Bentley Motors of Crewe, England has begun production of the 2017 Bentley Bentayga and vehicles will begin arriving in the United States in May, 2016. Ho Hum, just another SUV for an overstuffed market, right? Not so. The Bentayga is a very, very special piece of work.
Meant to Be Expensive and Is Based on the Audi Q7 platform that will also bring us the next generation Volkswagen Touareg and Porsche Cayenne, the Bentayga is the most expensive and most powerful SUV available. Starting at $229,000 the Bentayga is fully loaded with all the comfort, convenience and safety features you could want. If you want the bespoke Mulliner picnic set from Linley, it will set you back another $28,000. For another $28,500, you can have carbon fiber body pieces like the rear spoiler and rear view mirror covers. Contrasting piping on the seats is $2,110 and the rear seat entertainment system is a bit over $7,000. A typical Bentayga will go out the door at around $275,000 with an adequate load of options. During a drive experience in Palm Springs in early February, the highest priced version I drove was $307,000.
Technological Tour de Force While the price of the Bentayga is what most people will be talking about, the vehicle itself is very, very high spec. Powered by a new 6.0L twin turbo W12 engine, the horsepower is rated at 600HP, but the torque is huge at 663 lb-ft. Mated to a ZF 8-speed automatic transmission, a 0-60 mph time of 4.0 seconds is achieved. For those with no speed limits to worry about, top speed is 187 mph. The full time all wheel drive system is mated with Bentley Dynamic Drive Control; a suspension system that has 4 settings as base or eight settings with the All Terrain Specification for any road or terrain condition. The key to this dynamic system is a 48-volt electrical supply for the drive system’s electronics. During a demonstration at the Chuckwalla Valley Raceway to the east of Palm Springs one lap using “comfort” was fast, but there was more body roll than desired and the throttle response was a bit anemic. The next lap shifted to “sport” mode and the personality of the vehicle changed dramatically. Throttle response was instantaneous and the suspension seemed to invite you to dive into the corners more aggressively. After four laps (not enough), grins for all.
Dune running with the Bentayga at Imperial Dunes near Glamis, California and rock climbing at Cahuilla Creek, it was possible to experience what almost no Bentayga owners ever will. The vehicle is supremely capable, but hugely expensive and not likely to be exposed to the kind of treatment off road in sand, mud, or rocks. Repairing the all aluminum body would be a bit expensive. But, it is clear the Bentayga can handle about anything that can be thrown at it on and off road. A truism holds that a vehicle in this class will not be taken off-road until the third or fourth owner.
Interior The interior is available in 15 colors (the exterior color choices are 17 base paints expanding to 90 hues with extra cost), but of course it is a Bentley. If you want to afford it, they’ll trim your interior in crocodile leather or rattlesnake skins. The seats are trimmed in a traditional Bentley style with diamond quilted hide and smooth leather. The seats are extremely comfortable and provide good support when cornering. The seating position is more car-like than in many sport utilities. You have to step up a bit higher and you are sitting a bit closer to the floor than in other SUVs that have a more command-of-the road seating position. Not uncomfortable, just different.
Driving Driving the Bentayga, it is not immediately obvious that there is 600HP under the hood. The engine is smooth and silent. It has a stop/start feature for improved fuel economy and cylinder deactivation when under light loads. All of this is seamless except for the occasional shudder away from a stop. On twisty roads the vehicle seems a bit ponderous and very heavy. Using the “custom” setting in the driving mode selector you can select a lighter steering feel that should make the vehicle seem lighter on its feet. All of its power and torque comes on immediately when passing. Floor it, whoosh, you are by and the folks you passed are watching your taillights fade into the distance.
The Achilles Heel One of the most critical areas in any new vehicle is the HMI or human machine interface. AutoPacific’s research proves it is extremely difficult to get this right and more than often a manufacturer has gotten it wrong. As part of the Volkswagen Group, it would be expected that the parts bin would have given Bentley access to state-of-the art navigation systems and interfaces. Bentley’s director of whole vehicle engineering stated “Luxury should always be simple.” We agree, but the Bentayga interface is very busy and confusing. The 8-inch screen in the center stack is already a bit small and looks outdated for a 2017 model year vehicle. The graphics are extremely busy and hard to decipher. Changing radio stations is a several step process and includes using a graphic slide on the touch screen monitor to scroll for stations. We were driving prototypes, so sometimes there are glitches, in the vehicle we were driving the navigation system had the direction icon wandering all over the screen except where we were. The smaller screen between the speedometer and tachometer and head-up display saved the day. They were on target.
