The brain trust at TFLcar received these snaps from Miguel Tinoco who spotted these crossovers in Las Vegas, Nevada earlier this week. And after spending hours (OK, maybe not hours, but it seemed like it) we gave up trying to identify the vehicles. This is where you, the loyal and passionate and supremely knowledgable readers of TFLcar, can help. Take a look at Miguel’s pictures here and tell us what you think it is in the comments below.
Last note: Miguel apologizes for not getting a view of the vehicles’ front, but, you know, traffic got in the way and the cars weren’t going his way.
Rare, fast, awesome = a future collector’s car. [photo: Cadillac]
Tomorrow’s Top 5 New Classic Cars
In this edition of “Buy These Cars Now!” TFLcar’s Nathan Adlen and Roman Mica reveal their choices for soon-to-be classic cars that they believe to the bottom of their souls should skyrocket in value over the coming years. Using nothing more than their gut — plus their experience test-driving thousands of hot cars through the years — here are the cars that made the cut:
Tesla Roadster – The electric car that made going electric cool.
Porsche 928 – Porsche’s V8-powered rear-wheel drive gem of a grand touring car.
Cadillac CTS-V Wagon – 556-hp and the ability to say, “No seriously, honey, it’s a family car,” with a straight face.
VW Phaeton – The most luxurious VW sedan ever with a V12 and 4WD as well.
BMW 8-Series – The V12 with a manual was part supercar/part sports car.
To find out why and how Nathan and Roman came up with their picks, as well as which one came out #1, check out the video below. And make sure to name your choice for collector car of the future in the comments. We’d love to hear from you.
Lexus’ RC 350 F-Sport packs 306-hp and looks to match. [photo: Lexus]
The V6-powered Lexus RC 350 F-Sport sits between the RC 350 F and its V8-powered brother, the RC F. The F-Sport package ups both the luxury and tech as well as the suspension and wheels. And the RC gives Lexus a vehicle to go up against the premium sports coupes offered from Audi, BMW, Mercedes, and Infiniti.
WHAT’S NEW
The AWD version of the RC 350 gets a 6-speed transmission while the rear-wheel-drive gets 8. But otherwise, the 3.5-liter V6 is the same, pumping out 306 hp and 277 lb-ft. of torque. For some Toyota-on-Lexus perspective, the Toyota Sienna minivan/Toyota Highlander crossover features, wouldn’t you know it, a 3.5-liter V6 that puts out 296 hp. and 263 lb-ft. torque.
Whether or not we should applaud Toyota for turning its bread-and-butter V6 engine into a sport car power plant is a matter of debate. However, the RC 350 F-Sport AWD weighs 860 pounds less than an AWD Sienna and will never carry more than two passengers to the van’s eight. So the RC 350 should be really, really fast, right?
Based on looks alone, the RC 350 F-Sport should rip the doors off almost any parked car it passes. But, it wasn’t until I stopped comparing it to European sports coupes and started to see it up against American muscle cars such as the Mustang and Camaro that the RC 350 made sense. This Lexus is heavy and long. Spec’s show the RC at roughly 15.5’ in length, which is only a foot shorter than the Sienna minivan. And the RC is actually wider than the van by a couple inches.
Sticker price for the Lexus RC 350 F-Sport AWD I tested came to $57,198, destination charge included. The F-Sport package made up $3,700 of the cost. The infotainment system ran $2,550, and the moonroof added another $1,100 to the final price.
Lexus tuned the RC 350 to be a Lexus not a rigid, bone-shaking sports coupe. [photo: Lexus]
PERFORMANCE
Without turbocharging, the RC 350’s V6 suffers at altitude. On a high-altitude, straight-away climb at more than 10,000 feet of elevation, the RC was around 20 percent slower than the turbo four found in a Cadillac ATS. It was still powerful, but the giddy-up was gone. The horsepower just wasn’t there.
Then I dropped to 7,000 feet for another hill-climb, this time from a standing start. Here’s where the engine’s torque found enough oxygen to press me into the back of the seat and screech the tires. Conclusion: In Colorado, the Lexus’ V6 has plenty of torque at low speeds, but loses a bunch of power at highway speeds.
Handling, for a car designed and built for nothing but speed, disoriented me. Instead of the stiff, taut suspension found in most straight-forward sports cars, the RC350 unabashedly drives like a Lexus, a.k.a. plush. The body rolls slightly in aggressive cornering and the steering wheel feels disconnected to the road. Drivers expecting that visceral connection to and experience with the road won’t find it with this model of the RC. Try the RC F instead.
Don’t get me wrong, on a mountain road with more than a handful of switchback turns, the RC 350’s AWD handling and suspension performed confidently. And maybe that’s what Lexus understands about its buyers: They want the comfortable confidence, not the visceral bone-shaking.
