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 Image inside Kinda Nerdy But Very Fit, Lia

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13 hours ago

Video inside Gas Monkey Ford GT Hits the Track

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| By 420 Lyfe - 13 hours ago

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2 days ago

Image inside The Genesis G90. The S Class Killer

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| By mr_underground - 2 days ago

It seems weird to type "Genesis" without "Hyundai" in front of it – unless we're referring to the band, of course, which we aren't. What we have here is the first car that'll launch under Hyundai's new premium brand, officially called Genesis. This is essentially the replacement for the Equus, and when it reaches the States, it'll be called G90.

The G90 clearly makes strong use of Hyundai's "Athletic Elegance" design language, and looks like a more premium version of the existing Genesis sedan. There's a long hood, hexagonal grille, and vertically oriented taillamps that flow down the rear fascia. Judging by these low-res spy shots, we like what we see – even if, from some angles, it looks strangely familiar.

Genesis (the brand) launches next month in Hyundai's home market. Following the G90, the Genesis sedan as we currently know it will move to G80 nomenclature, and a midsize, rear-wheel-drive sedan – G70 – will follow. A luxury SUV and sport coupe will round out the premium lineup. g90-spy-shots/

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3 days ago

Image inside 2017 Infiniti G60 Coupe Revealed

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| By JayR04 - 3 days ago

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4 days ago

Video inside The "Zero ***** given" RX-7.

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| By Leadfoot - 4 days ago

It looks like hell, but I'm lowkey jealous.

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5 days ago

Video inside Movies for Car Guys

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| By ExNihilo - 5 days ago

The other day I brought up Corvette Summer (props @EL Smoothz) and that got me thinking about some of the great movies that are about or focused around auto culture.

Wanted to have a thread so people could share titles for some of their favorites, be it a movie or great documentary. I'll start it off:

Corvette Summer (1978)

Gone in 60 Seconds (2000)

of course

The Fast & The Furious (Series)

Share the names fellas.

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6 days ago

Video inside Mean Green Mopar

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| By Chicken_N_I-Roc - 6 days ago

I'm not the biggest fan for Mopar, but I give respect when it's due.

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6 days ago

Video inside Worlds Greatest Drag Race #4

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| By bigscore - 6 days ago

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6 days ago

Video inside Cam Newton's Auburn Themed Chevy Silverado Truck on 30" Forgiatos

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| By jmack26 - 6 days ago

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6 days ago

Video inside Worlds Greatest Drag Race 5

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| By bigscore - 6 days ago

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7 days ago

Video inside Twin-Turbo 1932 Ford. 1,500 HP

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| By Leadfoot - 7 days ago

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1 week ago

Image inside Scion C-HR Concept

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| By djkamikaze - 1 week ago

Once one of the industryÂ’s most innovative marques, Scion is struggling to find its former magic. And ToyotaÂ’s youth-oriented brand is hoping its come up with the right formula in the form of the C-HR Concept making its debut at this weekÂ’s L.A. Auto Show.

Likely to show up in production form next year, the C-HR would become Scion’s first crossover-utility vehicle. And while it might seem a major shift in direction, the sleek and angular concept is meant to become Scion’s “next icon,” replacing the boxy xB.

“Scion is known for doing things differently, and maybe even being a little weird,” said Andrew Gilleland, who recently was named the brand’s vice president and general manager. “This C-HR Concept embraces that idea and wears it like a badge of honor.”

Scion certainly could use some help. The brand hit a 2006 peak with sales of 173,000 vehicles, but by last year that plunged to just 58,000, and it hasnÂ’t done much better so far this year, though it seems to be gaining some traction with two new models, including its first-ever sedan, the Scion iA.

The move into the crossover segment seems almost absurdly late in coming considering broad industry trends. Utility vehicles, overall, will outsell sedans this year, and the compact CUV segment is one of the fastest-growing niches worldwide.

“Scion’s crossover concept will play in a compact SUV segment that’s opened its arms to a mass migration of consumers and models,” says Edmund’s Analyst Jessica Caldwell, adding that a production version of the C-HR would follow “Recent launches of the iA, iM and FR-S (which) have given Scion a completely different lineup compared to a few years ago.”

The concept’s name is short for “Compact High Ride height,” says Scion, adding that the vehicle would target “yuccies,” or “young urban creatives.”

Whether they will welcome the design or say, “Yuck,” remains to be seen. The Scion C-HR is clearly following the mandate set by Toyota CEO Akio Toyoda to put more “passion” into the company’s products, even if it means polarizing potential buyers. The C-HR offers Scion’s take on the angular and decidedly controversial NX offered by its upscale sibling brand, Lexus.

Scion was clearly out to make a statement, and suggests the C-HR concept is like “a diamond with sheered sides,” its cabin “like a precision-cut gemstone.”

The show car is rife with hard edges and angular cuts, accentuated by graphite black accents on its grille, rear bumper and fender flares, as well as its piano black roof. The concept crossover rides on 21-inch alloy wheels with chisel-cut spokes.

Significantly, the show car is based on the new Toyota New Generation Architecture, the same platform used for the 2016 Toyota Prius.

Set to be used as the foundation for the majority of the makerÂ’s future products, that underscores the face we will soon see the Scion C-HR return in production trim. The maker hints that will happen sometime in 2016.

Scion officials aren’t offering technical details yet, but C-HR Chief Engineer Hiro Koba said that, “Even though the C-HR has a high ride height, our focus was on creating a fantastic urban driving car.

“My favorite place to be on a weekend is at a race track,” he added, noting that, “I wanted to build a car that I would have just as much fun driving in the city during the week with refined driving comfort and responsive, precise steering.”

http://www.thedetroitbure... sover-concept/

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1 week ago

Image inside Alfa Romeo Giulia Quadrifoglio

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| By djkamikaze - 1 week ago

As the first of a new generation of vehicles built on an all-new platform, the 2017 Giulia Quadrifoglio embodies Alfa Romeo's La meccanica delle emozioni (the mechanics of emotion), delivering race-inspired performance, advanced technologies, seductive Italian style and an exhilarating driving experience to the premium mid-size sedan segment.

