Stick brings Rapid Red Mustang ‘Bob’ to life
Filed under: Weekly test drives, Autos
The new “base” Mustang has surprising pep from an EcoBoost 4 as a bargain sporty coupe.
By John Gilbert
It’s often disappointing when my test-drive week with a particularly neat car comes to an end, but I found a way to ease the pain a few weeks ago, after driving the new mid-engined Corvette Sting Ray. When it arrived at my Duluth home, the Sting Ray was not alone. Also delivered was a very neat new Ford Mustang, painted Rapid Red Metallic with a bright white racing stripe running nose to tail, over the roof, and down the middle.
As if to test my overload skills, I wondered how I would spend adequate time in both cars during the upcoming week, but then I got a message: There had been a mistake, and the Corvette, which was in pre-production short supply, would only be with me for three days. Problem solved. I drove the heck out of the Corvette for that Monday, Tuesday and Wednesday without even getting into the Mustang, knowing that as soon as the guys showed up to take away the Sting Ray Thursday morning, I could climb into the Mustang and drive off over the horizon.
I have driven different Mustang models in recent years, including the Shelby GT500, the Shelby GT350, the Mustang GT, and the Mustang Bullitt, and with the racing stripe and a 6-speed manual transmission, and that new-generation ferocious look, I figured this must be a GT, at least. The information sheet said it was a Mustang “Premium,” which only meant that it had some upscale features, like dual exhausts, a rear spoiler, and other trim things.
Most impressively, when I took off down the road, I noticed the Mustang had excellent acceleration, and it handled with precision. I went back to the information sheet and, to my surprise, noticed that for an engine, it had a 2.3-liter 4-cylinder, with Ford’s Ecoboost system of turbocharging.
I have always regarded the Shelby GT350 and the Bullitt as my two favorite current-generation Mustangs to drive, but I will have to find room to squeeze this one in among them.
Ford has discontinued most of its cars, but the Mustang stays strong as an annual tribute to the pony car Ford brought out in 1965 to revolutionize American driving habits. Here was a 2-plus-2 coupe, very sporty looking and handling, for a bargain price. Everybody wanted one, and every other manufacturer hustled to come out with a competitor.
As power has risen higher and higher on the scope of sporty cars, it has become more and more apparent that we don’t need as much power as can be produced, but we could really have a lot of fun if the car handled as well as a sports car and could parlay adequate power into impressive fuel-economy numbers, especially with that 6-speed, right out of a GT350.
Ford recently announced that it is discontinuing the Shelby GT350, much to my disappointment, brecause the GT350 with 527 horsepower out of its 5.2-liter V8 is a lot of fun, if not as neck-snapping as the GT500 with its supercharged version of the 5.2 developing 760 horsepower.
I am here to suggest that the car I test-drove bridges the gap. The venerable 2.3-liter 4, when turbocharged, produces 310 horsepower at 5,500 RPMs and 350 foot-pounds of torque at 3,000 RPMs. Even with the Mustang having grown to 4,000 pounds these days, that’s enough power to make you not miss the V8’s extra oomph.
Ford has wisely dropped the V6, the previous base engine, and now uses the 2.3 as its base engine. But a look at the accompanying photos will make you realize that if it looks the part, goes with the force that the look promises, and handles great, we can save a lot of money by buying the Ecoboost 4. We liked the little toggle switches at the base of the center stack, controlling various functions including driving modes, from normal to sport. Read more
High-tech Sonata adds higher-tech Hybrid
Filed under: Weekly test drives, Autos
Tiny word “Hybrid” on rear is only indication the new Sonata has 60-mpg capabilities.
By John Gilbert
As Yogi Berra might have said, if he looked out my kitchen window at the shiny new Hyundai Sonata awaiting me: “It’s deja vu all over again.”
It’s OK to quote Yogi, because faithful readers will note that I only recently had written about the newly redesigned 2020 Sonata, which gave us amazing fuel economy in the 40s on a trip across Minnesota, from Duluth to Brainerd and back. I loved the car, so I wasn’t upset when another one — a beautiful dark blue instead of the silver first one — was delivered. I was, however, curious to get a second Sonata so quickly. As I walked a full circle around the car, I got to the rear deckled, finally, and noticed one extra word on the right side: “Hybrid.”
Suddenly I understood, and looked forward to every second I could spend behind the wheel of that Sonata Limited Hybrid. Hyundai always likes to prove it can punch above its class, and the Sonata Hybrid might set new standards for bargain production. The base Sonata Hybrid starts at $35,300, and you have to add all sorts of options, like the Bose audio upgrade, the solar roof, and the inside ambient lighting, to get that sticker up over $40,000.That makes the non-hybrid Sonata a distinct bargain, but the Hybrid shares its dramatic lines and offers the highest of high-tech.
The startling appeal of the redesigned Hyundai Sonata are shared by the Hybrid model.
