When a carmaker sells over 100,000 copies of a single model, it is understandably conservative when it comes to redesigns. That’s exactly what the new 2016 Kia Optima is – a conservative update on a successful sedan.
Visually, the new Optima looks a lot like the old one, and indeed the basic styling philosophy is there. It has the same wide trademark grille – which Kia calls a “tiger” grille – and the same signature roofline that made the old Optima one of the best looking midsize sedans on the market.
But on closer inspection, the differences show. The front end is redesigned, with the grille a little thinner than before. The headlights are now Bi-Xenon, high intensity lights, which could be optioned to move with the car around turns for better visibility. The whole car, in fact, is slightly longer, lower and wider than the outgoing model.
Inside, the theme of refinement continues, as the dash has been redesigned to be more functional and stylish, with a liberal use of soft-touch materials. One complaint, however, is with the console. Kia made the console wider, and in doing so, made it less comfortable for taller drivers whose knees hit the edge. The fact that it’s hard plastic adds to the discomfort and is a clue that, despite the luxury applications, the Optima is still a budget sedan.
Driving dynamics have been improved as well. Although hardly a sports car – and not quite up to the sporting levels of the Honda Accord or Mazda 6 – the Optima handles well for a family sedan and outshines other stalwarts in the class.
Under the hood is a choice of three engines. The base model Optima gets a 2.4-liter naturally aspirated four cylinder rated at 185 horsepower and 178 lb-ft of torque. Upper trim levels get a 2.0-liter turbocharged four cylinder rated at 245 horsepower and 260 lb-ft of torque. The turbo is actually down on power from last year, as Kia re-tuned the engine for better economy and mid-range torque. Both engines are mated to a six-speed automatic transmission.
New for the Optima is a 1.6-liter turbocharged four cylinder making 178 horsepower and 195 lb-ft of torque. Available only on the LX model, the 1.6 is mated to a seven-speed dual clutch transmission.
As is becoming customary in 2016, the new Optima comes with a host of safety features like lane departure warnings, emergency braking, intelligent cruise control, among others. The new Optima is also the first Kia to have both Android Auto and Apple CarPlay, allowing customers to use their smartphones to control music, messaging, voice calls and navigation.
The Georgia-built Optima will start at around $23,000 and top out at over $35,000. It will be in dealerships this month.
Check out the full report on the 2016 Kia Optima in this TFLcar video first drive review:
Disguised as a full-size family sedan, the 707 horsepower 2015 Dodge Charger SRT Hellcat is anything but your typical 4-door cruiser. Sharp eyes will detect the NACA-ducted aluminum hood, side sill extensions, body-color rear spoiler, and rear diffuser that accentuate the sedan’s 4-inch exhaust tips. This is an American muscle car with true heritage and a throaty exhaust note that makes it presence known to anyone within earshot.
You probably wouldn’t want to do this with passengers in the car, but the Hellcat can reach a top speed of 204 mph. Zooming from zero to 100 and back to zero only takes 13 seconds and the quarter mile is covered in 11 seconds. 11 seconds! During those off-times when your foot isn’t pressed into the floorboards, the Charger Hellcat is EPA-estimated to get 13 mpg mulling around the city and up to 22 mpg when cruising at safe and sane highway speeds.
The sound of the supercharged engine is unlike anything else in the regular, domesticated driving world. When idling, the Charger Hellcat rumbles with a low, satisfying burble that seems to resonate for miles. When your inner-Buddy Love personality wants to break out, just stomp on the “go” pedal and the sound becomes violently awesome. It’s simultaneously a grumble, a growl and an explosion. Best of all, the exhaust note changes and grows as you accelerate from zero to 30 to 60 to 80 to…beyond.
Nathan takes the Dodge Charger SRT Hellcat for a long drive and eventually ends up a Pikes Peak. Watch this TFL Car video review to see how Nathan and the Hellcat handle the twisty roads and the climb to 14,000 feet of elevation.
The “Dieselgate” emissions scandal at Volkswagen AG is about to get a lot worse for the company, if a report in German newspaper Der Spiegel is accurate.
According to the report, the defeat software that changed the emissions of some VW diesel engines when being tested wasn’t the work of a few, as company management has said, but was known by at least 30 managers within the company.
