2020 Lincoln AviatorJil McIntosh YOUNTVILLE, Calif. Every automaker hopes an all-new model will take off, and Lincoln is waiting to see if its appropriately-named 2020 Aviator, in regular and hybrid configuration and both with three rows of seats, will do the same.Yes, youve heard the name before: It was one of the companys shortest-lived nameplates, introduced for 2003 and gone three years later. The big mistake back then was taking a Ford Explorer, gussying it up, and trying to pass it off as a Lincoln.The lesson was learned. The Aviator rides on the new Explorers basic platform architecture, but thats pretty much where the similarity ends. Beyond the Aviators unique styling, its more powerful than the top-line Explorer, and the suspension is tuned for a luxury experience. Both the Aviator and the Grand Touring Lincolns name for the plug-in hybrid version use a twin-turbo 3.0-litre V6, mated to a ten-speed automatic transmission. In the conventional model, it makes 400 horsepower and 415 lb.-ft. of torque, while in the hybrid, the combined gas-electric system generates a maximum of 494 horsepower and 630 lb.-ft. of torque.That extra power, apparently, is the rationale behind naming it the Grand Touring, rather than just Aviator Hybrid. Theres also no differentiating styling cues other than a blue-shadowed badge; according to a Lincoln rep, the idea is to prioritize the vehicles performance over its hybrid operation. After its plugged in, the Grand Touring can travel about 28 kilometres on electricity alone, and once that runs out, it reverts to conventional gas-electric hybrid operation.Each Aviator comes in a single trim level (with some stand-alone options), and while American buyers can get an entry-level Aviator with rear-wheel drive, AWD is the default for both the conventional and hybrid models in Canada. The Aviator is going into showrooms now at $69,000, while the Grand Touring starts at $81,000 and goes on sale in the fall.Im not keen on the Aviators button-activated gearshift, and its tablet-style infotainment screen looks like its just stuck on the dash, but the rest of the interior is appropriately luxury-leaning and very well-executed. The front seats heat, ventilate, and have five different types of massage; functions on the steering wheel such as cruise control disappear until you hit a hard button, and then they pop up as icons under the piano-black finish. Unusually among many luxury models, most of the climate and seat functions are hard buttons, rather than a requirement that you page through computer screens to find them, and thats how it should be. Theres a self-parking feature, and its completely automated; as long as you keep your finger on the button, the Aviator steers, accelerates, and brakes by itself until its in the spot, parallel or perpendicular. Warning chimes for seatbelts or open doors are musical notes recorded by the Detroit Symphony Orchestra. I rolled my eyes when that was first announced, but yknow, its a very pleasant improvement over the usual ding-ding-ding. A 28-speaker Revel audio system is standard, and I thought it was very impressive once we settled on a satellite radio station (my co-driver doesnt appreciate my love of opera, and I dont care for the 1950s pop he prefers, so we finally agreed on Sinatra).The Aviator also introduces Lincolns Phone As A Key, a new function on the Lincoln app that lets you open and start the car with your phone rather than a key fob (which is still included with the vehicle, of course). It has all the expected overrides and security measures should your phone go dead, or you give your vehicle to a valet.The Aviator slots in between the full-size Navigator and the next-size-down Nautilus (which replaces the MKX). Front- and second-row passengers enjoy considerable comfort and legroom. The third row is easy to access, but even with the second-row seats slid all the way forward, youre only going to put adult passengers back there for short trips. A second-row bench is available for seven-passenger seating.Lincoln has demonstrated a knack with its suspension tuning for making its vehicles feel smaller than they are, and the Aviator continues that. For all its size, it spins smartly around curves, and while theres not much steering feel, its quick to respond to input. That said, the company also knows its audience, and the Aviator is primarily about luxury. In its normal drive mode, the soft ride is seriously comfortable but just this side of wallowy. In other settings which include Deep, Slippery,
