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2019 Genesis G80 Sport, The best gets even better The Road Beat Words and pictures by Larry Weitzman This is my fifth go around with the new Genesis G80, in an updated Sport version. Offered in RWD and AWD, it is designed to be a significant player in today’s era of super sedans, like Mercedes AMG or BMW M cars. How could a Korean compete in these lofty automotive circles? In the same way Genesis competes with other luxury sedans, by offering more for less. In fact, this car is so good, I expect BMW will file a lawsuit attempting to outlaw the sale of this new Genesis. Genesis begins by sculpturing a sedan with world class looks, starting with an aggressive, strong front end, a broad, long relatively flat hood, a single upper character line connecting the entire body all ending in a flowing rear end with a slight kamm tail. Genesis is a great looking ride. With its long 119-inch wheelbase, Genesis is classified as a large car stretching out 197 inches while maintaining a svelte width of 74 inches. Interior volume is 108 cubic feet plus a 15-cubic foot trunk. At 4,519 pounds Genesis is no lightweight. AWD will add another 155 pounds. Powering up the G80 Sport is the same 3.3L direct injected, DOHC, 24 valve turbo V-6 engine used in the Genesis G90 and G70. Belting out a 365 hp at 6,000 rpm and a healthy dose of twist (376 pounds at 1,300-4,500 rpm), Sport becomes a veritable animal sending prodigious power to the rear wheels (AWD is an option) via a super slick eight-speed auto cog swapper. The power is so stupendous it hits like a hammer, no make that a sledgehammer. And the numbers don’t tell the real story. Zero to 60 mph arrives in under five seconds at 4.82 seconds. That’s supersedan numbers. Passing is also mind boggling with a 50-70 mph level pass requiring 2.16 seconds and the same run up a steep grade only slowing the Chrondex to 2.86 seconds. All these performance numbers are an improvement over my test of the G80 Sport from two years ago. Interestingly, these times are slightly quicker than G80 V-8 (4.92/2.44/2.99) which has 420 peak hp at the same 6,000 rpm and 383 pounds of twist at 5,000 rpm. The reason the lesser hp Sport performs slightly better than V-8 is because of the prodigious torque curve of the V-6 turbo. In other words, between 1,300 and 4,500 rpm, the V-6 turbo actually makes more hp than the V-8. If it feels like the V-6T pulls harder than the larger normally aspirated V-8, it’s because it does. And that’s with a slight turbo lag on tip in when the go pedal is pressed to the floor. This car inspires confidence. Fuel economy was slightly improved as well. Not that bad, in fact maybe quite good considering. While the EPA rates the G80 Sport at 17/25/20 mpg city/highway/combined, you can expect better. My two-way highway fuel economy test at 70 mph averaged 32.1 mpg with the engine spinning an idle like 1,750 rpm. Overall, the G80 averaged 26.1 mpg in 700 miles of mostly (about 80 percent) high speed (78-79 mph on cruise control) highway driving with dozens of full throttle passes. Those were fun. The G80 Sport is guilt free. In the handling department, the state-of-the-art suspenders combine with an almost hydraulic feeling electric power rack that is quick at 2.55 turns lock to lock. Staggered alloys measuring 19X8.5 and 19X9 inches shod with low profile 245/40 and 275/35 all season rubber complete incredible cornering power, accuracy and feel. It certainly belies its 4,500-pound curb weight like it’s a 1,000 pounds lighter. Cornering speeds were about 10 mph higher than other test vehicles while still having the feeling of being quite comfortable. Superb turn-in and off and on center feel are also standard equipment. Amazing. And then there is the ride quotient. Awesome. This is one of the, make that it is the smoothest and quietest ride yet, except for when dipping into full tilt boogie when the engine makes some incredible sounds. Wonderful. Brakes which were a little too sensitive in my prior test are now perfectly linear and the stopping power is amazing. All four rotors are ventilated and the fronts resemble 30-pound turkey platters at over 14 inches in diameter with four pot calipers. Massive. Every other safety acronym is standard in the G80 Sport and the LED headlights with dynamic bending could be used for the U.S. Open Tennis