Motor Trend Magazine Redesign

OCTOBER 2014 MOTORTREND.COM 

FUNCTIONAL, 

NOT FLASHY 

SUBARU OUTBACK 2.5I LTD. 

BACK AT THE FRONT OF THE PACK 

(N)X MARKS THE SPOT 

AND NOT A MUSTANG 

IN SIGHT! 

126-MODEL 

TRUCK/SUV 

BUYER’S GUIDE! 

SHOCK 

AWESOME 

FUTURE SPORTS AND MEGA MUSCLECARS 

GO HEAD TO HEAD 

TESLA MODEL S 

BMW i8 HYBRID 

$5.99

Fit for metalheads 

Fit for animal lovers 

Fit for tuners 

Fit for tailgaters 

Fit for stargazers 

Fit for party people 

Fit for hockey fans 

Fit for you 

EX-L model shown. Carrying too much cargo or improperly storing it can affect the handling, stability and operation of this vehicle. 

Follow applicable load limits and loading guidelines. Moonroof standard on EX and EX-L models. ©2014 American Honda Motor Co., Inc. 

Introducing the all-new, versatile 2015 Honda Fit.

EST. 1949 VOL. 66, NO. 10 

44 

FLASH FORWARD 

BMW i8 vs. Tesla Model S P85+ Two flashy ways to 

flaunt your forward thinking. Frank Markus 

BMW i8 vs. Tesla Model S P85+ 

44 

54 

HELLCAT DOGFIGHT 

Chevrolet Camaro ZL1 vs. Dodge Challenger SRT 

Hellcat Mopar and GM square off or the musclecar title. 

Christian Seabaugh 

66 

(N)X MARKS THE SPOT 

Lexus NX 200t The little entry-level luxury crossover that 

probably could and probably will. Johnny Lieberman 

70 

FUNCTIONAL, NOT FLASHY 

Subaru Outback 25 Ltd. Back at the front of the pack. 

Zach Gale 

82 

SPECIAL SECTION 

2015-2016 TRUCKS/SUVS/VANS MT EDITORS 

Chevrolet Camaro ZL1 vs. Dodge Challenger SRT Hellcat 

54 

3 MOTOR TREND.COM \ October 2014 October 2014 / MOTOR TREND.COM 4

CONTENTS 

MOTOR TREND MAGAZINE IS MOBILE ON DEMAND! 

Download the digital version for your iphone, ipad, 

Android, windows, or rim device at zinio.com. 

ARRIVALS / Jeep Cherokee Trailhawk 4X4 

20 30 32 34 102 

UPDATES / Jaguar F-Type V-6 S 

DEPARTMENTS 

14 

18 

18 

30 

32 

32 

34 

36 

38 

40 

138 

LOHDOWN / Edward Loh 

TREND 

INTAKE / This month’s hot metal 

Newcomer / Hyundai Sonata 

WE SAY / Words from our editors 

The Kilnote / Ron Kilno 

Technologue / Frank Markus 

DETOUR / Gear, info. 

THEY SAY / INTERVIEW 

Donald Barr, longtime subscriber 

YOUR SAY / Our readers talk back. 

THE BIG PICTURE / Angus Mackenzie 

VERDICTS / Ram 1500 


SIDE STORY Dodge Challenger SRT Hellcat 

Editorial 

Editor-in-Chief Edward Loh @EdLoh 

Executive Editor Ron Kiino @RonKiino 

Editor at Large Angus MacKenzie @Angus_Mack 

Detriot Editor Scott Burgess @AutoCritic 

Senior Features Editor Jonny Lieberman @MT_Loverman 

European Editor Paul Horrell 

Japan Editor Peter Lyon 

Associate Editor Scott Evans @MT_Evans 

Associate Editor Rory Jurnecka @Rory_Jurnecka 

Manager, Visual Assets Brian Vance @BrianNVance 

Photography Editor Julia LaPalme @montergrrl 

Associate Photography Editor Michael Shaffer @MT_shffer 

Copy Chief Emiliana Sandoval @Emiliana505 

Senior Copy Editor Kathleen Clonts 

Managing Editor Rusty Kurtz 

Technical 

Technical Director Frank Markus @MT_Markus 

Testing Director Kim Reynolds @MT_Reynolds 

Road Test Editor Scott Mortara 

Associate Road Test Editor Carlos Lago @CarlosLago 

Art 

Creative Director Alan Muir 

Managing Art Director Mike Royer @Mt_Royer 

Senior Art Director Andy Mock 

Photography Asset Editor William Walker @MT_dubdub 

Associate Art Director Tom Donchez 

Manufacturing & Production Operations 

VP, Manufacturing & Ad Operations Greg Parnell 

Senior Director, Ad Operations Pauline Atwood 

Director, Publishing Technologies Dale Bryson 

Archivist Thomas Voehringer 

Contributors 

Correspondents John Carey, Mike Connor, Gavin Green, Jeremy Hart, 

Ben Oliver, James Tate, Gary Witzenburg 

Photographers Wesley Allison, Mark Bramley, Brian Brantley, Daniel 

Byrne, David Freers, Jim Frenak, Robert Guio, Robert Kerian, Evan Klein 

Artists Nigel Buchanan, Doug Fraser, Steve Hewett, Kevin House, Paul 

Laguette, Glenn Lumsden, Jason Ralsh, Mark Stehrenberger 

Motor Trend Online 

Digital Director Chris Clonts @CClonts 

Senior Production Editor Zach Gale @ZachGale 

Associate Online Editors Erick Ayapana @Erkayapana, Benson Kong, 

Nate Martinez @Nate_Martinez, Carol Ngo, Alex Nishimoto 

Motor Trend Television 

VP/ Executive Producer Mike Suggett 

Creative Director Jim Gleason 

Director of Physical Production Brett Adkins 

Post Production Supervisor Duane Sempson 

Producer Brenda De Guzman 

Writers/ Hosts/ Producers Mike Fiinnegan, Jessi Lang 

Associate Producers Sophie Benhamou, Chenelle Washington 

Directors/ Directors of Photography Corey Denomy, Travis LaBella 

Editors/ Directors of Photography Bradford Alicea, Cyrus Cambridge, 

Seth Harden, Ron James, Mark Lenardon, Kenneth Thompson, Corey 

Ulrich, Sandon Voelker 

The Lohdown 

Superior Reunion 

Transportation 

reunion there was one vehicle that 

leapt, fangs out, straight off the page: 

the Dodge Callenger SRT Hellcat - in 

an envious shade of green, no less. 

What car do you dream 

about taking to your next 

high school reunion? A 

Ferrari LaFerrari? Perhaps a Porsche 

911 Turbo? Maybe a ‘69 Camaro SS? 

Or one of those eight-wheel Hummer 

limousines with a hot tub in the back? 

If you have a dream car in mind, you 

are further along than I was before my 

20-year high school reunion. I knew I 

wanted to talk to everyone, but I had 

not put any thought into what vehicle 

would be perfect for the bamquet hall 

parking lot. 

As these things happen, reunion 

weekend appeared out of nowhere. 

There was no time to call in favors 

from Lamborghini, Bentley, Sikorsky, 

or NASA. I was left to swipe the keys 

to something in the Motor Trend 

Garage (page 120) or whatever we 

happened to have on short-term loan. 

Despite our considerable digital 

prowess, when it comes to test 

vehicles, Motor Trend uses a simple 

paper sign-in sheet. The week of my 

But is showing up in a hot car at 

your high school reunion even a 

thing anymore? I pondered this on 

the 75-mile drive to my hometown 

before posing the question to the 

social media universe. The answer, 

at least from my car-crazy friends 

and followers was an immediate, 

emphatic YES. 

In preparation for similarly enthusiastic 

responses from my old pals, I made 

up some witty, high-school-themes 

answers to the obvious questions. 

Power? Why, it aces the SRT 

math section with 707 hp and 650 

lb-ft of torque. Step on the gas 

pedal for a perfect verbal score 

- speechless. And 0.60? A pretty 

ggood GPA: 3.7 seconds. 

If you’re grimacing right now, 

don’t worry. I didn’t get the 

chance to drop these amazing 

puns on any of my old friends. 

Turns out after 20 years apart, 

there is too much to catch ip on 

without going into such detail. 

And that’s a good thing. 

Still, as I motored out of the town I 

grew up in. I felt a bit wistful about 

the lost-opportunity. I couldn’t let 

such a mean, green machine go to 

waste, so I made a special stop. 

They say you can never go home 

again. With 707 horsepower, I 

think you can pretty much go 

anywhere. I reccomend going back 

to your high school and doing 

burnouts. 

Enjoy the issue. 

Edward Loh @EdLoh 

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INTAKE 2015 Hyundai Sonata 

INTAKE: Newcomer 

2015 Hyundai Sonata 


INTAKE 2015 Hyundai Sonata 

* 

Arguably the most 

important model in 

Hyundai’s lineup, the 

midsize Sonata sedan 

is all-new for 2015 and 

replaces the aging last-gen version that 

still represents 27 percent of Hyundai’s 

year-to-date sales as of this writing. 

Visually, the car is much more mature than 

its predecessor -- a change I support. The 

2015 Sonata transitions away from the 

eye-catching but superfluous styling hat 

admittedly served the outgoing model well/ 

Thanks to the new styling, the car’s drag 

coefficient has dropped from 0.28 to 0.27, 

and slightly larger exterior dimensions 

allow for more interior space, including 

an extra rich of rear seat legroom. The 

cabin is completely restyled to reflect 

the BMW-esque layout of the Genesis 

sedan, and it’s a change for the better with 

quality materials and an available display 

that is compatible with Apple’s CarPlay 

and Google’s recently announced Drive 

phone-compatibility software. Underneath, 

the front strut suspension geometry has 

been revised, along with a stiffer steering 

column for more direct feel. The rear 

multilink setup has an additional lower 

link added, which is said to aid in lateral 

stiffness and therefore handling. 

Three engines and two transmissions 

are on offer for the all-new Sonata. The 

familiar 2.4-liter naturally aspirated engine 

and 2.0-liter turbocharged inline-fours get 

slight revisions that drop peal horsepower 

and torque slightly in exchange for a 

larger share of both lower in the rev range, 

an improvement that was noticeable 

from behind the wheel. These engines 

both pair to Hyundai’s solid six-speed 

automatic, and the 2.0T Sport model gets 

steering-wheel-mounted shift paddles. 

An Eco version is new for 2015 and has a 

turbocharged 1.6-liter I-4 and Hyundai’s 

new in-house dual-clutch transmission. 

In a brief drive, I was impressed with the 

free-revving nature of the smaller engine 

and the power felt at least as strong 

as with the 2.4, though the estimated 

on-paper figures are slightly less for the 

1.6. The dual-clutch programming is still 

undergoing final tuning, but auto shifts felt 

quick and smooth. Watch for this gearbox 

to feature heavily in the future lineup. 

Overall, the 2015 Sonata is a solid, if 

not groundbreaking, improvement over 

the outgoing model. We look forward to 

seeing how it stacks up against the allnew 

Camry and Legacy soon. 

- Rory Jernecka 

All Grown Up The new Sonata 

has toned down the styling a 

touch for a more mature approach to 

the midsize market. It’s also better to 

drive than before. 

Specifications 

Base Price $21,960-$29,385 

Vehicle Layout Front-Engine, FWD, 5-pass, 4-door sedan 

Engines 1.6L/177-hp (est)/195-lb-ft (est) turbocharged DOHC 

16-valve I-4; 2.4L/185-hp/178-lb-ft DOHC 16-valve I-4; 2.0L/245- 

hp/260-lb-ft turbocharged DOHC 16-valve I-4 

Transmissions 6-speed automatic; 7-speed twin-clutch auto 

Curb Weight 3250-3600 lb (mrf) 

Wheelbase 110.4 in 

Length x Width x Height 191.1 x 73.4 x 58.1 in 

0-60 MPH 6.5-8.0 sec (MT est) 

EPA City/Hwy/Comb Fuel Econ 23-28/32-38/26-32 mpg (est) 

Energy Cons., City/Hwy 120-147/89-105 kW-hrs/100 miles (est) 

CO2 Emissions, Comb 0.61-0.74 lb/mile (est) 

ON sale in U.S. Currently 


WE SAY Words From Our Editors 

THE KIINOTE / Ron Kiino 

WE SAY... 

Alfa and Omega: Fresh Starts, Strong Finishes 

Say hello to my 

little friend. 

* 

I’m writing this column two 

days prior to departing 

for Motor Trend’s fifth 

annual Best Driver’s Car 

(sixth, if you count 2008’s 

Best Handling Car), an 

exhilarating week full of 

mountain roads, a historic racetrack, and, 

yes, fast cars. Each year brings a new mix 

of mesmerizing metal (and carbon fiber and 

sometimes fiberglass, too), with every entrant 

promising the ultimate combo of speed, 

power, and agility. The last two years, the 

Porsche 911, with its sublime chassis and flatsix 

giddyup, handily snatched the title. Before 

that, it was Ferrari’s enthralling 458 Italian - to 

this day, the finest sports car I’ve driven and 

easily my favorite Italian exotic. 

Now, though, I’m not so sure. 

An hour ago, I arrived at the office in 

Alfa Romeo’s all new mid-engine 4C sports 

coupe, the car responsible for reintroducing 

the boutique brand to America. I parked and 

shut off the engine, but my adrenaline was 

still pumping and my face still beaming from 

the thrill ride 30 miles earlier through the hills 

of Malibu. I’m pretty sure the 4C’s mufflerless 

$500 Racing Exhaust woke up every 

slumbering resident within a 10-mile radius. 