The company denied the report, with a VW spokesperson saying that “the number is without foundation.”
VW of America CEO Michael Horn addressed Congress last Friday and stated that the emissions cheat wasn’t a corporate decision, but the work of a few software engineers in Germany. The Der Spiegel report would contradict Horn’s testimony.
If true, the report would add even more misery for the beleaguered company, which is already looking at spending at least $7.3 billion to fix the 11 million affected vehicles.
Along with the cash and the loss of trust among current and future customers, the scandal has prompted a restructuring of VW’s management. Prof. Dr. Martin Winterkorn resigned, being replaced with former Porsche CEO Matthias Mueller. Internally, the company was reorganized, with the American, Canadian and Mexican markets combined into one North American region.
Winfreid Vahland
However, the man tapped to lead the new region, former Skoda boss Winfried Vahland, quickly turned it down, citing personal reasons. Not only was Vahland close friends with Winterkorn, but Vahland’s wife did not want to make the move to Virginia.
With the VW scandal looking more and more like a soap opera, it’s no wonder that Leonardo DiCaprio’s production company, Appian Way, may put the scandal on the big screen. The company bought the rights to a yet-unfinished book by New York Times writer Jack Ewing, according to CNN Money.
Follow TFLcar’s coverage of the VW Dieselgate scandal, and check out this TFLcar video report showing a TDI-equipped VW Jetta put to the test on the dyno to see just how much power is lost from the cheat device:
The list of all-electric powered motorcycles is growing day by day with new players, but Zero Motorcycles has been designing and building zero-emission two-wheelers since 2006. 2016 marks the company’s tenth year in the business and comes forth with new products that are more powerful, can go farther, and recharge faster.
New for 2016 is the supermoto inspired Zero FXS and the versatile Zero DSR for the rider who craves adventure. Now Zero Motorcycles has six distinct models in its product line-up that have advance state-of-the-art electric motorcycle technology and a ride experience that will never be confused with an electric scooter.
The Zero FXS is a street bike with roots in motocross, weighs less than 300 pounds, has 70 lb-ft of almost instantaneous torque, and is rated up to 44 horsepower. It is built with a mix of components aimed at creating an e-bike with a flair for excitement and has exemplary ride quality on the street. The intent was to build a bike with predictable and agile handling. Velcro-like traction on paved roads comes from a set of Pirelli Diablo Rosso II tires.
The FXS features Zero Motorcycles new Z-Force® interior permanent magnet (IPM) motor that produces power more efficiently, cools more rapidly, and has a higher thermal capacity. In plain speak, the Z-Force motor can go farther on a single charge and maintain higher top speeds without overheating and losing performance. Factor in the bike’s maintenance free powertrain, belt drive and fully modular power pack system, and more time can be spent riding with a lot less maintenance care.
Prices for the Zero FXS range from $8,495 to $10,990. Two trims are available, the FXS ZF3.3 rated at 27 horsepower and the FXS ZF6.5 rated at 44 horsepower. The ZF3.3 has an estimated range of 45 miles in the city, 27 miles on the highway, or 34 miles combined. The ZF6.5 is estimated to go approximately 90 in the city, 54 miles on the highway, or 68 miles combined.
2016 Zero FXS ZF3.3
2016 Zero FXS ZF6.5
PRICES
$8,495
$10,990
RANGE
City
45 miles
90 miles
Highway, 55 mph
27 miles
54 miles
Combined
34 miles
68 miles
Highway, 70 mph
18 miles
37 miles
Combined
26 miles
52 miles
MOTOR
Max torque
70 lb-ft
70 lb-ft
Max power
27 hp @ 3700 rpm
44 hp @ 3700 rpm
Top speed
82 mph
82 mph
Acceleration, 0-60 mph
4.1 seconds
3.8 seconds
Type
Z-Force 75-5 passively air-cooled, high efficiency, radial flux, interior permanent magnet, brushless motor
Controller
High efficiency, 420 amp, 3-phase brushless controller with regenerative braking
POWER SYSTEM
Est. pack life to 80% (city)
101,000 miles
203,000 miles
Power pack
Z-Force Li-ion intelligent modular
Z-Force Li-ion intelligent modular
Max. capacity
3.3 kWh
6.5 kWh
Charge time
4.7 hours (100% charged)
8.9 hours (100% charged)
*with one acccessory charger
2.1 hours (100% charged)
3.8 hours (100% charged)
*with max accessory chargers
1.5 hours (100% charged)
1.7 hours (100% charged)
DIMENSIONS & WEIGHT
Wheelbase
56.0 in.