Origin: First Drive: 2020 Lincoln Aviator
2020
The 2020 Ram 1500’s the first truck to earn top marks in IIHS safety testing
2019 Ram 1500 Laramie Longhorn Ram is on something of a tear with its new 1500 pickup in this country, chalking up healthy sales as it offers customers a wide a range of trims and engines. Now, it has another arrow to add to its quiver a Top Safety Pick+ award from the IIHS.This makes Ram 1500 the first full-size pickup to earn this accolade. It tests a half-dozen crashworthiness measures, plus the clarity and strength of headlight output.It is this last criteria that flummoxes most manufacturers, denying them the coveted + notation. Driver assists such as forward collision mitigation helps improve ratings as well.Ram ticked all the boxes in testing, meaning the Top Safety Pick+ rating applies to 2020 Ram 1500 pickups and 2019 trucks produced after May of this year, so long as theyre equipped with adaptive LED projector headlamps that have high-beam assist and Rams automatic emergency braking technology.Of the crash tests conducted by the IIHS, three simulate frontal impacts, with the new Ram half-ton recording good results in each. In typically understated government fashion, good is the highest possible rating. Outcomes were the same in the three remaining crashworthiness tests, which inflict damage consistent with a side impact, rear impact and a rollover.This recognition validates our unrelenting efforts to deliver more value for our customers, says Reid Bigland, head of Ram Brand. The new Ram 1500 has earned many accolades for its capability and design. It is immensely satisfying to have the IIHS recognize our truck for its compelling safety story. As for its competitors, the 2019 Ford F-150 also earns good marks in all crash tests but fails to annotate its result with a + thanks to headlights which only earn a poor rating. Its the same story at Chevy for its 2019 Silverado, save for a marginal result in the passenger-side small overlap crash test.Elsewhere in the automotive sphere, the snazzy new 2020 Hyundai Palisade also earns a Top Safety Pick+ award from the IIHS when equipped with its best headlights. Volvo, long a brand with a name thats basically a byword for safety, also picked up a brace of Top Safety Pick wins for its large S90 and XC90
Origin: The 2020 Ram 1500’s the first truck to earn top marks in IIHS safety testing
First Drive: 2020 Volvo XC60 T8 Polestar Engineered
BANFF, Alta. The Volvo XC60 T8 Twin Engine Polestar Engineered a clumsy name, if there ever was one is a compact crossover thats going to make the established marques keep a firm eye on the rearview mirror. The work Polestar does takes the already capable Volvo XC60 and turns it into a corner-carving demon with power to spare. The fact that it has a green side certainly helps the cause.Outside, the XC60 Polestar Engineered had some nice visual enhancements. The slick 22-inch wheels wearing 265/35 tires fill the wheel arches with authority, the black chrome tailpipes add a touch of mean, while the gloss-black grille adds some class. It is just enough to make the Polestar look different without turning it into a wannabe boy racer.The powertrain uses a supercharged and turbocharged 2.0-litre four-cylinder engine and an electric motor that gets its juice from a new and larger 11.6 kWh lithium-ion battery. It gives the uptuned XC60 an electric-only driving range of around 50 kilometres when fully charged, which takes 2.5-hours using a 220-volt outlet. The gas engine produces 328 horsepower and 317 pound-feet of torque. The electric motor then chips in with another 87 horsepower and 177 pound-feet; with both power sources giving their all, the combination produces 415 horsepower and 494-lb.-ft. of torque and near-instantaneous acceleration. When compared to the regular XC60 T8, thats an extra 15 horsepower and 22-lb.