FEED - MotorWeek
Torque: 512 lb-ft.
0-60 mph: 4.2 seconds
1/4 mile: 12.9 seconds @ 106 mph
EPA: 80 MPGe city / 72 MPGe highway
Have we finally reached the point where EVs are the present, and no longer just our automotive future? Well, by the sales numbers, we’re not quite there yet! But as more and more EVs emerge from familiar brands, like the jaguar i-pace for example, we’ll soon be fully living in the EV now! So here’s another look at what that reality will look like.
We’ve driven the future more times than we can remember. Well, add another one to that list, this 2019 Jaguar I-PACE crossover utility. Yes, the first fully electric SUV from a traditional car brand has come from Jaguar.
But, this is certainly not your traditional luxury ute. Yes, it does have all-wheel-drive, thanks to a twin-motor arrangement; with both front and rear motors getting equal amount of power from the 90-kwH battery pack that is mounted low in the I-PACE’s all-new chassis.
The two motors combine for a total output of 394-horsepower and 512 lb-ft. of torque.
And while its shape doesn’t really resemble a boxy SUV either, its extra-long 117.7-inch wheelbase allows for a big cabin in a small package; one of the many benefits of not having to build a vehicle around an internal combustion engine.
Speaking of looks, Jaguar went to great lengths to keep the family resemblance strong; even to the point of including a traditional grille, although it isn’t needed.
And, what kind of a range does it have? Well, 234-miles is the Government tally, or about the same as the larger Tesla Model X 75D. That’s plenty of distance for going about routine tasks and even most day trips.
I-PACE rates MPGes of 80-City, 72-Highway, and 76-Combined.
Now, fully depleting the battery does require almost 13-hours of charging time with a 230-volt level-2 charger; but DC fast chargers can get it 80% full in just 40-minutes time.
Regen braking, helps extend battery life of course; but unlike some EVs with multiple modes, here you have just high or low to choose from.
Using your foot, panic stops will take only 112 feet from 60.
Nothing about the interior screams EV, fortunately, as it’s not all that different from the E-PACE. The luxury quotient is high; the I-PACE seemingly wants to coddle you, not shout at you about how it’s an electric vehicle or some sort of techno showplace.
Seats are very comfortable, and there’s 25.3 cubic-ft. of cargo space; expanding to 51.0 with the rear seats folded.
Naturally, it keeps you fully updated on battery status; and depending on what drive mode you’re in, it will help you get the most out of your battery.
Now like most EVs, you do hear suspension noises and other things that are usually masked by engine sounds; but for the most part it’s a quiet and calm driving experience. You can dial up some artificially created engine roars, but we could do without them; preferring to shelter in the serenity that EVs provide.
It’s not ludicrously fast, but it will hit 60 in just 4.2-seconds, engaging all of its 512 lb-ft. of torque right from the get go. And once you get used to all of the power that’s easily on tap whenever you want it, driving a gas-burning car just doesn’t feel the same.
No shifting, just 12.9-seconds of unrelenting power as you hit 106 miles-per-hour in the ¼-mile.
Thanks to low mass, good suspension setup, and quick steering, the I-PACE is quite a good handler. Well balanced, easy to whip in and out of cones, as well as maneuver around city streets. In other words, just like a Jaguar!
Indeed, the best complement we could give the I-PACE is that at no time does it feel like just an EV. In fact, it doesn’t behave vastly different from any other luxury crossover we’ve driven lately.
As with any rising technology, pricing is still a major hurdle. And, it’s not that $70,495 is an extreme amount of money for a well-designed luxury vehicle; it’s just there are plenty more choices out there that still burn gas, and cost less.
The internal combustion engine’s days are mostly likely numbered. Sure that day won’t arrive anytime soon, but it did just get a lot closer with the arrival of the 2019 Jaguar I-PACE.
Chances are, Tesla buyers won’t come running, they’ve consumed far too much Kool-Aid for that. But luxury buyers elsewhere, who sample the I-PACE, will be as impressed as we are. As we move from early adopters to the mainstream; it’s a genuinely enticing luxury crossover, that’s whooshing in a new era of EVs.
