Tuesday 13 September 2016
Monday 12 September 2016
VW T3: Alternator & Power Steering belt adjustment
VW T3: Alternator & Power Steering belt adjustment
Porsche 911 Turbo S 991 Coupe and Cabriolet track Footage and Overview - Video
Porsche 911 Turbo S 991 Coupe and Cabriolet track Footage and Overview
2017 Skoda Kodiaq - Official video
The first official images of the new Skoda Kodiaq large SUV’s exterior have been released
After what seems like an age, the first full official images of the production-ready Skoda Kodiaq have finally been revealed, after the concept car was unveiled at last spring’s Geneva Motor Show.
The new Kodiaq is the first part of the brand’s forthcoming multi-model assault on the booming SUV class. This includes a Skoda Yeti replacement – closely related to the SEAT Ateca and Volkswagen Tiguan.
Rumours abound of an even smaller Skoda SUV that’s set to take on the likes of the Peugeot 2008, Renault Captur, Vauxhall Mokka and Audi Q2, while it’s also thought that Skoda will make an even more stylish, almost coupe-esque SUV in the future, to compete with the Mercedes GLC Coupe and BMW X4. A rugged Scout version will also be available, as will a Sportline variant, while a hot vRS version is being considered.
However, Skoda’s first full SUV will be a large seven-seat affair to rival the likes of the Hyundai Santa Fe, Nissan X-Trail and Land Rover Discovery Sport when it goes on sale in early 2017.
These first images show that the Skoda Kodiaq’s design hasn’t – as expected – veered far from the course plotted by the Vision-S concept revealed at Geneva. The slender headlights that bleed into the large front grille (previewed on that concept car) are carried over just about unscathed, as are the C-shaped rear lights, which have become something of a Skoda calling card.
Under the bonnet, there’s likely to be a familiar range of turbocharged petrol and diesel engines sourced from across the Volkswagen Group, with 1.6 and 2.0-litre diesels likely to be the big sellers. However, the cheapest model to run is likely to be a plug-in hybrid version, although that’ll arrive in the range later than the other drivetrain options.
Skoda says the new car will boast the largest boot capacity in the class and the company’s latest assault on the booming SUV market will focus on technology, practicality and connectivity.
The Kodiaq name is a nod to the Kodiak bear that lives on a remote island off the south coast of Alaska. The native human inhabitants of the island – the Alutiiq – call the bear ‘Taq uka’, which is where the 'q' at the end of Kodiaq is derived from.
Skoda wants the Kodiaq to combine function and form in equal measure. The brand's head of design Jozef Kaban said: "We aspire to combine the highest degree of aesthetics with maximum functionality in such a way that one no longer speaks of different criteria. We are searching for beauty in simplicity, without disregarding functionality or ergonomics. A good design makes functionality attractive."
Unsurprisingly, the Kodiaq’s interior will be very familiar to those of you already well acquainted with the Volkswagen Group's range. Large, trapezoidal, portrait-orientated air vents flank the new infotainment touchscreen, which sits above the climate controls in the centre console.
Connectivity and in-car technology is becoming more and more of a focus for manufacturers and the same can be said for Skoda with the Kodiaq. Top-of-the-range models will come with Infotainment Online, which includes real-time traffic updates for the sat nav and an integrated wi-fi hot spot as standard. This connects to the web using, according to Skoda, “the fastest mobile communications standard currently available”.
As well as allowing passengers to browse the web while driving, the web connection allows access to Skoda’s Care Connect service, which will allow you to check some features of the car, find it in a car park and even configure some aspects of it. It’ll also have an eCall function, which automatically notifies the authorities in the event of a crash that deploys the airbags.
Smartphone connectivity has also been a focus, with Apple CarPlay, Android Auto and MirrorLink compatibility all standard features. The Skoda ‘phonebox’ uses wireless inductive charging to keep your phone topped up and connects it to the car’s aerial to improve signal.
The Kodiaq will also come with a variety of driver-assistance systems, including a range of cameras to allow you to see all around the vehicle, while a towing assistance system can steer the car automatically when you’re parking with a trailer attached. There are also upgraded parking sensors that can brake the car automatically, while adaptive cruise control will be available as an option.