While the Alfa’s hot Brembos and force-fed I-4 

were crackling on cooldown, I was just trying 

to catch my breath. The $55,195 Modena-built 

4C is Ferrari fantastic at Corvette cost. 

Whenever I gaze at the 4C, I can’t help but 

think of Al Pacino in “Scarface”: “Say hello to my 

little friend.” At 157.5 inches long and just under 

3500 pounds, the 4C is about as compact and 

light as cars come these days - for comparison, 

a Miata measures 0.2 inch shorter and 113 

pounds heavier. And like Pacino’s “little friend”, 

the Alfa’s compactness belies its force. 

Its appropriately tiny 1.7-liter I-4 makes 

237 horsepower and 258 lb-ft of torque and 

sounds like a dishwasher running on the 

heavy cycle, only with the door left open, 

whooshing and whirling with every spoolup 

and blow-off of the turbo. It’s controlled 

chaos snugly packaged two feet behind your 

back. And it couldn’t be more endearing. The 

id in you gets to enjoy extended recess, but 

instead of playing kickball on the playground, 

you’re flying down the road in an oversized 

go-kart capable of 160 mph. At which point 

you hit the gas pedal harder. 

Fully spurt the direct injectors and the 

lithe 2474-pound Italian will launch from 0 

to 60 mph in 4.0 seconds flat and through 

the quarter mile in 12.7 seconds at 112.0 

mph. A 505-hp Camaro Z/28 is no quicker 

to 60; a 355-hp CLS45 AMG no quicker to 

the quarter. Indeed, the 4C is as speedy as 

it looks. No surprise, really - with those 237 

horses, its weight-to-power ratio (10.4 lb/ 

hp) is better than that of the 320-hp BMW 

M235i (10.9). Better still: Sans power assist, 

the leather-wrapped, flat-bottom steering 

wheel relays all pertinent road conditions, 

illustrating the definition of communicative 

steering. All of which makes relishing the 

race-inspired suspension that much better. 

Of the three 4Cs we’ve tested, the one with 

the $2400 Track Package put down the best 

numbers: lateral acceleration of 0.98 g and 

the figure eight in 24.3 seconds. (Last BDC’s 

BMW M6 and Aston Marton Vanquish each 

recorded 24.4.) 

By the time you read this, our 2014 BDC 

competition will have wrapped and a new 

champ will have been crowned. Whether 

that’s the 4C remains to be seen - you can 

find out in our November issue. But I’d be 

shocked if this Alfa didn’t post a mega upset. 


WE SAY Words From Our Editors 

WE SAY... 

Don’t think ‘carbon tax’ - think ‘carbon deposit’ 

* 

If you’ve consumed a carbonated 

beverage in a bottle or can, 

you’ve probably noticed the 

little note inscribed somewhere 

listing a ransom to be paid for 

the container’s safe return. The 

dime deposit in my home state 

of Michigan is the nation’s highest. You could call 

it a tax on littering or landfill abuse, but it works 

-- Michigan gets 97 percent of its containers back, 

which is triple the national rate. Might a similar 

approach be applied to the carbon content of vehicle 

fuels? As carbon capture and sequestration (CCS) 

technology inches toward viability, researchers are 

starting to ask that question. 

Here’s how I see it working: New vehicles -- initially larger, 

more powerful ones that struggle to meet CAFE/CO2 regs 

-- will employ technology to capture CO2 from the exhaust 

stream, thereby earning hybrid-like CO2 ratings despite bigcar 

gas mileage. Three typical approaches include absorption 

of CO2 into a liquid for later separation using waste engine 

heat; membrane separation, using elevated pressure to 

drive the gas through the semi-permeable membrane; and 

adsorption of CO2 onto a catalytic surface for later purging 

via increased pressure or decreased temperature. A fourth 

novel MIT approach uses a molybdenum metal oxide in an 

organic solvent to bind with dissolved CO2, capturing it in a 

replaceable cartridge. The CO2 in this solution can then be 

transformed into formate, a useful organic compound that 

doesn’t need to be stored underground. 

Back in the car, CO2 captured by one of the first three 

methods would be pressurized and stored onboard, possibly 

in the fuel tank, separated by a bladder, or elsewhere. 

(Longer aluminum extrusions seeing increasing use in body 

structures could potentially work.) As you might know, 

a gallon of gas weighs about 6 pounds, but burning it 

produces 20 pounds of CO2, and capturing, pressurizing, 

and liquefying all of it would require three times the fuel 

tank volume and weigh down the car noticeably. Therefore 

many onboard CCS concepts envision capturing just 20-40 

percent, which requires energy and increases complexity and 

fuel consumption. The CO2 would then be removed during 

refueling, probably via a fitting built onto a special fuel hose. 

Building out this reclamation infrastructure won’t happen 

overnight, so the vehicles would have to be capable of being 

TECHNOLOGUE / Frank Markus 

refueled by conventional pumps, with the CCS hardware going 

offline until the storage tanks could be emptied. Cost estimates 

for that hardware are tough to come by, but a recent University 

of Michigan survey provides engineers with what sounds like an 

awfully optimistic target -- respondents expressed willingness to 

pay just $100 for 20 percent capture, losing at most 5 percent of 

their fuel economy and 10 percent of their trunk volume. 

The per-gallon CO2 deposit would need to be chosen to help 

fund build-out of the reclamation infrastructure, and only a tiny 

percentage of those deposits would be refunded at first. Might 

saving a dime per gallon encourage you to buy a carbon-capture 

vehicle, presuming we figure out how to economically transport 

the stuff to one of America’s 36 geologic sequestration basins, or 

use it to make things? More important, could this deposit concept 

realistically be sold as something other than a carbon tax? 


YOU SAY Our Readers Talk Back 

YOUR SAY... 

Reader’s Thoughts on Past Issues 

Big Test Inquisition 

In reference to your stated Real 

MPG for the Kia Optima on page 

93 (“All in the Family,” July 2014), I 

find it impossible to believe that the 

Optima, which has had the same 

powertrain (along with the Hyundai 

Sonata) since 2011, achieved these 

figures. I have seen multiple tests of 

both those vehicles in the last few 

years and they have never averaged 

more than 27 mpg in mixed 

driving. I think one of your testers 

forgot to record a fill-up, moved a 

decimal point, didn’t carry the one, 

whatever. Seriously, 5 mpg more 

than the Accord, a newer design 

with a CVT? Four more than the 

Mazda6? No way. Other than that, 

a great article and issue. 

DENNIS HESS 

Via the Internet 

Repeat Real MPG tests—both 

preplanned and random—have 

turned in consistent results, so we’d 

have to begin manufacturing reasons 

to doubt the numbers.—Ed. 

In the midsize sedan test, the Accord 

Sport was fastest to 60, fastest in the 

quarter mile, and had the shortest 

braking distance from 60 to 0. The 

Accord was the most inexpensive 

car of the test, thousands less 

than most and $5000 less than the 

second-place finisher. And your staff 

votes it fourth. I guess deciding value 

is dependent on what you value. I 

remember when car guys like me all 

thought that if it doesn’t make the car 

go faster and/or handle better, it didn’t 

need to be bolted to the car. When 

your staff desires a car that doesn’t 

have the sport suspension, it shows 

what they value. Maybe the team 

should be writing for PC Magazine 

instead of a leading car magazine. 

DARRIN ZANKL 

Tampa, Florida 

For our consumer-focused Big Test 

comparison stories like this one, we get 

into the mindset of Joe Average. In this 

instance, Joe A. would be best served 

with the non-Sport Accord.—Ed. 

How can you rank the Kia Optima 

second when the only good thing 

about it is the “luxurious” features? 

Anybody can fill a car with gadgets. 

After describing the car as having 

a soft suspension, compromised 

control with lots of body roll, a 

wallowing dynamic over bumps, 

somewhat floaty experience, slow 

steering, entire car feels lazy, a 

coarse engine, transmission average, 

the second-slowest acceleration and 

longest braking versus competition, 

but feels quicker. (Feels quicker? 

Really?) But you convinced me—I am 

selling my Honda, the best-driving, 

fastest, firmer, quicker, safer, and 

least-expensive-to-own car of the 

lot, and will buy the Mazda, not the 

Chrysler, to save $2 over 5 years of 

ownership...atta boy! 

FRANCK GIRARD 

Fairfield, Connecticut 

Well, when you put it that way, the 200 

doesn’t look like a bad deal at all.—Ed. 

Fake It ’Til You Make It 

What! M Who? M-Me! Regarding 

the new BMW i8 (“M Who?” July 

2014), the “synthesized sound 

coming through the speakers” was 

an idea I presented in a letter to 

Motor Trend published in July 2008. 

I put forward, “how about soundeffect 

chips for your audio system” 

and ended with a challenge for 

engineers to “consider employing 

Disney Imagineers tactics.” BMW, 

you’re welcome very much. Please 

send me any compensation, 

monetarily…or better yet, one of 

the new i models. 

TODD ELLIOTT 

Mansfield, Massachusetts 

We remember that—specifically the 

suggestion the sound-effect chips 

be sourced from (hold on to your 

butts) Cherry Bomb. Let us all now 

think about an i8 with a glasspack 

exhaust note.—Ed. 

It’s pretty sad when engine noise 

now has to be synthesized (read: 

FAKED) and pumped into the 

interior via the speakers. That’s 

great for the occupants inside, 

but makes me wonder what folks 

outside the car are hearing when 

the wee little 1.5-liter three-cylinder 

is high up in the rev range or at 

wide-open throttle. Do tell. 

WADE TAYLOR 

Lawton, Oklahoma 

Who cares? They’re not paying for 

it. Real answer: It’s not very different 

from the “fake” inside noise.—Ed. 

MT Matters 

I love to read the articles on your 

long-term tests. It shows what it’s 

like to have an auto in real life—not 

the company’s facts. The engine 

oil consumption of the 650i Gran 

Coupe is unbelievable (“Garage,” 

July 2014). So if BMW says it is 

normal, no recall needed! I now 

know what the “B” stands for. Keep 

up the good reporting. 

TERRY CYMERMAN 

Via the Internet 

Bibulous?—Ed. 


COVER STORY BMW i8 vs Tesla Model S P85+ 

WORDS Frank Markus / PHOTOGRAPHY Julia Lapalme 

TWO FLASHY WAYS TO FLAUNT YOUR FORWARD THINKING 



Where is the automobile 

headed in our gradually 

warming world? Fully electric 

like the Chevy Spark, Nissan 

Leaf, or Mercedes SLS AMG 

Electric Drive? Plug-in hybrid like the Chevy 

Volt, Ford Energi models, or Porsche 918? 

Flying cars like the Terrafugia Transition? 

Something else entirely? One thing’s for sure: 

Wherever it’s headed, folks buying at the 

pointy end of the price pyramid will get there 

first and help field-test the tech for the rest 

of us. If you have both the means and the 

inclination to live your automotive life on the 

green-tech bleeding edge -- or if you need the 

world to think that’s how you roll—allow us 

to present the two most compelling options 

available today. 

The reigning green-car champ is the 

surprisingly high-performance, fully electric Tesla 

Model S P85+. The car world’s lone successful 

Silicon Valley startup earned Motor Trend’s 2013 

Car of the Year calipers on the strength of its 

M5-like driving dynamics, giant iPad-esque user 

interface, innovative optional 5+2 seating, front 

and rear trunks, and epic 265-mile EPA-rated 

battery range. And during the year we’ve spent 

driving a long-term Model S, the expanding 

network of Superchargers has made longdistance 

electric travel (at least in our bottom 

half of California) a surprising reality. 

But the Tesla just looks like a car, so maybe 

you fear your less auto-inclined peers won’t 

fully appreciate your cutting edginess. To wow 

them, perhaps the racy/spacey new BMW 

i8 is just the thing. It boasts abundant visual 

excitement, from its wide, low stance and 

A-pillar-hinged scarab beetle-wing doors to 

jarring surface details such as those carved-out 

rear side channels exiting above the taillights 

and the mix of piano black, anodized blue, and 

the body color of your choice covering various 

parts of the car. Open those nifty doors and the 

carbon fiber that constitutes the “Life Module” 

body structure is prominently displayed. A plugin 

port allows you to pump in enough electrons 

to drive a gingerly 23 miles in near silence 

before the impressively powerful gas-fueled 

three-banger turbo kicks in. 

We’ll grant you that comparing an 

upright 5-7-seater with a low-slung 2+2 is 

unconventional, but then so are the cars. 

And with as-tested prices that fall within 

10 percent of each other, these green-tech 

marvels are aimed at customers with similar 

demographic and psychographic profiles. Mind 

you, the base prices are further separated 

-- $94,570 for the Tesla, $136,650 for the 

i8. But by the time a Motor Trend-grade car 

enthusiast runs through the Tesla options 

list speccing must-haves such as the $8750 

performance-tuned air suspension, the $4500 

21-inch gray performance-plus wheels shod in 

Michelin Pilot Sport PS2 tires, $2500 worth of 

performance seats, and a few more sybaritic 

options, the price can escalate quickly, as 

ours did, to $126,520. The i8 comes pretty 

fully loaded with only three option packages 

-- Giga World ($2000 -- our test sample), 

Terra World ($3000), and Pure Impulse World 

($10,800). Each package upgrades the width 

of the staggered-fitment 20-inch wheels 

and ups the interior opulence. Which of 

these electrified futuremobiles should you 

purchase? There’s room in the ultimate 

Earth First enthusiast’s garage for both, as 

their merits are complementary. But we’ll 

train our critical eyes on each to help you 

decide which one to buy first. 