If you live in an area where you get any amount of snow whatsoever, there is the eternal question: Do I need winter tires? And to shed some light on it, we have our tire expert, Matt Edmonds. Matt, welcome back to Goss’ garage.
Matt Edmonds: Pleasure to be here, Pat.
Pat: Alright, we have some examples of tires here. Give us a primer.
Matt: Well we’ve got the Michelin X-Ice 3 which is a dedicated winter tire. And then we have the Latitude which is a non-dedicated winter tire, really an all-season tire.
Pat: Alright, so what are we losing and gaining between the two?
Matt: Well, you know, an all-season tire is good in anything, not great in anything. If you go to a dedicated winter tire, it’s like putting on those boots when you go outside in winter’s worst conditions, so that you have the maximum control and performance. And performance equals safety.
Pat: Ok, so significant advantages when the snow is on the ground with dedicated snow tires.
Matt: Also, when there isn’t snow on the ground because what ends up happening is this tire has been really built to work in those cold temperatures. So the rubber stays nice, pliable and soft. So when the pavement is dry, you still have that grip. And all-season tire might get a little harder. If you had a performance summer tire on, it’d be like rock-hard plastic on that pavement.
Pat: Ok, but then why do we want to have snow tires and change them. Why not run them all year round?
Matt: That’s something that manufacturers are starting to address, with this three peak mountain snowflake which is a symbol that we’ve seen only on dedicated winter tires. It’s now starting to show up on some all-season tires that we say have “enhanced winter traction.” So these have been tires that now are just not based on their geometry, good in the winter conditions but also with some of the engineering in the compounding, etc has been developed to really work better in winter. They’re an all-season tire that has been stepped up a bit shall we say in its winter performance.
Pat: That might be a good alternative for lots of folks.
Matt: Lots of folks are in that marginal are where you don’t have winter conditions on a day-to-day basis. You may have mild winters, a dusting of snow or some really cold weather days. But, not on a consistent basis.
Pat: And that would also do away with changeover.
Matt: That would simplify things a little bit for some people but some people, again still like that ability and as much as they say “Well gosh, I’ve got a second set or tires.” Well, they’re resting while the others are working.
Pat: Gotcha, Matt, thank you. If you have a question or comment, drop me a line right here at MotorWeek.
We focus a lot on the ongoing electrification of automobiles, and their energy and environmental. But many truck and transit bus fleets are flipping the switch to EV power also… and we think that’s a capitol idea!
As the epicenter of our nation’s and a top tourist destination, Washington dc has a lot of people moving around town. And just as more and more of them are choosing efficient zero-emission personal transport, city officials saw an opportunity to improve their transit fleet as well.
In the spring of 2018, the DC Department of Transportation, or DDOT, took delivery of 14 American-made Proterra battery electric buses, making it one of the largest electric bus fleets in the country.
This purchase raises the bar again in dc’s ‘lead by example” practice when it comes to mass transit. The DDCOT EV bus fleet adds to the mix of clean fuels like CNG and advanced technology electric hybrid buses that are already serving riders in the neighboring bus fleets across the DC-Maryland-Virginia region.
The DC circulator buses transport more than 4.8 million passengers each year, and travel six routes around dc and into Virginia, stopping at popular monuments, museums, attractions and transportation hubs along the way.
Natressa Jackson: Good morning...alright..I like those glasses. Welcome to the circulator. You must ring the bell when you hear your stop.
For driver Natressa Jackson, switching from diesel to electric was seamless
Natressa Jackson: It’s a very smooth ride, it’s a very quiet ride.
In addition to being quieter, these electric buses provide riders with the benefits of free public wi-fi and USB charging for electronic devices, as well as informational displays for commuters and more powerful air-conditioning.
The energy and environmental impacts of the new electric bus fleet are impressive, displace nearly 89,000 gallons of diesel per year, and reducing co2 emissions by a quarter million pounds. The Proterra buses are powered by 4 large battery packs under the floor. After charging overnight, the buses can operate for a full 10-hour shift.
Jeffrey Bennett: It is more upfront, but it’s because of the newer technology, typically newer technology costs more, but over time we’ll notice, or we’re hoping to notice, reduced maintenance costs which will help us out on the back end. So, right now we currently have 14 electric buses. Over the coming fiscal year, we hope to purchase an additional 18, and long-term, we hope to have an entire electric fleet.