tournament at Arthur Ashe Stadium if there was a power failure. Inside is a magnificent interior of leather, soft touch materials and carbon fiber. Seats are beautiful, if not a bit on the firm side, but with power in every axis plus heating and cooling. Ditto for the steering wheel. Rear seating is comfortable with copious leg and shoulder room. Instrumentation is complete down to the tire pressure monitor. Gauges are clear and Swiss watch precise including the heads up which became important because not glancing at the speedo at supra legal speeds could be dangerous. Just take a look at the interior and you will understand the sublime quality right down to the contrasting perforations in the leather seating surfaces. Pricing starts and ends at $55,250 plus $995 for the luxury suite on the boat from Ulsan, Korea. AWD will add about 155 pounds and $2,500. This is the first vehicle ever tested two years later with the exact same list price. However, the destination cost went up $20. Kudos to Genesis for that. While there is no question G80 Sport is the best supersedan buy on the market, you will buy it for the car itself and forget about the propeller or three-pointed star badging. Specs and Techs Price $56,245 Engines 3.3L turbocharged, direct injected DOHC 24 valve V-6 365 hp @ 6,000rpm 376 lb.-ft. of torque @ 1,300 to 4,500 rpm Transmission Eight speed automatic Configuration Longitudinal front engine/Rear Wheel Drive/All Wheel Drive Dimensions Wheelbase 118.5 inches Length 196.5 inches Width 74.4 inches Height 58.3 inches Track (f/r) 64.1/65.3 inches Ground clearance 5.3 inches Weight (RWD/AWD) 4,519/4,674 pounds Trunk capacity 15.3 cubic fee Passenger volume 107.7 cubic feet Fuel Capacity 20.3 gallons Steering lock to lock 2.55 turns Turning circle 36.2 feet Wheels 18X8/19X8.5f; 19X9r inches Tires 245/45X18/245/40X19f; 275/35X19r Coefficient of drag 0.27 Performance 0-60 mph 4.82 seconds 50-70 mph level 2.16 seconds, uphill 2.86 seconds Top speed will be mined blowing Fuel economy EPA rated at 17/25/20 mpg combined. Expect 23-24 mpg in suburban/rural driving. 32 mpg on a level highway at 70 mph.

The Road Beat Archive, December 12, 2019 2020 Volvo S60 T8-E AWD R-Design. The name's a mouthful, but it's a super performance video game. Words and pictures by Larry Weitzman There is no question Volvo is on a roll, which is fitting since the name Volvo in Latin means “I roll.” The first Volvos to arrive in the U.S. over 50 years ago looked like my father’s 1947 Chrysler Windsor and didn’t perform much better. But they earned a reputation of being bullet proof. But Volvos got better looking over time with the 144 bodies really arriving with the Volvo 850.  In 2003 Volvo brought the great looking XC90 designed by Doug Frasher and Volvo has never looked back. Frasher went on to design many other superb Volvo designs. Which brings us to the new S60, another gorgeous Volvo. Volvo was once regarded as the safest vehicles, now they can add beautiful as all their current models, the S90, V90 are now at the epitome of design. The new S60 has perfect proportions, superb lines and enough muscle in its curves to get third looks from individuals who rarely look at cars. It is that striking. And while Volvo retains a somewhat boxy look, its co-efficient of drag is a remarkably low 0.27. S60 is a small mid-size with a length of 187 inches on a huge 113-inch wheelbase. Volvo’s width of 73 inches means you are not imagining its broad athletic shoulders. It stands a svelte 56 inches. It’s a perfect size. Powering up the S60 is a plug-in hybrid power train with most of the oomph coming from the 2.0L mechanically supercharged and turbo supercharged inline, DOHC, 16 valve directed injected four banger. It produces 313 hp at 6,000 rpm along with 295 pounds of twist at about 2,200 rpm with an electric kicker of 87 hp and another 177 pounds of twist added to its already plentiful 295 pounds bringing the total twist to 472-foot pounds along with the combined 400 hp. That is some serious moxie. It drives all four wheels via an 8-speed automatic torque converter cog swapper and it drives them hard with full-tilt boogie run of 0-60 mph arriving in a scant 4.48 seconds. That’s world class stuff. Remember other Volvos roll pretty good, too with a recent S90 from 2017 running the benchmark in 5.84 seconds without the electric kicker. Passing