PERFORMANCE 

It’s hard to believe that a low-slung, 

3378-pound carbon-fiber car with a turbo 

engine, all-wheel drive, and two electric 

motors lugging just 9.3 pounds per total 

system horsepower plus six gears’ worth of 

torque multiplication couldn’t just run away 

and hide from a big, upright, 4633-pound 

(11.1 pounds per horse), rear-drive electric 

hatchback with a one-speed transmission 

-- but in fact it can’t. The Tesla’s peak 

torque at 0 rpm makes for a great holeshot, 

and it travels just 20 inches farther 

than the i8 to reach 30 mph. It actually 

reaches 60 mph 8 inches ahead of the i8, 

though 0.1 second slower than the i8’s 

3.8-second time. By the quarter mile, the 

Tesla is running out of leverage from the 

one-speed, so its trap speed trails the i8’s, 

but the time is still close: 12.5 seconds at 

108.4 mph compared with the i8’s 12.4 

at 112.1. In the grip department, the Tesla 

continues to amaze, managing to halt 

from a 60-mph clip 1 foot shorter than the 

BMW (102 feet versus 103). Bend them 

into a turn, however, and the lighter (more 

evenly weight-balanced) i8 takes the lead, 

generating 0.94 g of lateral grip to the 

Tesla’s 0.91. That cornering advantage 

allowed the BMW to carry a bit more speed 

through the ends of our figure-eight course, 

while the AWD helped it claw its way out 

more quickly, carrying a 4-5 mph advantage 

on the Model S at corner exits. This added 

up to a scant 0.2-second advantage (24.6 

to 24.8) with a tie in overall average lat/ 

long g at 0.80. Again, unimaginably close 

performance for such disparate vehicle 

types. Let’s give the advantage to BMW, by 

the slimmest of margins. 

DRIVING DYNAMICS 

Wriggle down into the i8’s thin-shell but 

supportive driver seat (if you’re reading 

car magazines you’re already too big for 

its rear seats), pull down the door, and 

buckle the KLM-blue seat belt. The outré 

cockpit design, low seating position, and 

the surprisingly sonorous thrum (thanks 

partly to electronic enhancement) from 

the turbo-triple behind will have you 

expecting something special. 

Pop the gear lever down into Drive, 

then left to engage the Sport mode 

(turning the gauges orange and swapping 

the power-use meter for a proper tach), 

and hit the gas. Any fears that this car 

shares its i3 sibling’s lack of driving verve 

are quickly laid to rest. The i8 is BMW’s 

affordable alternative to the Porsche 918, 

McLaren P1, or Ferrari LaDitto, returning 

a considerably higher percentage of those 

cars’ performance than the purchase-price 

ratio predicts. Senior editor Lieberman 

gushed, “I love the effect that super-rigid 

carbon-fiber tubs have on a car’s steering. 

Think McLaren 650S, Alfa Romeo 4C, and 

even the super high-miler Volkswagen XL1. 

Slop is simply reduced. In terms of steering 

feel and accuracy, the i8 is as good as most 

sports cars.” The low center of gravity, low 

mass, and near-perfect 49/51 percent front/ 

rear weight distribution give the i8 exotic 

sports-car handling, with—thanks again to 

the ultra-rigid chassis -- little or no cost to 

ride quality. Bumps are absorbed with an 

uncanny suppleness. In fact, most of us 

drove the car at length before studying the 

performance figures and were somewhat 

shocked to discover what big numbers this 

calm, cool, collected car puts down. 

The low center of 

gravity, low mass, 

and near-perfect 

49/51 percent front/rear weight 

distribution give the i8 exotic 

sports-car handling, with— 

thanks again to the ultra-rigid 

chassis -- little or no 

cost to ride quality. 

The Tesla won its 2013 COTY calipers at least as 

much on the strength of its driving dynamics as it did 

on its innovation and green cred, and we continue to be 

impressed by its better-than-BMW-M5 braking, handling, 

and 0-60 performance. The Model S P85+ equipped with all 

the Sport kit makes less of a secret of its performance, with 

its immense launch torque serving as its supersedan bona 

fides. But when you climb up out of an i8 and slide into 

the Tesla, it’s bound to feel “gigantic. Like a motorhome,” 

as Lieberman put it, adding, “The steering feels relatively 

numb.” Detroit editor Scott Burgess concurred, saying the 

Model S “feels top heavy” by comparison. Brake feel on 

the Tesla was judged superior to the i8’s, largely because 

there’s no regen from the pedal. (All of that happens when 

you lift off the accelerator.) But some of the Tesla’s handling 

prowess is earned by its low-profile 21-inch PS2 tires, which 

degrade the ride on lumpy surfaces to “rough and rocky,” 

as Lieberman characterized it. Finally -- and not that most 

folks will ever care -- while the i8 was able to survive two hot 

laps of Mazda Raceway Laguna Seca with Randy Pobst at 

the helm before the battery assist (and hence AWD cornerexiting 

prowess) was gone, a previous Tesla’s electrical 

system overheated before the end of one lap, diminishing 

power. Here the i8 scores a larger victory. 

TO LIVE WITH 

You can’t reach all your destinations via Mulholland Drive or 

the Tail of the Dragon, and on straight, flat, traffic-choked 

roads, that rigid carbon-fiber Life Module transmits a whole 

lotta road noise, making the Model S interior sound like the 

Vatican library by comparison. The Tesla’s $2500 Ultra High 

Fidelity sound system playing content sourced from your 

personal devices or directly from the Internet via that gorgeous 

jumbotron iPad make this the place to be. Make sure to take 

a long test-sit in those $2500 performance seats, however, as 

Burgess found them far less comfy than the i8’s base chairs. 

We all found the rear seat cushion to be a bit low. The electric 

A/C on both cars needs to be set about 5 degrees cooler 

to achieve the same level of comfort as in a global-warmer 

mobile, but skipping the $2500 panoramic sunroof will help, 

as it offers no sunshade of any sort. We also wonder why, 

with all those electrons onboard, the Tesla offers no 115-volt 

outlet and no 12-volt or USB ports in the back seat. 

There is, of course, no contest between these cars on 

the utility front. While the Model S could do with some door 

cubbies or console bins (there are none), it boasts almost 

33 cubic-feet of combined front and rear luggage capacity, 

whereas the i8 struggles to accommodate a single rollaboard 

suitcase in its piping hot 4.7-cubic-foot trunk. Then 

again, filling the 26.2-cubic-foot rear seat with duffel bags 

might even the score if you only ever transport one co-pilot. 

While we were topping off the Tesla at the Supercharger in 

Gilroy, California, the gathered Teslaphiles laughed at the i8’s 

minuscule trunk. Tesla takes this category running away. 



2015 CADILLAC ELR: THE CHEAPER (KINDA) ELECTRIC OPTION 

GREEN CRED 

There’s another option in the 

electrified luxury coupe segment, 

and it’s half the price of the Bimmer. 

Yes, yes, Cadillac’s ELR is at heart 

a luxurious, two-door version of the 

Chevrolet Volt. I ask you, so what? 

Obviously, the market agrees with 

you, as the fine-driving ELR is simply 

not selling. As of mid-June, Cadillac 

had moved 578 units. To which I 

say, pity. The svelte Caddy is a very 

nice alternative to the BMW i8 and 

a loaded Tesla Model S, at just over 

half the price. 

attention, Cadillac’s interiors have made leaps 

and bounds lately. Too bad about CUE… 

What you certainly do not get is 

performance. Though of course that’s the 

reason it’s so “cheap.” (At least compared 

to the Model S and the i8.) Zero to 60 mph 

happens in a leisurely (and Volt-like) 7.8 

seconds and the quarter mile takes (yawn) 

16.2 seconds at a ho-hum 87.0 mph. The 

ELR’s big battery (16.5 kW-hr, more than twice 

the size of the i8’s) weighs it down to the tune 

of 4036 pounds. Sixty-one percent of that 

weight is over the front wheels, so it doesn’t 

handle all that well (especially comparatively), 

either. Still, thrilling back-road performance 

was nowhere in the engineers’ thoughts when 

they laid down the ELR. Efficiency, style, and 

luxury were, however. On the strength of those 

three attributes, the Cadillac ELR scores. 

- Jonny Lieberman 

Style and dynamics will 

undoubtedly sell some of these 

cars, but their greenness will be a 

prime motivator for many buyers. 

There can be no argument that the 

Tesla, rated at 88/90/89 mpgequivalent 

by the EPA, with a 265- 

mile electric range, still trumps all 

comers -- especially for the majority 

of owners who can use the growing 

Supercharger network to assuage 

their range anxiety. By comparison, 

the i8 looks to be about half 

as efficient. Yes, the estimated 

European combined mpg-e rating 

is 94 mpg, but the far more realistic 

EPA ratings are still pending, and 

our preliminary Real MPG results 

point to a 41.9/49.6/45.0 for city/ 

highway/combined. Also note 

that the claimed 23-mile plugin 

range only holds up for very 

gentle driving, as the engine fires 

if you probe the bottom half of the 

accelerator’s travel. Hoon it around 

in Sport mode and the computer’s 

average mpg readout will be in 

the teens, and you’ll probably be 

stopping to fill the 11.1-gallon tank 

before the Tesla needs to plug in. 

Then again, using Europe’s NEDC 

fuel economy test regimen as a 

basis, Britain’s Next Green Car 

ranks the Tesla ahead of the i8 on 

its overall Green Car Rating, at 36 

to 40 (0 is perfect). Tesla decisively 

wins this category. 

Price. Right. Cadillac is asking 

$75,995 for the ELR. For that not 

insignificant amount of scratch you 

get 37 miles of electric range, and 

a gasoline-powered range extender 

good for another 300 miles, give or 

take. (Though of course above 70 

mph with an empty battery the ELR 

-- like the Volt -- becomes a hybrid, 

as does the i8.) The i8 gives you less 

than half that range -- BMW claims 

23 miles of no-gas driving, but leadfoot 

the accelerator and the engine 

lights, unlike with the ELR). 

The ELR is high on design. 

Good, solid, luxurious design. 

From the outside, the electrified 

Cadillac offers a handsome take on 

the third go-’round of the brand’s 

Art & Science styling. Like the 

also handsome and also FWDbased 

XTS, the ELR is severely 

cab-forward, though much more 

like the glory days of Tom Gale’s 

stewardship of Chrysler design 

than, say, the current Toyota 

Corolla. It’s a striking coupe. It’s 

also quite lavish on the inside, with 

a nice mix of leather, wood, and 

hi-tech. If you haven’t been paying 



AN ICON JUST GOT LARGER 

BOTTOM LINE 

Forward thinkers living near a Tesla retailer and near the 

existing or proposed Supercharger network should buy the 

Tesla first. Pass on the sport seats and pano-roof, banking 

the savings as seed money for your delayed i8 purchase. 

The BMW is more fun to drive; it’ll turn more heads, and 

you can drive it from Prudhoe Bay to Tierra del Fuego. But 

Lieberman summarized our findings this way: “Do I like the 

i8 better than the Model S? Yes. Am I as blown away by it 

as I was by the Model S? No. As nifty as the i8 is, the real 

revolution is the Tesla Model S.” 

THE NEW NAVITIMER 46 mm 

25 MOTOR TREND.COM \ October 2014

COVER STORY Chevrolet Camaro ZL1 vs. Dodge Challenger SRT Hellcat 

WORDS Christian Seabaugh / PHOTOGRAPHY Evan Klein 

MOPAR AND GM SQUARE OFF FOR THE MUSCLECAR TITLE 



Taking a look at some of 

America’s most iconic manmade 

machines over the past century 

or so reveals much about our 

national psyche. The World 

War II Iowa class battleship was among 

the most powerful ever built, with 212,000 

shaft horsepower, nine 16-inch guns, and a 

displacement of 58,000 tons by the time it 

went out of service. The big Grumman F6F 

Hellcat was one of the deadliest naval fighters 

of all time. The Saturn V rocket is the tallest, 

heaviest, and most powerful rocket ever made, 

producing more than 1 million pounds of thrust. 

Big power isn’t just limited to our war and 

space machines. Our cars are powerful too, 

as evidenced by the two iconic musclecars 

gracing this article. The recently refreshed 2014 

Chevrolet Camaro ZL1 is the most powerful 

Camaro ever made, with 580 hp on tap. The 

2015 Dodge Challenger SRT Hellcat, also 

new this year, is among the most powerful 

mass-production vehicles ever made, with 

707 screaming ponies under the hood. With 

Ford and its 662-hp Shelby Mustang currently 

out of the production, the Camaro ZL1 and 

Challenger Hellcat and their combined 1287 

horsepower represent the two toughest 

musclecars around. One has to be better than 

the other, though, and as was the case back 

in the musclecar’s heyday, the winner of this 

comparo must show itself to be dominant at 

the test track, fast in a straight line, be the best 

boulevard cruiser, and ooze street presence. 

With that in mind, we saddled up and took 

these two steroid-injected ponycars to some 

of SoCal’s most iconic Americana hot spots to 

figure out which is best. 