Dozens of other cities around the country have reached the same conclusion, and are investing in energy efficient zero-emission electric buses and service vehicles. And everywhere they hit the streets, these highly visible EV ambassadors are making an impact by raising awareness as well.
Ira Dorfman: We’re having an EV revolution in the Washington DC area. A lot of people are purchasing electric vehicles, and this is the first opportunity for others to see that the technology really works.
Another pick-up truck is joining this ever increasingly popular global segment. Volkswagen is unveiling the Tarok Concept at the São Paulo International Motor Show. The compact four door cab seats five. Power will come from a 147 horsepower four-cylinder TSI engine matched with a 6-speed automatic and 4MOTION all-wheel drive. The most interesting feature of this Tarok concept is a variable length bed. An access hatch to the cabin folds down for loading really long items. A production version of the Tarok will soon be launched on the Brazilian market, but it is unlikely to be imported to the U.S. This isn’t VW’s first pick-up. The mid-size Amarok commercial fleet oriented pickup has been on sale for years. The VW Atlas Tarok concept truck shown last spring at the New York International Auto Show is a much larger vehicle than the Brazilian Tarok, more intune to American tastes. However there is no word from VW when or if an Atlas based truck will be made here.
Polestar has undertaken the first of a series of crash tests as part of the development of the Polestar 1. This represents the first time the Volvo Car Group has assessed the strength of a carbon fibre reinforced polymer body in a real crash situation.
“We were really excited about this crash test. The first crash test of Polestar 1 has been about exploring the unknown,” says Thomas Ingenlath, Chief Executive Officer at Polestar. “This was a crucial proof point in the development of Polestar 1; we had to know that the ideas and calculations that have gone into building this car were right – and they were.”
In contrast to a steel body where bending helps the integrated crumple zones to reduce the amount of crash energy that reaches the vehicle’s occupants, carbon fibre dissipates energy by cracking and shattering.
Close attention was given to the way the carbon fibre body reacted to the extreme forces involved in the impact. The engineers also focused on how the underlying steel body structure, and carbon fibre ‘dragonfly’ which strengthens it, managed the forces.
The Polestar 1 verification prototype, part of the first Polestar 1 build series, was propelled into a stationary barrier at 56 km/h, simulating a frontal collision.
Most of the energy was absorbed by the car’s crash structure, with the remaining energy mitigated by the carbon fibre body panels into the body structure which remained rigid and did not show signs of bending or misalignment after the crash.
Zef van der Putten, responsible for carbon fibre at Polestar, comments: “The outcome of this first crash test validates the decision to build the body of Polestar 1 in carbon fibre. It also confirms that carbon fibre supports the highest safety standards. This is an example of how Polestar spearheads the development of new technology in the Volvo Car Group.”
The crash test was conducted at the Volvo Cars Safety Centre in Gothenburg, Sweden, where cars and other vehicles are crash-tested in a large number of real world simulations
Audi brings futuristic design and mobility to the big screen for the first time with the Audi RSQ e-tron, a fictional, virtual performance concept car created for Twentieth Century Fox’s animated film Spies in Disguise. The full-battery electric model, created by Audi Design in cooperation with Blue Sky Studios, combines automated driving with artificial intelligence and transformational technology. The RSQ e-tron will be driven by super-spy Lance Sterling, voiced by Will Smith, and appears in the film’s trailer live today. The animated family film will be released in cinemas in September 2019.
With a hologram speedometer, electric mobility and fully automated driving technology, the two-seater concept car embodies the visionary design language of the brand. In the movie, super-agent Lance Sterling needs a performance car that will complement his prowess: Along with equipment features such as a fully automated driving mode and other Audi assistance systems, the concept car has special features for secret agents.
Road Test: 2019 Bentley Continental GT
Two Wheelin': 2018 Honda Gold Wing
Goss' Garage: Follow Your Nose
Motor News: Honda/Toyota Autonomous Collaboration
Long Term Update: 2018 Subaru Crosstrek | 2018 Toyota Camry
Road Test: 2019 Hyundai Veloster Turbo
Engine: 6.0 liter
Torque: 664 lb-ft.