Business Bentayga promises to be Bentley’s top selling vehicle. For the past three years, Bentley has sold just over 10,000 vehicles worldwide. The $1.3 billion investment in Bentayga adds capacity for 5,000 more units annually. The United States should get between 25% and 30% of the production or between 1,250 and 1,500 units per year. Wolfgang Durheimer, CEO of Bentley, says he hopes to be able to expand that capacity in short order. The order books for 2016 are already full and waiting times are six months to a year.
Next Bentayga launches with top-of-the-line features. Next comes a plug-in hybrid version mated to a 6-cylinder engine. That is followed by a V8; likely the 500HP twin turbo V8 found elsewhere in the Bentley lineup. There may be a 7-passenger interior in the works for families wanting more carrying capacity. A fastback Bentayga (ala BMW X6) may be in the works as is a smaller 2-seat sports car. The Bentley Boys are busy.
Heart of Mazda The rotary engine is the “Heart of Mazda”, but unfortunately the company does not have a rotary engine in production now and may not in the future. The last rotary engine was in the Mazda RX-8 which was dropped in 2012. The rotary in that car could not meet the tougher emissions standards being adopted around the world, so the car and engine are history for the time being. Today, a group of 50 Mazda engineers continue to try to break the code of rotary engine emissions, fuel economy and reliability – all very tough challenges. With such a small group, likely with a limited budget, it seems like the hope for a rotary engine anytime in the future is dim.
Mazda executives mean it when they say the rotary is the “Heart of Mazda”. Back in the late ’50s and early ’60s, the Japanese government was thinking of consolidating its automotive industry and Mazda was in the cross hairs. Mazda likely would have been folded into Toyota or Nissan. To demonstrate that Mazda deserved to remain independent the company bought the license for the rotary engine from NSU in West Germany in 1960. Dozens of other companies licensed the technology as well, but Mazda was the only company to successfully bring the engine into production.
RX-Vision That did not, however, prevent Mazda from displaying the RX-Vision concept car at the 2015 Tokyo Motor Show. Widely considered to be the star of the show, the dramatically styled coupe uses a rotary engine to achieve a very low hood height. Using the latest evolution of Mazda’s KODO design language, the RX-Vision has an extremely long hood with the cabin positioned way to the rear. The proportions and scale are surprising from a company like Mazda. In fact, the size and proportions hearken back to the days of the Japanese supercar race with the Toyota Supra, Nissan 350ZX, Mitsubishi 3000GT and the last Mazda RX-7. That was an era when each Japanese company was trying to out-do the other with higher and higher spec sports cars.
The RX-Vision is a sculpture in “soul red” a paint developed to accentuate the flowing lines of the car. Made to take advantage of shadow depth the color is vivid and head-turning. The color also makes the car almost impossible to photograph and even the professional shots used here don’t do the RX-Vision justice. It is a strikingly beautiful concept that likely will never see the light of day – at least in its present form.
Lexus Spindle Grille Gets Even Bigger You might have noticed that Lexus products are getting a bit more expressive as the brand tries to broaden its customer base. A bit more expressive may be an understatement for the new RX350. The now-trademark Lexus spindle grille goes to new lengths in the 2016 Lexus RX350. The gaping snout is so large that it impinges on the approach angle of the crossover SUV. It is gigantic! This is the fourth generation RX350. If you can remember back to 1998, the RX350 was the first premium brand crossover SUV. It started a trend that almost every premium brand has since copied – car-based, unit body, good ride, maneuverable, fuel efficient, quiet, good performance.
The predecessor to the 2016 Lexus RX350 was clearly a derivative of the Toyota Camry/Lexus ES350. In fact the instrument panel was so plain it looked like it was right out of a Camry. The styling was essentially characterless, but it remained the top selling Lexus.Bouncy Castle Pentagon Princess buy
New RX350 Designed to Broaden Appeal Lexus’ top engineer described the new RX as being derived from the Toyota Highlander, but contends it is dramatically different. Compared with its predecessor, the new Lexus is about 5-inches longer with a 2-inch longer wheelbase. The character of the vehicle has been moved up a notch and the 2016 Lexus RX350 looks like it will easily remain the top selling Lexus nameplate. In addition to the grille, the exterior styling approaches “wild”. It has a “floating roof” where a black glass panel crosses the D-Pillar to give the impression that the roof hovers above the rear quarters. There are character lines swooping from the front fenders, the rear quarters, the rocker panels. Busy, busy, busy.