performance is also rocket-like with 50-70 mph runs taking 2.16 and 2.97 seconds on a level highway and up a 6-7 percent grade respectively. This S60 is a world class performer. Throttle response is very strong because of the mechanical supercharger and electric motor with its instant torque. As a plug-in hybrid, you would expect good fuel economy. EPA rates the S60 T8 at 69 MPGe (as a pure EV) and 30 mpg combined when running as a hybrid. The electricity comes from an 11.6 kWh L-I battery so the available energy for pure electric is limited to about 10 kWh which limits EV range to about 30 miles. On a cost per mile basis that equates using PGE electric rates to about 10 cents a mile which is about the cost if running on the hybrid system as the S60 returned 34.5 mpg at a constant 70 mph in a two-way run. Overall the Volvo averaged 24 mpg in rural hilly driving. Many conventional vehicles get better fuel economy, but not ones that can run from 0-60 mph in under five seconds. Volvo gave this hybrid a big for a hybrid gas tank at 15.9 gallons. Now here is where you get the video game, in the drive. Volvo suspension is state of the art with plenty of electronic interventions, either in braking on its own, traction and stability control. Steering while reasonably quick (3 turns lock to lock) is numb and on center feel is also a bit numb to the point its like driving a video game. But handling prowess is powerful. Meaty 235/40 series Pirelli P Zero rubber on great looking 19-inch alloys provide prodigious grip with most of the feedback coming from the Pirellis. Turning circle is a tight 37 feet. Those same Pirellis provide a quiet, smooth ride and with the engine spinning just 1,900 rpm at 70 mph it is deafening.  That suspension above also smooths out most bumps with aplomb. Safety was and still is a Volvo forte. Every imaginable electronic intervention known to humans is all there except for one important feature, auto dimming high beams. It does have AFS which means that the headlights follow the steering. LED “Thor’s Hammer” front headlights are terrific on low beam and good on high beam. Many times, high beams didn’t add much as the lows were so comprehensive in their coverage. Inside is typical quality Volvo interior with some of the best leathers in motordom. Seats are sublime. I once wrote that many drivers may use Volvo front chairs as office chairs. Instrumentation while done of a tft screen, does provide a tach when in Sport driving mode. The trip computer is somewhat difficult to use.  The trunk is large as the battery is located in the center line of the vehicle. Volvo uses a center large 12-inch touch screen for climate, radio and even the owner’s manual. There was no published owner’s manual in the glove box. After a little time, the system becomes reasonably easy to use and for most computer wizards it will be a snap. Pricing for this super sedan (at least performance wise) starts at $55,400 plus $995 for the train and truck from its Ridgeville, South Carolina assembly plant. Add-ons drove the total price to $61,890 with the big addition being the Bowers and Wilkins sound system at $3,200. I would take a pass on that one. The bottom line is that for well under $60 large you could be driving a super sedan that can double as a video game. Duty calls. Specifications Engine: 2.0L DOHC, 16 valve, turbo and supercharged and direct injected inline four 313 hp @ 6,000 rpm and 295 lb.-ft of torque @ 2,200 rpm Electric propulsion 11.6 kWh Lithium-ion battery 87 hp electric motor with 177 pounds of torque Transmission: Eight speed torque converter automatic Configuration: Transverse mounted front engine/all-wheel drive Dimensions Wheelbase 113.1 inches Length 187.4 inches Width 72.8 inches Height 56.3 inches Ground clearance 5.6 inches Track (f/r) 63.0/63.0 inches Fuel capacity 15.9 gallons Steering lock to lock 3.0 turns Weight 3,690-4,400 pounds Tires 235/40X19 Turning circle 37.0 feet Co-efficient of drag 0.27 Performance 0-60 mph 4.48 seconds 50-70 mph 2.16 seconds 50-70 mph (up a 6-7 percent grade) 2.97 seconds Fuel economy EPA rated 69 MPGe, 30 mpg combined. Expect 24 mpg in rural country driving and 34 mpg on the highway at legal speeds