Comparing the 707-hp Challenger Hellcat to 

the 580-hp Camaro ZL1 isn’t exactly a onesided 

affair. Both musclecars are powered by 

supercharged 6.2-liter V-8s, with the Camaro’s 

LSA featuring a 1.9-liter Roots type blower, 

while the Challenger’s Hemi Hellcat has a 

2.4-liter Lysholm blower on top. Though the 

Camaro only produces an SAE-certified 580 

hp and 556 lb-ft of torque compared to the 

Challenger’s 707 hp and 650 lb-ft of torque 

(at the crank; see our the related Challenger/ 

Camaro blog for wheel hp, it makes up the 

difference with a curb weight about 400 

pounds less than the Challenger’s. Besides, 

the Camaro beat the 662-hp 2013 Ford Shelby 

GT500 in its last go-around. The Challenger 

sports the optional eight-speed automatic (a 

six-speed manual is standard) and the Camaro 

has the standard six-speed manual. Both cars 

feature electronically adjustable suspensions 

and a variety of performance driving modes. 

The first stop for our pearlescent Sublime 

Green Challenger Hellcat and our Silver Ice 

Metallic Camaro ZL1 was our test track, where 

we were eager to see what kind of numbers 

the two cars would throw down. The Camaro 

ZL1 was the poster child for consistency with 

a 3.9-second 0-60-mph run, blasting through 

the quarter mile in 12.2 seconds at 116.6 mph. 

That’s fast any way you look at it, and yet the 

Dodge makes the Chevy feel oh so slow. Not 

surprisingly with more than 700 horsepower 

on tap and narrow 275-width Pirelli P Zero 

rear tires, the Challenger proved difficult to 

launch even with launch control enabled. The 

drag-race-ready Challenger’s best 0-60 mph 

run was with a second-gear start, resulting 

in a 3.7-second time, and an impressive 

quarter-mile performance of 11.7 seconds at a 

stupid-fast 125.4 mph. That trap speed doesn’t 

embarrass Camaro ZL1 owners alone, but both 

Nissan GT-R Nismo and Porsche 911 Turbo S 

owners, too. 

The figure eight did much to reveal the 

different intended functions of the Camaro and 

the Challenger. The Camaro is well-balanced; 

you can tell its engineers were just as interested 

in making a track-capable car as they were a 

street-racer. The ZL1 is well-suited for handling 

work, with quick, accurate steering that 

weights up nicely, and a well-controlled ride, 

thanks to GM’s trick magnetic shocks. The ZL1 

lapped the figure eight in 24.0 seconds at a 

0.85 g average, and pulled 0.99 g average on 

the skidpad. Lapping the Camaro quickly is an 

exercise in point and shoot, as the Chevy for 

the most part just sticks and goes without the 

driver having to do much work at all. 

While the Camaro behaves like a sports 

car, the Challenger pretends to be nothing else 

than a straight-line dragster, and when you 

toss a corner its way it can be a handful. As 

associate editor Scott Evans put it, the Hellcat 

handles “just like a Challenger. Understeer into 

the corner, oversteer out.” The quickest way 

around the figure eight ultimately was the old 

tried and true racing mantra of “slow in, fast 

out” as you lap the boat-like car. The result is 

still pretty impressive, even if it doesn’t feel it, 

with a 24.7-second figure-eight time with a 

0.85 average g, and a 0.94 lateral g average 

skidpad performance. The Hellcat may not 

THE CHALLENGER’S BEST 0-60 START WAS 3.7 SECONDS 

inspire confidence in the corners, but 

it’ll do the most glorious drifts you 

can possibly imagine as it shreds 

through its rear tires. 

Testing director Kim Reynolds 

summed up the differences in 

personalities between the Camaro 

and Challenger best. After lapping 

the Hellcat as well as a Camaro 1LE 

that happened to be at the track, he 

pointed to the Camaro and said it 

felt like it was designed by McLaren 

or Red Bull’s Formula 1 teams. The 

Hellcat, on the other hand, “feels 

like it was developed by [Hot Rod’s] 

Freiburger and Finnegan.” 

After a day at the track, we 

kicked the next day off at Camarillo 

airport, where the Commemorative 

Air Force’s SoCal wing was kind 

enough to pull out an F6F Hellcat 

and F8F Bearcat for a photo op. The 

F6F Hellcat strangely links both old GM and 

modern-day Chrysler together. The Hellcat’s 

predecessor, the Wildcat, was built in large 

numbers by GM during World War II. GM’s 

Buick division also built its own Hellcat during 

the war -- the M18 Hellcat Tank Destroyer. Now 

it’s Chrysler pushing out its own Hellcat. While 

not armed like the other vehicles that share its 

name, its Hemi does produce more than twice 

as many horses as the M18 Hellcat, which 70 

years later is still one of the fastest armored 

vehicles ever produced. 

Getting from the airport to our other 

locations required lots of highway driving, and 

this is where the Chevy and Dodge really 



began to distinguish themselves. The 

Camaro is the more relaxed of the two. 

Its V-8 quietly hums in the background, 

it rides beautifully, and it really makes a 

great grand touring car. The Challenger 

also excels on the freeway. Its ride is a bit 

busier, but its lounge seats make up the 

difference. The Hellcat Hemi has a burly 

exhaust note and a wicked supercharger 

whine while hustling, but the eight-speed 

transmission does much to tame the cat 

while cruising along, ready to swap cogs 

quickly should the need arise. 

On the highway we got our first real 

preview of the kind of reaction the two 

musclecars inspire. Evans and I were 

motoring along the freeway heading 

back into L.A. He led in the Challenger 

with me following close behind in the 

Camaro, when all of a sudden a California 

Highway Patrol Explorer made a beeline 

for us. The cop slowly passed me on the 

right, eyeing me as he moved up to flank 

the Challenger. The officer matched the 

Hellcat’s speed for a good minute or two 

and I was convinced we were seconds 

away from getting pulled over. 

The Camaro ZL1 

was the poster child 

for consistency with a 

3.9-second run 

from 0-60 mph 

All of a sudden the Hellcat’s Hemi 

roared to life as the Challenger sat back 

on its rear haunches and the car rocketed 

forward, right next to the Highway Patrol. 

“Way to go, Evans,” I thought to myself as 

the Explorer raced forward to match his 

speed. Then something beyond strange 

happened: We didn’t get pulled over. The 

cop dropped his pace and I could see 

he was holding up his phone, filming the 

Hellcat in all its glory. I pinched myself. Is 

this real life? I’d be in cuffs if I attempted 

the same thing in the Camaro. My phone 

rang seconds later. “Please tell me you 

saw that!” Evans exclaimed, as he went 

on to explain that the cop had motioned 

for him to make a quick highway pull. 

Never in our entire lives have either of 

us ever seen the feared CHP appreciate 

a car -- let alone a blue-collar Dodge 

Challenger -- in such a way. 



Public reaction to our Challenger, and 

to a somewhat lesser extent our Camaro, 

remained strong throughout the day along 

old Route 66 and at the Route 66 motel, 

but when we visited Irwindale Speedway for 

Thursday night drag racing it became pretty 

clear which car had more street presence. 

From the moment we pulled into the lots, 

it was obvious which car the crowds cared 

more about. People immediately began 

flocking to the Hellcat, leaving the poor 

Camaro, and Evans alone in line. Fathers and 

sons, young and old, import and domestic 

fans -- it didn’t matter; all had to have a peek 

at the new Challenger for themselves. 

Even after our first photo runs down the 

eighth-mile strip, the initial curiosity didn’t 

wear off. The Challenger drew constant 

crowds of kids, car enthusiasts, and even a 

random local journalist who wanted to know 

exactly what all the fuss was about. The 

Hellcat and ZL1 went head to head at least 

three times throughout the night, with the 

races neck and neck due to the Camaro’s very 

real traction and weight advantage compared 

to the Challenger over the short strip. 

Still high after our night of drag racing, 

our first stop the next morning was the USS 

Iowa Museum in San Pedro. Even with the 

iconic battleship in the background, the two 

cars -- especially the Hellcat -- drew a crowd. 

Underneath the sinister sheetmetal and aside 

from the blown engine, the 2015 Challenger SRT 

Hellcat is really quite the complete package. It 

sports one of the best interiors in the segment 

with high-quality materials, a great infotainment 

system, an even better audio system, room 

for five, and a stunningly low starting price 

of just $60,995, with an as-tested price of 

$64,570. The Camaro ZL1 feels somewhat less 

special than the Challenger inside. Sure, it’s 

got Alcantara just about everywhere, and snug 

bucket seats, but you can tell Chevy’s focus 

was elsewhere. The Challenger gets all the little 

details that make a musclecar special right (like 

the Dodge Brothers logo hidden in the center 

console), whereas the Camaro doesn’t really 

have a cohesive interior design, with things 

such as its navigation system tacked on like an 

afterthought. Even so, the Camaro ZL1 is the 

cheaper of the two, with a $57,650 base price 

and an as-tested price of $59,045. 

While the Camaro and Challenger have traded 

blows in straight-line versus cornering speed, and 

been evenly matched just about everywhere else, 

street presence is an important criterion. Simply 

put, the Challenger SRT Hellcat has tons and the 

Camaro ZL1 has considerably less. Musclecars 

are supposed to be as much about the show as 

they are about the go. Dodge proves that it still 

understands that with the new Challenger, while 

what’s supposed to be the most potent Camaro 

on the block appears to have forgotten that. 

Ultimately, this is America, and in America, 

like in baseball, there are no ties. The Challenger 

Hellcat comes out on top. Its focus on power, 

presence, and straight-line performance shows 

that the Dodge boys still know how to make a 

killer musclecar after years of being consistently 

stomped on by Chevrolet and Ford. As capable 

and well-balanced as the Camaro ZL1 is, the 

Challenger SRT Hellcat cements itself as the 

ultimate musclecar. Like the musclecars of the 

late ‘60s and early ‘70s, it’s built to be a street 

king with some serious power under the hood, 

and it looks the part with its new drool-worthy 

sheetmetal. The Hellcat proves that the heyday of 

the musclecar wasn’t 45 years ago -- it’s now. 


FIRST DRIVE 2015 Lexus NX 200t 

WORDS Jonny Lieberman 

THE LITTLE ENTRY-LEVEL LUXURY CROSSOVER THAT PROBABLY COULD AND PROBABLY WILL 



Have you ever flipped through 

an airline magazine and come 

across one of those “travel 

essentials” picture stories 

where some hipper-than-thou 

fashion executive reveals the contents of 

his carry-on bag? “I never leave the country 

without my reversible Tahitian palm frond hat. 

It’s quite the conversation starter!” The whole 

thing’s fake, and a slick way to sneak in 

some product placements, but those articles 

succeed in making you, the reader, feel like 

an inadequate, ill-prepared, out-of-touch 

traveler. And you know what? Maybe you are 

making a fashion faux pas by not having that 

hat. Maybe you do need that ostrich-skinbound 

travel-diary. Or the wrinkle-free, rollup 

tuxedo for impromptu black tie events. 

Or, if you fit a certain demographic, Lexus 

would like you to feel that you’re making an 

even bigger sartorial bad decision by not 

owning its new entry-level luxury crossover, 

the NX. Doesn’t Lexus already make a small, 

luxury crossover SUV, the RX? Yes, in fact, in 

the U.S. the RX outsells the BMW 3 Series. 

That makes the Camry-based high-rider the 

best-selling luxury vehicle, period. That’s 

more than 100,000 RXs per year. I’ll let 

you chew on and digest that for a moment. 

Where does the NX fit? It’s smaller than 

the RX, 5.5 inches shorter with a 3.2-inchshorter 

wheelbase. It’s also going to cost 

less. The RX begins life at nearly $42K. 

Lexus is being oddly tight-lipped about 

how much the smaller NX will cost, but I’d 

guess a bit less than the similarly sized (and 

heavily targeted) Audi Q5, a strong-selling, 

entry-level luxury CUV priced at just under 

$40K. That’s to start, as the Audi’s sticker 

can easily skyrocket north. If the Lexus NX 

shows up wearing a $37,000 base sticker, 

don’t act surprised. 

That price is for the front-wheel-drive NX 

200t stripper. Add AWD and the price will 

go up, as it will when opting for the Luxury 

trim level or the hybrid powertrain in the NX 

300h, which can also be had in AWD guise. 

However, Lexus thinks the hybrid models will 

only account for 10 percent of the NX sales 

mix. It feels that the take rate for AWD will be 

about 50 percent across both the 200t and 

300h. Lexus also feels that the buyers will be 

split 50/50 between men and women, and 

that the average age of a NX customer will 

skew between 5 to 12 years younger than the 

brand’s traditional customers. Deciphering 

exactly how it settled on that age range makes 

my head pound with the fury of a thousand 

PowerPoint presentations. All you need to 

remember is, “younger.” Additionally, Lexus 

believes a full 25 percent of takers will opt for 

the sportier, pricier F Sport model (yes, you 

can get a hybrid F Sport) that offers a different 

front fascia with the best yet interpretation of 

the now-signature Lexus spindle grille, black 

mirrors, performance gauges that includes 

a G-meter, and a reworked suspension 

complete with dampeners for side-toside 

motion. Fun fact: If you lift up the 

spare tire cover there’s a little slotted 

window that allows you to glimpse 

part of the rear shock absorber. A 

totally unnecessary, but nice, detail. 

There are two big questions 

surrounding the NX. First: Since it’s 

based on the ignoble Toyota RAV4, 

can it possibly be a credible premium 

vehicle? Second: What’s up with Lexus’ 

new 2.0-liter turbo mill? Especially 

since that long-overdue engine is going 

to start showing up in other models, 

most notably the IS 250, replacing 

that car’s dowdy, unloved 2.5-liter V-6. 