Serious practicality is promised along with the smart looks: the Kodiaq will be a five-seater as standard, with sliding and split-folding rear seats, as well as an optional third row of seats making it the first seven-seat Skoda. Five-seat models come with a best-in-class 720-litre luggage capacity behind the second row of seats, while the seven-seat version sees this reduced to 630 litres.
The Kodiaq is also set to be festooned with cameras. Skoda’s Area View system includes front, rear and mirror-mounted cameras that’ll provide a 360-degree bird’s-eye view of the car during low-speed manoeuvres.
At launch, there’ll be a choice of two diesel and three petrol engines, with the most powerful petrol confirmed so far being a 177bhp turbocharged 2.0-litre. There will also be two turbocharged 1.4-litre petrol engine, with one offering 123bhp and the other 148bhp. The second of these two engines will come with fuel-saving cylinder de-activation technology. It's the 177bhp turbocharged four-cylinder petrol model that will be the quickest model in the range at launch, though, managing 0-62mph in just 7.7 seconds. However, its 171g/km CO2 emissions and resulting £210-a-year road tax bill will amke it the choice of niche buyers.
It's the diesels will be the big sellers, however, with the 148bhp 2.0-litre version likely to be the most popular. Fitted with the six-speed DSG twin-clutch automatic gearbox and front wheel drive, this will be the cleanest model in the range, emitting 131g/km of CO2, meaning a £130 annual tax bill. Add four-wheel drive and a manual 'box and this will go up to 142g/km, putting your tax bill up to £145 a year.
There’ll also be a 187bhp diesel, likely to be the Kodiaq engine of choice for those who tow regularly and will be capable (unencumbered with a trailer, we might add) of doing 0-62mph in just 8.6 seconds. Meanwhile a high-performance 237bhp twin-turbocharged 2.0-litre diesel will arrive later and is set to provide even more pulling power.
The latest Volkswagen Tiguan is available as a GTE plug-in hybrid and the same technology could find its way into the Kodiaq – although it may prove too expensive for what’s still seen as the VW Group's ‘value’ brand.
The Vision S concept was a plug-in hybrid, producing 225bhp from a 1.4-litre TSI petrol engine and an electric motor. Skoda claimed the show car was capable of reaching 62mph from rest in just 7.4 seconds. A high-performance vRS version is also - according to our sister title Auto Express - "under discussion".
There’ll be a choice of six-speed manual and seven-speed DSG dual-clutch automatic gearboxes, while the Kodiaq will be offered with two-wheel drive as standard, with the option to specify four-wheel drive if you need extra grip. Alongside this, there’ll be selectable driving modes that can alter the driving experience to suit the conditions, as well as optimising the car for off-roading.
We've managed to get behind the wheel of a pre-production prototype Kodiaq and we were left impressed. Praise is due for both the driving experience and the new infotainment system, while the engines are mostly strong, refined performers.
Not surprisingly, the Kodiaq isn't the best car to drive in the world, with much more focus on comfort than agility. In this respect, it's similar to a taller Skoda Superb and, with the optional adaptive suspension, the ride was impressively smooth, rounding off the worst of any harsh surfaces.
We tried both the 148 and 187bhp diesels (the latter came with a twin-clutch automatic gearbox) and while the less powerful 2.0-litre diesel will be the big seller, the extra oomph of the more powerful engine was useful. Both are smooth and refined, as we've come to expect from VW Group diesels.
Exact prices for the Skoda Kodiaq SUV will be revealed in due course – we expect a starting figure of about £23,000 to undercut the Kia Sorento, Hyundai Santa Fe and Land Rover Discovery Sport. despite this bargain entry-level trim, rumour has it that top-of-the-range Laurin & Klement trim models (with the appropriate engine, gearbox and drive combination) will top £40,000, making it the most expensive Skoda ever. The new car was unveiled in Berlin on 1 September and will go on sale later this year, with first deliveries beginning in January 2017.
2016 Acura RDX Review and Features - Video
When Acura replaced its enthusiast-extremist, first-generation RDX with the far more mainstream second-generation RDX, it swapped the gas-sucking, laggy turbo four-cylinder for a torquey V-6; torque-vectoring all-wheel drive (SH-AWD) for a conventional AWD system; and a stiff, harsh-riding chassis for a far mellower suspension tune. Sales, predictably, shot up. The RDX is currently the brand’s second-bestselling model after the MDX. So the midcycle update visited upon the 2016 model, unveiled at the Chicago auto show, is mostly a spit-and-polish job on a vehicle that doesn’t really need much help.