2020 Honda CR-V Touring, a study as to why it is a bestselling SUV. Words and Pictures by Larry Weitzman Honda has some great selling cars, the new Civic, which now outsells every other compact and the new CR-V which was also the best-selling compact CUV when it was introduced about three years ago (It has been overtaken by Brand T’s RAV4). When Honda introduced a bunch of new rides in the last three years (Civic, CR-V, Pilot, Passport, and Accord) they were all fantastic. The new Civic blew me away, with performance, handling, phenomenal fuel economy and fabulous looks and I loved the Passport. For this Road Beat, the CR-V is now in the spotlight. And it almost duplicates its Civics’ attributes (CR-V means Civic Recreational Vehicle). While the new Civic has an awesome design, the new CR-V while clearly the best-looking CR-V ever, still needs some work to its body. Such as lightening the front end and more aggression. However, Honda must be complemented for its new headlight design. But when compared to the first, second and third generation, its light years ahead. The prior fourth generation was a big improvement and this current fifth generation is another big step in the right direction. Announced today as I write this Road Beat is a hybrid version of the CR-V that will be in showrooms any day now. It has a 212 hp combined power system with the same fuel capacity of 14 gallons. Weight goes up less than 200 pounds and it loses about seven cubes of interior volume behind the front seats. But its fuel economy goes up by about 8-10 mpg overall with I suspect improved performance. All this for about a $1,200 premium, a bargain. I can’t wait to test one. Getting back to our regular programming, the high compression (10.3:1), 1.5L DOHC 16 valve, turbocharged direct injected four is a pure gem. With 18.5 pounds of boost pressure this new mini- mighty knocks out 190 hp at a low 5,600 rpm while generating 179 pounds of twist anywhere from 2,000 to 5,000 rpm meaning it pulls like a freight train from off-idle to near peak hp, especially with the new CVT tranny that drives and feels like it is actually shifting. Best CVT in the business. Turbocharging also means no loss of performance at high altitudes as in the mountains. Size wise, the CR-V is the perfect compact CUV at 181 inches in length plus a generous width of 73 inches while standing 67 inches tall. It rides on a 105-inch wheelbase which is average for this class. Performance remains outstanding considering its diminutive 1.5L inline four. Ah, but the miracle of turbo charging takes what would normally be an engine of about 120 hp and perhaps 100 pounds of twist at 4,500 rpm to the huge numbers above by using the exhaust gases to spin up a turbine compressor to a maximum boost of 18.5 PSI. That’s a big number. But it works well pushing this 3,569 pound CUV to 60 mph in a quick average of 7.78 seconds. It also runs a 50-70 mph simulated pass in just 4.30 seconds and the same run up a steep grade (6-7%) in 6.39 seconds. It does have some turbo lag (most drivers won’t notice) and the reality is that it feels quicker than the actual numbers and once on boost the CR-V feels quite responsive. Those numbers are essentially identical to my CR-V test three years ago when it produced 7.82/4.19/6.29 seconds in the same performance tests. That is consistent build quality. The benefit of the small turbo engine is improved fuel economy. EPA rates this CR-V at 27/32/29 mpg city/highway/combined. On the highway at 70 mph in a two-way run it averaged 35.3 mpg. Overall in aggressive driving with no highway 26 mpg was more the norm. I suspect the hybrid to improve normal driving numbers by about 10 mpg with the constant highway number improving by an MPG or two. Handling is excellent because of its great engineering. Steering is an extremely quick 2.3 turns lock to lock. Track is a wide 63 inches. Tires are 235/55 series surrounding 19X7 inch alloys. Suspension is a state of the art trick independent set up with MacPherson struts up front and a double wishbone system holding up the rear with stab bars at both ends. And does it corner. Steering is nicely weighted, grip is excellent while when pushed hard the attitude remains reasonable flat. It is a delight when the road bends when doing the fast tango in the twisties. Honda has also given the CR-V good weight distribution with the AWD model at 57/43 percent front and rear. And it still rides with that mid-size quality of extreme smoothness and quiet. There is little head tossing. Quiet is promoted