Starting with the former, Lexus claims 

the NX is 90 percent different than 

the RAV4, and that the only elements 

the two share are things such as 

wheelbase, suspension points, and 

holes in the unibody for speakers. I 

must admit I initially dismissed those 

claims until I got in the sharply creased 

Lexus and drove it. Color me a convert. 

The NX’s ride is first-class, a strong 

engineering feat for a vehicle with such a small 

wheelbase. This is particularly true of the non-F 

Sport model. The steering is properly weighted 

and lively; the NX 200t holds the road well 

during fast sweeping turns; and the brake feel 

is about 10 times better than you’d expect on 

this class of vehicle. Aside from size, the only 

giveaway that the NX is in any way related to 

the RAV4 is the shape of the passenger side 

airbag cover, and you’d have to be a total car 

geek (Hi, mom!) to notice. 

The NX 200t is quick. Starting with a 

2.0-liter inline-four, Lexus developed a 

scratch-built twin-scroll turbocharger. (Twinscroll 

means that exhaust pulses from the 1 

and 3 cylinders hit the impeller with alternating 

pulses from the 2 and 4 cylinders, reducing 

lag.) Taking a peek under the hood reveals an 

unusually wide cylinder head. Reason: There 

is, in fact, no exhaust header. The little turbo 

is mounted directly to the exhaust side of 

head. What a world. The engine summons 235 

horsepower and stumps up a useful 258 lb-ft 

of torque. Gazing at the competition reveals 

that the Volkswagen Group 2.0-liter turbo I-4 

in the Q5 makes only 220 hp but the same 

amount of torque. It should be noted that the 

Lexus NX has only a perfectly fine six-speed 

automatic transmission (even though the IS 

can be had with an eight-speed), while the 

Q5 has more gears, as most of the rest of the 

competition does. 

Speaking of the competition, the Mercedes- 

Benz GLK doesn’t have a small turbo gas 

motor (yet) but its comparably priced 3.5-liter 

V-6 creates 302 hp and 273 lb-ft of torque, 

with the accompanying mileage and weight 

penalties. Having driven the GLK, I can say 

it doesn’t feel any quicker than the NX. The 

Cadillac SRX also has a V-6—a big 3.6-liter that 

makes 308 hp and 265 lb-ft of torque— though 

the Caddy’s still hooked to a six-speed. Then 

there’s the BMW X3, which in xDrive28i guise 

(a 2.0-liter turbo) cranks out 240 hp and 260 

lb-ft of torque. The BMW figures are, of course, 

massively underrated. Let’s not discount 

the new, similarly sized/positioned and quite 

classy-looking Lincoln MKC, which features a 

2.0-liter turbo I-4 good for 240 hp and 270 lb-ft 

of twisting force. The little Lincoln also has an 

optional 2.3-liter turbo I-4 that creates 285 hp 

and 305 lb-ft of torque. 

You might be asking -- and I know I was -- if 

Lexus feels it’s made a mistake by bringing a 

muzzle-loading rifle to a shotgun fight? It says 

no. First of all, the 200t will (probably) hit 60 

mph in the high 6-second range. Fast enough, 

though with 194 hp total system power, the 

300h hybrid will require more than 9 seconds 



to do the same. Then there’s the little matter 

of reliability, an area where Lexus has long 

enjoyed a hard-won reputation in the luxury 

category for not breaking. It claims the 2.0-liter 

turbo’s output has been optimized for precisely 

that. Yes, the Lexus folks told me the engine 

is capable of making more power -- stay 

tuned. Third is fuel economy, where Lexus is 

estimating 22/28/24 for the FWD 200t, and 

21/28/24 for the AWD model. How does that 

stack up to the competition? The less powerful 

Audi is rated at 20/28/23 and the more 

powerful cars are worse. While there’s no diesel 

model (a move I say thwarts the brand’s global 

ambitions), the hybrid 300h should return EPA 

numbers to the tune of 35/31/33 for FWD and 

33/30/32 with AWD -- impressive from a green 

perspective, no doubt. My big takeaway is 

that the NX 200t feels plenty powerful, though 

even in F Sport guise, an X3-rivaling sports car 

it’s decidedly not. Could Lexus shoehorn in its 

venerable 306 hp, 3.5-liter V-6? Probably, but I 

doubt NX customers will demand it. 

My gut tells me that people interested 

in the NX will be signing up because of the 

design and the technology. Let’s get the design 

portion of the conversation covered. I asked 

some pretty high-ranking Lexus bigwigs if they 

like the Predator-faced look of the new cars, 

starting with the polarizing (to put it mildly) IS. 

To a man their reaction was, “I personally don’t 

care for it, but we can’t stop selling ‘em!” I feel 

that the non-F Sport NX looks like a catfish with 

an overbite. However, and especially in white, 

the F Sport models snuck up on me. They look 

pretty groovy, as weird as it feels to write that. 

Maybe I’m getting soft? The rear three-quarter 

view is particularly well-wrought. Inside, the NX 

carries on the design direction first seen in the 

high-flying LFA’s cockpit that has shown up in 

the GS and IS. Not only does the NX cabin look 

premium and sporty, it feels the part, too. 

As for tech, gone is the teensy, emasculating 

joystick controller seen in other late-model 

Lexi. Yay! It’s been replaced with a functional 

and high-tech-feeling touchpad. You’ll need to 

spend about three minutes learning how the 

snap-to control of the icons work, but once 

you do you’ll realize it’s a slick solution. Most 

importantly for Lexus’s global aspirations, the 

touchpad allows for Chinese and Japanese 

character entry. Sadly the map still looks like 

it comes from a decade ago. As I told many 

Lexus people, Tesla exists, and if you’re coming 

to market with a nav screen less good than 

what’s in the Model S, you’re not launching at 

the top of the market. Remember, everyone’s 

phone has great maps built in. Audi uses 

Google Maps for a reason. 

Like some recent BMWs, the NX comes with a digital sound 

composer that plays car noises through a speaker (interestingly, it’s a 

separate speaker and not part of the stereo). Personal feelings about 

that piece of tech aside, one unique feature is a volume control knob 

for the piped-in sound, located below and to the right of the steering 

wheel. It allows you to control the amount of vroom, vroom coming 

into the cabin. After a few minutes of playing with it, I just turned it off. 

Much better, says me. There’s also a built-in wireless phone charger, 

to which I say amen. 

Lexus is planning on selling about 3000 NX units per month when 

the car goes on sale in November of this year. After spending a day with 

various models, I think 36,000 units for a year seems low. Remember 

that the big luxury growth segment is compact CUVs, and Lexus is 

showing up to the party with a very competitive product. Key point: 

Dealers have been howling for this thing. The NX is good-looking in F 

Sport guise, luxurious and high-tech enough, handles and rides well, 

and might be priced to fly off lots. The hybrid 300h is pretty forgettable 

and has weird-feeling re-gen brakes, but as stated earlier it will only 

account (maybe) for a tenth of overall sales. Getting back to the 3000 

units per month, Lexus also feels that NX sales will not interfere with 

sales of its cash cow, the almost 9000 RXs sold nationally. Truth be told, 

Lexus is creating two product channels at the moment. The drowsier, 

old-folk people-movers RX and ES, and the much more exciting, greatto-drive 

GS, IS, and now NX. Crucially, Lexus expects that half of the NX 

customers will be new to the brand. Especially if they see the newest 

luxury CUV as this season’s must-have bauble. This is just one man’s 

opinion, but I think Lexus has an upcoming hit on its hands. 


FIRST TEST 2015 Subaru Outback 2.5i Limited 

WORDS Zach Gale 

BACK AT THE FRONT OF THE PACK 



2015 Subaru Outback 2.5i 

owners will pay attention to 

track-tested performance data 

as much as BRZ sports car 

owners worry aboutrear-seat 

headroom—it just doesn’t happen. Owners of 

the new 2015 Outback will appreciate what 

they think the new wagon-like crossover, 

with its nifty retractable crossbars and 

integrated tie-downs, says about them. While 

the Outback boasts a reputation for actually 

being used for outdoorsy pursuits, nearly 

every off-road adventure ends on pavement, 

so we headed to the track to explore how 

the 2015 model compares to our long-gone 

2010 Outback long-termer. Does the new 

Outback 2.5i reward drivers with sportscar 

acceleration? Not even close, but it is 

markedly improved over its predecessor, a 

versatile crossover that won our hearts to 

become the 2010 SUV of the Year. 

Matched against the 2010 model, the 

all-wheel-drive 2015 Outback 2.5i is quicker, 

bigger, a better handler, and heavier, all at the 

same time. Let’s start with the new Subaru’s 

quickness: 0-60 mph in 9.2 seconds doesn’t 

sound swift, but it’s actually half a second 

better than our 2010 Outback longtermer. 

That 9.2-second time also puts the new 

Outback ahead of the 2014 Kia Sorento 

I-4 AWD (9.8 seconds) and just behind the 

mechanically related all-wheel-drive 2015 

Subaru Legacy 2.5i sedan (8.8 seconds). 

With 87 percent of all Outbacks powered by 

the four-cylinder instead of the flat-six, the 

Subaru’s slow-ish acceleration is just fine for 

those who aren’t interested in the six-cylinder 

Outback 3.6R’s $33,845 base price. EPArated 

fuel economy is a bright spot, with the 

2015 model’s 25/33 mpg city/highway rating 

surpassing the 2014 2.5i model’s 24/30 mpg. 

In our Real MPG instrumented fuel economy 

test, the 2015 Outback 2.5i camve in at 

21.5/30.8 mpg. That’s below EPA estimates, 

but still higher than the all-wheel-drive 2014 

Nissan Rogue, which has a similar 25/32 mpg 

EPA rating and 20.1/28.2 Real MPG. 



Subaru’s EyeSight system of active 

safety features is no longer restricted to 

top-trim levels. Subaru has developed a 

reputation of scoring high in NHTSA and 

IIHS safety tests, and EyeSight could help 

inattentive drivers keep their Outbacks 

damage-free. Using a two-lens stereo 

camera at the top of the windshield that 

is 15 percent smaller than the system 

in the last version of EyeSight, the 

vehicle can audibly and visually warn 

you of obstacles ahead and, if absolutely 

necessary, bring you to a complete 

stop with more braking force than you’d 

expect. EyeSight, which is expected to be 

sold on 30 percent of Outbacks in 2015, 

also includes lane departure warning and 

adaptive cruise control systems, while 

steering-responsive foglights (pre-aimed, 

not pivoting) are included as well. The 

power rear liftgate can be programmed to 

open to different heights, and a pin code 

access system allows Outback owners 

to leave keys in the crossover while they 

run/kayak/bike, etc. 

Paired with a standard CVT, the 2015 

Outback 2.5i doesn’t feel as slow as the 2010 

model. Yes, you’ll hear a bit of engine noise, 

but it’s not that bad on the highway. Most of 

the time, the transmission provides a smooth 

driving experience, and at wide-open throttle 

the crossover mimics a traditional six-speed 

automatic transmission. Lead-footed drivers 

might have difficulties adjusting to the touchy 

throttle tip-in, a minor issue we’ve also noted 

in the 2015 Legacy 2.5i and 2014 Forester 

2.5i. Around the figure-eight course, the 2015 

Outback 2.5i put in a time of 26.3 seconds 

at 0.63 g avg, a noticeable improvement over 

the 2010 Outback’s 29.1 seconds at 0.56 g 

avg. That doesn’t mean the Outback 2.5i is an 

optimal winding-road partner, but with its welltuned 

steering, it will hold its own as well as 

any 3702-pound crossover can. Braking from 

60-0 mph takes 120 feet—12 feet longer than 

the lighter 2015 Legacy 2.5i and 9 feet shorter 

than the 2010 Outback 2.5i long-termer. 

Some buyers will insist on going for the 

six-cylinder 3.6R model, but it probably won’t 

be for the 300 extra pounds of towing capacity. 

The 2.5i model is rated at 2700 pounds (with 

a 200-pound trailer tongue weight), while the 

3.6R tows 3000. On the road, the 

six-cylinder Outback definitely feels 

stronger than the 2.5i model, but 

it takes a few beats to get going. 

The 2.5-liter flat-four produces 

175 hp at 5800 rpm and 174 lb-ft 

of torque at 4000 rpm, with the 

3.6-liter flat-six good for 256 hp 

at 6000 rpm and 247 lb-ft at 4400 

rpm. Expect a 0-60 mph time of just 

over 7 seconds for the 3.6R model, 

and unless you really want the 

3.6R-exclusive HID headlights, we’d 

stick with the more efficient 2.5i. 

The 2015 Subaru Outback makes 

some of its biggest strides inside. The 

available faux wood trim looks great, 

as does the dark, textured trim on the 

center console. An instrument cluster 

display screen shows plenty of helpful 

info (including navigation directions), 

while a cellphone holder just ahead of 

the central cupholders is a great idea. 

Oh, and maybe you’ve heard: The 

Outback and Legacy have some of the 

squishiest armrests around. Infotainment 

options include 6.2-inch and 7.0-inch 

touchscreen systems that work well, 

but could be mounted a bit higher in 

the center stack. Interior space is very 

comfortable for four, with plenty of 

headroom and legroom for all, plus rear 

seats that recline and fold easily. 

