ 0.54 g (avg) 28.1 sec @ 0.58 g (avg)
EPA City/Hwy/Comb 29/36/32 mpg 53/52/52 mpg 29/37/32 mpg
Vehicle Layout Front-engine, FWD, 5-pass, 4-door sedan Engine/Transmission SE 2.0L DOHC 16-valve I-4/6-speed manual Hybrid LE 1.8L DOHC 16-valve
I-4 plus AC synchronous permanent-magnet elec motor/cont variable auto XLE 1.8L DOHC 16-valve I-4/cont variable auto Curb Weight (F/R Dist) SE 3,001
lb (60/40%) Hybrid LE 3,054 lb (60/40%) XLE 2,992 lb (60/40%) Wheelbase 106.3 in L x W x H 182.3 x 70.1 x 56.5 Energy Consumption, City/Hwy SE 116/94
kW-hr/100 miles Hybrid LE 64/65 kW-hr/100 miles XLE 116/91 kW-hr/100 miles CO2 Emissions, Comb SE 0.61 lb/mile Hybrid LE 0.37 lb/mile XLE 0.60 lb/mile
Volkswagen Arteon
PRO Audi looks; VW price • Comfortable ride • Huge back seat
CON Costly options • Jetta switchgear • Underwhelming performance
id you know “Arteon” in seat may be the solution for your
French means “budget carpooling dilemma. Plus the
DAudi?” No, it doesn’t. I hatch area is immense. But the
kid. But it should. And that’s not interior fitments and switchgear
necessarily a bad thing. do leave something to be desired But ride and performance are and tire squeal. “This is no sport
The Volkswagen Arteon’s in their similarity to the lower- two very different beasts, and sedan,” Markus said. Walton left
svelte, sleek style mimics the Audi tier Jetta. Priddle described the the Arteon falls short in the latter the driver’s seat unimpressed:
A7’s design with similar panache. view from the driver’s seat as “a category. Its 0–60 run was the “Handsome styling and forget-
Subtract the four-circles logo and horrible horizon of cheapness.” longest 7.4 seconds of everyone’s table driving experience.”
about 30 grand, and you have the As for ride comfort, the Arteon day—saved only by the eight- But the Arteon deserves more
Arteon. What’s wrong with that? won praise as one of the most speed automatic’s decisive, than such summary dismissal.
Not much, as it turns out. But comfortable, quiet, and stable quick, and responsive shifts. With a starting price near
the differences are real. when going over myriad lumps, Then there’s getting it to $37,000, it delivers value with
If you have a family of long- bumps, and jolts. It simply corner, where the Arteon was stylish presence, roominess, and
legged teens, the Arteon’s back absorbs road crud with aplomb. riddled with understeer, body roll, an excellent ride. Mark Rechtin
SPECS 2019 Volkswagen Arteon 4Motion R-Line
Base Price/As Tested $38,640/$48,175
Power (SAE net) 268 hp @ 5,500 rpm
Torque (SAE net) 258 lb-ft @ 1,950 rpm
Accel, 0-60 mph 7.4 sec
Quarter Mile 15.6 sec @ 91.9 mph
Braking, 60-0 mph 121 ft
Lateral Acceleration 0.84 g (avg)
MT Figure Eight 26.9 sec @ 0.65 g (avg)
EPA City/Hwy/Comb 20/27/23 mpg
Vehicle Layout Front-engine, AWD, 5-pass, 4-door sedan Engine/Transmission 2.0L turbo DOHC 16-valve I-4/8-speed automatic Curb Weight
(F/R Dist) 3,942 lb (57/43%) Wheelbase 111.7 in Length x Width x Height 191.4 x 73.7 x 56.5 in Energy Consumption, City/Hwy 169/125 kW-hr/100
miles CO2 Emissions, Comb 0.86 lb/mile
JANUARY 2020 MOTORTREND.COM 83
Finalists
PRO Quiet, plush ride • Executive rear seats • Crisp infotainment CON Engine needs more power • Light, numb steering • Screens show fingerprints
turbocharged V-6 is adequate,
Audi A8L with the mild hybrid system ironing
out the powerband. It comes
well paired with an eight-speed
he Audi A8L is a grande automatic transmission. The A8L
dame of a flagship sedan in effortlessly accelerated to 120
Ta shrinking segment, but it mph with barely a peep from the
knows how to treat its declining engine. Once at speed, it felt like
cohort of customers right. it was cruising on a boulevard. But
Audi is known for its sharp, this is a car that weighs almost
tech-forward interiors, and this may be the executive lounge in 5,000 pounds.
elegant cabin doesn’t disappoint. the back. The seats recline almost Why such a merely acceptable
The A8L has a mix of rich and flat with a single touch, and the engine? Lieberman theorized
soft materials, open-pore wood, bottom cushion slides forward. the clout of the economy-over-
glossy trim, black perforated- The rear seats also offer myriad performance Chinese market
leather seats, and Alcantara controls, body and foot massage, might hold sway over product
in the doors and headliner, all fancy screens, and a DVD planning decisions. Markus appreciated the engi-
beautifully finished. Wood panels changer. “Everything you touch As for the A8L’s interior, the neering behind the 48-volt active
slide up dramatically to reveal and interact with oozes quality,” outside world barely registers suspension but couldn’t detect it
hidden air vents, and the steering Ogbac said. in this cocoon. “It might be in action. Lane keep assist is easy
wheel squares off at the bottom The interior has a sense of the quietest car in the world,” to find and use, but, as Loh noted,
with a place to rest your thumbs timelessness and a “lot of subtle Theodore said. The suspension it weaves like a drunk.
on a long drive. intellect,” Callum said. To his skims over any imperfections. But Perhaps Audi stretched
On the telematics side, designer eye, the A8L is perhaps it also delivers light, somewhat the platform a bit too far for
surround-view camera images the most attractive sedan in the numb steering and “a floating ride this car to be appropriately
and graphics are crisp, and segment (and yes, that counts his akin to a bygone era,” Theodore powerful and dynamic. But it fills
Google Earth pictures in the own outgoing Jaguar XJ). added. In city driving, it doesn’t the role of a comfortable and
Virtual Cockpit screens are However, there was a bit of come to a limousine stop and then beautifully appointed cruiser or
stunning. The infotainment system disagreement in this aspect. accelerate smoothly away. a chauffeured ride.“This car is to
doesn’t bury controls deep into Theodore lamented that although Rechtin initially described be enjoyed and experienced, not
menus, it has wireless charging, the A8 may be perfectly executed, the A8L experience as “luxury hustled,” Walton said.
and occupied USB ports and its heart is bland. Loh was even without soul,” performing well Perhaps Theodore summed
power outlets alert you if you’ve harsher, saying it has “all the but devoid of thrill. After more it up best: “I drove around as if
forgotten a device when you power, the authority, the sex time, he admired its precise and I were a chauffeur trying to get
exit the vehicle. Thoughtful. Audi appeal of Angela Merkel.” calculating nature, labeling it away from the bad guys without
sweats the details. The 335-hp, 369-lb-ft 3.0-liter “stealth luxury.” spilling my boss’ glass of wine.”