with its low rpms at 70 mph of 2,000. And the body is vault tight. Since there is no second place with respect to safety, my CR-V top of the line Touring had every safety feature, never mind the usual acronyms. Standard in the EX, EX-L and touring are advanced features such as Forward Collision Warning, Land Departure Warning, Collision Mitigation Braking, Road Departure Mitigation, Lane Keeping Assist, Adaptive Cruise Control, Auto High-Beam Headlights and Blind Spot Information along with Cross Traffic Monitor. Headlights are also terrific. Inside this Touring edition is a comfortable leather interior with soft touch materials everywhere. Instrumentation is complete and clear with a trick trip computer and three different mileage computers and readouts. A weakness is the touch screen to control the radio and HVAC. Simple push buttons and knobs are more accurate and easier to use. I have commented on this issue before. Seating is very comfortable and multi-adjustable. It is suitable for all day travel and rear seating is good for three. Cargo space is a winner for Home Depot and Lowe’s shopping. Honda has a great way to price their models in four trim levels of options with the top three models getting most all the safety equipment mentioned above. All CR-Vs now use the same powertrain. Pricing for the Touring model AWD begins and ends at $34,750 plus $1,095 ($35,846 all in) for the train/truck from Alliston, Ontario, Canada. There are no factory options, it already has everything. An LX FWD starts at $26,145 all in and AWD will add $1,500 to all FWD models. Drive one and you will understand why this CUV is a hot seller. Specifications Price $26,145 to $36,845 Engine: 1.5L turbocharged, DOHC, 16 valve, direct injected inline four 190 hp @ 5,600 rpm 179 lbs.-ft. of torque @ 2,000-5,000 rpm Transmission: CVT Configuration: Transverse front engine/FWD/AWD Dimensions Wheelbase 104.8 inches Length 182.1 inches Width 73.0 inches Height 66.5 inches Track f/r AWD 62.9/63.5 inches Ground clearance 8.2 inches Weight 3,569 pounds Weight distribution f/r 57/43 percent Tow Capacity 1,500 pounds Wheels 19X7 inch alloys Tires 235/55X19 Steering lock to lock 2.30 turns Turning circle 37.4 feet Fuel capacity 14.0 gallons Cargo volume seats up/down 37.6/75.8 cubic feet Passenger volume 102.9 cubic feet Performance: 0-60 mph 7.78 seconds 50-70 mph 4.30 seconds 50-70 mph up a steep grade 6.39 seconds Top speed Who cares but well into triple digits Fuel economy EPA rated at 27/32/29 mpg city/highway/combined. Expect 26-27 mpg in rural suburban driving and 35 mpg on a level highway at legal speeds.

Road Beat Archive, February 10, 2020 Volvo XC90 T6 WD R-Design Words and pictures by Larry Weitzman Volvo brought us the XC90 in model year 2003 and it won the Motor Trend SUV of the year. It was a trick vehicle and one of my favorites, especially when equipped with the spectacular 4.4L, 311 hp Yamaha V-8 engine. It was about the perfect SUV with great styling from Volvo designer, Doug Frasher, a man responsible for many great Volvo designs including the S80. Three years ago, Volvo brought us a new and improved XC90, a designed that bears strong resemblance to the original Frasher design externally, but is effectively a whole new ride, with new technologies and new engines. The sweet inline sixes are gone as well as that incredible Yamaha created V-8. This new ride was designed Thomas Ingenlath with the inside being done by Robin Page. It is the epitome of beauty. Volvo now makes some of the most beautiful cars in the business as this XC90 doesn’t have a bad line in sight. All proportions are perfect, with an upright strong look that is not too muscular but yet still bold while incorporating the refined Volvo design clues like its signature grille. It has grown about five inches in wheelbase and length now at 118 and 195 inches respectively. Width is up by about an inch at 76.  Co-efficient of drag is a low 0.33. But powering almost all Volvos is a 2.0L inline DOHC, 16 valve four-cylinder engine in several forms. This XC 90 tester had the ultimate version with both supercharging and turbocharging that at peak power of 5,700 rpm produces 310 hp and 295 pounds of twist at an extremely low 2,200 rpm. It is, of course, direct injected. Factory performance numbers show a 0-60 mph time of 6.5 seconds.  