The most notable visual differentiator of the 2016 model is the arrival of Acura’s multi-LED headlight cluster, or shall we say, the “Jewel Eye” headlights (a tiresome cliché, now trademarked). The rear lights also are LEDs, and the front and rear styling is mildly tweaked. The wheel designs are new, too.
A batch of new collision-avoidance technologies is grouped into a package called AcuraWatch. That includes adaptive cruise control, forward-collision warning with automatic braking, lane-departure warning, and lane-keeping assist. Commendably, the AcuraWatch features can be had on any trim level, although they’re standard with the new, top-spec Advance package. Should all the electronic nannies somehow fail to keep you out of trouble, Acura claims that the 2016 RDX also has improved crash-test performance.
The 2016 RDX reaches dealers this spring. Look for the Jewel Eye headlights.
LINK: www.caranddriver.com
Sunday 11 September 2016
2017 Porsche Panamera Turbo - Video
2017 Porsche Panamera Turbo In Crayon Color
The big news is the all-new twin-turbo 4.0-liter V8 in the Panamera Turbo. It adopts a “hot vee” layout with the turbochargers in the engine’s valley. This setup allows for a short run from the exhaust manifold for minimal lag, which is further reduced by the twin-scroll turbos. With 18.8 psi of peak boost, the new V8 pumps out 550 horsepower and 567-pound feet. As we mentioned, that’s just 20 hp behind the outgoing Turbo S. And the Panamera Turbo is quick – good for 0 to 60 mph in 3.4 seconds with the Sport Chrono pack. Yes, launch control looks awesome.
This is also the first Porsche engine to adopt cylinder deactivation – in four-cylinder mode the engine can run up to 3,500 rpm with as much as 123 horsepower. To shut down four cylinders at a time, the camshaft on each bank slides to engage a dummy lobe on cylinders two, three, five, and eight. When running in V4 mode, the valves stay closed on the shut-down cylinders. Another nod to emissions and efficiency is a catalytic converter mounted close up near the vee, right behind the turbos. All that heat requires airflow, so there’s a dedicated duct from the radiator that routes fresh air over the turbos and catalytic converter.
LINK: www.dpccars.com
36° Rally San Martino di Castrozza 2016 - Pure Sound + Crash - Video
36° Rally San Martino di Castrozza 2016 - Pure Sound + Crash
GM Ecotec 1.4L VVT Engine Timing Chain Replacement Tips - Video
GM Ecotec 1.4L VVT Engine Timing Chain Replacement Tips
GM Engine 3.6L V6 Camshaft Phaser Replacement and Timing Chain Installation - Video
GM Engine 3.6L V6 Camshaft Phaser Replacement and Timing Chain Installation
2017 GMC Acadia Denali - Video
Sometimes messing with success can be a risky undertaking. In the case of the 2017 Acadia, it was a calculated risk that GMC was fully prepared to take. Although the current iteration is coming off of its best sales year ever, the division felt this popular 3-row midsize crossover SUV would benefit from a “strategic re-scoping” to further distinguish it from the full-size Yukon and enhance its competitive appeal with an even larger group of potential buyers who wanted something larger than a Terrain. Unveiled earlier this year at the Detroit Auto Show, the 2017 GMC Acadia has been completely remade, retaining three rows of seats but shedding roughly 700 pounds. Beyond scaling down in physical size, the new Acadia now offers a more fuel-efficient 4-cylinder engine as well as its traditional V6. We recently checked out several variations during a brief-but-enlightening test drive around Washington D.C. and out into Virginia horse country, and can confirm GMC’s contention that the Gen II Acadia has gained noticeably with respect to style, refinement and operational sophistication.