0-60 mph: 3.7 seconds
1/4 mile: 11.9 seconds @ 119 mph
While it will probably be overshadowed by this Bentayga crossover in due time, it’s the Continental GT coupe that has championed the reborn Bentley brand so far this 21st century. And now, it’s time for a 3rd generation of the car that put the “flying b” back on the map.
Owning a car like this 2019 Bentley Continental GT, is an experience that relatively few people will ever be able to do. But, just seeing these beautiful beasts roaming their natural habitat, is a rewarding automotive experience all on its own. Fortunately for us, we get to do a whole lot more than just look.
Since it arrived for 2004, there have been numerous updates over the two previous generations of the Continental GT luxury coupe. But, up until now, it rode on Volkswagen’s D1 chassis. And while those underpinnings were truly fantastic; it was time for some “out with the old, and in with the new”. Now it’s the MSB chassis, that has much in common with the Porsche Panamera.
Also, while its standard all-wheel-drive system was 60/40 rear-biased before, the Continental’s new active system operates mostly in rear-wheel-drive fashion, calling on the front wheels only when needed.
Likewise, the transmission, which was a true 8-speed automatic before; is now a dual-clutch design. Engineers were hesitant to go that route prior to now, due to what they felt was a lack of overall smoothness. They think that time has arrived and we have to agree, shifts are lotion-like; yet can be aggressive when the time is right.
And rest assured, the interior is just as exquisite as every Bentley before it. Making you not want to get out of it when you arrive; or even pondering taking the long-long way around to put off getting there.
There’s plenty of the technology that today’s luxury buyers insist upon; yet the GT still has a driver’s car feel to it, even to the point of including a disappearing infotainment screen, that allows you to bring up a row of analog dials in its place.
That silky polished sledgehammer of an engine, Bentley’s twin-turbo W12, is fortunately still here; delivering truly mind-bending levels of acceleration, with otherworldly-like smoothness. Horsepower now sits at 626, with 664 lb-ft. of torque.
Swinging this sledgehammer at our test track, we smashed the 0-60 in 3.7-seconds. Power pours out of this thing like water over Niagara Falls, smooth at the top end, downright violent at the bottom. Still, it’s an easy launch, with a rational amount of traction.
Shifts are hard and fast, with minimal power loss. Yet, the 11.9–second ¼-mile trip as a whole, is still the smoothest way to get to 119 miles-per-hour than anything else we’ve ever driven.
That W12 still causes the GT to be overly front heavy. So, if a livelier experience is what you’re looking for, you might want to wait for the anticipated V8 to arrive.
The standard air suspension does allow for some roll in corners, to keep the sensation natural, instead of feeling artificially flat. But there’s close to 5,000-lbs. to deal with here, so the Bentayga’s 48-volt active anti-roll bar system is there to help as well.
Stylistically, it’s not a big departure from before in any way. It’s perhaps a little more athletic looking; and those exaggerated hips of the original have become even more pronounced. It looks fantastic sitting still from any angle, but appears even better in motion, going down the road like it owns it.
As for pricing, well it is a Bentley, a fantastic one at that, and the smoothest riding, most luxurious Grand Tourer you can buy. So, putting it that way, $219,925 shouldn’t cause anyone to faint.
According to novelist George Orwell, all animals are equal, but some animals are more equal than others. Now, you may never get to drive your 2019 Bentley Continental GT over an Alpine pass on the way to your chalet, but it has a way of turning every driving occasion into an event that’s just as rewarding. And for discerning well-healed luxury coupe fanciers, there is really no equal.
Engine: 1.6 liter
Torque: 195 lb-ft.
0-60 mph: 7.1 seconds
1/4 mile: 15.5 seconds @ 91 mph
EPA: 28 mpg city / 34 mpg highway
There are 4-door sedans, there are 3 and 5-door hatchbacks, and then there’s the Veloster. It’s a 4-door hatchback. Or is it just 3-door with something extra? Whatever it is, it’s unique and there’s and all-new one here now.