The best seats in the house Alisa Priddle
SPECS 2019 Audi A8L Quattro
Base Price/As Tested $84,795/$123,045
Power (SAE net) 335 hp @ 5,000 rpm
Torque (SAE net) 369 lb-ft @ 1,370 rpm
Accel, 0-60 mph 5.4 sec
Quarter Mile 14.0 sec @ 99.8 mph
Braking, 60-0 mph 108 ft
Lateral Acceleration 0.89 g (avg)
MT Figure Eight 25.9 sec @ 0.70 g (avg)
EPA City/Hwy/Comb 19/27/22 mpg
Vehicle Layout Front-engine, AWD, 5-pass, 4-door sedan Engine/Transmission 3.0L turbo DOHC 24-valve V-6/8-speed automatic Curb Weight
(F/R Dist) 4,943 lb (54/46%) Wheelbase 123.1 in Length x Width x Height 208.7 x 76.6 x 58.5 in Energy Consumption, City/Hwy 177/125 kW-hr/100 miles
CO2 Emissions, Comb 0.88 lb/mile
84 MOTORTREND.COM JANUARY 2020
Finalists I COTY
PRO Excellent CVT tuning • Iconic styling • Surprising ride and handling CON Wind noise • Weakening value proposition • Slightly cheap interior materials
seats, which easily fit four adults.
Kia Soul Respectable cargo capacity
gives you plenty of flexibility for
hauling stuff, especially with the
s the last box on the shelf, cargo floor in its lowest position
the 2020 Kia Soul is in a and rear seats folded. The logical
Aclass of its own. Now in its cabin layout and a user-friendly
third generation, the Soul charms infotainment system minimize
with its utility, character, and the learning curve with the Soul’s
commendable road manners. controls piped through the large
Underpinned by a new platform 10.3-inch touchscreen.
and sporting a recognizable yet Cool details such as the red
fresh exterior design, the 2020 Kia trim and contrast stitching in the
Soul is a quirky underdog playing GT-Line Turbo add a sense of
in the big leagues. youthfulness. Even the X-Line’s our judges. Ride quality, in it as “one of the best in the
Like its predecessors, the Soul more conventional metallic-look particular, impressed—especially business, adroitly working the
polarized opinions the moment trim garnered praise from Priddle considering gas-powered Souls torque so the engine doesn’t
we laid eyes on it. Cortina wasn’t for breaking up the sea of black use an old-school torsion-beam scream and moan under heavy
a fan of the front-end design. plastic. Pulsating ambient rear suspension. Big potholes on load.” Opt for the range-topping
On the opposite end of the lighting returns and now extends our Tehachapi road loop didn’t GT-Line Turbo if you’d like a tiny
spectrum, Theodore and Callum, to the door trim. Unfortunately, even register on the Soul X-Line, bit more speed. The seven-speed
noted design experts, liked the that’s only available on the Nishimoto said. Even the GT-Line dual-clutch automatic could
car’s latest evolution. range-topping model. The rest of Turbo had a compliant ride still use some fine tuning. Markus
“A refreshing update of the the lineup doesn’t get this, which despite its sportier suspension found that it doesn’t downshift to
original,” Theodore said. Callum is a shame considering how much calibration and 18-inch wheels a lower gear when approaching
described the Soul’s looks as character the Soul has. Although shod in tires with less sidewall. a corner, even in Sport mode.
honest, fresh, and “done by MacKenzie noted, “Memo to When the roads got twisty, the Although the 2020 Kia Soul still
people who know what they’re Toyota: This is how you do quirky,” 2020 Kia Soul happily tackled comes with a long list of standard
doing.” Once inside, Rechtin the material quality could them. “Such great fun in spirited equipment, its value proposition
described the Soul’s interior as use improvement. Nishimoto driving conditions,” Loh said. “The has weakened slightly. Only the
“clunky and chunky, but in a described some interior cabin Soul really holds its own.” GT-Line Turbo gets the full driver
cool way.” bits as feeling “slightly low rent.” The well-tuned CVT paired assistance suite, and the lower
In trade for the wind noise its The 2020 Kia Soul’s sophisti- with the base 2.0-liter I-4 is also trims only get certain features.
cubelike proportions create, the cated road manners surprised a surprise. MacKenzie described Base models of the Honda Civic
2020 Kia Soul has a roomy interior and Toyota Corolla get nearly
despite its small exterior foot- everything, further highlighting
print. Theodore appreciated the that the Soul isn’t as strong in the
accommodating front and rear bang-for-your-buck department
as it used to be. Stefan Ogbac
SPECS 2020 Kia Soul (X-Line) 2020 Kia Soul GT-Line
Base Price/As Tested $22,535/$22,665 $21,335/$28,765
Power (SAE net) 147 hp @ 6,200 rpm 201 hp @ 6,000 rpm
Torque (SAE net) 132 lb-ft @ 4,500 rpm 195 lb-ft @ 1,500 rpm
Accel, 0-60 mph 6.9 sec 6.7 sec
Quarter Mile 15.2 sec @ 91.3 mph 15.2 sec @ 92.9 mph
Braking, 60-0 mph 118 ft 119 ft
Lateral Acceleration 0.86 g (avg) 0.83 g (avg)
MT Figure Eight 27.5 sec @ 0.61 g (avg) 26.9 sec @ 0.66 g (avg)
EPA City/Hwy/Comb 27/33/30 mpg 27/32/29 mpg GT-Line
Vehicle Layout Front-engine, FWD, 5-pass, 4-door hatchback Engine/Transmission X-Line 2.0L DOHC 16-valve I-4/cont variable auto
GT Line 1.6L turbo DOHC 16-valve I-4/7-speed twin-clutch auto Curb Weight (F/R Dist) X-Line 2,940 lb (61/39%) GT Line 3,120 lb (61/39%)
Wheelbase 102.4 in Length x Width x Height 165.2 x 70.9 x 63.0 in Energy Consumption, City/Hwy X-Line 125/102 kW-hr/100 miles GT Line 125/105
kW-hr/100 miles CO2 Emissions, Comb X-Line 0.66 lb/mile GT Line 0.67 lb/mile
JANUARY 2020 MOTORTREND.COM 85
COTY
Finalists
PRO Thrilling sports car dynamics • Cutting-edge tech • Roomy cargo hold CON “Vegas” interior • Loud, rough ride • Eye-watering price
2019 Mercedes-AMG GT
his is not a sport sedan. It’s Staff opinions diverged on the
a straight-up super sports merits of the interior and exterior
Tcar that happens to have designs. The spare lines of the
four doors and a big hatchback matte gray exterior stood in
cargo area. Words to that effect marked contrast to the brightly
appeared in nearly every judge’s chrome-trimmed Red Pepper
notebook after driving the 2019 interior.