For the sticker price, you get the kind of gas mileage you want to write home about. The EPA estimates start with a city figure of 45 miles per gallon, with 51 in highway driving, for an overall average of 47. I am here to tell you that you can meet those figures if you drive the car hard, and if you drive judiciously you can easily surpass them. We found that, like most hybrids, you get better fuel economy in city driving, where you exploit every bit of electric energy. On the freeway, holding a steady 70 or 75, the gas engine will be working steadily, which uses more fuel.
We got 46.7 mpg on a trip from Duluth to Minneapolis and back, and the next day, driving up and down the hills of Duluth, I got it up to 62.1 mpg, a figure I found hard to believe. Read more
Bright leaves no match for Lexus LC500
Filed under: Weekly test drives, Autos
Even dusk over Lake Superior can’t dim the Flare Yellow of the Lexus LC500.
By John Gilbert
The timing was perfect, although it’s difficult to think of a bad time for a week-long test drive of the 2020 Lexus LC500 Coupe. The LC500 is one of the most strikingly beautiful car designs on the market, but the perfect timing was explained because we beat any threat of early snow around our Duluth location on Lake Superior’s North Shore.
The LC500 comes with rear-while drive, and while the latest traction-control gizmos all work impressively, I would rather drive it in dry or wet conditions, and I prefer front-wheel drive or all-wheel drive when the roadways get icy. Besides, the timing included catching the foliage throughout Northern Minnesota at nearly peak change of colors, with the bright golds, reds and oranges replacing the summertime’s green leaves.
The LC500 arrived wearing “Flare Yellow,” a new Lexus color this year, with a highly metallic base and a brilliant yellow that made even the brightest trees look a little less bright. I often admire yellow cars when other people buy them, but it’s not my personal favorite. I might, however, have to re-evaluate to make an exception with the LC500, because of the constantly positive reactions we got while driving around. We became a regional attraction without intending to be, just because of that car in that color.
The inviting interior of the LC500 is firmly comfortable, from seats to electronic controls.
It is loaded with all the latest electronic gadgets and features, and as the top of the Lexus line — which is altogether at the top of the Toyota line — the LC500 is the pinnacle. Base price is $92,950, which seems reasonable after all the options on the test car raised the ante to $106,440.
On the bright Saturday morning of our Lexus week, my wife, Joan, and I wanted to hit our area Farmer’s Market for the peak of the delectable harvest. Then we’d make a stop at Target, and then take some less-busy highways north for a scenic drive to the Iron Range. Joan went into Duluth’s Target store, as I parked in an obvious spot near the entrance, to listen as the Minnesota Twins battled through one of the final games of their abbreviated regular season. I noticed that nearly everybody walking past gazed at the car so regularly that I had to affect a nonchalant demeanor.
A young guy walking back to his car angled diagonally to approach my open window, and said, “Sorry to bother you, but — great pick! That is an absolutely beautiful car.” I smiled and thanked him, without time to explain that it wasn’t my car.
We started toward the highway, and as another car passed us, a kid in the passenger seat yelled, “I like your car, man!”
That became a pattern of admiring comments attracted by the LC500, and its Flare Yellow paint job. Read more
Ram vs. Ram in pickup battle
Filed under: Weekly test drives, Autos
The Ram 1500 Laramie Crew Cab has a luxury interior and 5.7 V8 with mild hybrid.
By John Gilbert
One of the biggest success stories of the 2019 model year was the amazing upsurge in sales of Ram pickup trucks, which sailed right past the enigmatic Chevrolet Silverado to displace it the No. 2 spot behind the almighty Ford F-150.
Engineers and designers at Dodge had been doing a commendable job on the Ram before Fiat took over to create Fiat Chrysler Automobiles and establish Ram as its own division, but since then, Ram has established new heights for pickup style and sophistication.
Ram buyers have been quick to boast of their perceived superiority. Such elements as coil spring suspension in the rear, which makes the Ram by far the most comfortable to ride in on roads and highways, and constantly upgraded interiors, which set new standards for attractiveness as well as function.
It may be that Ram has no illusions about overtaking the Ford, but its array of models, loaded with impressive features, puts Ram on a high plateau that deserves evaluation by anyone looking to buy a big truck — a full-size pickup — for hauling stuff, towing stuff and carrying the family in comfort as well as safety and efficiency.
If auto sales followed election-year protocol, we could all vote by November 3 with our loan or lease budgets on which pickup truck is the best. As it is, the preference hinges greatly on family tradition. Whatever the process, the Ford F-150 traditionally wins the popular vote, over the Chevrolet Silverado, the Ram, Toyota Tundra, Honda Ridgeline, Nissan Titan, and midsize gems such as the Toyota Tacoma, Chevy Colorado and its GMC twin, Ford Ranger, and, if you can find one, a Nissan Frontier — plus, the newcomer on the scene, the Jeep Gladiator.