Not long after unique cars like the Hyundai Veloster arrive, one of two things tend to happen. They either tone down their quirkiness to conform, and appeal to a broader clientele, or they just go away. Well, we’ve got an outlier here, as there’s an all-new 2019 Hyundai Veloster and it’s still letting its freak flag fly.
Yes, Hyundai has surprisingly kept the funky 2+1 door + hatch arrangement intact. One thing they did eliminate is the previous gen’s base 1.6-liter engine. In its place, is a new 2.0-liter I4 still with an eye on fuel economy, with 147-horsepower and 30-combined mpgs.
The optional 1.6-liter I4 turbo does return, putting out the same 201-horsepower and 195 lb-ft. of torque.
You can send power to the front wheels with a 6-speed manual transmission for either engine, but the available automatics differ; a traditional 6-speed auto for the 2.0-liter, a 7-speed DCT for the turbo.
The Veloster’s fun-factor remains high as well; with nice quick steering, and a driving experience that is hard to find in cars that inhabit this price level.
In similar fashion, the Veloster’s nice looking, modern interior punches above weight as well. Each trim level offers unique colors and materials, and Ultimate is properly named if you want the most goodies.
You’ll get heated leather seats, 8-inch touchscreen with navigation, Infinity premium audio system, wireless phone charging, head-up display, alloy pedals, and a 4.2-inch color TFT display in the instrument cluster. A back-up camera is standard on all Velosters. That’s great, as blind spots remain significant.
Beneath the hatch, lies 19.9 cubic-ft. of cargo space; expanding to 44.5 with rear seatbacks folded. So, depending on where you’re coming from, the Veloster is either a less practical 5-door wagon, or a more practical 3-door hatchback. Just remember that +1 door is on the right side.
Even with a wider grille and more aggressive lines, this new Veloster also doesn’t look all that different. So, it’s still not pretty; but rather cute in a bulldog sort of way.
We were hoping for a little more aggression at our track test, but the little turbo is a little slow to wake up. It does come alive around 3,500 RPM, and ushered us to 60 in 7.1-seconds.
That’s 7/10ths of a second quicker than the last Veloster turbo. And since output is unchanged, it might just be the 7-speed DCT that makes the difference. It snaps through gears rather briskly, making the ¼-mile trip a fun one, at 15.5-seconds and 91 miles-per-hour.
All of this accompanied by some artificially-enhanced engine noise that we could live without.
The turbo does more than just bring more power; Turbo models also get quicker-ratio steering, with additional feedback, as well as stiffer suspension tuning. Combined with Veloster’s standard Torque Vectoring Control, you get a tossable chassis that’s crazy fun to whip in and out of cones.
Depending on how you enter each gate you’ll see either a tiny bit of understeer or a small amount of oversteer. Just about the perfect setup for autocrossing. It stays very flat, yet is soft enough to feel comfortable and not on edge at all.
Stops from 60 averaged 119-feet. Not super short, but the steady braking feel and laser-like stability are quite confidence inspiring.
Still not enough spark to put up with the Veloster’s looks? Well, the Veloster N, the first of Hyundai’s new high performance line, is on the way and we promise you it’s 2.0-liter turbo is indeed an eye opener.
But, Government Fuel Economy Ratings for our test 1.6 turbo with DCT, are 28-City, 34-Highway, and 30-Combined. Our average, a fine 30.5 miles-per-gallon of Regular.
Staying just under the $20,000 threshold, Veloster pricing starts at $19,385. Getting the 1.6 turbo will cost you at least $23,785; with our Ultimate starting at $27,535.
Whether you think it’s cool, stupid, or something else entirely; the 2019 Hyundai Veloster doesn’t really care. And unlike the Mini Cooper, it doesn’t really have charm going for it. What it does have, is uniqueness, combining above average prowess and poshness in a quirky package you won’t find anywhere else.
The road to autonomous, self-driving cars is leading to new partnerships with major Asian brands that are helping to fuel the momentum.
Honda is joining General Motors and Cruise to develop self-driving vehicles on a large scale. Honda is contributing $2.75 billion to this new collaboration. The Japanese automaker has previously worked with GM on electric cars.