-ft. of torque. The bump makes this thing very quick, delivering a run from zero to 100 km/h in 5.1 seconds good, but the mid-range is better. An impromptu run proved the XC60 Polestar Engineered does the 80 to 120 km/h trick in 3.4 seconds, the electric side giving it a spicy takeoff. The hybrid powertrain works with an eight-speed automatic with two modes Drive and Brake. The smart driver is going to pick Brake because of the extra regenerative braking it delivers. On a run through the Rockies, lifting off the gas heading into a corner slowed things nicely. Clip the apex and then get back on it, and the Polestar strongly pulls out of corners. The setup is far from being a one-pedal drive, but it proved to be very handy nonetheless.Volvos eAWD (electric all-wheel-drive) system sees the rear electric motor drive the rear wheels while the engine looks after the front wheels. Its a smart system that, unlike early eAWD systems, works seamlessly to put down power and add stability through a corner.Everything can be tweaked to suit. There are Constant AWD, Pure, Hybrid, Polestar Engineered and Off-road modes. Constant AWD is for trying times and works at slower speeds. Pure focuses on delivering an all-electric drive, although the gas side will kick in if the driver demands a sudden burst of speed. Frankly, Off-road mode is redundant given the performance. Hybrid and Polestar Engineered modes will see the most use. Hybrid picks the best power source for the driving conditions and puts economy ahead of performance, while Polestar Engineered switches the focus to deliver the best turn of speed. It proved to be the setting of choice the steering has more weight, the throttle is livelier and the transmission shifts with more authority.Polestars real work shows up in the suspension and the hlins shock absorbers at each corner. Theyre fully adjustable and tweaked through a knob, with 22 clicks between firm and comfort. The difference is appreciable when running a fast slalom test the shocks were four clicks from firm. Here, the body remained flat and handled the slalom and a high-speed lane change with very little body roll. The downside was the firm ride, but on the road, the shocks were set in the middle, at 11 clicks. There was a little more body roll, but the ride comfort was just about bang on. For those looking for a plusher ride, dial the knob all the way up to the comfort end.The other big improvement is found in the Akebono brake package gold-coloured six-piston calipers clamp down of 14.6-inch front discs. They delivered impressive stopping power and remained fade-free. The other important consideration is the fact that, unlike most hybrids, the brake pedal has a solid feel its not mushy because of the underlying regenerative braking. If anything, its easier to modulate. The cabin is all XC60, with the exception of gold seat belts. The rest features plush materials and body-hugging front seats that deliver superb support over a long drive, along with a 12.3-inch display for the digital instrument cluster, and Volvos iPad-like Sensus Connect infotainment system. The latter is one of the better in terms of its ease of operation; accessing Apple CarPlay, Android Auto, and the navigation system requires just a touch on one of the screens tiles. The optional Bowers Wilkins sound system and its 1,100-watts of power is certainly worthy of consideration the sound quality is symphonic. Move rearward and theres ample space for pair of adult riders, along with 598 litres of
Origin: First Drive: 2020 Volvo XC60 T8 Polestar Engineered
2020 Jaguar XJ: electric-only saloon teased at Frankfurt
Jaguar has given a sneak peek of its next-generation electric-only XJ flagship saloon with a teaser image shown at the Frankfurt motor show. The brief image of the new XJ’s rear was shown during a video played at the firm’s press conference, where sister firm Land Rover revealed the new Defender. It shows a classic saloon-style rear end, with thin rear lights that feed into a light strip running the full width of the bootlid. The model also features both the Jaguar logo and the company’s name spelt out. Jaguar design director Julian Thomson told Autocar the new XJ would look different from a traditional executive saloon. “Even saying F-segment long-wheelbase luxury saloon sounds awful, we don’t want to do that,” he said at the Frankfurt show. “We want to do a car that explores the best of Jaguar. “We want to make it a beautiful car, with an engaging drive, a luxurious interior – we’ll do each of these our own way. We won’t be putting a tape measure on rivals to just match, match, match. “We want to present something that challenges the norm, offer an alternative that makes it better and more engaging on all levels to own and to drive, that’s what we’re all about, the love of the car.” Thomson said that the next XJ’s design would “not be conventional”, adding: “I don’t think you can be. You don’t stick a poster on a wall of a German long wheelbase luxury saloon I don’t think. Jag’s positioning of cars is to lust after, to want and desire. We can absolutely do that and it’s a fabulous looking thing, for sure.” Thomson noted the packing of an EV would offer