"The all-new Giulia is not just a new car, but an entirely new benchmark that represents the next chapter in Alfa Romeo's rich 105-year heritage," said Reid Bigland, Head of Alfa Romeo Brand, FCA - North America. "With an all-new lightweight platform and class-leading power and handling, the all-new Giulia delivers on the pedigree of incredible technology, race-inspired performance and Italian design and style."

Incorporating next-level technologies, the Giulia Quadrifoglio features a Ferrari-derived 505-horsepower bi-turbo V-6 engine, Alfa Romeo's most powerful production car engine ever, cylinder deactivation and carbon fiber active aero front splitter for improved handling at high speeds. Race-inspired performance is achieved courtesy of the Giulia's extensive use of ultralight, high-strength materials, which include a carbon fiber driveshaft, hood, roof and more – all for a best-in-class power-to-weight ratio and near perfectly balanced 50/50 weight distribution, resulting in a class-leading 0-60 miles per hour (mph) time of 3.8 seconds and a record-setting Nürburgring time. And similar to all great Alfa Romeo vehicles, the Giulia features stunning Italian design with impeccable proportions and attention to detail that enables a timeless Alfa Romeo style with world-class craftsmanship.

Following the launch of the all-new 2017 Giulia Quadrifoglio, Alfa Romeo will introduce the full-line of Giulia models that further take on the heart of the premium mid-size sedan segment. These Giulia models will include an all-new Alfa Romeo-designed all-aluminum four-cylinder turbo engine with direct injection, fuel-saving and emission-reducing MultiAir2 technology, and twin-scroll turbo technology for maximum responsiveness. The result of this impressive technology is a class-leading 276 horsepower on the entry-level Giulia. In addition to rear-wheel drive, Giulia will also offer an advanced all-wheel-drive system with torque vectoring for customers who require maximum traction and handling on all road surface conditions.

With its muscular proportions and a "pure" design ethos of passion, lightness and simplistic elegance "clothing" its class-leading technical layout with near perfect 50/50 weight balance, the all-new 2017 Giulia Quadrifoglio exudes stunning and functional Italian style with a finesse of Alfa Romeo heritage, athletically taut lines and sculptural details.

Alfa Romeo designers styled the proportions of the all-new Giulia to have commanding presence and a menacing face determined to take on the world's best roadways and road courses. A large signature "shield" grille is elegantly sculpted within the front fascia to form the signature "Trilobo," a signature of Alfa Romeo design. Flanking the signature grille with the all-new Alfa Romeo logo are bi-xenon projector headlamps, which include an adaptive front-lighting system (AFS) to better adjust to the curvature of the road, while LED daytime running lights (DRL) provide a signature appearance. Below, a segment-exclusive active aero front splitter helps the Alfa Romeo Giulia Quadrifoglio achieve best-in-class aerodynamics (0.32 Cd) and actively manages downforce via a front carbon fiber splitter for optimal stability at any speed.

Alfa Romeo Giulia's side profile proportion highlights the near perfect 50/50 weight balance and seductive Italian design. To "skin" the class-leading technical layout required for an all-new benchmark-level performance sedan, Alfa Romeo designers provided Giulia with extremely short overhangs, long hood and front fender proportions, plus a passenger compartment straddled between muscular rear fender forms to deliver a "settled" look over the drive wheels – stylistically marking the point where power is unleashed onto the road. Taut lines, including the elegantly sculpted character line along the bodysides, mark the doors and envelope the handles while naturally leading back to the legendary V-shaped nose. Rounded angles and enveloping pillars draw from Alfa Romeo's rich design heritage and recall the "drop-shaped" profile reminiscent of the Giulietta Sprint, one of the most beautiful cars ever made. Even from plan view, Alfa Romeo designers gave the Giulia an organic, "ellipsis" design appearance to add to the all-new sedan's timeless character. Finishing off the Giulia's athletic appearance are massive Brembo brake calipers with available staggered-fitting 19-inch Dark Gray five-hole design wheels that hark back to the brand's stylistic heritage.

Short overhangs and deck lid further emphasize the all-new Alfa Romeo Giulia Quadrifoglio's muscular rear fender forms and road-holding stance. Elegantly shaped tail lamp features are drawn horizontally to highlight the performance sedan's width, while LED rear light clusters further highlight Giulia's use of advanced technologies. Like the front, the rear of the Giulia Quadrifoglio also manages airflow with its integrated diffuser, which helps channel air and provides additional stability at high speeds and downforce in corners. Finishing off the rear is a sport, dual-mode exhaust system with quad tips that delivers a signature Alfa Romeo exhaust note.

At the center of the interior, Alfa Romeo Giulia's all-new 3-D Navigation offers an intuitive, yet sophisticated series of features, including a high-resolution 8.8-inch widescreen display with real-time vehicle performance pages and telemetry, plus 3-D graphic navigation. A short-shift six-speed manual shifter elevates proudly in the center console, while the all-new and ergonomically located Alfa Rotary Pad offers a gesture recognition system, allowing the driver to interact with the 3-D Navigation system simply by moving fingers on the pad.

Highlighting Alfa Romeo Giulia Quadrifoglio's best-in-class power-to-weight ratio, ultra-lightweight carbon fiber shell, Sparco racing seats are available and provide maximum lateral support during extreme cornering on the track. With even more aggressive bolstering than Giulia Quadrifoglio's standard leather and Alcantara high-performance sport seats, these race-inspired performance seats are the lightest in the segment, yet provide comfort for long road trips.

A Ferrari-derived bi-turbo engine delivers best-in-class 505 horsepower, making it the most powerful Alfa Romeo production car engine ever and the quickest with 0-60 mph acceleration in 3.8 seconds.

The Alfa Romeo Giulia Quadrifoglio utilizes an all-aluminum 2.9-liter six-cylinder engine with 90-degree layout that is lightweight and compact, all for a lower position in the chassis and low center of gravity.