A more sophisticated character
While maintaining a strong visual relationship with the brand, GMC says the 2017’s Acadia’s redrawn exterior reflects “extensive customer input.” That translates into swapping a healthy measure of truck-based influence in favor of a more contemporary crossover SUV character manifested in elements like softer contours, a faster windshield angle and more toney front/rear lighting elements – although still no full-LED headlamps. Duly differentiated trim grades run from base SL to two levels of SLE and SLT, plus a new active-lifestyle-oriented All-Terrain variant as well as the extremely popular and still brightwork-rich/range-topping Denali, which currently accounts for over 30 percent of all Acadia sales.
Based on GM’s new C1XX platform that also underpins the 2017 Cadillac XT5, the Acadia cuts a more dashing figure on a slightly less grand scale than the current Lambda-based iteration -- which will continue rolling on for the remainder of the year as the 2017 Acadia Limited. Measuring 193.6-inches from bumper to bumper, this re-envisioned Acadia is 7.2 inches shorter, 3.5 inches narrower and nearly four inches lower to its roofline with a wheelbase dimension that slips from 118.9 to 112.5 inches.
Enhanced dynamics
In the net gains department, that scale-down trims the Acadia’s turning circle from 40.4 feet to 38.7 feet, providing notably superior maneuverability in tighter confines. And whether front- or all-wheel drive, the Acadia’s lighter, stronger unitized core structure, more precise electric-assist power steering and fully independent suspension -- conventional or an available continuously variable damping system that’s standard on Denali models -- endow GMC’s versatile hauler with more confident control under all conditions. A new drive mode selector can modify various chassis and powertrain maps to accommodate changes in surface conditions, while 4x4 models have an econo-enhancing positive AWD disconnect that decouples the rear axle and driveshaft to save fuel. The new Acadia is quieter at all speeds and offers superior ride compliance whether fitted with 18-inch or 20-inch wheel/tire packages. However, we admit our multi-hour excursion was largely confined to traversing a selection of rather well-maintained freeways and rural roads.
Geared towards upgrading off-road competence, the new All-Terrain variant takes things a step beyond. It bolsters the Acadia’s basic AWD setup with a model-exclusive Active Twin Clutch system that can split rear torque left/right as well as provide the standard fore/aft shuffle to ensure power heads to the wheel/wheels with the greatest traction. The vehicle also replaces the Off Road mode that’s standard on Acadia AWDs with a bespoke All-Terrain alternative that helps improve hill-climbing capabilities. Unfortunately, our abbreviated first encounter didn’t allow any opportunities to check out those added competencies.
Greater fuel efficiency
Motivation for the 2017 Acadia comes in two distinct forms. The new naturally aspirated 2.5-liter/4-cylinder in the front-drive Acadia SL and the SLE-1 makes 194 horsepower and 190 lb-ft of torque while the high-tech 3.6-liter V6 that develops 310 horses and 271 lb-ft of peak twist comes standard in the All-Terrain, the SLT-2 on which it’s based, and the Denali, but also is available in the SLE-2. Both engines have direct fuel injection, variable valve timing and are backed by a smooth-shifting 6-speed automatic. The 4-banger, which boasts GMC’s first use of start-stop technology, generates 21/26-mpg best-case EPA city/highway numbers while the V6 has active cylinder management that lets it function as a V4 under light load conditions and merit 18/25-mpg numbers regardless of driven wheels, a 3-mpg gain in both categories compared to the current model. The transition moments in both engines proved virtually seamless, and while the 4-cylinder felt entirely adequate for lighter-duty operations in the SLT-1 we drove, the V6 -- which will be the volume engine -- was clearly more energetic in the AWD All-Terrain and Denali variants. Raising the cylinder count also increases the new Acadia’s max-tow rating from 1,000 to 4,000 pounds, although it does fall short of the present Acadia’s 5,200-lb stat.
Flexible, functional and even better connected
Like the rest of the package, the Acadia’s cabin makeover embodies a more modern character that complements the familiar GMC visual ethos and high-quality trim elements with enhanced technology and new safety/driver-assist features. The recast dash matches good legibility with user-friendly controls and boasts an 8.0-inch touchscreen, OnStar 4G LTE with Wi-Fi and Apple CarPlay/Android Auto capability, plus a new SHOP feature to the GMC IntelliLink system that allows owners to download approved apps to personalize their vehicles. Also worthy of mention are numerous stow cubbies as well as a selection of USB ports, 12V powerpoints and a 110V outlet.