Mercedes-AMG GT 53 and 63 Walton quipped, “Stealth on
S. But despite so many of us the outside, party on the inside.” GT 53 4Matic+
coming to this realization, the Rechtin’s GT love included the
mere presence of a rear seat and AMG’s “sports car levels of noise interior: “Every detail makes you The cruise control changed
back doors inevitably develops from the hyper-aggressive tires feel like a rich person. This interior its set speed to match changing
an expectation of refinement and impact harshness through with the deep-brown wood and speed limits, and many of the
that these GTs struggle mightily the ultra-stiff suspension on chrome is just brilliant; it looks so interior switches incorporated
to deliver. anything but ultra-smooth roads: next-generation of any type of little video screens to indicate
Loh took issue with the choice Buy an E 63 S.” car that isn’t a Tesla.” settings. But points were lost by
of GT as a name. “Everything There was nearly unanimous MacKenzie, however, likened the fussy touchpad-controlled
about this vehicle is hard,” he praise for the AMG’s stellar the interior to a “21st century infotainment system and glitchy
said. “Hard charging, hard ride, handling, which everyone agreed Wurlitzer,” and Callum was even CarPlay interface, not to mention
hard, hard, hard. Its ride—even belied its mass. Ogbac likened less kind: “The interior has no the intermittent failure of the
in Comfort mode—is very stiff. It these cars to “football players visual structure—a collection of air conditioning on the 53 and a
feels like a taut drum when you who know ballet.” MacKenzie random shapes and glitter. It’s a check engine lamp on the 63 S.
drive it hard, and that’s a good appreciated their eagerness to Vegas car. I loved driving it—while In the end, it’s not hard to
thing. But it’s also hard to get “dive for corners like a hungry looking out the window and not at find fault with the four-door GT
comfortable in this vehicle.” He apex predator and, the 63 the interior.” Ouch. in most of MotorTrend’s six key
singled out the “stadium seats” particularly, explode down The GT earned engineering COTY criteria—especially value
as being egregiously firm and straights with animal ferocity.” excellence points for pioneering and efficiency (likely the two
antithetical to grand touring. Theodore declared the 63 S technology like smart headlamps, that matter least to the target
Conversely, Rechtin was all in the best-driving AMG product which Walton observed “light up audience). But in viewing it as
for the GT: “This is the ultimate he’d experienced—“puts every street signs independently, then a pure performance sedan,
four-door sports car. It does BMW to shame”—though he light up the corner arrows one at Mercedes-AMG has created a
everything a Porsche 911 or recommended reducing the a time, in sequence, bling, bling, new class of one.
Corvette can do while bringing jounce damping rate a bit. bling! So cool.” Frank Markus
along three friends and all your
weekend luggage.”
MacKenzie had a ready
solution for those troubled by the
SPECS 2019 Mercedes-AMG GT 53 4Matic+ 2019 GT 63 S 4Matic+
Base Price/As Tested $99,995/$125,300 $160,995/$190,840
Power (SAE net) 429 hp @ 6,100 rpm + 21 hp (elec); 429 hp @ 6,100 rpm comb 630 hp @ 5,500 rpm
Torque (SAE net) 384 lb-ft @ 1,800 rpm + 184 lb-ft (elec); 384 lb-ft @ 1,800 rpm comb 664 lb-ft @ 2,500 rpm
Accel, 0-60 mph 5.0 sec 3.2 sec
Quarter Mile 13.6 sec @ 101.3 mph 11.6 sec @ 118.3 mph
Braking, 60-0 mph 109 ft 108 ft
Lateral Acceleration 1.00 g (avg) 1.03 g (avg)
MT Figure Eight 24.3 sec @ 0.81 g (avg) 23.4 sec @ 0.89 g (avg)
EPA City/Hwy/Comb 19/24/21 mpg 15/20/17 mpg GT 53 4Matic+
Vehicle Layout Front-engine, AWD, 5-pass, 4-door hatchback Engine/Transmission GT 53 3.0L turbo DOHC 24-valve I-6/9-speed auto
GT 63 S 4.0L twin-turbo DOHC 32-valve V-8/9-speed twin-clutch auto Curb Weight (F/R Dist) GT 53 4,555 lb (53/47%) GT 63 S 4,739 lb (54/46%)
Wheelbase 116.2 in Length x Width x Height 199.2 x 76.9 x 57.0-57.3 in Energy Consumption, City/Hwy GT 53 177/140 kW-hr/100 miles GT 63 S
225/169 kW-hr/100 miles CO2 Emissions, Comb GT 53 0.93 lb/mile GT 63 S 1.15 lb/mile
86 MOTORTREND.COM JANUARY 2020
COTY I Finalists
PRO Slick interior • Next-gen voice control • Content rich, well priced CON Coarse, non-premium ride • Cut-rate sound system • Cheap materials
Mercedes-Benz A 220
he Mercedes-Benz A-Class track,” Markus said, noting the
made its debut in 1997, but it A 220’s good body control.
Tonly now comes to the U.S., But on the ruts of real-world
as the lowest entry point into the roads, it fell apart. Every editor
three-pointed star. noted its rough and noisy ride.
In prior iterations, Mercedes “Isolation from coarse pavement
got a little weird in the entry-level is just OK, but—holy moly—broken/
space with the B-Class and CLA choppy pavement is a real
hatchbacks. Not so in the A 220, problem,” Walton said. “There’s so
a handsome subcompact sedan little isolation from the road, even
that seats five and hides its front- to carry flagship S-Class style the floorpan was vibrating.”
drive proportions well. “More throughout its entire product line The more time spent with the lower the front of the seat, push
mature, more defined, with much and does an amazing job here. car, the more weaknesses were the lumbar in and out a little, and
less sag in the surfacing than the There are dual-color screens for revealed. “Once you get past all do a slight back-and-forth with
previous car, the A-Class looks like the instrument cluster, and the the Mercedes jewelry, you start the backrest.”
a much more expensive car than infotainment system is loaded to notice where costs have been It’s worth noting, the A 220’s
its predecessor,” MacKenzie said. with crisp graphics and infor- cut, particularly below eye level, target audience among our
The 2020 A-Class comes in mative displays. Mood lighting, where hard plastic is everywhere,” judges was willing to look past
two main flavors: the A 220 and A laser-drilled speaker grilles, even Theodore said. “Lesser cars use these foibles. “It’s not bad,”
35 AMG. Front-drive A 220s start door-mounted seat controls, all higher-quality materials—but I millennial Cortina said. “There’s
at $33,495, with all-wheel-drive surrounded by metallic accents doubt the target customer will a ton of tire noise and other NVH
models adding $2,000 to the and leather trim, feel very much notice the corner-cutting.” problems, but other than that, this
sticker. The $45,000 AMG variant on brand. Rechtin was not impressed by is a pretty compelling product. It
is expected in the spring of 2020, From a performance perspec- the thin sheetmetal and flimsy has a youth appeal; the leather is
with revised aerodynamic bits, a tive, our A 220 test vehicle interior door handle; he called the soft, there are few spots with hard
tuned-up version of the 2.0-liter comported itself well at the test A 220 an “ersatz Mercedes that plastics, you’re getting a great
turbo-four delivering 302 hp and track. Our editors liked its linear feels like it should have a Kirkland design inside and outside with air
295 lb-ft of torque, and goodies power delivery, generally smooth label on it.” Massaging seats are vents that light up.”