Ensuring that this high-performance engine delivers world-class levels of efficiency, a cylinder deactivation system enables the Alfa Romeo Giulia Quadrifoglio to run on three of its six cylinders. Furthermore, an innovative engine start/stop (ESS) system stops fuel flow and shuts the powertrain down when the Alfa Romeo Giulia Quadrifoglio is at a full stop – reducing fuel consumption and emissions. When the brake pedal is released, the high-performance bi-turbo engine automatically restarts thanks to the ESS system's high-speed, high-durability starter, which reduces crank time, culminating in quick restarts. Last, the engine features a variable-pressure oil pump to reduce operational energy draw.

Also arriving next summer, an all-new 2.0-liter direct-injection all-aluminum turbo engine, designed specifically for Alfa Romeo, will deliver a class-leading 276 horsepower and world-class levels of performance, efficiency and refinement on other Giulia models. This innovative engine will also feature a MultiAir2 system that simultaneously controls both intake valve opening and closing events to more effectively manage combustion quality. This electro-hydraulic fully variable-valve lift technology ensures the appropriate and effective compression ratio, plus efficient internal exhaust-gas recirculation (EGR) for improved fuel economy.

Helping to deliver Alfa Romeo Giulia Quadrifoglio's class-leading power-to-weight ratio, the sedan features a carbon fiber hood, roof, drive shaft, active aero front splitter and rear spoiler. Aluminum front and rear vehicle frames, front shock towers, brakes, suspension components, doors and fenders also help shed weight compared to conventional steel. In addition, a composite rear-cross member is made from aluminum and composite, while available carbon-ceramic brake rotors reduce weight by 50 percent compared to traditional cast iron rotors.

An Alfa Romeo exclusive double wishbone front suspension with semi-virtual steering axis guarantees rapid and accurate steering feel. With the most direct steering in the segment, Alfa Romeo Giulia Quadrifoglio can tackle high lateral accelerations as a result of the always perfect footprint. At the rear, an Alfa-link rear axle design with vertical rod ensures top performance, driving pleasure and passenger ride comfort. An innovative active damping suspension adapts to driving conditions and can be adjusted by the driver via the Alfa DNA Pro selector with four drive modes.

Staggered fitting 245/35ZR19 (front) and 285/30ZR19 (rear) Pirelli P Zero Corsa three-season high-performance tires wrap lightweight 19 x 8.5-inch and 19 x 10-inch forged alloy wheels, respectively.

Thanks to the available ultra-high-performance carbon-ceramic material (CCM) brake system from Italian braking leader Brembo, the all-new Alfa Romeo Giulia Quadrifoglio delivers 60-0 mph stopping performance in 102 feet. At the front, this track-proven Brembo brake system features six-piston aluminum monoblock brake calipers with 15.4-inch (390 mm) CCM brake rotors. Similarly, the rear axle features four-piston calipers with 14.2-inch (360 mm) CCM rotors and calipers for the electric park brake. Both front and rear rotors feature a two-piece design and deliver a 50-percent weight reduction compared to cast iron discs, helping to reduce unsprung mass to further improve handling.

A Brembo high-performance brake system with large vented iron discs, plus four-piston front and rear aluminum monoblock calipers are standard.

Next-level, state-of-the-art technologies add to the driving experience to make the all-new Alfa Romeo Giulia Quadrifoglio even more exhilarating

A primary objective of the Alfa Romeo engineering team was to integrate world-first and next-level vehicle technological solutions that would only amplify the all-new Giulia Quadrifoglio's exhilarating driving experience.

The "brain" of Alfa Romeo Giulia Quadrifoglio's benchmark level dynamics can be attributed to its innovative Chassis Domain Control (CDC) system. The CDC system coordinates all of the vehicle's active systems (stability control, torque vectoring, adaptive damping suspension and active aero front splitter), using predictive type dynamic models to deliver balanced, safe and natural driving, thus optimizing performance and drivability.

The world's first integrated braking system debuts on the Alfa Romeo Giulia Quadrifoglio, replacing a traditional system of electronic stability control (ESC) unit and brake booster for even more instantaneous braking responsiveness. The innovative electromechanical system improves braking performance through a faster increase in pressure and makes it possible to vary brake feel jointly with the Alfa DNA Pro system. As a result, this lightweight technological solution delivers new levels of brake response and stopping distance.

Torque Vectoring makes it possible for the Alfa Romeo Giulia Quadrifoglio to increase the limits imposed by the tires during lateral acceleration. By using a twin-clutch rear differential, the Giulia Quadrifoglio optimizes torque delivery to each wheel separately for improved power delivery, traction and control on all types of road surfaces, without cutting power like traditional systems.

A segment-exclusive active aero front splitter instantaneously adjusts the carbon fiber front lip spoiler for optimal aerodynamics, downforce and stability at any speed. In addition to helping the Alfa Romeo Giulia Quadrifoglio achieve a best-in-class 0.32 Cd, the dynamic front splitter with its two electric actuators can generate up to 220 pounds of downforce.

Alfa DNA Pro drive mode selector

- Innovative Alfa DNA Pro drive mode selector modifies the dynamic behavior of the Giulia Quadrifoglio, according to the driver's selection:

- Dynamic: delivers sharper brake and steering feel with more aggressive engine, transmission and throttle tip-in calibrations

- Natural: comfort setting for balanced daily driving

- Advanced Efficiency: enables cylinder deactivation to reduce fuel consumption

- Race: this mode activates the over-boost function, opens up the two-mode exhaust, turns ESC off and delivers sharper brake and steering feel with more aggressive engine, transmission and throttle tip-in calibrations

An array of five premium leather and Alcantara interior combinations are available on Alfa Romeo Giulia Quadrifoglio. First, an all-Black interior with a choice of Black, White and Green or Red accent stitching. A two-tone Black with Red interior with Red accent stitching further highlights the brand's Italian design. For a bespoke look, Alfa Romeo Giulia Quadrifoglio also offers a two-tone Black with Ice interior combination with signature Green and White Quadrifoglio accent stitching that pulls from Alfa Romeo's historic and high-performance logo.