Meanwhile, Toyota and SoftBank are setting up a joint venture called MONET Technologies Corporation. The collaboration will draw on technology from Toyota's Mobility Services Platform and SoftBank's Internet of Things Platform. Initially they plan to provide on-demand transportation for public agencies and private companies. It could lead to autonomous mobility as a service including delivering meals and providing hospital shuttles. Right now their plans are only for Japan, but they hope to expand globally.
When cars can fully drive themselves… and no longer have a steering wheel… what happens if you need to- for emergency sake-- drive it yourself? Well one domestic automaker is thinking about that.
Recently Ford was awarded a U.S. patent for what they call “non-autonomous steering modes”. It basically allows a mobile device… like a smartphone, to sync up with the car’s computer. The patent mentions two different ways to steer the car. The first one involves physically turning the smartphone to steer the wheel. The second one is a “virtual steering wheel” on the smartphone. The patent says the technology would turn the wheels in the direction --and at the rate—the driver is using the mobile device.
Another new twist in the ever-evolving technology of autonomous driving. And that does it for this week’s Motor News.
Ah there’s nothing like that new car smell. But in many cases that new car smell gives way to some rather pungent odors. Not the least of which is the one which smells like dirty sweat socks. Well that could indicate that you have a leaky sunroof if your car has one.
So you want to start out by looking at the drains in the sunroof. No, they’re not waterproof. So water gets into them and has to drain out into the inside of the car. Another thing there is that you may find that you have wet carpet due to a number of different things. You want to make sure on that, you take a dry paper towel, put it down into the carpet and push down into it like so.
Whoa. We have wet carpeting which stinks. You’ve got to find the source. Another thing that can create that kind of source is air conditioning. It’s moist. Mold. Mildew and all sorts of stuff grows around the air duct in the air conditioning. So you may need products like these to eliminate the mold and deodorize the system.
Next is a rotten egg smell. That usually means something is not right with the catalytic converter. Not necessarily the converted itself but maybe a tune up issue or a leaky fuel injector or something like that. But it gives you an idea of where you want to look. And pay close attention to leaky fuel injectors for that one.
The next one that we have is something that smells like burnt toast. And guess what smells like burnt toast. Burning wires. So you need to check the electrical system for problems. Next is something you may find kind of pleasant. And that is the sweet smell of leaking antifreeze. It smells like candy sometimes. So what you have to do in many cases to find these leaks is to us a dye that goes into the cooling system, or it can be used in oil and so on.
But the dye goes in, it’s run for a few minutes. Then you use special glasses and a black light and you can see traces of the dye because it glows. And that tells you where your leak is. Next is burning rubber smell. And the first thing you think of is that you have a problem with the drive belt of the serpentine belt. Something has seized up or slipping and its heating the rubber up.
And you have an issue, you have a burning rubber smell. By the way, if you have a teenager, It may have nothing to do with the car at all. Because stuff like this well the teenager could be doing burnouts so you want to check that out. And if you have a question or a comment, how about dropping me a line. Right here at MotorWeek.
We’ve put a lot of miles on this Honda. And when it comes to long distance touring, it really can’t be beat. There’s all the space for luggage, the legendary comfort, every technology doo-dad you could want, and even a smooth running 6-cylinder that helps it eat up miles like no other motorcycle on the road… wait, just what are we talking about?
As the most popular non-cruiser heavyweight touring motorcycle of all time, the Honda Gold Wing was at a crossroads. Satisfy and aging motorcycle population that depends on them, or go after younger buyers by packing it full of the technology they feel they need, let’s take a look at the leaner and meaner Gold Wing.
As much as we all see the Honda Gold Wing as a Motorbago two-wheeled RV, the first Gold Wing wasn’t really designed with that in mind at all.
Rather, the original GL1000 was meant to be a high performance do-it-all motorcycle with great comfort. Really, the Gold Wing as we know it, was Honda’s response to all of the aftermarket companies that offered touring accessories for it. And over the years, it has evolved into the ultimate touring machine that it is today; with refinement, comfort, and luggage capacity found nowhere else.
Chief priority for the 6th generation Wing seems to have been removing weight, and mission accomplished by almost 100-lbs. You notice it as soon as you flick up the kickstand, and even more so in slow speed exercises.