My last XC90 with the same powerplant turned in a 6.75 seconds 0-60 mph time. I found that this XC90 was more responsive, turning in a quicker 6.45 second run, beating factory testing. It was also significantly quicker in passing performance with runs of 2.98 and 4.37 seconds in 50-70 mph acceleration on a level highway and up a 6-7 percent grade. My prior test numbers were 3.62 and 5.08 respectively. It is responsive with that low peak torque and because of the supercharging there is absolutely no turbo lag, but this is a big, heavy rig topping the scales fully decked out as my tester was at 5,365 pounds. But all is not good. As I wrote, it is very responsive with excellent passing times from 50-70 mph on a level highway and up a steep grade (6-7 percent) of 2.98 and 4.37 seconds respectively. Under light or normal loads, the engine is smooth, but pouring the coal to it and at low and high rpms it can become somewhat coarse and hoarse sounding. Not a good vibe in a $71,000 ride. A 3.0 liter “V” or straight six would do much better. In addition, the throttle was anything but linear. Only under light loads was there a smooth flow of power, but when the engine room is asked for more like “all ahead half,” it sometimes acts reluctant and then all of a sudden you feel like you’re at flank speed. Perhaps Volvo should contact BMW and do what Toyota did for their new spectacular Supra, buy the BMW 3.0L turbo inline six with 335 hp. It would be perfect in this Volvo. The eight-speed automatic worked perfectly and was extremely smooth in its operation. Interestingly, this Volvo is rated at 18/26/21 mpg city/highway/combined in fuel economy. My testing showed at a steady 70 mph on a level highway produced slightly better at 27.3 mpg. In all around suburban, rural driving showed 20-21 mpg, about what the EPA numbers show. Engine turns a slow 1,825 rpm at 70 mph. Now we get to the drive, handling if you will. And there is a lot to talk about. This Volvo has all the creds to be a great handling, State of the art, all independent suspension, quick steering at 2.9 turns lock to lock and 275/35X22 inch series rubber mounted on 22X9 inch wheels (an $1,100 option over the standard 20-inch wheels). It has plenty of cornering power, but driving this Volvo gives you an artificial feel with too much intervention by the electronic systems. The steering is too easy with almost no feel and feedback. The ride is smooth and mostly quiet except for some engine noise intrusion. There is no wind and tire noise. The lane keep assist wasn’t as particularly annoying (as in my prior XC90 test). I used to think Volvo bought the rights to the Hal 9000 computer from Stanley Kubrick from his 2001 Space Odyssey film. But it feels like someone else has their hands on the steering wheel. If this is autonomous or semi-autonomous driving, you can count me out. Even the braking system which used to go off with its panic warning in the heads-up display when not warranted appears to have been subdued. But Big brother still has too much control for my liking. It’s like the difference in Boeing jets and Airbus jets flight control systems. The Airbus systems are too computer controlled. Boeing still prefers the pilot to be in command (At least before the MAX and its MCAS system). Airbus computer systems have actually caused accidents as the pilot didn’t know how to override it as may have happened in the new MAX, but those MAX accidents had a much easier intervention system. Safety is perhaps Volvo’s tag line. The way it drives leads me to think it’s overdone. Don’t get me wrong, it’s a super safe vehicle, but I find it too intrusive for drivers who like to drive. Volvo’s huge brakes are super strong. It’s loaded with airbags. Its structure is strong and designed to protect occupants. It has great headlights and now there is an auto high beam system. It also had adaptive lighting that turned with the steering angle, another plus. Inside is another area where Volvos really shine, with some of the finest and thickest Nappa leathers you will find and comfort galore. It is large with three rows of seats. Instrumentation is excellent with a big tach, speedo and heads-up display. The trip computer is there but it is a bit lacking because although it has many lines of information, it seems to default to just one line of continuously displayed info. Not the best. And then there is the center stack topped by