Fuel economy is one place the RC 350 does perform like a high-performance vehicle. After a week of commuting, errands, and a 150-plus mile run into the Colorado Rockies and back, I average 20.5 mpg. Granted I kept the car in “Sport” mode the entire time, because, you know, it’s the F-Sport model. “Eco” and “Normal” modes held no appeal. EPA mpg rated the Lexus at 19 mpg city/26 mpg hwy/21 mpg combined.
Once you slither into the driver’s seat, Lexus’ superior ergonomics swaddle you in luxury. [photo: Lexus]
COMFORT AND CONVENIENCE
Toward the end of my week in the RC 350, I started to enjoy it more and more. My initial disappointment at its plush ride gave way to a sense of relief. Once I slithered into the driver’s seat, the luxurious interior, soft leather seats, Lexus’ excellent ergonomics, sound-proofing, and supple suspension almost convinced me I was driving a luxury sedan. It’s that nice as a daily driver, folks.
However, I still never grew comfortable sliding into and out of the car. Doing the daily yoga moves to do it only added to the initial disconnect I had felt between plush, luxury ride and serious sports car looks and ambition. But by the end of my week, I learned to get over it.
The infotainment system can be operated via a trackpad just aft of the gear shifter. It takes some getting used to, and it’s easy to accidentally swipe and change a radio station or kill a call. I’ve heard some people love it, others hate it, and I believe it. Call me still undecided, but having no touchscreen feels woefully out of date in 2017.
[photo: Lexus]
UTILITY
The cargo area passes the two-golf bags test easily with the useless rear seats folded down. But let’s get real: No one’s buying this vehicle for anything other than its ability to haul two people on, at best, a long weekend road trip. There’s nothing utilitarian about it.
TFLCAR’s TAKE: The RC 350 F-Sport looks like a sports car, checks off the boxes of a sports car in terms of horsepower, torque, and tech, but it drives like a Lexus, which will make spirited drivers nuts and should make Lexus owners who want something fast and flashy happy.
To find out how the RC 350 F-Sport compares to the V8-powered RC F, check out TFLcar’s Roman Mica as he drag races the 2015 iterations of them from 0-60. The cars have remained roughly the same from 2015 to 2017, which makes the comparison relevant in 2017.
The all-new Jaguar E-Pace takes a break from high-altitude testing in Colorado. [photo: Jacob Manzanares]
CAUGHT IN THE WILD: JAGUAR E-PACE
TFLcar reader Jacob Manzanares caught a couple of Jaguar’s latest crossovers, the E-Pace, parked in the remote southwestern Colorado town of Pagosa Springs, far from the usual TFLcar prototype hunting grounds at high-altitudes closer to Denver. Could this mean Jaguar has the E-Pace almost ready to go into production? Likely as reports peg the vehicle to go on sale later this summer.
Jaguar’s new E-Pace shares a frame with the Range Rover Evoque and Land Rover Discovery. [photo: Jacob Manzanares]
ANOTHER JAGUAR CROSSOVER, WHY?
Why not? For Jaguar adding the compact crossover likely can’t come soon enough. The bigger F-Pace, only out a year, is currently a smash hit for Jaguar. Adding to the smaller crossover to the family should boost Jaguar’s unit sales considerably around the world.
The E-Pace goes on sale as either a front-wheel drive or AWD vehicle with a six-speed manual available (whether the U.S. gets that manual remains to be seen) or an 8-speed automatic. Jaguar’s newest crossover will share its foundation and possibly its factory with the Range Rover Evoque and Land Rover Discovery Sport, the two top-selling vehicles in the RR/LR lineup.
Tell us what you think below.
The sharp, angular lines of the new Jaguar E-Pace. [photo: Jacob Manzanares]
TFLcar’s Roman Mica flew out to Honda’s proving grounds in the high desert of California to drive the all-new compact, value-minded Civic Si courtesy of Honda. The sports coupe or 4-door produces 205 hp and 195 lb-ft. of torque on a lighter chassis and body. It has a limited slip differential and it comes standard with a 6-speed manual (short-shift) transmission. And it comes with two options: summer tires and exterior color.
Honda banned Roman from sharing his driving impressions of the vehicle. But they did not prohibit him from showing us how it drives and everything you need to know about it. Click on the video above to check it out and check back next week for Roman’s review of the Civic Si.
Yep, the Civic Si comes with Honda’s sweet shifting manual transmission. [photo: Honda]
This first question comes from a fan hoping there will be a future Ford Taurus.
This image (via Carscoops) was penned by Tyler Bame
Q: Lots of changes at Ford, am I right?