Despite losing a fair bit of interior volume, the 2017 Acadia remains fully capable of carrying up to seven passengers in a standard 2/3/2 format. That includes a pair of modestly scaled adults in its 50/50 third-row – albeit with a bit of consideration from those occupying the Acadia’s tilt-and-slide 60/40 second-tier bench. Buyers also can opt for a pair of mid-ship Captain’s Chairs. Whatever the choice, both rows easily fold flat when cargo toting takes precedence. However, basic stow space in the new Acadia dips from 19.6 cubic feet to just 12.8, and maximum volume decreases from 91.6 cubic feet to 79.0. The new All-Terrain gets its own variation on the theme with a 5-seat configuration that replaces the third row with covered stow bins plus an adjustable cargo management system.
On the safety front, the 2017 Acadia offers a bounty of new model-dependent features including a Surround Vision Camera, Lane Change Alert, Side Blind Zone Alert, Forward Automatic Braking/Pedestrian Braking, Lane Keep Assist with Lane Departure Warning, Front/Rear Park Assist and a Safety Alert Seat. All variants also add an industry-first rear-seat alert system that reminds drivers about items – and/or children – that may have been inadvertently left behind in the second or third row. The 2017 GMC Acadia arrives in showrooms late this spring. Pricing for the base 4-cylinder front-dive-only Acadia SL will start at $29,995 with the top-line Acadia Denali AWD opening at $47,845.
LINK: www.kbb.com
Saturday 10 September 2016
2017 Nissan Sentra - Video
There are additional changes beyond the powertrain, too. The suspension features stiffer front springs and optimized dampers. The electric power steering has a larger steering motor and has been altered to provide a more balanced feeling between low-speed and high-speed driving. The front brakes are larger, too -- 11.7-inch rotors versus the SR's 11.0-inch units.
The SR Turbo adds a moonroof as standard equipment, and all 2017 Sentra models feature thicker front and rear glass to cut down on road noise. The center console's expanded, as well, offering nearly double the storage capacity over the 2016 model. If you want to get mega fancy, the SR Turbo Premium Package adds leather seats, an auto-dimming rearview mirror, a Bose sound system and blind spot monitoring.
There's no word yet on price, but for comparison's sake, a 2016 Sentra SR will set you back $20,410, so it's safe to assume that the SR Turbo will add a couple grand to the equation. But if you want a sporty small sedan, it should stand as a solid value against competitors like the Civic Touring.
LINK: www.cnet.com/
2017 Nissan Rogue - Video
Here is the 2017 Nissan Rogue that arrives just in time for the crossover’s three-year mark since its introduction in the fall of 2013. It brings mild cosmetic updates, content enhancements, but more importantly, the addition of a hybrid model.
Available for the first time as a hybrid in both front- and all-wheel drive applications, the 2017 Rogue Hybrid pairs a 2.0-liter four-cylinder gasoline engine to an electric motor and Xtronic transmission, with a compact Lithium-ion battery located under the boot, which Nissan claims “maintains its flat rear floor for easy passenger access to the rear seat and little reduction of cargo room”.
The hybrid system delivers a combined 176hp from the 141hp and 144 lb-ft 2.0-liter unit and 40hp and 118 lb-ft of torque from the 30kW electric motor. The front-wheel drive hybrid model is said to return an EPA estimated 33 mpg city, 35 mpg highway and 34 mpg combined, while the AWD version drops to 31 mpg city, 34 mpg highway and 33 mpg combined.
The regular 2017 Rogue carries over the previous 2.5-liter four-cylinder gasoline lump unchanged at 170hp and 175 lb-ft.
Exterior revisions for the mid-cycle update focus on the two ends, with the front gaining new headlamps and a more pronounced, Murano-like ‘V-motion’ grille together with a redesigned bumper sporting rectangular fog lights, and the rear, revised taillights with boomerang-styled LEDs. There are also new chrome side moldings, three additional exterior colors and redesigned 17-inch, 18-inch and 19-inch wheels.
On the inside, Nissan gave the 2017 Rogue a sportier looking steering wheel and sport-mode shifter, a subtly revised front center console, new trim pieces and upholstery (both cloth and leather), plus additional optional and standard kit.