increased cabin space, but said that also presented challenges to designers. He added: “We’re learning how to do the aesthetic. They’re heavier, need more structures for crash. The mass means you have normal building blocks in different places. These are things we’re learning. “We feel we’ve had an advantage with I-Pace. We’ve learned a lot from it, not just with the technology but what we can do with space. EVs are serene and have a sense of calm, more of a spiritual quality. It’s as close as you can get to doing yoga in a car. We’ll bring that into XJ, bring a sense of cabin ambience that’s calm and refreshing.” The firm recently confirmed that the XJ will be relaunched next year as an electric model and will be built at its Castle Bromwich plant. Jaguar announced the news on the day that production of the current XJ ends at the factory. The electric XJ will be the first electric model produced at the plant, but Jaguar Land Rover said it plans to manufacture “a range of new electrified vehicles” at the facility. JLR’s current electrified models, the Range Rover and Range Rover Sport plug-in hybrids, are built at its Solihull plant, while the electric Jaguar I-Pace is produced by contract manufacturer Magna Steyr in Graz, Austria. Autocar first reported that the next-generation XJ would go electric in 2015, but this is the first time that the Coventry-based firm has confirmed the bold move for its largest saloon. It said the new XJ will “build on the characteristics synonymous with its predecessors: beautiful design, intelligent performance and revered luxury”, adding that it will be built by the same “expert team of designers and product development specialists responsible for delivering” the I-Pace. Today’s announcement builds on JLR’s plan, confirmed earlier this year, to bring its battery and Electric Drive Unit assembly to the Midlands. The Battery Assembly Centre at Hams Hall, opening in 2020, will be capable of producing 150,000 units annually, while the Wolverhampton Engine Manufacturing Centre (EMC) is the home of JLR’s global EDU production. JLR, which announced 4500 job losses earlier this year, said the news “safeguards several thousand jobs in the UK”. Work on Castle Bromwich will begin later this month in order to allow it to support JLR’s next-generation Modular Longitudinal Architecture (MLA), which can house diesel and petrol vehicles alongside electric and hybrid models. JLR chief executive Ralf Speth said: “The future of mobility is electric and, as a visionary British company, we are committed to making our next generation of zero-emissions vehicles in the UK. “We are co-locating our electric vehicle manufacture, Electronic Drive Units and battery assembly to create a powerhouse of electrification in the Midlands.” Speth, when asked about the scale of the investment, commented: “When you get into new architectures like we have, you’re into the billions, spread over years to come.” JLR said that while the expansion of its electrified line-up will see customers offered a greater choice, “increased consumer take-up remains a challenge”. It called on government and industry to work together to bring a Tesla-like giga-scale battery production facility to the UK to put the country at the “leading edge of electric mobility”. Speth said: “Convenience and affordability are the two key enablers to drive the
Origin: 2020 Jaguar XJ: electric-only saloon teased at Frankfurt
Renault details two new EVs due in 2020
The next two electric models from Renault will be a Kadjar-sized crossover and a zero-emissions variant of its Twingo city car. They form part of Renault’s electrification strategy to offer eight electric vehicles by 2023. Both are expected to be revealed in the next 18 months. Future product planning boss Ali Kassaï said: “We need to add an A-segment (electric) car to address customer needs.” It’s a relatively easy project because the Twingo was always engineered to be electric, thanks to the maker’s partnership with Smart. Kassai explained that the plan had been to launch it much sooner but there was “no infrastructure” to make it tenable. The other new electric Renault expected to be revealed next year is a crossover. Although it has not been officially confirmed by Renault, Kassaï said the EV will be bigger than the Zoe and its range will exceed the Zoe’s 264 miles because its owners are more likely to drive outside of urban areas. While the Zoe and upcoming crossover will be stand-alone models, Kassaï said Renault didn’t want to separate all models into either electric or internal combustion engine. “The focus of Renault will be Renault,” he said, adding that if an electric derivative worked for an existing model – such as the Twingo – it would be considered. Alongside its electric rollout, Renault has recently revealed its Captur plug-in hybrid, with a Clio variant soon to