The Outback is a well-rounded 

crossover, and although you won’t find 

a panoramic moonroof, ventilated seats, 

or power-folding sideview mirrors on the 

options list, this fifth-generation model 

borrows from a formula that worked well 

enough to earn our 2010 SUV of the Year 

calipers. Will the 2015 Outback follow 

in its predecessor’s tire tracks? We’re 

looking forward to finding out. 


NEW 2015-2016 Trucks, Suvs & Vans 

WORDS Editors of Motor Trend 

2015-2016 TRUCKS, SUVS & VANS 

47 MOTOR TREND.COM \ October 2014 

October 2014 / MOTOR TREND.COM 48


Acura / Audi / BMW 

Acura MDX 

Audi Q7 

UNCHANGED ALL-NEW 

UNCHANGED 

UNCHANGED 

UNCHANGED 

Base Price $43,460-$45,460 Body Type SUV 

UNCHANGED The MDX was new for 2014, and the 

three-row crossover added a FWD variant to bring 

down the base price and allow for up to 28 mpg 

highway. All MDXs are powered by a 290-hp, 3.5L V-6 

and feature a second-row seat with 6 inches of foreand-a 

travel. The MDX can be had with technology 

that can help maintain its lane position. 

Cool Fact Acura says the MDX is the best-selling 

three-row luxury SUV of all time. 


UNCHANGED The RDX rolls into its third model year 

unchanged. Still the brand’s second-best-selling vehicle 

behind the MDX, the RDX offers two rows of seating 

and, unlike the first-generation crossover’s turbo-four, 

a standard V-6 engine. The RDX isn’t as sporty as its 

predecessor but it is far more popular. FWD is standard 

while AWD is available. 

Cool Fact Acura appears to be testing the waters for a sub-RDX 

SUV, at least in China, where the Concept SUV-X debuted in 2013. 

Base Price $43,325 Body Type SUV 

UNCHANGED The wagon-based Allroad continues 

into 2015 with a few additional standard features, 

including a power liftgate, three-zone climate control, 

rear privacy glass, and HID headlights with LED 

taillights. Also, a black cloth headliner is now part of 

the Sport Interior package. Last year, the Allroad got a 

slight powerboost to 220 hp from its turbo 2.0L I-4. 

Avoid Being disappointed that Europe gets an A6-based 

Allroad in addition to the A4-based model in U.S. dealerships. 


ALL-NEW Audi expands its SUV lineup for 2015 

with the new Q3, which lets Audi capture new-to-the 

brand crossover customers. The Q3 is based on the 

ompact A3 sedan and will be offered in FWD and 

AWD forms, at first with a 200-hp turbo I-4. Standard 

features include a panoramic sunroof, HID headlights, 

LED taillights, heated 12-way power front seats, leather 

seats, and hands-free keyless entry. 

Look For Audi to expand the Q3 lineup if it catches on. 


UNCHANGED Audi expands its SUV lineup for 2015 

with the new Q3, which lets Audi capture new-to-the 

brand crossover customers. The Q3 is based on the 

ompact A3 sedan and will be offered in FWD and 

AWD forms, at first with a 200-hp turbo I-4. Standard 

features include a panoramic sunroof, HID headlights, 

LED taillights, heated 12-way power front seats, leather 

seats, and hands-free keyless entry. 

Driver’s Choice The SQ5 for lead-footed drivers. 

Base Engine 3.5L/290-hp/267-lb-ft V-6 

Opt Engine None 

Drivetrain Front engine, FWD/AWD, 6A 

Tow 3500 lb 

Basic Warranty 4 yrs/50,000 miles 

Safety Airbags: 7; rear cam: S; BMS: O 

Acura RDX 




Tow 1500 lb 



Audi Allroad 

Base Engine 2.0L/220-hp/258-lb-ft 

turbo I-4 


Drivetrain Front engine, AWD, 8A 

Tow 1000 lb* 


Safety Airbags: 8; rear cam: O; BMS: O 

Audi Q3 


turbo I-4 



Tow 1000 lb* 



Audi Q5 


turbo I-4 



Tow 1000 lb* 




s’chg’d V-6 

Opt Engine 3.0L/240-hp/406-lb-ft 

t-diesel V-6; 3.0L/333-hp/325-lb-ft 



Tow 6600 lb 



BMW X1 




t-diesel V-6; 3.0L/333-hp/325-lb-ft 



Tow 6600 lb 



BMW X3 


turbo I-4 


t-diesel I-4; 3.0L/300-hp/300-lb-ft 

turbo I-6 

Drivetrain Front engine, RWD/AWD, 8A 

Tow 3500 lb 



BMW X4 


turbo I-4 


turbo I-6 


Tow 3500 lb 


Safety Airbags: 6; rear cam: O; BMS: N/A 

BMW X5 


turbo I-6 


t-diesel I-6; 4.4L/445-hp/480-lb-ft 

twin-turbo V-8; 


Tow 6000 lb 




MINOR With the next-gen Q7 delayed, the three-row 

crossover gets minor changes for 2015 Offroad and Sport Style 

packages are offered. A Luxury package includes additional 

leather interior trim and a black Alcantara headliner. A 280-hp 

supercharged V-6 is standard, while a 240-hp diesel V-6 

and 333-hp S-Line gaspowered V-6 are available. Until the 

Volkswagen CrossBlue arrives,the Q7 is the only three-row 

SUV in the VW Group’s portfolio. 

Look For The upcoming Q7 to weigh less when it 

eventually arrives. 


UNCHANGED With the next-gen Q7 delayed, the three-row 

crossover gets minor changes for 2015 Offroad and Sport Style 

packages are offered. A Luxury package includes additional 

leather interior trim and a black Alcantara headliner. A 280-hp 

supercharged V-6 is standard, while a 240-hp diesel V-6 

and 333-hp S-Line gaspowered V-6 are available. Until the 

Volkswagen CrossBlue arrives,the Q7 is the only three-row 

SUV in the VW Group’s portfolio. 

Look For The BMW X1 to move to a front-drive-based 

platform in its next generation. 


MAJOR The X3 gets a refresh for the 2015 model 

year, sporting new exterior and interior styling to bring 

the model in line with the rest of the lineup. New to the 

range is a rear-drive X3 sDrive28i, along with the first 

diesel-powered X3 offered in the U.S. That model gets 

the same 181-hp, 280-lb-2.0L turbodiesel found in the 

328d, and is rated 34 mpg on the highway. 

Best Buy If you don’t need AWD, the X3 sDrive28i 

does the trick for less money. 


ALL-NEW BMW’s Sport Activity Coupe styling first 

introduced on the X6 has been downsized and applied 

to an X3-based variant. Despite losing inches off its rear 

roofline, the 2015 X4 doesn’t lose as much cargo space 

and headroom compared to the swoopy X6 versus its X5 

counterpart. The X4 is available only with AWD, and comes 

with either a 2.0L turbo I-4 or 3.0L turbo I-6. 

Cool Fact BMW lengthened the SUV so the raked roof 

wouldn’t impact the interior as much. 


MINOR The BMW X5 underwent a redesign for 2014 and 

receives subtle updates for 2015. The eight-speed automatic 

has been revised for beer efficiency and acceleration, improving 

manufacturer 0-60 mph estimates. New stitching has been 

added to leather seats, and a leather steering wheel is now 

standard. An X5 M is expected by 2016, possibly with more 

power than before. 

Driver’s Choice Get the Dynamic Handling package 

to corner like a sports sedan. 

MINOR 

ALL-NEW MAJOR 

UNCHANGED 

MINOR 




BMW / Buick / Chevrolet / Chrysler / Dodge 

BMW X6 

Chevrolet Traverse 

MAJOR 


MAJOR With a new X5 introduced last year, it’s time for 

the fastback version to receive updates. The BMW X6 adds 

many of the X5’s structural upgrades while maintaining a 

characteristic sloping roofline. The front suspension was 

redesigned, while a new rear-drive model powered by the 3.0L 

turbo I-6 is added to the lineup. The twin-turbo 4.4L V-8 makes 

45 hp and 30 lb- more than last year. 

Look For A swoopy SUV competitor from Mercedes 

to land soon. 


turbo I-6 


twin-turbo V-8 


Tow 6000 lb 



Base Engine 3.6L/281-288-hp/266-270- 

lb-ft V-6 



Tow 5200 lb 

Basic Warranty 3 yrs/36,000 mile 



UNCHANGED Chevy’s seven-seat crossover stays the 

course for 2015. For the new model year, the Traverse gets 

voice-to-text support for iPhone users via Siri Eyes Free, 

allowing drivers to respond to texts with just their voice. Also 

new are revised 18-inch wheels, a new interior color combo 

called Ebony/Saddle Up, and three new paint colors: Siren Red 

Tintcoat, Sable Metallic, and Blue Velvet Metallic. 

Cool Fact The Traverse has more cargo room than the Tahoe. 

UNCHANGED 

Buick Enclave 

Chevrolet Trax 

UNCHANGED 


UNCHANGED Buick’s best-selling model enters 2015 

basically unchanged. A heated wood steering wheel has been 

added to two trims; there are four new colors; and Dark Plum 

is new to the interior options list. The Enclave is mechanically 

related to the three-row Chevrolet Traverse and GMC Acadia, 

with unique features and styling but the same 3.6L V-6 and 

6-speed automatic. 

Look For A loaded GMC Acadia Denali if you’re not 

aached to the Enclave’s styling. 




Tow 4500 lb 




turbo I-4 



Tow N/A 


Safety Airbags: 10; rear cam: S; 

BMS: N/A 

Base Price $19,000-$22,000* Body Type SUV 

ALL-NEW The Trax is Chevrolet’s entry in the new small SUV 

market the automaker expects to expand by more than 80 

percent by 2016. Seen first in the U.S. as the Buick Encore, the 

Trax is the Chevrolet variant for those who think the Equinox is 

a bit too big. The Trax will offer FWD and AWD, with a 138-hp 

turbo I-4 under the hood. Wheel options include 16-inch steel 

and alloy wheels (LS and LT, respectively) as well as 18-inch 

alloys on the LTZ. 

Cool Fact The Trax arrives early 2015 but is already on 

sale in China. 

ALL-NEW 

Chevrolet Express 

Chrysler Town & Country 

MINOR 

Base Price $30,400-$50,635 Body Type Van 

MINOR With the Cargo Crew model introduced last year, for 

2015 the 4.3-liter V-6 and 5.3-liter V-8 have been dropped. All 

models now come with a digital AM/FM radio with auxiliary port and 

optional USB port, and standard 110-volt power outlet. Passenger 

models gain OnStar with turn-by-turn navigation, while cargo vans 

gain LED lighting for the cargo area. GM’s full-size vans can also be 

had as a chassis cab for aftermarket conversions. 

Cool Fact Turbodiesel models can run on B20 

biodiesel fuel. 


Opt Engine 6.0L/324-hp/373-lb-ft V-8; 

6.6L/260-hp/525-lb-ft /t-diesel V-8 

Drivetrain Front engine, RWD, 6A 

Seats/Foldaway 2-15/None 


Safety Airbags: 2-4; rear cam: 0; 

BMS: N/A 



Drivetrain Front engine, FWD, 6A 

Seats/Foldaway 7/3rd Row 



Base Price $30,990-$40,990 Body Type Minivan 

UNCHANGED With an update coming soon, the 2015 

Chrysler Town & Country stays the course this year. The sole 

changes are the addition of two new trim levels: the base 

Town & Country LX, and the loaded Town & Country Limited 

Platinum, the laer of which comes standard with heated frontand 

second-row seats, active safety tech, and Nappa leather. 

The LX model’s price drops $770, yet it includes power doors 

and a rearview camera. 

Look For An all-new Town & Country within the next 

two years. 

UNCHANGED 

Chevrolet Silverado HD 

Dodge Durango 

MAJOR 

Base Price $30,400-$50,635 Body Type Pickup 

MAJOR The Silverado HD now features styling that’s more in 

line with its half-ton sibling. It also gets new features including 

a rear bumper with CornerSteps, a new tie-down system, and 

an available EZ Lift-and-Lower tailgate. Powertrain choices 

include a gasor a diesel-powered V-8, plus a CNG option. 

Interior improvements include a larger infotainment screen and 

advanced safety tech. 

Cool Fact New optional telescoping mirrors make 

towing big loads even easier than before.. 

Base Engine 6.0L/301-360-hp/333-380- 

lb-ft V-8 


Drivetrain Front engine, RWD/4WD, 6A 

Tow 8600 lb 




Opt Engine 5.7L/360-hp/390-lb-ft V-8 


Tow 7400 lb 




UNCHANGED Significantly updated last year, not 

much is new for 2015. The three-row crossover offers 

a Rallye appearance pack, which includes all the R/T’s 

sporty exterior touches, on V-6 powered models, 

while the popular murdered-out Blacktop Package is 

available on most models. R/T and Citadel models now 

come with a Beats by Dre sound system. 

Cool Fact The Durango’s glove box can hold 70 packs 

of gum, says Ron Burgundy 

UNCHANGED 

Chevrolet Tahoe 

Dodge Grand Caravan 

ALL-NEW 


ALL-NEW The 2015 Chevrolet Tahoe and its 20-inchlonger 

sibling, the Suburban, are updated this year with 

new sheetmetal, interiors, and engines. Both the Tahoe and 

Suburban are powered by a new 5.3L V-8 producing 355 hp 

and 383 lb-ft of torque. Inside, the Tahoe and Suburban feature 

three rows of seats with room for up to nine, and features such 

as GM’s vibrating Safety Alert Seat. Cool Fact 

Cool Fact The Suburban is the longest continuously produced 

automotive model in the world, in production since 1935. 