The Japanese carmaker also improved the Rogue’s safety equipment with Lane Departure Warning (LDW) and Lane Departure Prevention (LDP), adaptive cruise control (ICC), and Forward Emergency Braking with Pedestrian Detection.
Pricing will be announced closer to the 2017 Rogue’s market launch later in the year.
LINK: www.carscoops.com
LINK: www.carscoops.com
2017 Maserati Levante - Video
2017 Maserati Levante - First Drive Review
In the last two decades, every luxury brand decided it needed an SUV to remain relevant in a market gone bonkers for tall wagonoids. (Well, almost every one;Ferrari says there’s no way it will commit to any truck that we know of, although it would almost certainly be, as the Donald says, yuge!) The influx is because buyers have shown no squeamishness toward SUVs from traditional luxury and sporting brands, and the only real trick is translating an exotic label’s core values into a four-door hatchback mall-crawler.
Maserati unabashedly declares victory in that effort by calling its new Levante “the Maserati of SUVs.” And now that we’ve pounded some of northern Italy’s pavement in what is likely to be the closest thing to a Ferrari off-roader that we’ll ever get, at least for a while, we’re buying the sales pitch. The gleaming silvery trident has been thrust into the truck genre in a way that stays true to the Modenese boutique’s strongest selling points. Taking the Ghibli sedan for its guts, the Levante both improves on that vehicle and offers character that is distinct from every SUV that has preceded it. No small accomplishment, but as Maserati CEO Harald Wester says, “It should be good, we’ve been working on it for 13 years,” a reference to the original 2003 Maserati Kubang concept.
Less a Crossover than a Tall Wagon
It’s best to think of the Levante, named for a wind in the western Mediterranean, as a Ghibli wagon in the mold of the Audi Allroad line. That means it’s a primarily on-pavement, all-weather fast hauler with just enough all-wheel-drive capability and driver-selectable ride-height range to provide some decent trail abilities. Like the current crop of Maseratis, the Levante is fast, it’s ferociously loud when it needs to be, and it wrings the bejeezus out of a corner, but it’s even better than the Ghibli that underpins it. Call it Ghibli 2.0.
The Levante runs the Ghibli’s relatively small but fiery 3.0-liter twin-turbo V-6 with two horsepower ratings to choose from: 345 in the $72,000 base Levante and 424 in the $83,000 S (not including final destination charges, which haven’t been announced). The latter is a 20-hp increase from the Ghibli S’s output due to changes to the Levante’s intake and exhaust as well as software tweaks, and the factory puts the 60-mph sprint at 5.0 seconds (5.8 seconds for the 345-hp model). The last Ghibli S we tested did the deed in 4.7. We’re told that prototype Levantes have been built using the Quattroporte’s 523-hp 3.8-liter V-8, but there are no announced plans to produce it. There’s also a 3.0-liter diesel version not intended for the U.S., but we’re not weeping over that. Our short turn in the Levante diesel showed it to be a Maserati with its heart cut out.
Meanwhile, the throttle response in the gas V-6 has been greatly improved over the all-or-nothing Ghibli’s. The engineers contrived the Levante’s throttle-pedal stroke to produce vigorous initial response, the eight-speed ZF automatic quickly downshifting to pitch the revs up into a fatter torque range. The Levante S we drove was never caught flat-footed, and it surged with a thrilling lupine bark from its quad pipes as soon as we poked it.
That deep, esophageal snarl, so distinctly Italian, never gets old, and it’s one thing that separates the Levante from the German luxury-crossover contingent, including the Audi SQ5 and Q7, the Porsche Cayenne, and the BMW X5. Another distinguishing characteristic is the steering. Maserati sticks with hydraulic assist in a world gone largely electric, which helps give the large, three-spoke steering wheel an organic alertness. It tugs and sags over rolling pavement in a vintage way that is now largely lost (or, at least, imperfectly simulated) in the wider industry. Nothing imparts a sense of control more than a direct connection to the front tires, and with good visibility out to the corners, the big Levante is an easy car to place precisely in a turn. When a driver can confidently clip a corner inches from a curb in a car that is more than 16 feet long, weighs about 4650 pounds, and tows nearly 6000 pounds, then Maserati has done its job.