56.0 in.
Seat height
32.9 in.
32.9 in.
Rake
24.4 degrees
24.4 degrees
Trail
2.8 in.
2.8 in.
Frame weight
20 lb
20 lb
Curb weight
251 lb
293 lb
Carry capacity
379 lb
337 lb
TopSpeed considers the Zero DS as “one of the most practical electric motorcycles in its class,” and is well known for its advance technology, responsive handling, and daily comfort. For 2016, the Zero DSR is introduced into the line-up and extends the Zero’s dual sport nature for riding on the street and for off-road fun. With a starting price of $15,995, the DSR offers 25 percent more power (67 hp) and 56 percent more torque (106 lb-ft) than its older brother.
The versatility of the DSR features Zero’s new Z-Force® motor paired with a 660 amp controller, which can perform for extended durations at higher speeds. With a zero to sixty time less than 4 seconds and 106 lb-ft of torque, the DSR is ready for some serious fun wherever you want to take it. A custom-tuned Showa suspension provides comfort and control on- and off-road. Pirelli MT-60 enduro tires come standard and maintain a tight grip on dirt or pavement.
Overall range of the Zero DSR is approximately 95 – 110 miles, which can be extended up to 134 miles with the optional Power Tank.
2016 Zero DSR ZF13.0
2016 Zero DSR ZF13.0 +POWER TANK
PRICES
$13,995
$15,995
RANGE
City
147 miles
179 miles
Highway, 55 mph
88 miles
107 miles
Combined
110 miles
134 miles
Highway, 70 mph
70 miles
86 miles
Combined
95 miles
116 miles
MOTOR
Max torque
106 lb-ft
106 lb-ft
Max power
67 hp
67 hp
Top speed
98 mph
98 mph
Acceleration, 0-60 mph
3.9 seconds
4.5 seconds
Type
Z-Force 75-7R passively air-cooled, high efficiency, radial flux, interior permanent magnet, brushless motor
Controller
High efficiency, 660 amp, 3-phase brushless controller with regenerative braking
POWER SYSTEM
Est. pack life to 80% (city)
331,000 miles
403,000 miles
Power pack
Z-Force Li-ion intelligent
Z-Force Li-ion intelligent
Max. capacity
13.0 kWh
15.9 kWh
Charge time
8.9 hours (100% charged)
10.8 hours (100% charged)
with Charge Tank accessory
3.4 hours (100% charged)
N/A
DIMENSIONS & WEIGHT
Wheelbase
56.2 in.
56.2 in.
Seat height
33.2 in.
33.2 in.
Rake
26.5 degrees
26.5 degrees
Trail
4.6 in.
4.6 in.
Frame weight
23 lb
23 lb
Curb weight
419 lb
463 lb
Carry capacity
356 lb
312 lb
The 2016 Zero Motorcycles line-up is able to travel farther, and with the new Charge Tank accessory, most models are able to conveniently access the growing network of Level 2 charging stations. The Charge Tank works with the SAE J1772 connector, can recharge the battery pack up to three times faster, and is compatible with 2015 models.
Power Tank
Zero DSR Charge Tank
Zero DSR Charge Tank
Detailed specifications and prices are available at www.zeromotorcycles.com. New models arrive at authorized
Zero Motorcycles dealers in November 2015. Motorcycle prices range from $8,495 to $15,995, depending upon model. The Charge Tank accessory is scheduled for delivery in spring 2016 and will have a suggested retail price of $1,988. The range-extending Power Tank accessory is available now and lists for $2,674.