like a torque-splitting all-wheel- upshifts, and sporty, tail-happy rare at this price point, but the A Callum agreed: “Mercedes will
drive system and launch control. handling. “It’s a remarkably fun 220’s didn’t deliver much. Markus sell every one they can make.” But
But before we get carried little bugger on the handling said it “seems to just raise and at what cost? Edward Loh
away, let’s check out the base
model. Benz has tried very hard
SPECS 2019 Mercedes-Benz A 220
Base Price/As Tested $33,495/$45,200
Power (SAE net) 188 hp @ 5,800 rpm
Torque (SAE net) 221 lb-ft @ 1,250 rpm
Accel, 0-60 mph 6.8 sec
Quarter Mile 15.2 sec @ 94.3 mph
Braking, 60-0 mph 125 ft
Lateral Acceleration 0.87 g (avg)
MT Figure Eight 26.5 sec @ 0.68 g (avg)
EPA City/Hwy/Comb 24/35/28 mpg
Vehicle Layout Front-engine, FWD, 5-pass, 4-door sedan Engine/Transmission 2.0L turbo DOHC 16-valve I-4/7-speed twin-clutch auto
Curb Weight (F/R Dist) 3,308 lb (61/39%) Wheelbase 107.4 in Length x Width x Height 179.1 x 70.7 x 56.9 in Energy Consumption, City/Hwy 140/96
kW-hr/100 miles CO2 Emissions, Comb 0.69 lb/mile
JANUARY 2020 MOTORTREND.COM 87
COTY
Finalists
PRO Responsive powertrain • Communicative chassis • Well-executed design CON Tiny shifter • Shiny black plastic • Pricey options
2020 Porsche 911 Carrera S
amiliarity breeds contempt: That’s a lot of improvement. upped, more precise injectors
It’s easy to dismiss the 2020 It starts with the body. The fitted, and the variable valve
FPorsche 911 as … just another structure is just 30 percent steel, control system now opens one
911. But look closer. This is as compared with its predecessor’s intake valve farther than the other
beautifully rendered a 911 as has 63 percent, yet rigidity has been under partial load to reduce emis-
ever been built. improved by 5 percent. sions and improve smoothness.
The exterior—its surfacing The front fenders are 1.8 inches Larger turbochargers have elec- Perfection? Close to it. But
and detailing and proportion—is wider to accommodate a wider tronically controlled wastegates some will find the ride very firm,
simply sublime. “I couldn’t have front track and make room for the and unique housings for the left- even with the shocks in the softest
done it better,” said Callum, a forthcoming 911 hybrid’s battery and right-side units that ensure setting, and there’s always lots of
man no stranger to designing cooling system. equal-length intakes. road noise. The shiny black plastic
beautiful sports cars. The interior The wide rear fenders previ- It all comes together beautifully on the center console reflects sun
can look a bit dour unless you ously reserved for the Carrera on the road. There’s more preci- harshly. The stubby little gear-se-
spend some money, but the focus 4S are standard on all Carreras, sion in the chassis than ever, a lection lever polarizes opinion:
is the driver. And the drive expe- and overall length has increased more direct connection between “It’s for e-gamers, not serious
rience is tighter, tauter, and more 0.8 inch, all at the front of the car the road and the driver. The drivers,” Rechtin said.
communicative than ever. to meet pedestrian protection steering is delicate and precise, Oh, and it’s expensive, with few
The philosophy behind the regulations. the transmission smooth and standard goodies for the money.
design and development of The 96.5-inch wheelbase is alert, and there’s a lovely nuanced “I get making radar cruise control
this eighth-gen 911 was simple, unchanged, but chassis upgrades feel through the brake pedal. an option,” Markus said, “but I find
R&D chief Michael Steiner said: include the adoption of 20-inch “I feel a part of the car, not it obnoxious that Porsche wants
“We ignored short-term trends front wheels and 21-inch rears. apart from the car,” Walton said. me to pay extra for keyless entry.”
and focused on things we The EPS has been recalibrated to “As if by intuition, I know exactly For decades, the Porsche 911
could improve.” The 992-series be more responsive, and spring how much brake to apply, how has been the unrivaled king of
911 is longer, wider, and more rates have been stiffened. much steering to dial in, when the affordable, everyday supercars.
powerful than the car it replaces. The 3.0-liter turbo engine right moment is to apply throttle, But with launch of the accom-
It also unveils a revised engine shares crankcase, cylinder heads, and at what rate. I’m struggling to plished—and much less expen-
and suspension, plus a new oil system, and valvetrain with compare it to another car in this sive—mid-engine C8 Corvette,
transmission, new interior, and the previous 911’s powerplant. way, and I’m not sure there’s one uneasy rests the crown.
new driver assistance tech. Compression ratio has been as good as the 911.” Angus MacKenzie
SPECS 2020 Porsche 911 Carrera S
Base Price/As Tested $114,650/$122,640
Power (SAE net) 443 hp @ 6,500 rpm
Torque (SAE net) 390 lb-ft @ 2,300 rpm
Accel, 0-60 mph 2.9 sec
Quarter Mile 11.2 sec @ 124.3 mph
Braking, 60-0 mph 96 ft
Lateral Acceleration 1.09 g (avg)
MT Figure Eight 22.7 sec @ 0.94 g (avg)
EPA City/Hwy/Comb 18/24/20 mpg
Vehicle Layout Rear-engine, RWD, 4-pass, 2-door coupe Engine/Transmission 3.0L twin-turbo DOHC 24-valve flat-6/8-speed twin-clutch auto
Curb Weight (F/R Dist) 3,369 lb (36/64%) Wheelbase 96.5 in Length x Width x Height 178.4 x 72.9 x 50.8 in Energy Consumption, City/Hwy 187/140
kW-hr/100 miles CO2 Emissions, Comb 0.96 lb/mile
88 MOTORTREND.COM JANUARY 2020
COTY I Finalists
PRO Supremely comfortable ride • Strong on value and features • Improved interior CON Zero fun factor • Bland styling • Merely adequate engines
2020 Subaru Legacy
ince its introduction in 1989, the dashboard, shifter, and engine for not being well paired
the Subaru Legacy has steering wheel.” with the CVT, the Legacy’s only
Squietly chugged along as Loh agreed, but like many transmission option.