The Levante’s suspension, an evolution of the Ghibli’s, employs aluminum control arms up front and five links per corner in back, with standard air springs collaborating with electronically controlled dampers; Maserati brands the system as Skyhook. A longer suspension stroke than the Ghibli’s and five ride-height settings that include two off-road positions that raise the ground clearance by a maximum of 1.6 inches—as much as 9.7 inches above the ground—are among the changes.
The biggest challenge, say the engineers, was giving the Levante’s suspension both a sporting stiffness and, when necessary, a taffylike squishiness for trail work, something achievable only with computer-managed springs and dampers. Even though only about one percent of owners are expected to ever go off-road, says Maserati, and most in Dubai where rich yahoos like to take their luxe SUVs out to the Empty Quarter to play in the dunes, all SUV owners like knowing that their cars can do it.
Hence, the Levante also comes standard with Q4, Maserati’s permanent all-wheel drive. A computer-controlled multiplate clutch attached to the transmission engages drive to the front axle when desired; the rear axle is always engaged. At Fiat-Chrysler’s old Balocco test track, we were pointed down a trail through the woods that included some fairly serious grades, a water trough, and a few suspension-twisting obstacles. Between the extra ground-clearance modes, the seamless forward torque transfer, a limited-slip rear diff, and some surprisingly generous ramp angles, the Levante acquitted itself as a decent mud puppy.
This Ain’t No Lexus
On the road, the suspension is more compliant than we expected, especially on the standard 19-inch or optional 20-inch wheels on the S, which wears giant 295/40 Pirelli PZero tires in back. Even so, the chassis sucks up bad pavement better than the choppier Ghibli we tested a couple of years ago. You can firm it up with a Sport setting, but the thinking at Maserati is that SUV buyers want a bit more daily comfort. Still, the Levante is a pretty tense machine, especially on the 20s, which impart some nervousness to the ride, and doubly especially with an engine that is just waiting to leap to 4000 rpm at the slightest provocation. This ain’t no Lexus, and a hearty salute to that! Although Maserati hints at a 22-mpg combined rating when the numbers are released later this year, we expect owners to find the fuel vanishing from the 21.1-gallon tank with greater alacrity. The EPA ratings cannot possibly be better than the lighter and lower-powered Ghibli S Q4, which rates 16/19 mpg city/highway.
Maserati has answered some Ghibli critics inside the Levante, as well. The redesigned seats are more comfortable both front and back, for example. The aforementioned Sport setting now has two modes, the first to wake up the throttle and transmission and to beef up the exhaust snarl, and a second that firms up the suspension. Before, the single Sport mode gave both the rigid ride and the engine changes. Also, Maserati finally gets a center control knob for the center touchscreen. It’s not quite as polished as Audi’s MMI, as the Maserati’s control knob is simply grafted onto the old system, which was intended to be touchscreen only. Thus, if you want to zoom the map with the knob, you use the knob to move the cursor over to the plus or minus boxes on the screen, then push the button on top of the knob to change the zoom (in an Audi, it’s a breezier one-step process of just turning the knob). Yes, you get used to the Maserati’s fussier system, which we expect will soon filter down to Jeeps and Chryslers, and we give FCA full credit for finally (!) recognizing the appeal of this feature.
Leather and French stitching swaddle the interior. As in the Ghibli, the center-console flip-doors hiding the cupholders and a clutter bin could benefit from a less-cheap-feeling plastic. Maserati says this detail will be improved by the time cars reach the U.S. by the end of this summer. We only experienced two fairly loaded versions, the optional Sport package trim (sport seats, a gloss-black grille, 20-inch wheels, shifter paddles, a sunroof, and other extras) and the optional Zegna Edition luxury package that incorporates interior appointments from the famous Italian clothier. These include silk seat inserts and “silk jersey” on the doors and headliner that your fingers will love running over. The option pricing, when announced, will easily loft the Levante’s sticker over $100,000.
With the Levante, Fiat-Chrysler is taking a risk, giving the SUV a dedicated production facility at its Mirafiori plant near Turin and counting on it for 30,000 sales per year. But the company has greatly helped its cause by doing the product right, and the Levante should help keep both Maserati and Italian car-making relevant, at least for now.
LINK: www.caranddriver.com
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