Four wheel designs are available for the Alfa Romeo Giulia Quadrifoglio, including staggered fitting 19 x 8.5-inch (front) and 19 x 10-inch (rear) lightweight forged aluminum "Technico" wheels in Bright Silver, or optional Dark Gray. In addition, Alfa Romeo's signature five-hole design alloy wheels in Bright Silver or Dark Gray are also available. -la/ar-BBnbcJT

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1 week ago

Article inside 10 Facts About Muscle Cars You Probably Didn't Know

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| By Swoosh Kid - 1 week ago


America loves speed. The 1960s and 1970s might have produced the wildest and rarest muscle cars packing giant torque-rich V-8s, but the 1980s brought its share of powerful machines to the street, too—cars that were quick and met the more stringent emissions controls. And behind the horsepower there are some surprising stories.
1968 Ford Mustang Shelby GT500


The first two years of Carroll Shelby's Mustangs are the most desirable to many Mustang purists. Those 1965 and 1966 GT 350s were light, simply styled, and perfect for track work. But the later 1967 and 1968 cars offered more fun under the hood and were the machines of choice if you wanted to win drag races.

For the first time, '67 to '68 GT 500 Shelbys came with 355-hp 428-cubic-inch big-block power under the hood. Car testers of the day saw quarter-mile time slips in the mid-to-low 14-second bracket—quick for the day. The Shelby Mustangs received more scoops and flashier styling than the older cars to match the new-found power and torque. And the even quicker KR (King of the Road) high-performance model was available in 1968 too.

Little-Known Fact: The 1967 Shelby Mustangs used Mercury Cougar tail lamps, but the 1968 models used lamps from the '66 Ford Thunderbird.
1984 Chevy Corvette


The third generation of America's sports car, the Corvette, had an incredibly long run: 1968 to 1982.So when it came time for GM to launch the next-generation C4 Corvette, there was wild speculation about the car. Some predicted it would use a midengine chassis, like an Italian exotic. And others thought it might use a rotary engine, like Mazda's.

In the end, the next Vette wasn't radical. It still had a small-block Chevy V-8 up front driving the rear wheels. That first year, it cranked out a meager 205 hp. But after a switch to a new, tuned port fuel-injection system in later years, horsepower jumped—and so did performance. Five years later, Chevy debuted the first ultra-performance Vette since the 1960s: the 375-hp ZR-1.

Little-Known Fact: There is no production 1983 Corvette. Although 1982 was the last year for the third-generation Corvette, Chevy decided to wait until the 1984 model year to launch the all-new car. Why? Some sources claim tighter emissions regulations necessitated more time for development. Others say that quality glitches at the factory were the real reason. All we know is every 1983 Corvette prototype was destroyed, except one: a white car that now lives at the National Corvette Museum in Bowling Green, KY.

1969 Dodge Charger Daytona


The 1969 Dodge Daytona and its sibling, the 1970 Plymouth Superbird, are arguably the most radical vehicles to emerge from the muscle car wars. But the Daytona, as the name might suggest, wasn't designed for street racing. It was built to win Nascar races on the superspeedways—the longest and fastest tracks.

To increase top speed, engineers took the Charger to the wind tunnel. The aerodynamic modifications to the big Dodge included a nearly 2-foot-tall rear wing, a flush rear window, and a longer, sloped nose cone. The results were impressive. The race version of the Daytona became the first car in Nascar history to break 200 mph. After numerous Dodge wins in 1969 and some by Plymouth in 1970, Nascar's new rule book banned these cars. The production cars, which came packing a 440 big-block or the legendary 426 Hemi, are sought-after collector cars today that bring more than $150,000 at auctions.

Little-Known Fact: The Daytona's aerodynamic modifications over a those of a standard Charger helped lower the coefficient of drag to 0.28—an excellent figure even by today's standards. But did that huge rear wing really need to be so tall to maximize rear-end downforce? According to legend, no. The reason for the exaggerated height of the wing was so that the trunklid on the production cars could pass underneath it and fully open.

1970 Oldsmobile 442


The 442 (which gets its name from its four-barrel carburetor, four-speed manual, and dual exhausts) was based on the Cutlass and become the hot muscle machine for the Oldsmobile division. It shared its platform with two other hot GM machines, the Chevy Chevelle SS and the Pontiac GTO. And like the GTO, the 442 was only a trim level at the beginning. But by 1970, you could get a huge 455-cubic-inch big-block V-8. And when equipped with the even more potent W30 parts, the motor made 360 hp and a whopping 500 lb-ft of torque. It could hit 60 mph in less than 6 seconds, which was very quick for the time—especially for an Olds.

Little-Known Fact: Actor James Garner raced a beefed-up 1970 Olds 442 in the NORRA Mexico 1000 (a precursor to the Baja 1000), where it won second in class. The Goodyear Grabber, as it was known, was built by legendary Baja-race-vehicle guru Vic Hickey and sponsored by Goodyear tires. The vehicle was recently restored and put up for sale.

1978 Pontiac Firebird Trans Am


By the late 1970s, muscle car performance was a mere shadow of what it had been years earlier. The latest emissions controls, combined with high gas prices and stratospheric insurance costs, caused most automakers to severely dial back horsepower.

But not Pontiac. The Trans-Am had been riding a new wave of popularity since its starring role in the movie Smokey and the Bandit. For the 1978 model year, Pontiac added to the excitement by actually increasing the horsepower of its top-level Trans Am from 200 to 220. The brand also developed a special handling package called the WS6 that added a sport-tuned suspension, wider 8-inch wheels, new tires, and quicker steering. The result was a Pontiac Trans-Am that was actually quicker and handled better around a track than the Chevy Corvette.

Little-Known Fact: The Pontiac's T-top roof, which first became an option in 1976, was as close as a buyer could get to a convertible Trans Am. These lift-out roof sections were initially made by Hurst and were known as the Hurst Hatch. The problem was, they leaked. This led Pontiac to develop its own T-tops within GM's Fisher body division and launch the option midway through the 1978 model year. So some '78 Firebirds have Hurst T-tops and others have the Fisher units. You can spot the difference because the Fisher glass roof panels are larger than the Hurst Hatch ones.