About Zero Motorcycles
Zero Motorcycles is the next step in motorcycle evolution. By combining the best aspects of a
traditional motorcycle with today’s most advanced technology, Zero produces high performance
electric motorcycles that are lightweight, efficient, fast off the line and fun to ride. Each motorcycle
is optimized from the ground up to leverage the revolutionary Z-Force® electric powertrain and
uses a specially designed rigid, aircraft-grade aluminum frame to minimize weight.
Once a burning idea conceived inside a Santa Cruz, California, garage, Zero has rapidly grown into
an internationally known motorcycle company. The result is groundbreaking motorcycle innovation
that is available for customers to own today. Since 2006, when the first prototypes were produced,
Zero has invited motorcyclists to go for a ride. Some things are better experienced than explained.
*Electric motorcycles, though still in their infancy, are starting to gain a foothold in the marketplace. As costs start to come down and battery technology improves you’re likely to see more and more of these quiet two-wheelers on road and off. As it stands now, the biggest hurdle for electric motorcycles is range. While a traditional gas-powered motorcycle can travel a couple hundred miles on a tank, electric motorcycles are typically half that range. However, electric motorcycles are inexpensive to charge up and maintenance costs are much lower. Smaller manufacturers are currently leading the electric motorcycle charge, but the major manufacturers are not ignoring this new technology.
*Source: motorcycles.com
Check out TFL’s new video series Kickstart: Buy/Ride/Sell where we buy, ride and sell a classic motorcycle in 36 hours. In Episode 1 Roman buys a classic British bike – a 1967 BSA Thunderbolt.
There comes a time in most men’s lives when, for reasons of necessity, they hear the most frightening four words from their spouse:
“Let’s buy a minivan.”
Driving around in one of these may be one of the most emasculating things a man can do. But unfortunately, they do provide the space that a growing family needs. So what does a guy do?
TFL is here to help. The following are the five vehicles that any manly man should steer the minivan conversation toward once that time comes, arranged in order of increasing MSRP. The only criteria is that the car needs to have minivan-like three row seating.
2015 Dodge Durango R/T
Dodge Durango R/T ($39,795): The Durango is one of the best large SUVs on the market. The top-of-the-line Citadel model received a Buy It rating from TFLcar, but for maximum manliness, the R/T model is the way to go. It already has the big, burly Dodge crosshair grille, but now it’s available with the Blacktop package that turns all trim and wheels gloss black. Of course, the big news is under the hood: a 5.7 liter Hemi V-8 making 360 horsepower and 390 lb-ft of torque.
2015 Ford Expedition King Ranch
Ford Expedition King Ranch ($59,375): Really, any full-size SUV would be better than a minivan, and the Expedition is the best of the lot. The 3.5-liter EcoBoost V-6 makes 365 horsepower and 420 lb-ft of torque thanks to twin, manly turbochargers. But really, what’s manlier than a car named King Ranch?
Land Rover LR4 (2013 model shown)
Land Rover LR4 HSE LUX ($60,600): The Land Rover LR4 is manly because of what it promises – it looks like it’s ready to tackle the Serengeti at a moment’s notice. The supercharged 3.0-liter V-6 pumps out 340hp and 330 lb-ft of torque. It might not sound like a lot – and indeed it makes less than the Ford V-6 – but the engine comes from Jaguar. Instant manliness. Plus, the top of the line LUX trim level adds a 17-speaker sound system, and what man doesn’t like to show off his stereo?
2015 Audi Q7
Audi Q7 Premium with Sport Style Plus package ($68,200): Of all the cars on this list, the Q7 is the one that looks most like a minivan, or at least a tame crossover. It is an Audi, however, which gives it some rally racing cred. And, when equipped with the Sport Style Plus package, it’s transformed into a manly machine thanks to its blacked-out trim and wheels, much like the Durango R/T. Because of recent events, though, it would be wise to avoid the TDI model.
Mercedes-Benz E63 AMG S 4MATIC (2014 model shown)
Mercedes-Benz E63 AMG S 4MATIC ($104,300): Minivans are just essentially tall station wagons, so why not go back to the original? The E36 AMG is a station wagon on steroids. It’s got a 5.5-liter, twin-turbocharged V-8 that makes a colossal 577 horsepower and 590 lb-ft of torque. The 0-60 sprint is over in 3.6 seconds. And it’s a station wagon with seating for seven. It may be pricey, but there’s no better manly alternative to the minivan.