Origin: Renault details two new EVs due in 2020
2020 Honda Jazz to be offered as hybrid-only in Europe
The next-generation Honda Jazz will be launched in Europe with hybrid technology as its sole powertrain, Honda confirmed at the Frankfurt motor show. The move was first reported by Autocar in March, and now Honda has confirmed that the Jazz, its bestselling model in the UK, will only be offered with petrol-electric hybrid engines. It will use the same dual-motor hybrid system already seen in the brand’s CR-V hybrid when it launches next year, following a debut at the Tokyo motor show in March. The Jazz will be the first in the brand ‘s line-up to only offer a hybrid powertrain, with other models soon to follow suit. Honda announced earlier this year that all of its combustion-engined models in Europe will be offered with hybrid powertrains by 2025. Honda said: “Ahead of its 2025 electrification goal, Honda will expand the application of its i-MMD dual-motor hybrid system, with the introduction into smaller segment cars an important first step.” Currently, the only model it offers as a hybrid is the CR-V, which indirectly replaced a diesel variant of the compact SUV. Petrol variants are also sold. Honda UK has seen great success with the CR-V Hybrid, which accounts for 55% of the model’s sales. Following the launch of the hybrid Jazz in 2020, the next electrified model will be the Civic in 2021. The CR-V Hybrid pairs two electric motors with a 2.0-litre petrol engine and a CVT transmission. However, given its smaller dimensions, the Jazz supermini will use either a 1.0-litre of 1.5-litre petrol engine and have less power. Honda UK sales boss Phil Webb said the maker will launch a campaign to help educate on the hybrid Jazz given the older age of many of its loyal customers. He predicts a dip in sales when it first arrives on roads next summer, but anticipates it will bounce back to between 18,000 and 20,000 units annually in the UK. The new Jazz must remain familiar enough to appeal to those loyal owners, while also bringing in new people to Honda’s entry-level model. The Jazz was spotted testing earlier this year, as these spy shots show. The mules of the Peugeot 208 rival hint at a minor evolution for the fourth-generation Jazz. The space-maximising upright profile and tall glasshouse remains, but with more curved lines and redesigned lights, bumpers and
Origin: 2020 Honda Jazz to be offered as hybrid-only in Europe
Volkswagen ID 4: 2020 electric SUV on display
It is on display at Frankfurt sporting a heavy camouflage livery, and inside a glass box wrapped in a similar pattern. The set-up is similar to that used by VW when it launched pre-sales for the ID 3 hatch earlier this year. While VW was giving little information about the car at Frankfurt, to keep the focus on the company rebranding and the launch of the production ID 3, the Kia e-Niro rival is set to go into production next year. Despite the camouflage, the new EV appears to retain much of the same exterior themes of the ID Crozz concept car, which was first shown over two years ago and then reworked for the 2017 Frankfurt motor show. Volkswagen ID 3 2020 review Two versions of the ID Crozz will be offered: a coupé-SUV in the vein of the original concept and this straight SUV model with a more conventional roofline and tailgate design. We can also see it has conventional rear doors, ditching the sliding items of the 2017 car. It’s not yet clear if the coupé variant will also adopt this approach, but it’s likely. The ID Crozz will be built in Europe, the US and China, cementing its status as a truly global model and a crucial kingpin of the brand’s rapid EV rollout. “As early as 2020 we aim to sell 100,000 all-electric Volkswagens (per year),” said Diess at the concept’s 2017 unveiling. “But this is just the beginning. By 2025, annual sales could increase ten-fold to one million vehicles.” Volkswagen had already shown ID hatchback and ID Buzz concepts, which will lead to production models. Diess said the new electric car line-up will be offered alongside traditional combustion engine and hybrid-powered Volkswagen models. The ID Crozz is a crossover that aims to combine the dynamic lines