1969 Ford Mustang Boss 429


In the late 1960s and early 1970s, Nascar was in its golden age. Automakers took the business of stock-car racing seriously and would dream up engines and bodywork for racing that were often too wild for the street. All the automakers needed to do was sell 500 of these radical cars and they could run them in Nascar.

The Boss 429 Mustang was just such a beast. Although the Mustang didn't compete in Nascar, the 375-hp 429-cubic-inch V-8 under its hood was designed specifically for racing and built to rev to 6000 rpm. The problem was, this motor did not perform well on the street. It was slower than the other big-block Mustangs at the time. The Nascar-bound V-8 was monstrously large and did not fit in a stock Mustang's engine bay. So Ford contracted Kar Kraft in Brighten, Mich., to handle the job. The company relocated the shock towers, widened the track of the front end using unique componentry, relocated the battery to the trunk, and fitted a smaller brake booster—all to make room for this beastly powerplant to fit in the Mustang. Today, the rarity and mystique behind the Boss 429 has pushed values at auction well beyond $200,000.

Little-Known Fact: There were actually three different 429 engines installed in the Boss 429 between '69 and '70. The hardcore "S-Code" was installed in early cars and filled with race-duty parts. But the S-Code had warranty problems, reportedly because of an incorrect assembly process. So the "T-Code" with lighter-duty parts was used in some cars. The later "A-Code" version of the 429, equipped with smog equipment and a new valvetrain, appeared toward the end of production.

1970 Chevrolet Chevelle LS6


When GM relaxed its longstanding rule forbidding engines larger than 400 cubic inches to be installed in midsize cars, it set off a muscle frenzy across the company's divisions. Oldsmobile put the huge 455-cubic-inch into its 442, and Chevy installed a unique 454-cubic-inch V-8, the LS6, into its Chevelle SS.

A conservative estimate of the LS6's power puts it at 450 hp and 500 lb-ft of torque. But thanks to its high 11.25:1 compression ratio and giant Holley 780 CFM carb, the LS6's real output in the Chevelle SS was closer to 500 hp, many experts claim. Our pals at Car and Driver tested one in 1970 and found it hit 60 mph in just 5.4 seconds, running through the quarter-mile in 13.8 seconds. And that was with the skinny low-grip tires of the day; that same car with modern rubber would be much quicker. The LS6 carries the highest factory horsepower rating of all muscle cars.

Little-Known Fact: The Chevrolet Corvette has always been Chevy's top performance car. And up until the LS6, GM wouldn't allow any other Chevy to carry a horsepower rating higher than that of the Corvette. But somehow that stance was relaxed for 1970—the highest horsepower engine you could get in a 1970 Corvette was a 390-hp LS5 454. An LS7 was planned with 465 hp, but it was never officially sold. So why no LS6? An LS6 Corvette was offered for 1971, but its potency slipped (at least officially) to 425 hp.

1969 Pontiac GTO Judge


Pontiac owned the muscle scene in the early 1960s. In fact, the 1964 Pontiac GTO is widely regarded as the very first of the breed. But by 1968, that car had plenty of competition. The thought within Pontiac was to make a cheaper version of the GTO with a smaller 350-cubic-inch engine called the ET (for "elapsed time") a drag-racing term.

Pontiac boss John DeLorean didn't like that idea. To him, no GTO should have an engine that small. Instead, the team built a car one step up from the regular GTO. DeLorean himself named the car after a popular skit on the TV show Rowan and Martin's Laugh-In. The Judge featured the 360-hp Ram Air III engine standard, but buyers could also opt for the more hardcore 370-hp Ram Air IV. The rarest of all were the GTO Judge Ram Air IV convertibles—only five were built in 1969.

Little-Known Fact: The original TV commercial for the Judge featured the rock band Paul Revere and the Raiders singing about the GTO out on a dry lakebed. According to the book Pontiac Pizazz, by Jim Wangers and Art Fitzpatrick, the lead singer, Mark Lindsay, was a car guy and loved the Judge, so he wrote a song about it. Wangers claims this commercial is considered one of the earliest rock-music videos.

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1 week ago

Image inside 2017 Hyundai Elantra

3 people viewing this

| By djkamikaze - 1 week ago

Hyundai introduced the 2017 Elantra, the carÂ’s 6th generation, on Wednesday at the L.A. auto show, with the announcement that it will be fully launched at this yearÂ’s Super Bowl, which seems appropriate, as it looks about as distinctive as a football.

Hyundai insists otherwise. Its chief design officer, Peter Schreyer, used phrases like “dynamic wheel arches,” “signature hexagonal grille,” and, of course, “striking vertical LED running lights.” You’ll also be pleased to know that the center stack is angled toward the driver at “precisely seven degrees.”

Schreyer also said the new Elantra has a “sportier character, like a coupe. But I call it a sports sedan.” To quote E.B. White, “I say it’s spinach, and I say to hell with it.” In an “all cars look alike” era, the Elantra looks more alike than any car we’ve seen in a while. This is no sports sedan.

Still, the Elantra offers a ton of tech and good gas mileage. In our anti-car era, people are displaying Pavlovian tendencies, running to SUVs as though there were an unlimited supply of cheap gas in the world. Even given that environment, the Elantra should do just fine.

After a weird bit in the press conference about the use of advanced adhesives in luxury airliner construction, Hyundai revealed that the new Elantra will have a 2.6-inch gain in rear passenger legroom, an 8-inch nav screen, Infinity premium audio, Blue Link remote start, HID headlights, a hands-free smart trunk, dual-zone climate control, and a full suite of advanced safety tech like automatic emergency braking and pedestrian detection. There will also be lane departure warning, lane assists, smart cruise control, and backup camera.All this great tech appeared in only premium cars a few years ago, but now has trickled down to the common man. This makes the Elantra a lot more appealing.