But Ram has upset the form chart to become top challenger for the F-150, and might be looking for more. For 2020, there is stiff competition within the Ram garage. It’s sort of like holding a national intramural tournament, while the varsity is on Coronavirus hiatus.
The Ram Rebel shares Crew Cab style but adds 3.0-liter EcoDiesel with even more power.
For example, the Ram 1500 Laramie Crew Cab 4X4 is the company icon, but what about the Ram Rebel?
The Laramie has a potent Hemi 5.7-liter V8 that delivers 395 horsepower and 410 foot-pounds of torque. The horsepower peaks at 5,600 RPMs, and the torque hits its peak at 3,950 RPMs.
The ride and interior accommodations are luxury-car-like — no other way to put it. The technology in this huge, Flame-red Ram is mostly unseen, such as the 5.7 V8 getting variable valve-timing and an electric boost from its E-Torque engine, using a mild hybrid input to help keep all the electrics charged. It also has an enormous, dual-pane sunroof that covers the front and rear seats. Along with the classy leather upholstery, the front is dominated by a large console and an enormous, iPad-size 12-inch center stack screen. Read more
Gladiator opens new doors for Jeep
Filed under: Weekly test drives, Autos
The Jeep Gladiator strikes a mystical image against Lake Superior at dusk.
By John Gilbert
The first time I saw a Jeep Gladiator in the flesh, it was almost surreal, as though I was looking at a cartoon and it suddenly sprang to life. Ever since World War II we’ve had Jeeps, best identified by the go-anywhere Wrangler, and the new Gladiator looked as though some Jeep designer thought he might play a prank by taking the rough, squarish outline of a Wrangler, fit a pickup bed on the rear, and put it out as a “concept car” to attract attention and stir conversation.
It’s possible that nobody at FCA (Fiat Chrysler Automobiles) would admit it if that were true, but if so, the resulting acclaim and fanfare from the public might have inspired FCA to order Jeep to make the vehicle.
At a large Midwest Auto Media gathering at Elkhart Lake, Wis., a year and a half ago, there was a prototype Gladiator there for us to drive, briefly, around the area highways. I did that, and was anxious to get my hands on one for a thorough test drive.
That took awhile, as in over a year, during which time demand skyrocketed and manufacturing took more time. By the time one was driven to my driveway up on the hill just north of Duluth, Minnesota, I was more than eager to get into it. Even then, the surreal overtones continued. It caught me off-guard, just by its color — “Gator” clear-coat — a most-unusual flat grey, unlike any gator I’ve ever seen, but certainly unique.
Bold and stylish in its Gator paint job, Gladiator has created its own demand.
The Gladiator is not a scaled-up version of a Wrangler, as I had expected. It has its own chassis, and don’t forget parent FCA also makes the award-winning Ram pickups, which is where a lot of the Gladiator basics come from. A 4-door pickup Jeep, and the name Gladiator fits its aggressive outlook on life.
At that time, I hadn’t seen a Gladiator on area highways or in Duluth. I’m sure there must have been a visitor-driven model somewhere along the line, but we just hadn’t seen one. My first impression was that it lacked the steering tightness of the new Wrangler, and the slight looseness made you feel that you had to pay special attention to avoid wandering. That made it a little unsettling as my wife, Joan, and I took off for a drive up the North Shore of Lake Superior.
Among other bits of lunacy, our family has a tendency to humanize our vehicles, and in my case, it’s a frequent changeover because it’s important to spend my week-long road-tests immersed into whatever car I’m testing, to observe how it fits into our lifestyle. Sort of like a short-term adoption. Sometimes, it seems that the car takes control. I joke about how any car I’m driving prefers to cruise up the North Shore Drive, which takes us through the tiny sailboat haven of Knife River, Minnesota. As we drive through Knife River, whatever vehicle I’m driving takes over and turns immediately into the small parking area out front of the Great! Lakes Candy Company. I’m powerless to prevent it. And why would I?
On that day in the Gladiator, it happened, and it just turned in, and parked, so we could follow the coronavirus protocol to submit our order online, via my iPhone, to get a selection of the absolute best homemade chocolate stuff, in this case, dark chocolate covered almonds with tiny toffee bits imbedded in the chocolate, and some almond bark. Once submitted, you get a response time for when the staff will set out a white paper bag with your name on it on a front porch table. Read more
About the Author
John Gilbert is a lifetime Minnesotan and career journalist, specializing in cars and sports during and since spending 30 years at the Minneapolis Tribune, now the Star Tribune. More recently, he has continued translating the high-tech world of autos and sharing his passionate insights as a freelance writer/photographer/broadcaster. A member of the prestigious North American Car and Truck of the Year jury since 1993. John can be heard Monday-Friday from 9-11am on 610 KDAL(www.kdal610.com) on the "John Gilbert Show," and writes a column in the Duluth Reader.
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