a big touch screen that about half the time doesn’t seem to react to my touch. That is very distracting. Touch screens may work well on a computer but when you are driving a car, fuhgeddaboudit. Buttons and knobs still work best. Volvo’s system, while full of wazoo, is wanting. Price of admission is also not for mortals with my R-Design topping out at $74,725 with the $995 boat ride from Gothenburg, Sweden and all the goodies which were many. That Gothenburg is important in that you can make the $3,200 Bowers and Wilkins sound system sound just like the Gothenburg concert hall. I couldn’t find any bass and treble controls however; Volvo and Bowers and Wilkins won’t let you do that. There was also the $5,700 R-Design package, $2,400 Advanced Package and a bunch of other items bringing the base price of $56,300 to that near $74K price tag. I have said enough. Specifications Price $56,300 to about $75,000 Engine 2.0L inline four-cylinder DOHC, 16 valve, direct injected turbo and supercharged 310 hp @ 5,700 rpm 295 lb.-ft. of torque @ 2,200 rpm RPM @ 70 mph 1,825 rpm Transmission Eight-speed torque convertor automatic Configuration Transverse front engine/FWD/AWD Dimensions Wheelbase 117.5 inches Length 195.0 inches Width 76 inches Height 69.9 inches Ground clearance 8.9-10.5 inches Trach (f/r) 66.0/66.1 inches Weight 5,365 pounds GVWR 6,832 pounds Trailer weight 5,951 pounds Steering lock to lock 2.9 turns Turning circle 38.7 feet Wheels 22X9 inch alloys Tires 275/35X22 Fuel capacity 18.8 gallons Cargo volume (behind first row/second row/third row) 85.7/41.8/15.8 cubic feet Performance 0-60 mph 6.45 seconds 50-70mph 2.98 seconds 50-70 mph (uphill) 4.37 seconds Top speed 143 mph governor limited Fuel economy EPA rated at 18/26/21 mpg city/highway/combined. Expect 20-21 mpg in rural country driving. Expect 27 mpg on a level highway at 70 mph. 4

Archived Road Beat Test 2020 Mazda 3 Hatchback AWD, Improving on the Best Words and Pictures by Larry Weitzman Mazda is clearly a leader in automotive design, externally and internally. On the outside the new 2020 Mazda 3 Hatchback continues with the signature “Kodo” design philosophy with the best-looking front end in the industry, with a blackout surround for the grille instead of chrome. However, for 2020, Mazda has gone from a crisper rear end design to a smoother, almost humpback look which I have trouble admiring as it makes the rear of the vehicle too heavy or massive. It appears almost balloon like. Maybe Mazda should install a Schrader valve so some air can be let out. Interestingly, although the wheelbase was stretched in this new generation by a little over half an inch to 107.3 inches, length and with remain identical at 176 and 71 inches respectively. While it might look taller, it is actually a half in shorter. For those who loved the design of the last generation of the Mazda 3 Hatchback, not to worry as Mazda has launched an all new model, the Mazda CX-30, a ‘tweener vehicle that slots between the CX-3 and CX-5, and it is a real looker. It has a similar powertrain as the Mazda3, so I suggest a cross shop look at this new CX-30. It looks and sounds so good that cross shopping suggestion goes out to all subcompact and compact crossover buyers OK, so I am not sold on the design and that may take some time, but the rest of the Mazda 3 is still at the top of its compact class. Power comes from any engine you want as long as its Mazda’s 2.5L DOHC, 16 valve Skyactiv inline four which includes direct injection and cylinder deactivation. It is an extremely smooth runner pumping out a solid 186 hp at 6,000 rpm and a commensurate 186 pounds of twist at 4,000 rpm. It drives all four wheels all the time via a six-speed torquer converter auto cog-swapper. It does have a front wheel bias but there is no torque steer. Performance is excellent, with 0-60 mph arriving in a quick 7.29, a benchmark for compact cars. Passing performance are also benchmark with 50-70 mph arriving in 3.96 and 5.79 seconds respectively on a level highway and up a 6-7 percent grade. Performance is even slightly better than my new generation Mazda3 sedan test which recorded times of 7.43/3.95/6.23 seconds carrying a couple hundred pounds more weight. AWD does have its benefits. And this is with the standard engine, there are no downgrades or upgrades, although I expect to see a Mazdaspeed 3 soon with