The Elantra will come in several trim levels. The SE and Limited, with a two-liter engine and six-speed automatic, will get 33 MPG combined. An “Eco” model, with a 1.4-liter engine and a seven-speed dual clutch, will get an impressive 40 MPG highway and 35 MPG combined. Hyundai will announce the details about an Elantra Sport model next year. 004236925.html

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1 week ago

Image inside 2016 Honda Civic Coupe

4 people viewing this

| By djkamikaze - 1 week ago

Hot on the heels of the redesigned Civic sedanÂ’s arrival in showrooms, the 2016 Honda Civic coupe has debuted at the 2015 Los Angeles Auto Show. Like the 10th-generation sedan, the Civic coupe benefits from a new platform, engines, and tech, but adds a little extra style as well.

Styling is the major selling point of a coupe, and this one has plenty of it. The Civic coupe remains remarkably close to the well-received concept that debuted at the New York Auto Show earlier this year, with cab-rearward proportions and a fastback roofline. ItÂ’s longer, lower, and wider than the last Civic coupe, which is always a good recipe for a stylish automobile.

Besides the deletion of two doors, the coupe shares many design details with the Civic sedan, including a front fascia with HondaÂ’s new corporate grille treatment. The coupe does ride one inch lower than the sedan, and has its own taillight design that connects the two C-shaped lights with a piece running across the rear deck lid.

Powertrain offerings are the same as the sedanÂ’s. That means base models get a 2.0-liter four-cylinder engine with 158 horsepower and 138 pound-feet of torque, while a 1.5-liter turbocharged four with 174 hp and 162 lb-ft is available as an upgrade. In the sedan, the 2.0-liter can be paired with a six-speed manual transmission or CVT automatic, while the CVT is mandatory with the 1.5-liter turbo. Expect that to be the case with the coupe as well.

Honda says the 2016 Civic coupe interior boasts 8.4 cubic feet of extra space compared to the outgoing model, likely a product of the new carÂ’s slightly larger footprint. The seating position is also slightly lower than in the previous-generation coupe, for a sportier feel. Honda also tried to dress up this economy-car interior with a soft-touch instrument panel, real stitching on trim bits in higher-level models, and a smattering of LEDs.

The coupe also gets the same tech upgrades as the Civic sedan. The headline item is a new Android-based Display Audio system with 7.0-inch touchscreen display and Apple CarPlay and Android Auto capability. A Garmin-developed navigation system is available on certain trim levels, along with the Honda Sensing bundle of electronic driver aids.

The 2016 Honda Civic coupe launches in March 2016 as the second body style in the 10th-generation Civic family. Honda will also offer a five-door hatchback in the U.S. at a later date, plus sporty Si and Type R models. 013154739.html

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1 week ago

Image inside Cadillac XT5

2 people viewing this

| By djkamikaze - 1 week ago

Cadillac doesn't need to prove anything to the "buff books" anymore. The CTS-V beats Germany's performance offerings on the track, and the ATS is considered a benchmark in chassis technology. What they are really interested in is capturing the fashion and lifestyle crowd. That's why they invited a remarkably high number of fashion journalists when the crossover XT5 was airlifted to the launch event in New York two months ago.

As the predecessor of the successful SRX crossover SUV, the XT5 has big footsteps to fill. And we are pretty sure it will do so with ease. Based on GM's new, SUV-optimized "Chi" platform, it comes with front- and all-wheel drive, and it is driven by a 310-horsepower, 3.6-liter V-6, now mated to an eight-speed automatic. That's on par with the outgoing SRX, which is powered by an earlier version of that engine. But since the XT5 is a whopping 278 lbs lighter than the outgoing SRX, it should be significantly more agile and spirited.

The weight savings come despite a larger body, which turns the XT5 into a far more comfortable cruiser. Rear-seat legroom increases by a full 3.2 inches. And the passengers are surrounded by far richer and more contemporary appointments. The dashboard is perhaps Cadillac's most futuristic to date, with layers of leather and decor made of real wood, aluminum or carbon fiber. The top-of-the-line Platinum model gains microfiber suede elements, inclding the headliner. And the color palette is contemporary and daring, with a whole range of classic and contemporary combinations. There is a "phone shrine" to charge your cellular device while traveling, and this Cadillac finally gains an electronic shifter.

While it sold well, the outgoing, second-generation SRX was never a particularly impressive car - neither from a styling nor from a performance point of view. As to the new XT5, we can attest to the quality of its style; the fashion crowd will be pleased. But performance? In its competitive set, rife with powerful turbos, a naturally aspirated V-6 doesn't exactly put the XT5 ahead of the pack. Cadillac wants the XT5 to compete with the Audi Q5 and the Mercedes-Benz GLE. We say: Make that the entry-level versions of those models. If Cadillac truly wants to play along, they might wish to start digging in their parts bin. And they might just find a twin-turbocharged V-6 right there. BncMTZ#image=1

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1 week ago

Image inside 2016 Nissan Sentra

2 people viewing this

| By djkamikaze - 1 week ago

Small cars have been in something of a slump, as low gas prices lead people toward new small SUVs instead. Yet automakers have been updating their compact offerings at a quick clip, the latest example being the 2016 Nissan Sentra.

While not an all-new chassis, the refereshed Sentra looks far more like its Altima and Maxima stablemates, especially with the LED front headlights and styling lights available on higher trims. It’s the interior and technology where Nissan makes the most changes; the redesigned dash looks far more welcoming than the current model, while the in-dash entertainment adds Siri hands-free as an option. As now required to stay competitive, the Sentra gets the ring of safety sensors—fordward emergency braking, rear cross-traffic alert, blind-spot warning and automatic cruise control.

All of which arrives, at least on paper, without damaging the low-cost image Sentra has among its buyers. Nissan says the 2016 edition will start at $17,605 for a six-speed manual version controlling the 130-hp motor, with a volume edition pairing most of the gadgets with an automatic CVT starting around $20,000. 870722544.html

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1 week ago

Image inside 2016 Toyota Pirius

2 people viewing this

| By djkamikaze - 1 week ago

What Is It? The 2016 Toyota Prius, the fourth generation of the worldÂ’s most popular hybrid sedan.

Starting Price: $24,200-$30,000.