the cult favorite of the midsize other judges, he took issue With either engine option, the
sedan segment, never posing with the infotainment system’s Legacy was an understeering
a serious threat to the sales functionality: “Although the giant mess on the winding track. The
volumes of Honda Accord, Toyota screen looks impressive at first, it’s tires aren’t suited for spirited
Camry, or Nissan Altima. Instead, underwhelming when you dig into driving and squeal in protest
the Legacy has existed as an its features.” at every corner. The trade-off are created equal. Judges
alternative sedan option for First attempts at tapping or of such uninspiring handling, complained of random warning
buyers who want the confidence swiping the vertically oriented however, is exceptional ride beeps—without any explanation—
of all-wheel drive at a compet- 11.6-inch touchscreen often don’t comfort. that became so annoying that
itive price. The 2020 Subaru register, and even when they do, “I can’t stop being impressed we turned off all the systems that
Legacy continues that tradi- the system is often slow to call by the suspension and ride could be turned off (though some
tion but is now even more of a up the desired function or menu. quality that this Legacy has,” have no “off” switch). So much for
bargain—just as long as “fun” isn’t Judges also knocked the screen Cortina said. “It rides better than preventative safety.
one of your car-shopping criteria. for its predilection for glare and most luxury cars.” Furthermore, the lane keep
Like most modern Subarus, the finger smudges. Markus agreed. “The ride assist system doesn’t assist
exterior of the seventh-genera- Mainstream Subarus aren’t quality is very creamy, soaking up very well. “Active steering occa-
tion Legacy is “pleasant enough built for performance, and the bumps as well as anything here,” sionally steered the car over the
but forgettable,” Theodore Legacy is no exception. Most he said, “including the big luxury centerline and then beeped for
said—a sentiment shared by judges found the base 2.5-liter sedans.” me to fix it,” Markus said. “Thanks
just about everyone else on the naturally aspirated flat-four’s Subaru has become the for the help!”
judging panel. But in the interior 182 hp and 176 lb-ft of torque mainstream Volvo with its multiple MacKenzie said Subaru’s
design and quality department, to be merely adequate for IIHS Top Safety Pick+ awards “innovative, low-cost EyeSight
the new Legacy makes healthy everyday driving. The upgraded and EyeSight safety suite that’s system is starting to reach the
strides. engine in the Legacy XT, a new available across the lineup. The limits of its capability,” adding
“The materials are all superb 260-horsepower, 277-lb-ft 2020 Legacy maintains that trend that it’s “noticeably behind other
for the class, especially the 2.4-liter turbocharged boxer-four, by offering EyeSight standard on driver assist systems in terms of
Nappa leather on the Touring enhances the driving experience all Legacy models. performance in some areas.”
grade,” Ogbac said. slightly but suffers from turbo lag. But buyer beware: Not all It might not be the best car in
Even the lower-trim 2.5i Sport Theodore knocked the upgraded advanced safety systems the field, but MacKenzie captured
model earned praise for its cabin, the consensus of COTY judges by
with Markus saying it “looks the declaring the Legacy “an endear-
business with red stitching on ingly honest car.” Alex Nishimoto
SPECS 2020 Subaru Legacy Sport 2020 Subaru Legacy Touring XT
Base Price/As Tested $27,845/$30,090 $36,795/$36,795
Power (SAE net) 182 hp @ 5,800 rpm 260 hp @ 5,600 rpm
Torque (SAE net) 176 lb-ft @ 4,400 rpm 277 lb-ft @ 2,000 rpm
Accel, 0-60 mph 8.1 sec 6.1 sec
Quarter Mile 16.2 sec @ 87.5 mph 14.8 sec @ 94.5 mph
Braking, 60-0 mph 127 ft 128 ft
Lateral Acceleration 0.79 g (avg) 0.78 g (avg)
MT Figure Eight 28.3 sec @ 0.59 g (avg) 27.3 sec @ 0.64 g (avg)
EPA City/Hwy/Comb 27/35/30 mpg 24/32/27 mpg Touring XT
Vehicle Layout Front-engine, AWD, 5-pass, 4-door sedan Engine/Transmission Sport 2.5L DOHC 16-valve flat-4/cont variable auto Touring XT
2.4L turbo DOHC 16-valve flat-4/cont variable auto Curb Weight (F/R Dist) Sport 3,528 lb (59/41%) Touring XT 3,756 lb (59/41%) Wheelbase 108.3 in
Length x Width x Height 190.6 x 72.4 x 59.1 in Energy Consumption, City/Hwy Sport 125/96 kW-hr/100 miles Touring XT 140/105 kW-hr/100 miles
CO2 Emissions, Comb Sport 0.64 lb/mile Touring XT 0.72 lb/mile
JANUARY 2020 MOTORTREND.COM 89
COTY
Finalists
PRO Great handling • Upgraded seats • Thrilling performance CON Autopilot needs work • Screen-centric controls • Road and tire noise
2019 Tesla Model 3
fter being named a finalist had more personality than the
at MotorTrend’s 2018 Car of Nissan and Kia.
Athe Year, the Tesla Model 3 The Model 3 Performance
has received significant changes ups that experience. The car is a
and additions that make it worth thrill to drive on a winding track,
another look. canyon road, or highway. “The
The Model 3 we received then Track mode stability control
was an early production model calibration is wonderful,” Markus
with the long-range battery said. “Definitely a comfortable
(310 miles) and rear-wheel-drive amount of oversteer allowed in
traction. Although we enjoyed every corner where I probed it.
its excellent driving dynamics, The latest Model 3’s seats This car shouldn’t scare anyone,
we criticized its seating position offer more bolstering, and the yet you can give the advanced
for rear passengers and were rear seats have been raised for driver some definite fun.” times shutting off randomly.
concerned that almost every improved comfort. Tesla also But there’s still some work to Autopilot also got nervous in
control required a dive through improved the ease of use of the do with NVH. Yes, electric cars situations that wouldn’t bother
the giant central touchscreen. touchscreen controls, simplifying are quiet. Still, some judges a human driver: Do I run across
A lot has changed in two some menus. But you still have to complained about the road and the center line to avoid the car
years. The long-awaited $35,000 swim through menus to change tire noise in both trims, especially parked on the shoulder, or should
base model arrived with a slight many simple settings. during highway driving. And some I scare the hell out of that parked
increase in its projected price, and In terms of driving, the Model 3 buzzes and rattles came from driver? Tesla’s answer: the latter.
a new Performance model is now has a lot to offer. “It’s the best within the car on cruddy roads. And unless you already know
available for those who want more sport sedan on the market,” Theo- The erratic nature of the Autopilot won’t bring the car to a
sportiness. We had a chance to dore said of the Model 3 Standard Navigate on Autopilot feature stop, discovering that limita-
test both the Standard Range Plus Range Plus. With an as-tested was more concerning. Although tion while approaching a line of
with 240 miles of range and rear- price of $43,100, it’s cheaper it’s pitched as one of the most stopped cars can be alarming.