On the technology front, there’s a clear and comprehensive info screen and intuitive controls; Honda’s 4-wheeled side could learn a thing or two in functionality when it comes to the interface.
As before, most mechanical bits are well-hidden, which is a shame as you’re missing out on a lot of updates; including a new double wishbone front suspension, not unlike BMW’s Duolever design.
It all works to provide a much more enjoyable riding experience. Not exactly a slouch in the handling department before, but now it borders on sport-touring territory; feeling more than competent in just about any situation you expose it to.
Still a flat-6 providing the power; it has shrunk a little in physical size and weight, and output remains about the same; but the torque curve has been broadened, and the exhaust itself is over 7-lbs. lighter than before.
Transmission is a 6-speed manual, or a new 7-speed DCT. Naturally, we wanted to tryout the DCT, and it works very well. Both Sport and Tour modes have distinct personalities; plus, in addition to reverse, there’s a Walking Mode for slow speed maneuvering, since you no longer have a clutch to modulate.
An electronically adjusted windscreen is standard and lowers automatically upon shutdown, but has a memory, returning to where you had it before you turned everything off, once you get rolling.
Now, news is not all great, especially for those that fully load their current Gold Wing to capacity, as there is now much less of it, down from 150 to 110 total liters. My advice, take less or get some modern clothing that packs up smaller, or just wear the same clothes every day and get on with it, there are roads to conquer.
The Gold Wing as we all think of it, is now this Gold Wing Tour; the standard Gold Wing, comes without the top case among other things, and replaces the previous F6B.
That base Gold Wing starts at $23,950, the Gold Wing Tour at $27,150; another thousand, if you want the DCT.
My apologies if all of the weight loss talk had you thinking you got sucked into a Jenny Craig infomercial. But, it is what it is; much like the 2018 Honda GL1800 is what it was, there’s just less of it to haul around. And in a way, it’s gone back to its original roots as a comfortable do-it all motorcycle that you just don’t want to stop riding.
This Just In: ‘Hellephant’ in the Room: Mopar Stampedes into SEMA with 1,000 Horsepower 426 Crate HEMI® Engine
The Mopar brand is stampeding into the 2018 Specialty Equipment Market Association (SEMA) Show with a brand-new HEMI®-engine-powered beast: the “Hellephant” 426 Supercharged Mopar Crate HEMI engine, which turns the crank at a mammoth 1,000 horsepower and 950 lb.-ft. of torque.The "Hellephant" 426 Supercharged Mopar Crate HEMI engine is a Mopar-first for a 1,000 horsepower crate engine kit offered by an Original Equipment Manufacturer (OEM).The press briefing in the Mopar exhibit at SEMA also included the unveiling of the 1968 Dodge "Super Charger" Concept, the perfect package for highlighting the "Hellephant" 426 Supercharged Crate HEMI engine assembly and kit.
After a grueling series of tests, Jaguar’s I-PACE electric SUV beat out 58 other competitors to win the prestigious German Car of the Year title. The award criteria considers each vehicle’s design, performance, ride, handling, future viability and general relevance, and includes both road and track evaluations by a panel of 12 expert journalists. We wouldn’t be surprised if this is the first of many such awards to be bestowed on this groundbreaking model.
Fitting both the performance-oriented nature and desert locale of the SEMA Show, Honda has unveiled their vision for an ultimate off-roader at this year’s aftermarket extravaganza. Combining elements of the Ridgeline pickup with the Pioneer 1000 side-by-side, the Rugged Open-Air Vehicle Concept features Civic R sport seats re-skinned in waterproof material, a Ridgeline-based interior, body and suspension, doors from the Pioneer, and custom-made bed and tailgate panels.
Mercedes-Benz wants to make every wheeled adventure in your life a safe and stylish one, with their brand on it of course, and the new Mercedes-Benz baby carriage Avantgarde from Hartan can help make that possible. Designed in conjunction with the carmaker’s design department, the new baby buggy features multi-position ergonomic seating with telescopic footrest, all-terrain maneuverability thanks to Solight Ecco pneumatic tires and AMG-inspired ball-bearing wheels, and sturdy lightweight aluminum construction. Now even your littlest one’s can ride around in style under the three-pointed star.