Check out this TFLcar video of the 2014 Dodge Durango R/T in a drag race with the 2014 Range Rover Sport:
The majority of Honda motorcycles could well be categorized as an “adventure bike”, obviously some more than others. The 2015 Honda CB500X however, is capable of fulfilling more than one role. It is ready to serve in the capacity of commuting and urban errand-running, while being equally ready to carve some challenging canyon roads. Think of the Honda CB500X as part sport bike and also as part cruiser. It features a conveniently, but manually adjustable windscreen, a substantial fuel tank, a comfortable level of suspension travel with a longer wheelbase and greater ground clearance, which all blend together in a more pleasurable riding adventure – on pavement or off.
2015 Honda CB500X ABS
Engine
Power
Torque
Transmission
MSRP
Price As-Tested
Rating
471cc DOHC, 8-valve, liquid-cooled parallel twin
not available
not available
Six-speed sequential manual
$6,299.
$7,119.
Buy it!
The Honda CB500X may be perceived as an ideal entry level bike, but may also be considered as a completely pleasurable steed for more experienced riders. In other words, it delivers totally adequate power for a variety of riding scenarios without being overpowering to the point of intimidation for novice riders.
The power comes from a new 471cc DOHC, 8-valve, liquid-cooled parallel twin motor with PGM-FI with 34mm throttle bodies and two into one right side exhaust. The motor’s energy is geared through a six-speed sequential manual transmission to the rear wheel via an O-ring sealed chain final drive. Honda traditionally does not make horsepower or torque ratings available, but the motor’s wide powerband provides a healthy dose of torque across the entire range.
The lightweight steel tube frame chassis is new as well and provides a classic upright riding position, and even though the CB500X is not truly a dual-sport motorcycle, its styling definitely smacks of adventure bike posture. The 4.5-gallon fuel tank has a 0.7-gallon reserve and the unique design allows for tucking in one’s knees, offering the ability to become more one with the bike, and to shift body weight effectively.
The wheelbase is 55.9-inches, with the overall length measuring 82.6-inches. The seat height is a comfortable 31.9-inches and the bike’s dry weight is a very manageable 434 pounds. Suspension components consist of 41mm forks with 5.5-inches of travel up front and a Pro-Link® single shock with 9-posiiton spring-loaded adjustability and 4.7-inches of travel in the rear. The Honda CB500X ABS rolls on a Pirelli Scorpion Trail 120/70-17 front tire and a 160/60-17 rear tire, mounted on “Y”-spoke alloy wheels (12-spokes).
Bringing the CB500X to a halt is a twin-piston caliper with single 320mm wave disc in front and a single caliper 240mm wave disc in the rear. An ABS braking system is optionally available for an additional $500.
My test 2015 Honda CB500X was equipped with the Anti-Lock Brake (ABS) system, hand guards, and sported a Matte Charcoal finish with yellow graphics. The base sticker read $6,299, while the ABS and Dealer Prep and handling charges bumped the final price tag to $7,119. A host of additional accessories is available from Honda, including: an Air Deflector, a Centerstand, a carbon-style front fender, heated grips, a lightbar, one key cylinder, a radiator shroud and a rear carrier.
SUMMARY: Riding the 2015 Honda CB500X is a delight. At first glance, it looks as though it might be too small for a 6’4” rider, but the mid-foot controls, wide handlebars and one piece, well-padded seat make for a very comfortable ride indeed. The one-piece seat is extended for two-up duty with folding passenger foot pegs and molded hand grips (also good for securing light cargo). The sculpted fuel tank affords the rider flexible body positioning.
Instrumentation includes: a bar graph fuel gauge, turn signal indicators (non-self-cancelling) and a digital tachometer, speedometer and clock. Alas, there is no gear indicator (only neutral), which would make for a nice addition, as would self-cancelling turn signals.
The motor issues a pleasing, steady thrum of power and cruising through the gears in either direction is an exceptionally smooth process. The CB500X is extremely well-balanced and easy to get used to, even in tight, slow maneuvers.