Tow 8600 lb 






Seats/Foldaway 2-7/3rd row 



Base Price $22,000-$31,000* Body Type Minivan 

UNCHANGED No big changes are in store for the Grand 

Caravan for 2015, which will be the iconic minivan’s last 

model year. The original minivan, the Grand Caravan will be 

effectively replaced by its Chrysler Town & Country sibling as 

Dodge looks to focus on performance models. The Grand 

Caravan remains an incredible value with a great powertrain 

and a family-friendly interior. 

Cool Fact The Grand Caravan is still offered as the Ram 

Cargo Van for commercial customers. 

UNCHANGED 




Dodge / Ford 

Dodge Journey 

Ford F-150 

UNCHANGED 


UNCHANGED With the Grand Caravan heading out 

to pasture, the Journey will soon take over as Dodge’s 

only entry-level peoplemover. With an all-new model 

a year or so out, the 2015 Journey carries over with 

minimal trim changes. While the base I-4 and fourspeed 

automatic should be avoided, the V-6 powertrain 

is quite good. 

Look For A Journey SRT model featuring a 

turbocharged engine and all-wheel drive in a few years. 

Base Engine 2.4L/173-hp/166-lb-ft I-4* 


2.7L/325-hp/375-lb-ft turbo V-6* 

Drivetrain Front-engine, FWD/AWD, 6A 

Tow 3500 lb 

Basic Warranty 3 yrs/36,000 miles- 

Safety Airbags: 6; rear cam: S; BMS: O* 



twinturbo V-6; 5.0L/360-hp/380-lb-ft V-8*; 

3.5L/365-hp/420/lb-ft twin-turbo V-6* 


Tow 12,000 lb 


Safety Airbags: 6; rear cam: O; BMS: O* 

Base Price $25,000-$55,000* Body Type Pickup 

ALL-NEW Ford’s best-seller now features aluminum 

construction for most of its body, which the automaker 

says will shave curb weight by up to 700 pounds. The 

base V-6 engine is downsized from 3.7L to 3.5L and 

a new 2.7L EcoBoost V-6 joins the fray. Available LED 

headlights are another segment-first, as is the tailgate 

that opens by pushing a buon on the key fob. 

Cool Fact The 2.7L EcoBoost engine was tested in the 2013 

Baja 1000 desert race. 

ALL-NEW 

Ford Edge 

Ford Flex 

UNCHANGED UNCHANGED 

MAJOR ALL-NEW 


ALL-NEW The Ford Edge has been completely revamped 

for 2015. Most dimensions have grown, including 

passenger and cargo space. New chassis materials reduce 

weight and increase stiffness, while the suspension has 

been reworked to improve ride and handling. The 2.0-liter 

EcoBoost engine gets a new twin-scroll turbo, while a 

2.7-liter EcoBoost V-6 is all-new. 

Cool Fact The 2015 Edge is the first Ford with a 

standard EcoBoost engine. 

Base Price $44,585-$64,835Body Type SUV 

MAJOR The Expedition/EL gets its first major makeover 

since 2007. The 5.4L Triton V-8 has been replaced with the 

F-150’s 3.5L EcoBoost V-6. Ford claims the new engine 

offers beer fue economy and more power across the rpm 

range. Newly available features include electric power 

steering, 8-inch touchscreen for the MyFord Touch and Sync 

infotainment system, and a blind-spot monitoring system with 

cross-traffic alert. 

Cool Fact The Platinum model is available with 

Brunello leather. 


UNCHANGED Other than a new color (Magnetic Metallic) 

this year, the Ford Escape is the same. The Escape is a solid 

choice, offering modern features such as MyFord Touch 

infotainment and Sync connectivity systems with voiceactivated 

commands, Active Park Assist that steers the 

SUV into parallel parking spots, and a blind-spot monitoring 

system with cross-traffic alert. A rearview camera and Sync 

are standard. 

Driver’s Choice The 240-hp, 2.0L EcoBoost for 

strong acceleration. 


UNCHANGED A new XLT appearance package adds 

the Sport model’s flair (20-inch wheels, black and Magnetic 

Metallic trim, leather seats with suede inserts and contrast 

stitching, and more). Three new paint colors have been 

added, while base models now sport 18-inch alloy wheels 

standard. The option list includes heated second-row seats, 

rear seatbelt airbags, adaptive cruise control, and a terrain 

management system. 

Driver’s Choice Ford claims Explorer Sport hits 60 

mph in 6.0 sec. 


turbo I-4* 


2.7L/325-hp/375-lb-ft turbo V-6* 


Tow 3500 lb 


Safety Airbags: 6; rear cam: S; BMS: O* 

Ford Expedition 




Drivetrain Front-engine, RWD/AWD, 6A 

Tow 9200 lb 



Ford Escape 

Base Engine 2.5L/168-hp/170-lb-ft I-4 


turbo I-4;2.0L/240-hp/270-lb-ft turbo I-4 


Tow 3500 lb 



Ford Explorer 



turbo I-4; 3.5L/365-hp/350-lb-ft V-6 


Tow 5000 lb 







Tow 4500 lb 


Safety Airbags: 6; rear cam: O; BMS: O* 

Ford Super Duty 

Base Engine 6.2L/316-385-hp/397- 

405-lb-ft V-8 


t-diesel V-8 


Tow 31,200 lb 


Safety Airbags: 6; rear cam: O; BMS: N/A* 

Ford Transit 



twinturbo V-6; 3.2L/185-hp/350-lb-ft 

t-diesel I-5 

Drivetrain Front engine, RWD, 6A 

Seats/Foldaway 2-15/none 


Safety Airbags: 2; rear cam: O; BMS: 0 

Ford Transit Connect 



turbo I-4 


Seats/Foldaway 2-7/2nd, 3rd row 




MINOR The six- to seven-passenger Flex has minor 

changes. The SE model now features standard heated mirrors, 

while the range-topping Flex Limited can be had with a heated 

steering wheel. As a stylish minivan alternative, the Flex is 

worth consideration for Ford buyers who don’t want the threerow 

Explorer. Under the hood is a 3.5L V-6 or a more powerful 

3.5L EcoBoost V-6. 

Avoid Making the kids nauseated with the eager and quick 

EcoBoost-powered Flex. 


MINOR The 6.7L turbodiesel V-8 gets a power boost to 440 

hp and 860 lb-ft of torque, which is 40 hp and 60 lb-ft more 

than the 2014 model. As a result, tow capacity increases 

for some models including the F-450. The F-350 and F-450 

receive a number of chassis upgrades to handle the increased 

tow rating, such as beefier suspension and brake components. 

Finally, the King Ranch model gets a more luxurious interior. 

Cool Fact The F-450 gets commercial-grade wheels. 


ALL-NEW Ford’s long-running E-Series van comes 

to a close, opening the door to the new 2015 

Transit. The Transit will offer more space and cargo 

capabilities than the E-Series, while saving fuel, 

thanks to new updated powertrains. High-roof and 

long-wheelbase configurations allow more than 400 

cu-ft of cargo room. 

Cool Fact The Transit is available with a jumbo-sized 

side-curtain airbag covering five rows of seats. 


UNCHANGED The Transit Connect is Ford’s smallest 

commercial vehicle and available in a number of 

configurations, including the option of three rows of seats with 

enough room for 7 passengers. New for 2014, the Transit 

Connect carries on mostly unchanged. The Transit Connect 

Wagon gets a new Magnetic Metallic exterior paint color and 

a rear cargo cover for the short-wheelbase model with a 

liftgate. 

Best Buy Haul stuff and people with the XLT wagon. 

ALL-NEW MINOR 

MINOR 

UNCHANGED 




GMC / Honda 

GMC Acadia 

GMC Yukon 

UNCHANGED 


UNCHANGED After a substantial refresh in 2013, the 

2015 Acadia gets a standard heated leather-wrapped steering 

wheel on SLT-2 and Denali models, a repositioned front USB 

port for easier access, a new 20-inch alloy wheel design, and 

three new paint colors. The Acadia can seat seven or eight 

passengers in three rows, while side blind-zone alert and 

cross-traffic alert are available. 

Best Buy The Acadia Denali is plenty luxurious while 

undercuing the Buick Enclave’s price tag. 

Base Engine 3.6L/281-288-hp/266- 

270-lb-ft V-6 



Tow 5200 lb 





Drivetrain Front engine, RWD/4WD, 6A 

Tow 8500 lb 




ALL-NEW The redesigned full-size 2015 GMC Yukon/XL 

and Denali gain the Sierra 1500 pickup’s revised V-8 engines. 

Yukon models get the 5.3-liter V-8, while Denali models get the 

6.2-liter V-8. A bolder exterior features projector headlights and 

LED running lights and taillights. The refined interior gains foldflat 

second- and third-row seats. The Yukon/XL is available with 

GM’s latest infotainment and safety features. 

Best Buy XL models for the most passenger and cargo room. 

ALL-NEW 

GMC Canyon 

Honda Crosstour 

ALL-NEW 


ALL-NEW After a brief hiatus, an all-new GMC Canyon 

returns to challenge the Toyota Tacoma and Nissan Frontier. 

Initially, two gas engines will be available with a segmentfirst 

turbodiesel four-cylinder coming later. Two cab styles 

(extended, crew) and two box lengths (5’2”, 6’2”) are 

offered. The AutoTrac 4WD features four seings. Projector 

headlights with LED running lights and a corner step rear 

bumper are standard. 

Look For The 2.8-liter Duramax turbodiesel I-4 due 

in 2016. 



2.8L/195-hp/365-lb-ft t-diesel I-4 

Drivetrain Front-engine, RWD/ 

AWD, 6M/6A 

Tow 6700 lb 



BMS: N/A 



Drivetrain Front engine, FWD/ 

AWD, 5A/6A 

Tow 1500 lb 




UNCHANGED We thought 2015 would be the model year 

for the next-gen Crosstour, but it appears we’re still another year 

out. In the meantime, the Accord-based crossover soldiers on 

unchanged, with power options including a FWD 2.4L I-4 mated 

to a 5A and an up-level FWD/AWD 3.5L V-6 paired to a 6A. 

Despite its similarities to the Subaru Outback in functionality and 

powertrain options the Subie outsells it 10-to-1. 

Look For An all-new Crosstour that closely mimics 

the Outback. 

UNCHANGED 

GMC Sierra 

Honda CR-V 

ALL-NEW MINOR 

UNCHANGED 


MINOR Extensively redesigned last year, the 2015 Sierra 

1500 with a 6.2-liter V-8 gains an eight-speed automatic, while 

a built-in Wi-Fi hotspot with 4G LTE connectivity is standard 

on most models. Peak tow rating is unchanged under the new 

SAE J2807 standard. Available active safety features include 

forward collision alert and lane departure warning with Safety 

Alert Seat. 

Cool Fact The 4.3-liter V-6 can tow 5500-7600 

pounds, depending on configuration. 


ALL-NEW A bolder exterior joins the 2011 powertrain and 

chassis updates. The new cab features high-strength steel, 

inlaid doors, and triple door seals for less wind noise and 

improved aerodynamics. A built-in Wi-Fi hotspot with 4G LTE 

connectivity is available. Active safety features including forward 

collision alert and lane departure warning with Safety Alert Seat 

are offered. A new corner step bumper is standard. 

Diver’s Choice The Duramax turbodiesel V-8 for 

towing chores. 


UNCHANGED The GMC Terrain enters another year 

largely unchanged. New features include with a built-in 

Wi-Fi hotspot with 4G LTE connectivity and two new 

paint options. Available IntelliLink features navigation, 

text messaging alerts, and Siri Eyes Free. Forward 

collision alert, lane departure warning, and blindzone 

alert with rear cross-traffic alert are available. 

Cool Fact Available Denali trim features premium 

content from a mainstream brand. 



6.2L/420-hp/460-lb-ft V-8 


AWD, 6A/8A 

Tow 12,000 lb 


Safety Airbags: 6; rear cam: 0; BMS: 0 

GMC Sierra HD 



6.2L/420-hp/460-lb-ft V-8 


AWD, 6A/8A 

Tow 12,000 lb 



GMC Terrain 



DrivetrainFront engine, FWD/AWD, 6A 

Tow 3500 lb 


Safety Airbags: 6; rear cam: S; BMS: 0 

Base Engine 2.4L/190-hp/180-lb-ft I-4* 


Drivetrain Front engine, FWD/ 

AWD, CVT 

Tow 1500 lb* 



Honda HR-V 



Drivetrain Front engine, FWD/AWD, 

6M/CVT 

Tow N/A 



Honda Odyssey 




Seats/Foldaway 7/8/3rd row 




MAJOR Despite being the best-selling compact crossover, 

the Honda CR-V wasn’t about to rest on its laurels, evidenced 

by this major refresh for the 2015 model year. In addition to 

styling enhancements (a 2014 is shown), the CR-V touts a new 

directinjected 2.4L I-4 mated to a CVT, a combo that promises 

beer acceleration and fuel economy. A revised structure should 

net top safety scores from IIHS. 

Best Buy The EX adds alloy wheels and a power moonroof. 

Base Price $30,000-$45,500* Body Type Minivan 

ALL-NEW The HR-V is Honda’s answer to what’s expected 

to be a rapidly growing segment in the U.S.: subcompact 

crossovers. Based on the already spacious Fit four-door 

hatchback, the HR-V slots below the popular CR-V in Honda’s 

lineup. Since the CR-V has grown in size and price over the 

years, the HR-V fits an entrylevel niche in the automaker’s lineup. 