wheel drive as well as the Dual than the Nissan Leaf Plus SL and advanced driver assistance The Model 3 has advanced,
Motor Performance model with the Kia Niro EV, and it offers more systems on the market, it provided and given the beta-test nature
Track mode, which has 310 miles of range than the Nissan and better differing responses for our drivers of Tesla cars, we can assume this
range, all-wheel drive, and face- looks than either. The Model 3 also traveling the same testing loop— disruptive Model 3 will continue to
melting acceleration. drove better, was quicker, and sometimes working well, other improve. Miguel Cortina
SPECS 2019 Tesla Model 3 (Standard Range Plus) Dual Motor Performance (Track)
Base Price/As Tested* $41,100/$43,100 $61,100/$67,100
Power (SAE net) 283 hp @ 5,100 rpm 450 hp comb
Torque (SAE net) 307 lb-ft @ 0 rpm 471 lb-ft comb
Accel, 0-60 mph 5.0 sec 3.2 sec
Quarter Mile 13.5 sec @ 104.9 mph 11.7 sec @ 115.7 mph
Braking, 60-0 mph 128 ft 104 ft
Lateral Acceleration 0.84 g (avg) 0.93 g (avg)
MT Figure Eight 26.4 sec @ 0.69 g (avg) 24.2 sec @ 0.83 g (avg)
EPA City/Hwy/Comb 140/124/133 mpg-e 120/112/116 mpg-e Standard Range Plus
Vehicle Layout Plus Rear-motor, RWD, 5-pass, 4-door sedan Performance Front/rear elec motor, AWD, 5-pass, 4-door sedan Engine/Transmission Plus
3-phase internal permanent-magnet electric motor/1-speed automatic Performance Front: induction electric motor; rear: 3-phase internal permanent-
magnet electric motor/front-rear 1-speed automatic Curb Weight (F/R Dist) Plus 3,553 lb (46/54%) Performance 4,052 lb (50/50%) Wheelbase 113.2 in
Length x Width x Height 184.8 x 72.8 x 56.8 in Energy Consumption, City/Hwy Plus 24/27 kW-hr/100 miles Performance 28/30 kW-hr/100 miles CO2 Emissions,
Comb 0.00 lb/mile (at vehicle) * Before applicable tax credits
Finalists I COTY
PRO Paparazzi attention getter • Thrilling to drive • Competitive price CON Polarizing design • Needs smooth roads • It’s OK, just not great
2020 Toyota Supra
irst things first. Yes, the 2020 thereof, the way the steering
Toyota Supra is built from feels/behaves, the brake feel/
FBMW parts in the same boost behavior, and so on. There
Austrian factory as the BMW Z4. are myriad ways they can and
So, you ask, how come the Supra do differ despite the shared
advanced to the COTY finalist Bavarian parts supplier.
round and the Z4 did not? Loh didn’t realize it at the time,
Naturally, pricing the Supra but he summarized what nearly
about $8,000 to $13,000 below all the judges had written in
a comparable Z4 M40i caught their happenstance BMW versus
our notice. And although both Toyota notes. “I appreciate the
drew ire for their overwrought price of this vehicle and the deci- its shapely, bulbous armor. next to the tach that does not do
“coachwork” during COTY sion to treat BMW as the supplier Nishimoto found a rattling cargo anything, unless I’m just missing
judging (as well as throughout our of such a sonorous and smooth cover and creaking noises from something,” he said. “But then
annual Best Driver’s Car contest turbo I-6,” he said. “It sounds the infotainment screen and the trip computer occupies only a
in the Toyota’s case), the Supra great, and handling is pretty tidy dash: “It’s noisy over rough, little half-inch strip at the bottom.
drew more gas station attention/ on smooth surfaces, but when broken road surfaces, too.” I hate to see misuse or squan-
queries than pricier cars filling up you get it loose, stability control There was criticism of the car’s dered opportunity on digital
beside it. intervention is not next-level, as it interior, as well. Compared to displays.”
There’s no question: For a is with the BMW. But it’s very good its flamboyant exterior, “Inside Like a proper sports car should,
certain demographic, the A90 at it, as the Supra really likes to we’re talking all black with some the Supra “needs” its driver.
Supra is this moment’s “it” car. For hang its tail out given the oppor- white stitching in the leather “Handling requires slow hands,
some people, it’s quite literally a tunity. It’s an easier car to set up and modest use of ‘carbon- no midcorner corrections, be very
second coming of a legendary and ‘just drive’ than the BMW fiber’ trim,” Priddle said. “The sure of your line, and don’t get
model they’ve only seen in because there isn’t the prolifer- BMW-sourced buttons look very twitchy,” Rechtin said. “Straight-
movies. The same cannot be said ation of modes—just Sport—and dated, and there’s a wireless line braking is a must. Deviate
of the Zzzzz4. then you decide if you want to charging tray for your phone but from this curriculum, and things
Since their underpinnings manually shift or not. Refreshingly then a flimsy shelf on top of that.” will get squirrelly. Yet it squirts out
are mechanically the same, simple to drive after all the BMWs Markus thought Toyota failed of corners with a definite thrill.”
albeit with different tuning, it this year. Very direct. It’s basically to make good use of the digital MacKenzie earns the last word:
was down to those finishing a simplified BMW.” display. “There’s this big swath “A real sports car, but not the
dynamic touches, the way the That’s not to say the Supra groundbreaker the previous two
two manufacturers chose for their didn’t show some kinks in Supras were.” Chris Walton
cars to drive: the ride/handling
trade-offs, road isolation or lack
SPECS 2020 Toyota GR Supra
Base Price/As Tested $50,945/$57,400
Power (SAE net) 335 hp @ 5,000 rpm
Torque (SAE net) 365 lb-ft @ 1,600 rpm
Accel, 0-60 mph 3.9 sec
Quarter Mile 12.5 sec @ 111.2 mph
Braking, 60-0 mph 106 ft
Lateral Acceleration 1.01 g (avg)
MT Figure Eight 23.9 sec @ 0.84 g (avg)
EPA City/Hwy/Comb 24/31/26 mpg
Vehicle Layout Front-engine, RWD, 2-pass, 2-door hatchback Engine/Transmission Plus 3.0L turbo DOHC 24-valve I-6/8-speed automatic
Curb Weight (F/R Dist) 3,367 lb (52/48%) Wheelbase 97.2 in Length x Width x Height 172.5 x 73.0 x 50.9 in Energy Consumption, City/Hwy 140/109
kW-hr/100 miles CO2 Emissions, Comb 0.73 lb/mile
JANUARY 2020 MOTORTREND.COM 91
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pushrod V-8 small-block just aft of the
driver’s head. Subsequent CERV concepts
only stoked the belief among MotorTrend
editors that such a vehicle was not only
possible but also likely.
Fast-forward to September 2019, and
ZORA WAS we finally get our greedy, grubby hands
on the 10th-ever production mid-engine
RIGHT money. Or so much good exoticism. intent model with a VIN that ends in
exoticism been attainable for so little
Corvette, an early-build, production-
Chevrolet Performance did not phone
000010. From our weeks of testing the
in the first-ever production mid-engine
Corvette against a field of formidable
competitors, we can say Zora was onto
Corvette. It dialed it, massaged it, honed
it, crafted the new ’Vette to the point
something six decades ago.