Sold my 2014 Ford Taurus a year ago and got a 2016 Nissan Maxima. Ford lost me as a customer because of terrible customer service, a unreliable car and a mindset that places the customer in a penalty box whenever they have a question. If I owned one of their trucks they would have treated me better.
Do you think with the new changes that Ford will begin to build good cars again? Will the future Ford Taurus be an update or a new car from the ground up? If any of their cars need to be redesigned, it’s the Ford Taurus. Do you think they will kill it or remake it?
R. Skywalker
A: Greetings!
While I hate to kick Ford while they’re down, the Ford Taurus was left to rot a while ago. The way I see it, the Ford Fusion is the better all-around car – and that’s a problem. The whole purpose of the Ford Taurus was to give the Ford brand a top-notch sedan that competed in several segments. Unfortunately, it languished and has been surpassed by several name-plates.
There has been no official word on a replacement, nor has Ford confirmed that the Taurus will be discontinued after 2018. We did acquire a bunch of photos of a Ford Taurus testing in China. It looks pretty good, but we have no idea if any of those changes will circle back here. Click (here) for that story.
I hope they announce something soon.
May the force be with you!
N
This next question comes from a fan who wants to replace his old Toyota Land Cruiser.
Q:Nathan, I am a big fan of what you and the gang do, and have lots of respect for your opinions.
I presently drive an ’01 Land Cruiser that I bought used. With 230,000 miles, and mounting and more frequent repair bills, it is time to consider a new vehicle.
Needs:
1) the ability to transport a family of 4 comfortably.
2) tow a small utility trailer that would not exceed 7500 lbs.
3) What I WANT is a truck, but is that the best choice?
4) I have been a long time Toyota fanboy, but hesitate to get a Tundra because they are so dated and get such poor mileage.
So, what should I be looking at that won’t break the bank?
Thanks in advance,
Deron
A: Hi Deron!
Great question. Yes, I agree – you want a truck.
While you’re correct about the Toyota Tundra being dated, it’s a strong, reliable truck. Still, if you’re looking for newer, high-tech trucks, the Ford F-150 and Nissan Titan are good choices. They represent some of the newest vehicles in their class and are great for day-to-day driving.
I hear that Nissan dealers are offering some great pricing on the 1/2 ton Nissan Titans.
Hope that helps!
N
The last question comes from a fan who wants info on towing with a minivan.
Q:Good Morning, sir!
My wife and I are buying a minivan this fall. I need one that does a good job at towing our 2,000 lbs camper. Do you have any thoughts on the Pacifica, New Honda Odyssey, or the Toyota Sienna in regards to towing?
Thanks!
Dan M
A: Hi Dan!
Nearly every popular minivan sold in the United States has a maximum towing capacity of 3,500 lbs. The Chrysler Pacifica posts 3,600 lbs and the Ford Transit Connect is 2,000 lbs. The Toyota Sienna is the only one of these vans that has an all-wheel drive (AWD) option, and when I towed 2,900 lbs with a 2015 AWD V6, it worked quite well.
I have only towed with a few of the older versions of these vans, so I cannot address the abilities of current models. With that being said, if you’re serious about hauling people and pulling a trailer, the Mercedes-Benz Metris can pull up to 4,960 lbs.
Minivans tend to be good platforms for pulling small trailers. Their shape and weight helps when pulling low profile trailers (like tent-trailers) and most of them can be purchased with a factory-installed tow package.
One final thought: A family friend recently purchased a 2016 KIA Sedona with a tow package. He has a newer, 1,600 lbs tent trailer that holds kayaks on the roof and bikes in the back. Its total weight when loaded is about 2,000 lbs. He says it tows like a champ.
Hope that helps!
N
Here’s a fun video for people who love and hate the Jeep Wrangler!
Nathan and The Fast Lane Car team are here to answer your (reasonable) questions. Interesting and/or entertaining emails will be posted to this column. If it’s relevant in the automotive universe, there’s a chance we may know something about it. The author’s email address and name will be omitted – leaving your initials or nickname, your preference.
From day one, The Fast Lane Car has made it our policy to answer as many questions and comments as we can. We get thousands of emails and comments and feel that, as part of a tight-knit automotive community, having an open dialogue with you keeps things fresh and exciting.
The $1,800 air-suspension option on the 2017 Volvo XC90 T6 AWD is worth the ride. [photo: Volvo]
WHAT’S NEW
The 2017 XC90 comes in a variety of models with different engines, comfort levels and prices, which range from $45,750 to $104,900. There’s even a plug-in hybrid. I tested a equipment-loaded XC90—the $51,600 XC90 T6 AWD with the $5,600 Inscription package, which contains such things as 20-inch tinted silver alloy wheels, ventilated front seating with power side support front seats, linear walnut wood inlays and Nappa leather upholstery for the dashboard and upper door panels.