All of this new “interest” is designed to broaden the appeal of the RX. Previously, the RX was primarily a woman’s car. It was a car that took kids to school and to soccer practice and was seen parked in front of the beauty salon. But the new RX is designed to also appeal to younger males while not turning off the traditional RX buyer. Brian Bolain, the Lexus Corporate Manager of Marketing, says that research conducted by Toyota Motor Sales confirms that they have met the objectives: 1) keep traditional buyers, 2) attract more males, 3) attract younger buyers, 4) and with the F-Sport attract buyers wanting a more sporty look that is different from the base vehicle.
Its instrument panel looks like it is out of a Lexus GS350 rather than a Camry. The ingress/egress is easy. Visibility is pretty good. The seats are comfortable. The interior trim is upgraded compared with its predecessor. All in all, the 2016 Lexus RX350 comes across as completely new crossover SUV with more distinction inside and out that should appeal to a wider range of buyers.
Power Upgraded The base vehicle is powered by a 295-horsepower 3.5L V6 engine that operates on either Otto cycle or Atkinson cycle depending on engine loads. The V6 is mated to an eight-speed automatic transmission. The hybrid RX450h has 259-horsepower V6 that when combined with the hybrid motors yields a total 308-horsepower. The sporty F-Sport package is available on both the RX350 and RX450h. The F-Sport has upgraded interior trip, sports seats, unique grille and exterior ornamentation. The F-Sport chassis is upgraded and an optional adjustable suspension is available.
Mark Levinson Clari-Fi Premium Audio As usual, Lexus has teamed with Harman Automotive’s Mark Levinson sound system team for a very high quality premium audio system. Using Mark Levinson’s Clari-Fi technology, the system analyzes and improves the audio quality of all types of compressed, digital sources like SiriusXM radio or MP3 tracks. The idea is to fill in the up-to-90% of the original audio content lost through compression. The system works very well delivering clear, full music, but what would you expect from an 835 watt, 15 speaker/12 location, 10-channel system.
Dynamics – Seamless Driving the 2016 Lexus RX350 is seamless. The ride is smooth, handling flat. Performance is adequate. It is very quiet in the cabin except when some road surfaces excite the Michelin Ever Grip Technology tires. Ergonomics are good. Circling back around to performance. The F-Sport package is a trim and chassis option only. There is no performance upgrade with F-Sport. To really appeal to the younger, more enthusiastic male buyer it would be appropriate for the F-Sport to have power output above the 308-horsepower hybrid. A 10% power bump from 295 to 325-horsepower would be nice.
The one bitch several members of the media voiced was that a navigation system should be standard on any vehicle base priced over $30,000. Optional on the 2016 Lexus RX350.
Base price for the 2016 Lexus RX350 will be below $45,000. The vehicle is still assembled in Cambridge, Ontario. It will be in dealerships beginning in November 2015.
As Honda has done with the CR-V, the 2016 Honda Accord gets subtle, but important updates leading up to its August 19 debut for the sedan and August 26 launch of the coupe. Adding the Honda Sensing suite of electronic features brings the Accord equal or superior to competition in terms of electronic driver’s aids. Costing a mere $1,000 Honda Sensing is available on every model of the Accord. Honda Sensing includes adaptive cruise control, Lane Keeping Assist, Road Departure Mitigation, Collision Mitigation Braking – all features that can one day be part of an autonomous car.
On the outside the Accord has new styling for its front and rear six inches. The grille, front fascia and headlamps are new as are the taillamps. This improves Accord’s slightly clumsy front and rear styling for the present car. Engines are unchanged with a 3.5L V6 and 2.4L I4, but the 4-cylinder highway fuel economy has improved by 1-mpg to 37mpg. City and combined numbers are unchanged. This improvement results from aerodynamics and friction improvements. Overall, Honda has gone through the Accord finessing each system: high performance shocks, better control for the electric power steering system, aluminum hood on the sedan, larger front disc brakes on the Sport and Touring models.
The interior has been upgraded with Apple CarPlay and Android Auto available in the Display Audio system. The instrument panel has been upgraded with new gauges and accents. The interior trim has upgraded materials and fabrics. The center console has been redesigned to be more functional with today’s smartphones.