Competitors: None. The Prius sells seven times better than its nearest hybrid-segment competitor, even in this, the last year of its lifecycle.

Alternatives: Nissan Leaf, BMW i3, Hyundai Sonata Hybrid.

Pros: Best fuel economy on Earth outside of pure electric cars or the Porsche 918 hybrid supercar; improved handling and ride feel, updated tech and interior.

Cons: Slow 0-60 time, cheesy exterior resdesign.

YouÂ’d be hard-pressed to find another car writer who enjoys driving a Prius, much less owns one. Yet here I am, on my third model. My wife and I got our first Prius in 2006, when gas prices were through the ceiling, and weÂ’re still rolling slowly along through the city where a gallon of gas is cheaper than a pack of gum. But I have to admit that IÂ’ve grown tired of my current ride, a 2013 model, which feels increasingly fusty and dated, like a pair of old slippers or worn-out wallpaper in a teardown house. The tech looks like it belongs in a low-rent 1990s cyber-thriller, the ride quality feels unspeakably bad by contemporary standards. Every time a new hybrid or electric appears in my driveway for me to test, the Prius lessens in my estimation a little more. Even an ordinary if pleasant machine like the Hyundai Sonata Hybrid makes me feel slight pangs for what could be.

So when I test drove the fourth generation Prius this week in Southern California, it wasnÂ’t just as a reviewer, it was as a dissafected brand loyalist. I wanted Toyota to show me why I should stay with the car. Much to my satisfaction, theyÂ’ve addressed most of the current modelÂ’s problems. The Prius may no longer be the cutting-edge machine it was when it debuted, but this new model at least brings it back into modernity, while improving on the qualities that made it a success in the first place.

The exterior of the fourth-gen Prius is probably the least successful aspect of the redo. Toyota has taken the iconic shape of the original model and brought it lower to the ground, adding in all kinds of cuts and slashes in a weak imitation of cool. It feels like a business executive trying to do a rap at a weekend corporate retreat—I’m the Toyota Prius/and I’m here to say/I’m the best damn hybrid in the U-S-A.

But the interior design is much more successful. Sitting in the current model feels like waiting in a low-rent dental clinic. ItÂ’s a dispiriting mound of light-brown plastic. The new one has smoother lines, a lower dashboard, more angular seating, and more window space leading to vastly improved sightlines. Gone is the pale-green old-timey calculator dashboard readout, replaced by a modern, multicolored one. ThereÂ’s a nice 4.2-inch display screen, and, on higher-trim models, an Imperial Stormtrooper white-plastic center console that comes complete with a wireless charging pad for Android phones.

But youÂ’d expect a tech and design update in a car that hasnÂ’t been significantly refreshed since 2009. Anything less would have been laughable. More surprisingly, the new Prius actually drives better. This is the first car to be constructed with the Toyota New Global Architecture Platform, designed to improve body and powertrain components across the lineup. TheyÂ’ve lowered the PriusÂ’ center of gravity by a full inch. The car is also 2.24 inches longer and about a half-inch wider. It has a new double-wishbone rear suspension, a 60 percent increase in torsional rigidity, more high-strength steel throughout, an automatic grille shutter to control airflow to the engine, and continuous soundproofing, including a full array of underbody panels.

While all of that sounds suspiciously like “things that are in a car,” it’s positively revolutionary in the Prius, which previously sacrificed everything at the altar of the fuel-economy gods. I drove the new Prius on a 60-mile run through some twisty mountain roads, and while the drive experience may not have been the bleeding edge of fun, it was at least pleasant, which is more than I can say about the nausea-inducing dullness of the current model. Toyota put me on a reasonably difficult autocross course in the Prius as well. Prius and “sharp turn executed with intuitive steering and quality braking” feels weird to type, but it handled everything brilliantly. By comparison, I did the same course in a 2013 Prius that was a lot like the one I own, and it barely made it through without knocking over a dozen cones. The old Prius drives like a Segway. This new one feels like an actual car.

The new Prius gets an archetypically weak 121 horsepower, pairing a 1.8-liter 4-cylinder Atkinson cycle engine with a battery that generates 600 volts, paired with an electronically-controlled continuously variable transmission. The base Prius 2 model comes with a nickel-metal hydride battery, while a special Prius 2 “Eco” model and the up-market Prius 3 and 4 trims come with a lithium-ion battery.

All of that leads to the Prius money shot, the gas mileage: It falls short of the much-rumored 60 mpg mark. Non-Eco grades average 54 city, 50 highway, and 52 mpg overall. The Prius 2 Eco gets closer, at 58/53/56, achieved by removing the spare tire, lightening the weight of the vehicle by 65 pounds. And that gas mileage isnÂ’t a mythic figure either, only to be achieved by expert hyper-milers. I drove the Prius 2 and the Prius 4, and also looked at stored trips on the shipboard computer. The trip numbers Impressed: 55.4, 54.1, and even, for one glorious 20-mile jag down the coast, 66.8 MPG. For all its improvements, the Prius clearly hasnÂ’t deviated from its core fuel-economy mission. Gas may be less than $2 a gallon (at least where I live), but the Prius is well-positioned to take advantage when prices spike and people realize that their impulsive light-truck purchase might not have been so wise after all.

Also updated: A tremendous 11-speaker JDL audio system on the high-trim Prius 4, and a complete safety package, including all manner of collision alerts, lane departure warnings, and pedestrian and vehicle detection systems, only a $500 upcharge as part of a safety package. The Prius also now comes optional with an advanced cruise control system, which debuted in the Lexus LS a couple of years ago, but has already trickled down the food chain.

So we now have a Prius that can essentially drive itself and gets 54 MPG. All my dreams have been realized. My current modelÂ’s lease expires next May. IÂ’ve been thinking about buying it out, but that would doom me to a decade or so in the automotive gulag, the thought of which deadens my soul. The price for the Prius 2 starts at $24,700, the Eco is $24,700, and the Prius Four Touring with 17-inch wheels comes in at $30,000. Maybe, given the SUV-mania that continues to grip the U.S. like a virulent fever, IÂ’ll be able to get a decent deal on a lease. Now that IÂ’ve driven the new Prius, itÂ’ll be hard to go back. 559780918.html

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1 week ago

Image inside 2017 Lincoln MKZ

2 people viewing this

| By djkamikaze - 1 week ago

Lincoln today introduced a major update for the 2017 MKZ midsize sedan, highlighted by a new grille from the Continental Concept car and a new 400-horsepower twin-turbocharged V-6.