In the final analysis, the 2015 Honda CB500X is a very good-looking, affordable and efficient to operate bike that would definitely prove to be an excellent choice, if one could have but one motorcycle (perish the thought).
On the TFLcar scale of:
Buy it!
Lease it!
Rent it!
… or Forget it!
I give the Honda CB500X a strong “Buy It!” for being an affordable, comfortable sport/cruiser bike.
While TFL does not have a Honda motorcycle video, here is a fun Kickstart: Buy/Ride/Sell video, featuring 1967 BSA Thunderbolt.
SPECIFICATIONS: 2015 Honda CB500X ABS
Base Price: $6,299.
Price as Tested: $7,119.
Engine Type and Size: 471cc DOHC, 8-valve, liquid-cooled parallel twin with PGM-FI with 34mm throttle bodies and two into one right side exhaust.
Horsepower (bhp): Honda does not publish horsepower ratings
Torque (ft./lbs.): Honda does not publish torque ratings
Transmission: Six-speed sequential manual
Drive Train: Final drive – O-ring-sealed chain
Suspension:
Front – 41mm forks with 5.5-inches of travel
Rear – Pro-Link® single shock with 9-posiiton spring-loaded adjustability and 4.7-inches of travel
Brakes:
Front – Twin-piston caliper with single 320mm wave disc and ABS
Rear – Single caliper 240mm wave disc and ABS
Tires and Wheels: Pirelli Scorpion Trial 120/70-17 front / 160/60-17 rear mounted on “Y”-spoke alloy wheels
Wheelbase: 55.9 inches
Length Overall: 82.6 inches
Curb Weight dry: 434 lb.
Fuel Capacity: 4.5 gallons including 0.7 gallon reserve
Seat height: 31.9 inches
0 – 60 mph: Not tested
Watch the latest episode of TFL’s Kickstart, a new video series where a motorcycle is bought, ridden, and sold within 36 hours.
Arv Voss is a Northern California based freelance motoring Journalist and member and past officer of several noted Automotive Journalist organizations who contributes regularly to a number of national and international media outlets. He reviews not only cars, trucks and SUVs, but motorcycles and unusual wheeled vehicles as well.
The continuously variable transmission in the new 2016 Scion iM is touted by the company as being “sport tuned for driving pleasure,” at least that’s what they said in a press release. But does it really deliver, and how does it compare to the six-speed manual transmission?
I recently tagged along on a TFLcar video shoot and had an opportunity to drive the CVT and six-speed manual versions back-to-back around the IMI Motorsports Park track. The cars were basically identical, except for the color and the transmission – the CVT car was blue, the manual car was silver.
6-Speed Manual Transmission
First up was the silver manual. The first thing I noticed about the iM is that it seemed much smaller than other cars in the compact class. Interior room was a little tight, but I was able to get a comfortable driving position.
The manual’s clutch takeup is high but easy to modulate. The six-speed shifter has long throws but it’s reasonably accurate in normal driving. Once on the track, though, even at moderate speeds, the iM’s shortcomings started to show through.
When rushed, the transmission loses a lot of its accuracy. Fast second-to-third shifts were met with an unsatisfying “clunk.” But the biggest problem with the iM’s sporting pretensions is the pedal placement. The gas pedal is to low for any type of heel-and-toe shifting. The poor pedal placement sapped a lot of the fun out of driving the iM, as it can’t overcome its economy car roots. It shouldn’t be too difficult to build an economical car with good pedal placement – Mazda and Honda already do.
That’s a shame, because otherwise it’s not a bad car to drive. The steering lacked feel, but it put the car where I wanted it and overall it felt lively and nimble. The independent rear suspension helps a lot, too, as does keeping the car in second gear for most of the tight one-mile track.
CVT Transmission
Stepping out of the silver car and into the blue car with the CVT, the first thing I noticed was that the shift pattern for the manual gear mode was backwards for sporting driving – forward was upshift and back was downshift. Some companies – Mazda, BMW, Fiat-Chrysler – get this right. Scion – and Toyota – still haven’t.
Once under way, the CVT iM didn’t have nearly the peppiness of the manual car, even with the car in sport mode and using the manual shift gate. The engine took a long time to rev up and it didn’t have the immediacy of the manual.