of a modern day sports car together with the all terrain capability of a dedicated off-roader. It’s said to offer interior space on a par with the Tiguan Allspace – a new long wheelbase version of Volkswagen’s best selling SUV model, together with a claimed 515 litres of luggage capacity. The ID Crozz concept is 4625mm long, 1891mm wide and 1609mm high, putting it in between the five-seat Tiguan and seven-seat Tiguan Allspace in terms of dimensions. It will have a wheelbase of 2773mm. The MEB-based ID Crozz is powered by the same zero-emissions driveline used by the original concept, featuring two electric motors – one mounted within the front axle, and one at the rear – powered by an 83kWh lithium ion battery housed within the floor structure. The front electric motor sends its 101bhp and 103lb ft to the front wheels. The rear unit delivers 201bhp and 228lb ft to the rear wheels, giving the car a combined output of 302bhp and 332lb ft of torque. This is just under 100bhp more than the powertrain used by the rear-wheel-drive ID hatchback, intended to offset a likely weight increase. The ID Crozz is set to have a range of more than 311 miles, with no specific figure yet quoted. No performance figures have been revealed, though Volkswagen says it intends limiting the production version’s top speed to 112mph. With its large battery mounted low down within the floor structure and the electric motors also housed within the axle assemblies front and rear, Volkswagen also claims the ID Crozz possesses a front-to-rear weight distribution of 48:52. Wolfsburg officials are already talking up the dynamic qualities, suggesting the new platform and chassis provide a “large spread between handling and comfort”. The ID Crozz has been built to offer a choice between manual and autonomous driving
Origin: Volkswagen ID 4: 2020 electric SUV on display
First Drive: 2020 BMW 330e plug-in hybrid
2020 BMW 330e plug-in hybrid MUNICH, Germany Theres no doubt today that the future of personal transportation is all about sustainability, reducing your carbon footprint, finding cleaner sources of fuel, and basically being friendlier to the environment while driving. But that doesnt mean you have to make serious compromises in terms of driving pleasure if you want to do your part to ease the burden on Mother Nature at least not yet. The 2020 BMW 330e is the firms latest iteration of the 3 Series plug-in hybrid, and it is greener than before, while also becoming more powerful and more engaging to drive.The big deal with the new 330e is a much improved and more efficient hybrid powertrain that boasts 50 per cent more electric range than the previous 330e, or up to 66 km according to European testing. The 330es 2.0-litre turbocharged inline four develops 184 horsepower, and an electric motor adds up to another 113 hp. Combined output is 252 hp and torque is 310 lb.-ft., though Sport mode activates what BMW calls XtraBoost, which provides maximum electric power at full throttle, or 292 hp combined, for up to 10 seconds. The previous 330e made 248 horsepower, and had no added electric boost.The gasoline engine is mated to a smooth-shifting eight-speed automatic. The 330e tested in Germany is a rear driver, and although were told it can be built with an all-wheel-drive power train, the folks at BMW would not confirm if the 330e would arrive in Canada with AWD; the outgoing model is a rear driver. Note that the latest 5 and 7 Series plug-in hybrids are built on xDrive power trains, so its possible this will be announced closer to market launch. The electric motor is mounted between the engine and transmission, replacing what would normally be a torque converter. Instead of a torque converter, a multi-plate clutch is used to launch the car when the engine is running. The 330e now rides on the latest 3 Series chassis, which was introduced to market earlier this year. It boasts 25 per cent more overall rigidity; the wheelbase is 41 mm longer and the wheels have been set wider apart. This really improves handling compared to the previous generation 3 Series, and this is no less true for the heavier 330e.At 1,815 kg it is 46 kg heavier than the previous 330e, and 270 kg heavier than the 330i. That added weight is due to the larger 12 kWh lithium ion battery that replaces the previous 330es 7.6 kWh battery. The new modular battery now extends below the rear seat, whereas the previous unit extended no further than the trunk. Trunk space is reduced compared to the 330i, down to 375 litres from 480.Although it is