Because the 2016 Honda Accord is a high volume sedan and coupe, it can maintain pricing discipline. The base LX model price remains the same at $22,925. The top of the line Touring model is $35,400 including destination and with all boxes checked.
Just for fun, comparing the Accord Sedan to the Lexus GS350 yields a surprise. The two cars are almost identical in size with the Lexus having a longer wheelbase for its rear wheel drive set-up. Interior wise, the Accord is actually larger than the Lexus in several important dimensions. Accord’s 3.5L V6 gets 28 fewer horsepower than the Lexus’ 3.5L V6, but it still feels good. So saving about $23,000 getting a fully loaded Accord Touring versus a Lexus GS might make good sense.
The new 2016 Cadillac CTS-V is a gentle brute of a car. Loaded with every available option and priced nearer $100,000 than I would like (jealous, you see), the CTS-V can do about everything well. Lumping through the quiet village of Elkhart Lake, Wisconsin, children did not cower, mothers did not scream and pull their tykes closer, dogs did not howl. Pleasant drive, even showing 22mpg on the readout.
The 6.2L supercharged V8 has all boxes checked. Cylinder de-activation. Gasoline direct injection. Electronics up the wazoo. Mated to an 8-speed automatic transmission that is one of the crispest shifting on the planed, the powertrain is smooth and potent. 640-horsepower with 630 lb ft of torque. There is an electronic limited slip differential that guarantees the power gets to the rear wheels (no all wheel drive available).
Now, I normally do not test drive cars on a track when they require wearing a helmet. Head’s too big, big helmets hard to get into car. Cannot hear wll with helmet on. Cannot see well with helmet on. Headrest interferes. But the CTS-V is the exception. And another opportunity to drive Road America’s outstanding road course cannot be denied.
Man, you can do anything with this car. Blow an apex and it does not matter. Just point it where you want it. Lead car wants you to give chase? 125mph in a snap. Braking signs coming up, theh huge Brembos (with calipers in matching colors) bring the speed down effortlessly. Wow! What a fun car to drive!
There are those among us who will say the Dodge Hellcats are more worthy. After all they have 707-horsepower. They are certainly selling above expectations with FCA cancelling outstanding 2015 orders and doubling production of 2016 models (better profits from a higher price anyone?). I submit, however, the CTS-V is more of a piece. More solid. More capable. More trustworthy. And better screwed together.
Just do not check the Recaro seat option box. Go for everything else. On dealer lots in mid-August 2015.
Raising the Bar in a Competitive Segment The Koreans keep getting better and the new 2016 Hyundai Tucson (product code TL) is an example of how Hyundai has executed a segment-beater. Competing against big sellers Honda CR-V, Toyota RAV4, Ford Escape, Jeep Cherokee, Chevrolet Equinox, Mazda CX-5, etc. the new Tucson checks all the boxes. It is well styled and immediately identifiable as a Hyundai (looks almost too much like the Santa Fe Sport). It has a great package – good visibility, spacious front and rear seating, good cargo room, easy ingress/egress. The fit and finish is excellent inside and out. The interior trim materials have moved upwards – almost up to the next higher price class.
MY16 Hyundai Tucson
MY16 Hyundai Tucson
Hyundai Fell Behind in Segment – 2016 Hyundai Tucson Provides Conquest Opportunity The product is good enough to begin some serious conquesting. As the compact crossover SUV market has boomed over the past several years (growing 14.9% 2015CYTD), Hyundai has been left with a less-than-competitive product capable of selling around 45,000 per year. As such, Hyundai Motor America’s share of the segment slipped from about 6% to 2.5%. Some of that is due to capacity constraints from its Korean plant. A new plant in the Czech Republic has come on line and will be supplying Europe freeing up Korean capacity. With the new Tucson on sale in August, 2015, HMA’s volume is expected to rise to 56,200 in 2015 and up to 90,000 or higher in 2016. The 2015 Hyundai Tucson is good enough to pull that off if there is strong marketing support behind the vehicle (the last generation was essentially a “launch and leave” proposition with little marketing support). At 90,000 units, the Tucson will have about 6% of the segment.
Pre-Family Market Target Who will buy the 2016 Hyundai Tucson? HMA sees this as the entry targeted at “pre-family” singles and couples. Tucson is 8.5-inches shorter than the Santa Fe Sport that is targeted at “post-family” couples who no longer need the seven-passenger three row capacity of the 8.5-inch longer (than Santa Fe Sport) Santa Fe. Santa Fe is targeted at “core families”. Tucson democratizes technology by offering most of the latest gee whiz electronic features available on higher classes of products.