“We’ve been waiting so long for this
of the nearly impossible. The eighth-
generation car will bring people into
Christmas morning,” Detroit editor Alisa
dealerships who previously would never
Priddle said. “I didn’t care if it was going
have come in. The mid-engine Corvette is car that, climbing in, I felt like a kid on
ometimes, a car comes along that a game changer, an inflection point, and to be good or bad, I just wanted to unwrap
leaves the automotive landscape a reminder that when Americans truly the present and drive it.”
different than before. In Silicon set our minds to a task, look out. For soon A true statement, as we’ve had our eye
SValley parlance, we’d be tempted to you’ll be standing on the moon—or driving on the mid-engine Corvette ever since we
term such a car a “disrupter.” The last car the sports car equivalent thereof. broke the story (yes, Virginia, it was us)
to so shift the world was the Tesla Model The father of the Chevrolet Corvette, back in 2014. Five years is quite a lengthy
S, our 2013 Car of the Year. Zora Arkus-Duntov, began working on wait, and if life teaches you anything, it is
This time around, our 2020 Car of a mid-engine Corvette back in 1959. to be prepared for disappointment.
the Year, the Chevrolet Corvette, fully Called the 1960 CERV-I (for Chevrolet Not here. I’m happy to report the 2020
scrambles the order of things. Never Engineering Research Vehicle), the Corvette delivers the goods, and does so in
before has so much four-wheeled single-seater located its 283-cubic-inch ways you wouldn’t think possible.
WORDS JONNY LIEBERMAN PHOTOGRAPHS BRANDON LIM
94 MOTORTREND.COM JANUARY 2020
Winner I CAR OF THE YEAR
CHEVROLET CORVETTE
JANUARY 2020 MOTORTREND.COM 95
remarkable,” technical director Frank
Markus said. “In Tour mode it felt as
comfortable as anything we’ve driven. And
best of all, that ride quality didn’t disappear
when we put it in Sport and Track modes.”
We were collectively surprised by how
smooth and polished the C8’s chassis is.
We were also equally surprised at
the Corvette’s high-quality cabin. To be
blunt, Corvette interiors have been nasty,
low-quality dens of cheapness and weird
smells since 1984. With always-terrible
seats, too. That’s the truth. With history as
my witness, I was expecting more of the
same. To keep the price as low as Chevy
has promised, you’d think corners would
have to be cut, and this would be the place
to cut them.
Nope. “The interior actually has great
build quality. What a miracle!” associate
“The C8 represents the biggest step driving in town is the lack of road noise online editor Stefan Ogbac said. “Lots of
change since the original Acura NSX for a supercar,” said Chris Theodore, a good materials, and the seats are super
in terms of being a usable everyday perennial Car of the Year guest judge as comfortable and supportive.”
mid-engine supercar,” international bureau well as the engineer behind the second- What impressed me most about the
chief Angus MacKenzie said. “It brings the generation Ford GT. “It’s not silent, but quality of the Corvette’s cabin were the
Corvette closer to the Porsche 911 in terms it’s much better than any other supercar
of being an attainable and credible 24/7 I’ve driven.”
supercar than any time since the ’60s.” That’s right, a mid-engine, removable-
The C8 (referencing the eighth roof car that hits 60 mph in 2.8 seconds is
generation of the Corvette) still features being praised for the quietness of its cabin.
a cam-in-block small-block V-8, only it’s “This means that C8 engineers have done a
grown to 376 cubic inches, or 6.2 liters. good job in making the chassis attachment
But everything else is changed. The new points stiff,” Theodore continued.
Corvette is all about revolution. The new Corvette rides surprisingly
“The first thing you notice when well, too. “Behavior on the freeways was
Despite the C8 Corvette’s
mid-engine layout, Chevrolet
engineers still found room in
the cargo compartment to
store the targa roof panels.
96 MOTORTREND.COM JANUARY 2020
gear and drive mode selectors. At first CAR OF THE YEAR
glance, the shifter looks similar to
what you’d find in the Acura NSX. The
Corvette’s gear selector is metal, about
half the size, and feels like something
off a high-end stereo. As does the well-
weighted mode-selector puck. Think of
a Marantz tuner from the 1970s, back
when “American Made” was king.
Everything is laid out well, too. “The
interior is clever and attractive, and the
ergonomics are very good,” road test
editor Chris Walton said. “Having a small
screen, close to the driver, enables you
to rest your hand on top and thumb the
touchscreen without the unsteadiness
you’d have without the perch.”
I love the squared steering wheel
(a few others did not) and the jet-age
homage of its design, though there was
debate about the cabin’s overall design.
Some judges felt as if there was a bit too
much bling, but others liked it. As for
the stream of buttons that make up the
HVAC controls and “puts up a wall,” to
quote Walton, between the driver and
the passenger/glove box, most judges felt
that these controls are of the set-and-
forget variety. Plus, you just don’t notice
them from behind the wheel. You do
notice a couple inexplicable cheap
outs, especially if you’re our executive
editor Mark Rechtin. He despises the
plastic cupholders. “How much would
improving them have cost Chevy? Five
bucks a unit?”
If the new Corvette has a weakness, it’s the newer model? Perhaps. Whatever the
the exterior design. The judges’ opinions reason, although the car’s shape is good,
ranged from harsh (MacKenzie: “Bill the details are not. However, that just
Mitchell would be spinning in his grave.”) means that Chevy has a real opportunity
to damning with faint praise (Walton: in a few years with the midcycle refresh.
“Fine from 100 feet.”). As our guest judge and former Jaguar
The main issue: As you get closer to the design boss Ian Callum said, “Great car to
vehicle, you see tributaries of pointless drive. Shame about the styling.”
lines going off in every direction. This Right, driving. What will convince
sort of sloppy linework—folds and creases current Corvette owners to trade in their
that exist for the sake of existence—first cars is the C8’s performance. In truth,
appeared on the previous generation. Did the new ’Vette’s numbers and capabilities
the Corvette design team want to link the might convince a few Porsche, BMW,
two products, to maybe help convince and AMG owners to do the same. Might
current Corvette owners to trade up for convince more than a few, in fact.
We mentioned the 0–60 time
previously, but to contextualize that
number, the 755-horsepower C7 Corvette
ZR1 hits 60 mph in 3.0 seconds. The
789-horsepower Ferrari 812 Superfast
hits 60 mph in 2.8 seconds. Remember,
If there’s one criticism of the C8
Corvette (cupholders aside), it’s the C8 with the Z51 Performance package
the lack of a manual transmission, makes “only” 495 horsepower. I won’t
but it’s hard to complain about
the results with the eight-speed
twin-clutch automatic. JANUARY 2020 MOTORTREND.COM 97
CAR OF THE YEAR
say complained about, just mentioned
that it’s there. Loh noted that dialing in
some understeer is a “sensible strategy,”
as this will be many owners’ first time
even point out the $377,000 price gap with weights a steel-braked 911 would shrug driving a mid-engine car, and understeer
Ferrari. Whoops, I just did. off,” MacKenzie said. keeps the nose pointing in a straight line
Much of the credit is due to the But those are modest complaints. The when you push the throttle farther than
quick-shifting eight-speed dual-clutch C8 wins our award on the strength of how your skills allow. Let me stress that we’re
transmission. Big takeaway: We’ve yet it drives. “Phenomenal performance,” talking a skosh, a pinch, a tiny amount of
to test a quicker naturally aspirated, news editor Alex Nishimoto said. He’s understeer. We’re just saying the car isn’t
rear-drive production car to 60 mph, right. While conducting limit testing of tail happy. “The genius of this Corvette is
price be damned. The C8 did great in the the entire field at the Hyundai Motor it feels benign to beginners,” MacKenzie
quarter mile, too, covering 1,320 feet in Group California Proving Ground, I knew said, “but it’s not boring for experts.”