And, oh yes, my test XC90 T6 also had an $1,8000 air suspension for an almost heavenly ride over most surfaces. All those often-desirable extras bumped the price of my test model from $57,200 to $72,805, including a $995 destination charge.
[photo: Volvo]
PERFORMANCE
The XC90 T6 AWD Inscription has plenty of good stuff. Start with either a 2-liter turbocharged and supercharged (yes, it has both) four-cylinder with 316 horsepower and 295 pound/feet of torque. My test 16.2-foot-long Volvo was no lightweight at 4,804 pounds. But it still hustled from 0-60 m.p.h. in 6.6 seconds and provided swift passing punch on highways.
However, owners will pay more at the pump because Volvo says “high octane” fuel is need “for the best performance.”
Handling was commendable, thanks to such things as quick power steering, advanced electronic stability control, the large 20-inch alloy wheels, roll-stability control and the all-wheel-drive system. The brake pedal had a light, but linear, action.
Adaptive drive mode settings lets one choose “Economy,” “Comfort,” “Off Road” and “Dynamic” for “high performance driving.” I kept my XC90 T6 in “Comfort” mode most of the time. I didn’t try the off-road feature because there’s nowhere to go off-road in the Chicago area without getting arrested, but Dynamic mode definitely allowed livelier driving.
Estimated fuel economy, even with the standard all-wheel drive, is 20 miles per gallon in the city and 25 on highways. Don’t fret too much—fuel tank capacity is nearly 19 gallons.
Press “Engine” to start. [photo: Volvo]
COMFORT AND CONVENIENCE
One assumes that Volvo wants to provide an SUV shopper with such a variety of choices that he or she won’t leave a showroom without getting an XC90.
A good number of other options included a Climate package with a heated steering wheel and a Luxury package with a massaging front seat and a leather sun visor.
Other standard features of my test XC90 included most of the stuff you’ll find in a high-end large sedan. Equipment included a high-performance radio system with 10 speakers, panoramic moonroof with a power sunshade, heated power front seats, 4-zone electronic climate control and a rear-park-assist feature with a rearview camera. I was surprised to find that the steering column didn’t have a power-adjust feature.
Safety features included a low-speed collision avoidance system, with pedestrian, cyclist and large animal detection.
The prominent engine on-off console switch seemed rather odd. And the large dashboard touchscreen was frustrating to use and caused me to remove too much attention from the road.
[photo: Volvo]
UTILITY
There’s three-row seating with room for seven occupants, although reaching the third row requires some contortions. And cargo room is marginal when the third seat is in its upright position. However, there’s a huge cargo area with the back seats folded.
Climbing aboard calls for a moderately high step-in that doesn’t call for running boards. The handsome body has a high belt line which may cause shorter occupants to feel a bit submerged, but the cabin is quiet and roomy with lots of storage areas.
TFLCAR’s TAKE: The solid-feeling Volvo XC90 T6 AWD is luxurious, quick, handles well, and super smooth thanks to the optional air suspension. And while the engine is a bit raspy, and the infotainment touchscreen is a distraction, the XC90 nails its job as a superb people and cargo hauler.
While Dan’s upscaled XC90 offered him a sweet ride around Chicago, check out TFLcar’s Nathan and Roman as they take a 2016 XC90 T6 AWD off-roading through the snow in the high-altitude mountains of Colorado.
Class is in session with TFLcar’s Charlotte Roadcap.
TFLcar’s Chemistry of Cars, Ep. 1 – What is Diesel Exhaust Fluid?
TFLcar’s Charlotte Roadcap lays out why diesel engines emit nasty NOx molecules and how diesel exhaust fluid, more commonly known as UREA works.
In a nutshell, she points out that diesels run at higher temps and pressures than gasoline engines. And they run lean, therefore, they produce more NOX emissions. And she explains how those NOx particles reek havoc on the environment and atmosphere.
To mitigate the problem auto manufacturers sent UREA to the rescue. The UREA tank connects to the vehicle’s exhaust and sprays the rough mix of 2 parts water to 1 part ammonia onto the hot exhaust. This causes a chemical reaction which splits the NOx molecules apart to produce nitrogen gas and water vapor.
Simple right? Well, Charlotte does a much better job of putting this chemistry into plain English. She also unravels the myth that UREA essentially repurposed cat pee. You’ll have to watch Charlotte’s video to find out her answer.
In this week’s Ask Nathan:
Does the Jeep Gladiator 4xe finally mean we're getting a plug-in hybrid pickup truck?
Comparing home-built to factory-built 4x4s.
This week’s...