Hyundai describes its styling as bold and confident and it certainly comes across that way. It has a slightly more vertical windshield that helps ingress to the front seats. Tucson adopts Hyundai’s new corporate face with the hexagonal grille. From the side view, the Tucson is lean and wedgy. Exterior styling was by Hyundai’s European studio. The interior was styled in California. Ergonomics are outstanding with controls placed where expected. There is an 8-inch information screen with navigation and Hyundai’s BlueLink interface. The only criticism is with map graphics that don’t show enough detail and seem to show only major arteries, not the interesting spur roads you pass.
MY16 Hyundai Tucson
Powertrain OK but Full Throttle is Disappointing The base engine is Hyundai’s Nu 2.0L GDI 4-cylinder that has 164-horsepower and 151 lb ft of torque. The 2.0 L mileage figures are 23/31/26mpg. The 2.0L gets a six-speed automatic transmission. The optional engine, and the engine on the majority of Tucson models, is the Gamma 1.6L 4-cylinder Turbo with 175-horsepower and 195 lb ft of torque. The 1.6L mileage figures are 26/33/29mpg). The 1.6L gets a seven-speed dual clutch transmission. You definitely want the higher torque 1.6L Turbo. The torque is the key to performance feel. In the examples of the Tucson I drove, there was a noticeable lag when full throttle acceleration was wanted or needed from a stop (with traffic approaching, for instance). Pedal to the metal was disappointing. On a part throttle take off, this was not evident. It seemed to happen only when you really wanted the oomph. This is a characteristic an owner will learn over time, but Hyundai should sort it out ASAP.
New Maxima Job #1 in April 2015 The 2016 Nissan Maxima is assembled at Nissan’s huge Smyrna, Tennessee plant. Smyrna has become the highest capacity single plant in the United States with a capacity of over 650,000 units per year. The 8th Gen Maxima Job #1 was in April 2015 and dealers began getting the cars in early June. Competing with the likes of the Toyota Avalon, Chevrolet Impala, Dodge Charger, Ford Taurus and Acura TLX, the new Maxima pushes the design envelope with its “energetic flow” styling. The styling is head turning and certain to be controversial.
The Honda Pilot, good as it might be, has been a blight on the road. Its eyeball searing gawky looks were only short of the not-lamented Pontiac Aztec. These are harsh comments, but a vehicle that makes you scream when you first see at an auto show is certainly a show stopper and not in a good way. Honda defends the previous Pilot as having traditional sport utility vehicle styling. That may be so, but it was very third world and inappropriate for the American market. Lasting for an extremely long cycle for Honda – seven years – the Pilot was a very good vehicle under the skin and its interior was commodious to say the least. But, now it’s thankfully dead and to be replaced by the third generation 2016 Honda Pilot on June 18, 2015.
The 2016 Ford Explorer marks the 25th anniversary of the vehicle line. When it launched as a 1991 model, the Explorer redefined what a sport utility vehicle should be – it was a high volume SUV with 4-doors (Ford wrongly estimated 4-door sales would be 30% of the mix – later, it became 100%). 7,000,000 sales later, Ford is launching a nicely updated mid-cycle product change. When the 2016 Ford Explorer launches, most people won’t be able to tell the difference from the present Explorer. While the vehicle’s sheetmetal ahead of the A-Pillar is all new and the liftgate and taillamps are all new, the differences are subtle to the casual observer. So while the change for 2016 is major, its appearance change is minor.
Honda launches its all-new 2016 HR-V sub-compact crossover sport utility vehicle in May, 2015. The 2016 Honda HR-V, based on Honda’s diminutive Fit sub-compact, is very spacious for what it is. The interior – at least the passenger compartment – feels about as big as the larger Honda CR-V. HR-V’s wheelbase is only a half inch shorter than CR-V allowing the big seating area, but its overall length is about ten inches shorter – less cargo room. The front seating area feels wider than you would expect in a vehicle this small. Ingress and egress are easy to the front seats. The rear seats are a bit tight. You have to maneuver your feet to get between the B-pillar and the seat and there is not much knee room. Cargo room is larger than it looks. The best feature Honda takes from the architecture of the Fit are the “Magic Seat” rear seats that flip and fold several ways to maximize the flexibility of the area behind the front seats.