carrying added heft, the 330e is remarkably strong off the line, its maximum combined torque propelling it from a stop to 100 km/h in 5.9 seconds; thats just one tenth of a second slower than the 330i. Steering is light, yet sharp and precise, and body roll is well managed when cornering at speed it feels as taut as a 3 Series should feel. What is notable about the 330e is its energy management system. Hybrid mode is the default drive mode when pushing the start button, so the engine does not fire, and the car can be driven silently and emissions-free up to 110 km/h before the cylinders fire up, which is a 30 km/h increase over the previous 330e. When the gasoline engine is called into duty, it is done so seamlessly only a change in the background colour of the instrument display giving away the use of gasoline.Unless Sport mode is selected, the energy management system is programmed to use mostly battery power, but without draining the battery if you have a destination set in the navigation system. Its designed this way so that there will be a reserve of electric power when you reach your destination especially important in Europe, where many city centres have bans on gasoline-powered vehicles. It will also use GPS and mapping information to optimize battery replenishment while driving, automatically favouring engine power on the highway, and electric power in urban areas.When Electric mode is selected, prioritizing the electric motor, the car can reach a top speed of 140 km/h, which is a 20 km/h increase over the current 330e. Claimed charging time from an empty battery to an 80 per cent charge is 2.4 hours when using a level 2 charger. My 330e test car is equipped with BMWs optional Live Cockpit, which includes a 12.3-inch high-resolution instrument screen, and 10.5-inch central touchscreen with Apple CarPlay. It also includes the optional BMW Intelligent Personal Assistant voice-recognition system that responds to Hey BMW, followed by a command. As long as you have a good cellular connection, the system works well using regular speech.A number of driver assists are available, either as standard or part of separate packages, including the unique Back-Up Assistant. This feature continuously records the last 50 metres of forward travel at speeds below 35 km/h, and retains the
Origin: First Drive: 2020 BMW 330e plug-in hybrid
Ram trucks add new options and packages for 2020
2020 Ram 1500 Night EditionRam Ram truck fans will have a few more choices for 2020, as the company has announced its bringing Night Edition and Rebel Black trims to the 1500, and offering new options and colours on the 1500 and Heavy Duty models.The Night Edition, available on the Laramie, includes a monochromatic design with 22-inch black wheels, black grille and badges, black exhaust tips and dark bezels on the headlamps and taillights.The Ram Rebel Black Appearance returns for 2020, adding Diamond Black Crystal Pearl Coat paint, 18-inch black wheels and black front spoiler, skid plate, badges, tow hooks and exhaust. LED headlamps with black bezels are standard, as is an all-black interior, with a black-and-red interior available as an option. Also available on the Rebel is a new safety package that adds adaptive cruise control with stop-and-go and hold, emergency front braking, lane-departure warning and automatic high-beam headlamps.Other new options include a comfort package of power tailgate release, wireless phone charging, rear heated seats and 12-way power drivers seat on the Sport and Rebel; blind-spot monitoring on the Tradesman; new graphics on the Rebel; and available 22-inch two-tone wheels on the Longhorn. The 2020 Ram Heavy Duty now offers lane-keeping assist and adaptive steering on all trim levels; blind-spot monitoring with trailer coverage as an option; optional trailer tire pressure monitoring system; connected service on all radio options; dual auxiliary camera capability; and Olive Green and Hydro Blue exterior paint, while the Ram Power Wagon comes with a black wheel option.Ram has already announced the return of the 3.0-L V6 EcoDiesel in the 1500, a third-generation version making 480 lb.-ft. of torque and with a top towing capacity of 12,560 lbs (5,697 kg). Its starting price is $49,395.In the Ram 2500 and 3500 heavy-duty models, the optional Cummins inline-six turbodiesel engine makes up to 1,000 lb.-ft. of torque, currently the highest in the
Origin: Ram trucks add new options and packages for 2020
Car Review: 2020 BMW M340i xDrive