Using the shift gate, the CVT moves through the pre-selected gear ratios almost as if it were a regular transmission, but the throttle response still feels CVT numb. Even so, this isn’t the auto iM’s Achilles’ heel. It’s biggest problem is weight.
The CVT iM weighs 88 pounds more than the manual and the weight is all up front. Around corners, where the manual iM felt lively, the CVT just pushed. Understeer was prodigious, even at moderate speeds. The manual exhibited no such behavior. The only thing that saved the CVT iM from being a total bore was the rear suspension. I felt the back end swing around nicely a few times, something that only an independent suspension could do.
While the CVT may be more convenient for every day use – and will probably get the lion’s share of iM sales – it just can’t match the manual when things get sporty. The extra weight and the typical poor CVT throttle response just overwhelm the 137 horsepower, 1.8-liter four cylinder.
Neither car is particularly fun to drive, but I would choose the manual version of the Scion iM over the CVT any day. The extra one mile per gallon isn’t worth the extra money and weight – the manual iM is rated at 27 mpg city, 36 mpg highway and 31 combined, while the CVT is rated at 28 mpg city, 37 mpg highway and 32 mpg combined.
Stay tuned for the full video review of the 2016 Scion iM manual and CVT, but for now, check out this first-drive video of the iM:
Today’s big news from the Volkswagen Group is their designated chief of North America leaving the 2nd largest carmaker due to differences of opinion over U.S. strategy, according to a statement from VW’s Skoda unit.
Winfried Vahland was chosen to lead a newly created North American region starting in November with Michael Horn, VW Group of America CEO and president, reporting to him. Volkswagen Group appointed Vahland to join the executive management team of its core VW brand on Nov. 1 as head of its operations in the United States, Mexico and Canada as part of a broader reshuffle that led to Porsche boss Matthias Mueller taking the helm of the group after former CEO Martin Winterkorn resigned. Now those plans are a bust.
“He reached this decision due to varying opinions on the design of the group’s new North America region; it has no connection with the current events regarding diesel engines,” said in Skoda’s announcement.
Automotive News reported Vahland left the VW Group for other compelling reasons. One, he was close to Martin Winterkorn and had worked out the deal to lead the new North American region before Winterkorn’s resignation. With Winterkorn out of the picture, the decision to continue on became more difficult.
Two, Vahland’s wife said she would not follow him to VW’s North American headquarters in Herndon, Virginia. Mrs. Vahland faithfully supported her husband for 25 years moving from country to country – Brazil, Czech Republic, China, etc. – wherever his VW career took him and his family. Moving and relocating to the U.S. was something she was not open to after having been uprooted several times over the past two and half decades.
Vahland, has been CEO of VW’s Skoda division since 2012 and was due to take over the North American operations after the executive management team was reorganized in the wake of the “dieselgate” scandal. Vahland is recognized for his leadership reviving Skoda’s business in China. Prior to joining the VW Group, he was with Audi in the 90s and General Motors in the 80s.
Curious on the real effects of the “cheating” software on TDI powered cars? This video shows the TFL team dyno testing a VW Jetta TDI to compare the horsepower and torque numbers.
The 2026 Kia K4 hatchback gives interested buyers another option in a time where hatches have been losing ground to crossovers. Here are all the details!
Jeep says the Jeep Wrangler 392 V8 is about to meet its maker...but with recent developments at Stellantis we're skeptical that's actually going to happen.
In the final analysis, the 2015 Honda CB500X is a very good-looking, affordable and efficient to operate bike that would definitely prove to be an excellent choice, if one could have but one motorcycle (perish the thought).
Today’s big news from the Volkswagen Group is their designated chief of North America leaving the 2nd largest carmaker due to differences of opinion over U.S. strategy, according to a 
Two, Vahland’s wife said she would not follow him to VW’s North American headquarters in Herndon, Virginia. Mrs. Vahland faithfully supported her husband for 25 years moving from country to country – Brazil, Czech Republic, China, etc. – wherever his VW career took him and his family. Moving and relocating to the U.S. was something she was not open to after having been uprooted several times over the past two and half decades.