11.1 seconds at 123.2 mph. That beats the the Corvette deserved to be a finalist—but As a group of experts, we loved driving
direct competitor Porsche 911 Carrera S my mind remained open to other vehicles the thing. “The sound is just thrilling
by 0.1 second. A win, however, is a win; the taking the top spot. when you accelerate, punctuating each
Corvette is quicker than the Porsche. It was after cruising the twists and shift change, sounding and feeling
Braking from 60 mph takes place in turns of Cameron Road on our finalist fabulous,” Priddle said. Theodore agreed:
97 feet, which is world class. The C8’s loop near Tehachapi that I became “The C8 has very high capabilities that
figure-eight time of 23.3 seconds is quick convinced the mid-engine Corvette had most owners will not reach.” Nishimoto
but behind the aforementioned Porsche to be our winner. “It’s so easy to drive,” added, “Happiness is having a small-
(22.7 seconds) and stuff such as the editor-in-chief Ed Loh said. block V-8 rumbling behind you.” Rechtin
Chevrolet Camaro SS 1LE (22.9 seconds). That’s perhaps the No. 1 big change called the C8 “something that can be
I’ll go ahead and blame the awkward from behind the wheel of the C8 driven very fast, all day, but you emerge
brake-by-wire system. compared to the C7. You can just go for it completely rested and relaxed.” And
We all agreed there’s more work to do and attack a road with abandon. I loved MotorTrend en Español managing editor
here. “It’s near-impossible to accurately how potent, aggressive, and in control I Miguel Cortina said, “Finally, a Corvette
modulate the braking effort in Track felt. Total confidence. that I enjoy driving.”
mode, the system defaulting to instant-on Many judges mentioned that there’s To become a MotorTrend Car of the
ABS intervention at pedal speeds and a touch of understeer. Note, I did not Year, you have to punch hard against our
After decades of waiting, the
mid-engine Corvette has lived
98 MOTORTREND.COM JANUARY 2020 up to the hype and then some.
2020 Chevrolet Corvette
DRIVETRAIN LAYOUT Mid-engine, RWD
ENGINE TYPE 90-deg V-8, alum block/
heads
VALVETRAIN OHV, 2 valves/cyl
DISPLACEMENT 376.0 cu in/6,162cc
COMPRESSION RATIO 11.5:1
The 2020 Corvette convertible POWER (SAE NET) 495 hp @ 6,450 rpm
offers a powered hard top—a TORQUE (SAE NET) 470 lb-ft @ 5,150 rpm
first for Corvette.
REDLINE 6,400 rpm
WEIGHT TO POWER 7.3 lb/hp
TRANSMISSION 8-speed twin-clutch auto
AXLE/FINAL DRIVE RATIO 3.55:1/1.70:1
SUSPENSION, FRONT; REAR Control arms, coil springs,
adj shocks, anti-roll bar;
control arms, coil springs,
adj shocks, anti-roll bar
STEERING RATIO 15.7:1
TURNS LOCK TO LOCK 2.5
BRAKES, F; R 13.3-in vented disc; 13.8-in
vented disc, ABS
WHEELS, F; R 8.5 x 19-in; 11.0 x 20-in,
cast aluminum
TIRES, F; R 245/35R19 89Y; 305/30R20
99Y Michelin Pilot Sport 4S
DIMENSIONS
six key criteria. To quickly break it down, along while powered by just WHEELBASE 107.2 in
the new Corvette fares worst in terms of four cylinders. TRACK, F/R 64.9/62.4 in
advancement of design. However, as a Value is where the C8 goes off the LENGTH X WIDTH X HEIGHT 182.3 x 76.1 x 48.6 in
TURNING CIRCLE 36.4 ft
car’s interior is included in this metric, charts. Why would you buy a BMW
CURB WEIGHT 3,622 lb
the C8 did OK. M4 for the same money? Why would
WEIGHT DIST, F/R 39/61%
The 2020 Corvette’s engineering you spend half again as much for an
SEATING CAPACITY 2
excellence is through the roof; it features equivalent 911? Besides a badge, what HEADROOM 37.9 in
world-class performance combined does a Ferrari give you? And just wait LEGROOM 42.8 in
with shockingly good ride comfort and until the more powerful Corvette SHOULDER ROOM, F/R 54.4 in
noise levels. Chevy’s top dog also scores iterations show up. CARGO VOLUME 4.0 (frunk)/8.6 (trunk) cu ft
big in terms of performance of intended Few cars change the automotive TEST DATA
function, assuming that intended landscape, forcing other brands to react, ACCELERATION TO MPH
function is to be a daily-driven supercar. as the status quo will no longer do. It’s 0-30 1.0 sec
0-40 1.5
Safety is trickier, as neither IIHS nor déjà vu all over again, again, folks. Chevy
0-50 2.1
NHTSA have crash-tested it (and they is selling a supercar for sports car prices.
0-60 2.8
likely never will), but based on safety As I told a supercar collector friend, “If I
0-70 3.7
scores for GM’s other recent offerings, were you, I’d buy three.” Or as MacKenzie 0-80 4.6
we’ll give Chevrolet the benefit of the put it, “Hallelujah! A real, honest-to-god, 0-90 5.8
doubt here. As for efficiency, the small- mid-engine supercar for the price of a 0-100 7.1
block has cylinder deactivation to loaf Corvette.” Great job, Chevrolet. Q 0-100-0 10.8
PASSING, 45-65 MPH 1.4
QUARTER MILE 11.1 sec @ 123.2 mph
BRAKING, 60-0 MPH 97 ft
LATERAL ACCELERATION 1.04 g (avg)
MT FIGURE EIGHT 23.3 sec @ 0.90 g (avg)
TOP-GEAR REVS @ 60 MPH 1,300 rpm
CONSUMER INFO
BASE PRICE $59,995
PRICE AS TESTED $88,305
STABILITY/TRACTION Yes/Yes
CONTROL
AIRBAGS 4: Dual front, front side/
head
BASIC WARRANTY 3 years/36,000 miles
POWERTRAIN WARRANTY 5 years/60,000 miles
ROADSIDE ASSISTANCE 5 years/60,000 miles
FUEL CAPACITY 18.5 gal
EPA CITY/HWY/COMB ECON 16/27/20 mpg (est)
ENERGY CONS, CITY/HWY 211/125 kW-hr/100miles(est)
CO2 EMISSIONS, COMB 0.99 lb/mile (est)
RECOMMENDED FUEL Unleaded premium
JANUARY 2020 MOTORTREND.COM 99
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