OVERVIEW Competent sport sedan but a bit lacking in soul department PROSVery fast, handles well, comfy seats CONSStyling is good not great, and HVAC controls are not intuitive VALUE FOR MONEYGood WHAT TO CHANGE?More intuitive HVAC panel and more exhaust tone would be nice HOW TO SPEC IT?As you see it Is it possible for a car to be good at everything but still leave you cold? BMW used to own the sporty sedan segment and dominated magazine comparisons, but the past 15 years have seen new competitors spring up and others get more serious. The naturally aspirated engines are gone, and the M brand has grown to encompass more vehicles like this M340i. The question is: Is it good enough to be good in 2019?The M340i recipe starts out with some very good ingredients. It gets a turbocharged 3.0L inline-six making 382 horsepower, a stout 127-horsepower increase over the base 330is 2.0L turbo-four. It also costs a stout $14,950 more than the base 330i; thats a considerable premium. In addition to the brawny engine, the M340i gives you an M Sport tuned differential and a host of exterior upgrades including distinctive (but fake) exhaust tips, and a unique grill with aerodynamic shutters. Our tester was also equipped with $800 adaptive sport suspension and the comically named Premium Excellence package, which equipped it with niceties like heated front and rear seats, interior ambient lighting, laser headlights, a head-up display, a premium Harman/Kardon sound system, and more. All this premium excellence put the M340i at $72,200 out the door. A lot of money to be sure, but fair for a 382-horsepower sport sedan. On the road, its apparent nobody has told the little M340i its not a real M car. The BMW blasts from zero to 100 km/h in just 4.4 seconds. BMW no longer offers a manual, but the shifts of the eight-speed automatic are crisp and the exhaust note sings that famous BMW song, even if it is running through a turbocharger. The BMW also does a very good job of disguising its AWD layout. The system is a boon for winter driving, but it feels like a RWD car most of the time. Turning circle seems to have been affected by running driveshafts to the front wheels, however. But on a twisting road, the M340i feels nimble, sporty, and capable. It also makes plenty of pops and bangs from the exhaust while in Sport mode.Inside, the 340i xDrive is excellent. BMW has clearly spent a lot of time making this wood and leather cocoon an extremely nice place to sit. The interior dimensions are ample and the front seat room is excellent. I especially liked the so-called Cognac Vernasca leather used throughout; the colour and feel is exactly what youd expect from a premium car. Wood trim is used throughout and while it feels legit, it seems out of place in such a tech-heavy car. The centre console houses the shifter and the iDrive infotainment control wheel. Both of these will feel familiar to previous BMW owners, but will take a bit of getting used-to for those coming from other brands. The infotainment system was housed in a dash-top screen canted towards the driver and while the system is beautiful to look at and quick to respond, its overly granular and can take a while to master. My biggest interior gripe was the controls used for the climate control. They were mostly housed in a small aluminum panel with an equally small screen above it to show fan speed, temperature and air direction. The buttons themselves are small, and in bright sunlight, can be hard to read. Also toggling the A/C on and off requires you dive several layers deep into the touchscreen menu. Theres no reason it should be that difficult. I accidentally proved there was no need to have an X3 when I forgot that the M340i was my only car for the week and needed to move several items of furniture across town. Luckily for my organizationally challenged self, each of the BMWs rear seats folds down individually and while they dont fold flat, they leave a pretty generous pass-through. The trunk itself is also rather large.And thus we seem to have found a car with no real faults. The BMW M340i xDrive is fast, drives well, sounds good, costs plenty but offers good value for the price, and it looks sharp to boot. And yet, it doesnt inspire love in the same way that people adore the E30-generation 3 Series. It just feels cold. Theres no factual reason for it and it is entirely possible that I may just be crazy, but while the M340i is extremely capable, its just not a vehicle that warms your
Origin: Car Review: 2020 BMW M340i xDrive
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