Most noticeable is the look. The MKZ, which is scheduled to go on sale next summer, will be the first vehicle to get the brandÂ’s new corporate face. The trapezoidal grille features the Lincoln badge in the center, and that shape is reflected in the grille mesh. Also new are adaptive LED headlights, different 18- and 19-inch wheel designs, and a revised lower rear apron.

Under the hood, the MKZ will feature a Lincoln-exclusive engine, something automotive pundits have suggested for Lincoln for years. That new engine is a twin-turbocharged 3.0-liter V-6. When teamed with a new all-wheel-drive system, which includes torque vectoring for the rear wheels, it will produce 400 horsepower and 400 pound-feet of torque. Oddly, this engine will also be offered with front-wheel drive, though the horsepower figure will drop to about 350 but torque will be unchanged at 400 lb-ft. Lincoln isnÂ’t saying how it will prevent torque steer, but it is boasting that the MKZ will offer effortless performance. With that in mind, we think Lincoln will retard engine output at lower speeds.

ThatÂ’s not all the engine news. The 300-horsepower 3.7-liter V-6 in the current model will give way to a 2.0-liter turbocharged four-cylinder making 245 horsepower. This is the same EcoBoost 2.0-liter as in Ford products but Lincoln will not use the EcoBoost brand name for it or the 3.0. The current MKZÂ’s hybrid model, which pairs a 2.0-liter four-cylinder with an electric motor to deliver 188 horsepower and 40 combined mpg, will return and likely at the same price as the 2.0-liter turbo.

When the 400-horsepower version of the 3.0 is ordered, buyers will be able to opt for a DriverÂ’s Package that will include a unique grille, 19-inch wheels, ebony brake calipers, adjustable dampers, AWD with Dynamic Torque Vectoring, aluminum pedals, carbon fiber interior trim, and a dark ebony upholstery with white contrast stitching on special sport seats.

The MKZÂ’s interior gets a major update as well. The slider controls give way to actual knobs and buttons, and the materials are improved with real aluminum and more soft-touch surfaces. Active noise cancellation will be offered, and so will three Black Label high-end interior trim themes: carry-over saddle-colored Thoroughbred, red Vineyard, and white Chalet. Other available interior features will include a panoramic sunroof and two versions of a Harmon Kardon Revel audio system, one with 14 speakers and the other with 20.

The MKZ will also add several safety and convenience technologies, including adaptive cruise control with stop and go, enhanced park assist with perpendicular parking and park out features, Pre-Collision Assist with Pedestrian Detection, and a button-activated auto hold function that keeps the car in place at stops until you hit the throttle.

The timing of the new MKZ is interesting. The MKS is a much older car, so it should be next in line for an update. However, the forthcoming Continental will be about the size of the MKS and will likely take its place at the top of the Lincoln lineup when it arrives next year. 071000583.html

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1 week ago

2017 Mazda CX-9

3 people viewing this

| By djkamikaze - 1 week ago

If IÂ’m ever recommending a small crossover or even a three-row SUV, specifically one that doesnÂ’t break the bank, Mazda is my go to automaker. The CX-3 just won our Yahoo Autos Savvy Ride of the Year, and the CX-5 stands tall in a segment of heavy hitters like the Toyota RAV4, Jeep Cherokee and Ford Escape. The CX-9, too, is a wonderful three-rower with high cheekbones and handling dynamics that retains the brandÂ’s sporting qualities. And now thereÂ’s a new version, debuting today at the Los Angeles auto show.

The 2017 Mazda CX-9 doesnÂ’t look a great deal different to the one it replaces. And yet this second generation model, arriving nine years after the first, adopts a whole new engine, a more luxurious interior, and a weight loss worthy of Al Roker.

That engine, first, is a 2.5-liter turbo. It boasts a 20 percent increase in fuel economy but more interesting is its unique turbocharger. Mazda calls it a “Dynamic Pressure Turbo.” Here’s how the Japanese automaker describes the technology:

“Dynamic Pressure Turbo (is) the world’s first turbocharger with the ability to vary the degree of exhaust pulsation depending on engine speed. The system routes engine exhaust to the turbocharger’s turbine through smaller ports at low rpm. It works similarly to when one might place his or her thumb on a garden hose, creating a strong amount of pressure through a smaller outlet. This allows the turbocharger to spool up quickly, creating instant boost—up to 1.2 bar (17.4 psi) of pressure. When the engine is in the heart of its rev range, it opens up secondary valves, allowing for greater amounts of exhaust gas to pass through the turbocharger.”

Clever stuff, indeed. And this new engine boasts plenty of torque (310 lb.-ft. available as low as 2,000 rpm), meshed with 250 horsepower on 93-octane gasoline (227 horsepower on 87-octane). Given the CX-9′s sizable diet—198 lbs. lighter in FWD trim and a whopping 287 lbs. lighter when optioned with AWD—the already sporty handling of the three-rower should, on paper, show markedly improved dynamics. And such vast loss of mass has enabled engineers to add 53 lbs. of sound deadening material, ensuring interior noise is far quieter. That AWD system is said to be more efficient in adapting to various conditions than the version that came before it, allowing up to 50 percent of torque to the rear wheels. Mazda says the system scans the road conditions 200 times every second, basing its decisions on which wheels need torque most.

Inside, the CX-9 looks remarkably upscale, something Mazda has improved on massively in recent years. Pricing for the CX-9, which goes on sale in the U.S. next Spring, has not yet been released, but hopefully the level of quality you see here—like in the 2016 CX-3—will arrive at a price point that won’t cause as much sticker shock as you’d think, continuing its trend as the three-rower of choice. 883623703.html

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