the 250 hp turbo motor. Mazda has recently released its Mazda3 Hatchback TCR supercar race car, a 350 hp version of this test vehicle, AWD and all. More Mazdas are raced worldwide than any other brand. Not bad for one of the World’s smaller car companies. You will be hanging on to your hat and flattening your eyeballs if you ever get the chance to drive one. But if the 250 hp turbo motor is ever offered as I believe it will, it will give you a pretty good idea what the TCR will drive like. Fuel economy are a no brainer for Mazdas and this AWD 3 hatchback is a great example of Mazda efficiency. Averaging about 27 mpg for several hundred miles of aggressive rural, hilly driving, the Mazda 3 equaled the EPA number of 27 mpg combined fuel economy. EPA full numbers are 24/32/27 mpg city/highway/combined. But on a level highway with the cruise control set at 70 mph, the Mazda3 averaged a very respectable 37.6 mpg with the engine spinning a low 2,100 rpm. Mazdas continue to be the most fuel-efficient non-hybrid vehicles. Not bad for the most raced cars in the world. Continuing that idea of racing, it will become obvious to any Mazda driver, they handle well, exceedingly well. This Mazda3 AWD would surprise most any driver with its neutral cornering power. Its quick steering telegraphs the feeling necessary to know exactly what the car is going to do before anything bad happens. It is a delight to drive. Of course, suspension is compact car state of the art. Wheels are 18-inch alloys shod with 2125/45 series rubber. It’s nothing out of the ordinary for a sporty compact car, but the tuning and design are out of the ordinary along with AWD. But handling with or without the AWD advantage is still spectacular. Ride quality is excellent for a vehicle in this category. It is extremely quiet and absorbs bumps with aplomb and that wonderful Mazda 2.5L engine will surprise you with its smoothness. Mazda is now loaded with safety. Besides some of the best brakes, it has every electronic intervention including lane keep assist. And then there are the Mazda auto high beam dimming LED headlights that reach out long and wide. Outstanding! Inside continues the tradition of a premium leather interior. Seats are sublime and the instrumentation is outstanding with a big tach, speedo, trip computer and ancillary gauges. The center stack is topped with a big Nav/info/radio color screen with the climate controls just below. The radio system is operated by a large round knob in the rear of the console and its operation is worse than ever. I don’t know what kind of tortuous system Mazda engineers were trying to devise (maybe they are trying to say pay more attention to your driving), but it is worse than the last system and that was bad to work with, too. Mazda get more conventional with the radio operation! Pricing for the top of the class Mazda3 AWD hatchback starts at $26,000 plus $920 for the boat ride from Hiroshima, Japan. An FWD model starts at $23,700. The Premium edition, my tester, stickered for $28,900 plus the $920. Small addon items like Soul Red paint ($595) brought the total to $32,065. But acquiring a Mazda like this is stepping up to a premium motor vehicle. Maybe I’ll get use to the rear styling. It’s an otherwise near perfect automobile. And it comes from Mazda where they do things a little differently for your benefit. Specifications Engine DOHC, 16 valve, direct injected inline 2.5L four 186 hp @ 6,000 rpm 186 ft-lb of torque at 4,000 rpm Transmission Six Speed torque converter automatic, with paddle shifters Six Speed Manual Configuration Transverse mounted front engine/front wheel drive Dimensions Wheelbase 107.3 inches Length 183.5 inches Width 70.7 inches Height 56.9 inches Track (f/r) 61.7/62.2 inches Ground clearance 5.5 inches Weight 3,248 pounds Weight distribution (f/r) 58/42% Fuel capacity 12.7 gallons Cargo capacity 13.2 cubic feet Steering lock to lock 2.57 turns Turning circle (curb to curb) 34.76 feet Turning circle (wall to wall) 37.30 feet Wheels 18X7 inch alloys Tires 215/45X18 all season radials Co-efficient of drag (sedan/hatchback) 0.26/0.28 Performance 0-60 mph 7.29 seconds 50-70 mph 3.96 seconds 50-70 mph uphill 5.79 seconds Top speed 130 mph electronically limited Fuel economy 25/33/28 mpg city/highway/combined. Expect 31 mpg in rural country driving and over 41 mpg on a level highway at legal speeds.