Expect Bluetooth, a rearview camera, and LED brake lights as 

standard equipment. 

Look For The same “Magic Seat” cargo space tricks 

as in the Fit. 


UNCHANGED The fourth-gen Odyssey nears the 

end of its life cycle, but thanks to last year’s major 

update that included a now-standard 6A and Pandora 

connectivity, it remains vital. After testing a ’14 Touring 

Elite, we had this to say: “The Honda Odyssey remains 

the fun-to-drive people hauler it has been since 2011, 

and now we can say it’s cool.” 

Cool Fact EX-L and Touring trims offer a Cool Box 

that chills six 12-ounce cans. 

UNCHANGED ALL-NEW 

MAJOR 




Honda / Hyundai / Infiniti / Jeep 

Honda Pilot 

Infiniti QX60 

UNCHANGED 


UNCHANGED Entering its final year before the next-gen 

2016 Pilot arrives, the 2015 model carries on status quo, save 

for an EX-based Special Edition that adds unique five-spoke 

18-inch wheels, a rear entertainment system, a sunroof, and 

satellite radio. In a recent three-row CUV comparison test, we 

ranked the Pilot fifth out of six, noting that “it makes every trip 

feel more adventurous but never luxurious.” 

Look For An all-new Pilot next year, based on the 

Acura MDX. 




Tow 4500 lb 



BMS: N/A 


Opt Engine 2.5L s’chgd I-4 + elec, 

250 hp 

Drivetrain Front engine, FWD/AWD, CVT 

Tow 3500 lb 




UNCHANGED Since the QX60 and its hybrid variant 

are still fairly new, the 2015 model doesn’t entail any major 

changes. While we were already fans of the QX60’s CVT -- we 

had the JX35 for a year -- we expect it to be even beer now 

with the addition of enhanced D-step shift logic. We especially 

liked the QX60’s throle response in Sport mode and praised 

the quiet cabin. 

Avoid Pushing the limits on winding roads, since stability 

control nannies are a bit excessive. 

UNCHANGED 

Hyundai Santa Fe 

Infiniti QX70 

MINOR 


MINOR Daytime running lights and a driver’s blind 

spot mirror are now standard, while other options like 

heated outside mirrors and a leather-wrapped steering 

wheel and shift knob have been shuffled into different 

packages. Loading stuff into the cargo area will now 

be much easier thanks to a new hands-free feature 

available for models equipped with the power liftgate. 

Driver’s Choice The ventilated front seats are a must, 

since they’re unique in the segment. 




Tow 5000 lb 





250 hp 


Tow 3500 lb 




MINOR Thinking about geing the QX70 with the V-8? Try a 

2014 model. The QX70 no longer offers the 390-hp 5.0L V-8, 

leaving the 325-hp 3.7L V-6 as the lone engine option for the 

brand’s midsize SUV. For 2015, a new S model adds 21-inch 

dark rims and exterior accents, adaptive front lighting, and 

heated and cooled front sport eats with contrast stitching, 

and magnesium paddle shifters. 

Look For Big changes soon, since we think the 3.7 is nearing 

the end of its life cycle. 

MINOR 

Hyundai Santa Fe Sport 

Infiniti QX80 

MINOR 

MINOR 

UNCHANGED 


MINOR Like its 7-passenger sibling, the smaller Santa Fe 

Sport also gets daytime running lights and a driver’s blind spot 

mirror as standard equipment. Opting for the turbocharged 

model will not only get you more juice with 264 horses on tap, 

but also a standard power liftgate, which remains optional on 

2.4L models. The Blue Link telematics system is no longer 

offered on Sport base models. 

Best Buy Stick with the base engine; it delivers power 

more smoothly than the turbo. 

Base Price $$22,375-$28,675 Body Type SUV 

MINOR The Tucson adds the Popular Equipment package 

for GLS models and standard LED daytime running lights on 

Limited trims, but the big news is the Tucson Fuel Cell. The 

emission-free CUV will be available in California for a 3-year 

lease that includes free fuel. Only 1000 units are expected 

through 2016. 

Cool Fact The FCEV system has been tested at temps 

ranging from -4 to greater than 117, at humidity levels 

as low as 0-20 percent, and at altitudes higher than 

8500 feet. 


UNCHANGED All QX50 models already come with 

standard leather seating, hands-free keyless entry, and a 

rearview camera as well as dual-climate control, but now base 

models add standard Bluetooth. Aside from that, there are no 

other changes. The last time we drove one, we said steering 

felt quick and a bit light, yet the suspension tuning helped 

make it fun on winding roads. 

Look For A QX30 model based on the Mercedes-Benz 

GLA to slot underneath the QX50. 


Opt Engine 2.0L/264-hp/269-lb-ft/ 

turbo I-4 


Tow 3500 lb 



Hyundai Tucson 


Opt Engine/Motor 2.4L/180-182- 

hp/176-177-lb-ft I-4; hydrogen fuel cell 

elec, 134 hp/221 lb-ft 


6A/1A 

Tow 2000 lb 



Infiniti QX50 




Tow 3500 lb 


Safety Airbags: 6; rear cam: S; BMS: 0 



250 hp 


Tow 3500 lb 



Jeep Compass 



250 hp 


Tow 3500 lb 



Jeep Cherokee 




Tow 4500 lb 


Safety Airbags: 10; rear cam: 0; BMS: 0* 

Base Price $64,500* Body Type SUV 

MINOR The QX80 looks slightly different with a new front 

grille that closely resembles the Q50’s. The SUV also gets 

new LED daytime running lights and standard high-beam 

assist. For those who’ll make use of the QX80’s massive 

cargo space, a larger standard bumper protector will prevent 

damage when loading or unloading. Revised interior grade 

levels offer more differentiation between trims, including the 

new, blingier QX80 Limited. 

Driver’s Choice QX80 Limited, but act fast since it’s limited. 


UNCHANGED Even with the Cherokee here and the 

compact Renegade on the way, the Compass sticks around 

for the 2015 model year. Last year, the Compass added a 

six-speed automatic as an option for the 2.0L and 2.4L I-4 

engines. With a base price under $20,000, the Compass 

could present some competition for the upcoming Honda 

HR-V and Chevy Trax. 

Cool Fact The Compass was first introduced as a 2007 

model and is expected to stick around until the beginning of 

the 2016. 


MINOR The Jeep Cherokee adds engine stop-start 

technology on 3.2L V-6 models for 2015. Said to offer fuel 

economy improvements and C02 emissions reductions 

of up to 3 percent, the new feature won’t (yet) be offered 

on the standard 2.4L I-4. The Cherokee makes available 

three 4WD systems, two with low range and another with a 

locking rear differential. 

Cool fact Mopar offers custom hood decals that can show 

popular trails or a driver-specified topographical map graphic. 

MINOR UNCHANGED 

MINOR 




Jeep / Kia 

Jeep Patriot 

Kia Sorento 



UNCHANGED 

UNCHANGED The Patriot sticks with us for the 2015 model 

year, serving consumers who want a small Jeep crossover under 

$20,000. For 2014, the Patriot adds an available 6-speed automatic, 

along with the 5-speed manual and CVT. The Altitude model, which 

features blacked-out exterior styling, is expected to return. Engine 

options include a 158-hp 2.0L I-4 and a 172-hp 2.4L I-4. 

Best Buy A Patriot Altitude if you can’t wait for the 

new Renegade. 


Opt Engine 2.4L/172-hp/165-lb-ft I-4 


5M/6A/CVT 

Tow 1000-2000 lb 


Safety Airbags: 6; rear cam: N/A; 

BMS: N/A 




Tow 1650-3500 lb 


Safety Airbags: 6; rear cam: 0; BMS: O 

UNCHANGED Since the Sorento was heavily refreshed 

for 2014, the midsize crossover carries over for 2015. A 

191-hp, 2.4L I-4 and 290-hp, 3.3L V-6 are available mated 

to a 6-speed automatic transmission, with a third row of 

seating offered on both engines. The 2014 Sorento benefited 

from an updated exterior, revised suspension, and electric 

power steering. 

Cool Fact The Sorento’s available Flex Steer system includes 

Comfort, Normal, and Sport steering seings. 

UNCHANGED 

Jeep Grand Cherokee 

Kia Sportage 



UNCHANGED 

UNCHANGED The popular Grand Cherokee rolls into 2015 

without major changes. Last year’s refresh improved the interior 

and updated the exterior styling, and a new diesel model was 

introduced. Other powertrain options include a 3.6L V-6, 5.7L V-8, 

and even a 6.4L V-8 on the performance-oriented SRT model. 

Cool Fact The Grand Cherokee EcoDiesel won a 2013 

comparison against diesel-powered challengers from 

Volkswagen, Mercedes-Benz, and Porsche. 



V-8; 3.0L/240-hp/420-lb-ft t-diesel V-6; 

6.4L/470-hp/470-lb-ft V-8* 

Drivetrain Front engine, RWD/ 

AWD/4WD, 8A 

Tow 6200-7400 lb 





turbo I-4 


Tow 2000 lb 



UNCHANGED The Sportage heads into 2015 unchanged 

after receiving meaningful updates for 2014. The 2.4L 

I-4 base engine gained direct-injection, which adds 6 hp 

and 9 lb-ft, while new wheel and grille designs are added. 

NVH was improved, and high-performance dampers made 

standard. Options include HID headlights, LED taillights, a 

panoramic sunroof, and a 260-hp turbocharged 2.0L I-4. 

Cool Fact The first-generation Sportage went on sale 

in 1995. 

UNCHANGED 

Jeep Renegade 

Land Rover LR2 

ALL-NEW 


ALL-NEW Jeep’s modern, Fiat-based compact 

crossover is here. Called the Renegade, the Jeep will 

offer a 2.4L I-4 and a turbo 1.4L I-4, with a 9-speed 

automatic transmission serving those who want 

maximum mileage behind the wheel of the boxy CUV. 

The Renegade might not be the most capable Jeep ever, 

but equipped properly, it’s said to be plenty capable. 

Cool Fact The Renegade Trailhawk gets a 0.8-inch lift 

for a ride height of 8.7 inches. 


turbo I-4 

Opt Engine 2.4L/184-hp/177-lb-ft I-4 


6M/9A 

Tow 2000 lb 




turbo I-4 



Tow 3500 lb 



Base Price $37,525 Body Type SUV 

UNCHANGED While there are a few new option 

packages available for the long-serving LR2, the big news is 

that Land Rover will soon replace it with a vehicle called the 

Discovery Sport. This makes sense because, not only has 

the LR2 never sold that well, but one of the big growth spots 

in the market is compact luxury SUVs. Expect the Discovery 

Sport to take over where the rugged LR2 left off, only this 

time in a much more handsome wrapper. 

Look For An all-new model that should be beer in every way. 

UNCHANGED 

Jeep Wrangler Unlimited 

Land Rover LR4 


Base Price $51,000* Body Type SUV 

UNCHANGED 

UNCHANGED With the Toyota FJ Cruiser discontinued, the 

Wrangler has one fewer competitor in the off-road-ready SUV 

segment. Offered in two- and four-door form, the Wrangler 

comes with doors that can be removed, and it has plenty of 

style whether you’re cruising down the boulevard or actually 

puing the SUV’s four-wheel drive to work. 

Look For The next Wrangler to retain its unique 

chassis. It will reduce weight and increase efficiency 

while maintaining capability. 



Drivetrain Front engine, 4WD, 6M/5A 

Tow 2000 -3500 lb 


Safety Airbags: 4; rear cam: N/A; 

BMS: N/A 




Drivetrain Front engine, 4WD, 8A 

Tow 7700 lb 



UNCHANGED The big news is that this year is 

your last chance to buy the LR4, as Land Rover is 

thankfully dropping the name and replacing it with 

the vehicle’s original moniker, Discovery. Expect the 

new Discovery to be just as tough and functional as 

the vehicles that came before it, but with much beer 

fuel economy and technology. We can’t wait. 

Look For Improved fuel economy in the LR4’s last year of life, 

though the EPA hasn’t signed off on that yet. 

UNCHANGED 

Kia Sedona 

Land Rover Range Rover 

ALL-NEW 

Base Price $23,590-$36,190 Body Type Minivan 

ALL-NEW The Sedona is back for 2015 with new sheetmetal, 

a fresh interior, and a high-end SXL model. The Sedona offers 

seating for 7-8 passengers and available second-row seats that 

can slide from side to side as well as from front to rear. Kia is 

hoping the Sedona catches consumers’ aention the same way 

the Optima midsize sedan has. 

Cool Fact The Sedona SXL uses the same Nappa 

leather on its seats that’s found in the K900 flagship 

luxury sedan. 



Drivetrain Front engine, FWD 6A 

Seats/Foldaway 7-8/3rd row 


Safety Airbags: 7; rear cam: S; BMS: 0* 





Drivetrain Front engine, 4WD, 8A 

Tow 7716 lb 




UNCHANGED Only minor option and paint changes and 

the InControl app suite come to Land Rover’s range topper. 

The standard blown V-6 combined with the all-aluminum 

body mean extra savings at the pump and lighter handling. 

Last year’s $185K, long-wheelbase, ultra-luxury (and limited 

to 100) Autobiography Black edition will likely be joined by 

a high-performance SVR version launching after the Range 

Rover Sport SVR. 

Look For Blown V-6 offers a great power and efficiency 

trade-off. 

UNCHANGED

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