During the Aspen Ideas Festival, Jim Farley, Ford CEO, brought up heated steering wheels (as an analogy, but it works here). He said that when you first hear about a heated steering wheel you think, “’Well, that won’t be a big deal.’ On a cold day, ‘Wow! that’s pretty amazing.’”
Yes, anyone who lives in a cold clime and has the opportunity to grip a heated steering wheel on a frosty morning knows that it is a very big deal.
Which came to mind when I saw the announcement for the ZF LIFETEC Heat Belt 2.0.
It’s a seat belt that’s embedded with four heating wires. The coverage area goes from the chest down to the pelvis.
Thermal image of the Heat Belt 2.0 (Image: ZF LIFETEC)
The belt, when activated, takes the temp from 23 degrees F to 104 degrees F in less than two minutes.
It has a maximum heating output of 60 W; the average is ~20 W.
There’s an algorithm that calibrates several factors (sun load in the vehicle; HVAC output; etc.) so tte heating is optimized.
One useful aspect of this is for electric vehicles.
HVAC systems use a lot of energy, so warming up the passengers with the belt can help minimize that.
It is even possible to reduce the size of the HVAC unit in the vehicle.
ZF LIFETEC estimates a potential 6% range increase by the efficient use of heating for the occupants.
That’s arguably bigger than Farley’s “’Wow! that’s pretty amazing!’”
One of the vehicles you will not see coming and going is the Toyota GR86* Hakone Edition. This is not because the sports car, with its Ridge Green body color that is a visible tribute to spirted sporty driving, isn’t eye catching, nor because the coming-and-going can be done rather quickly, as it is powered by a 228-hp 2.4-liter boxer engine and is quick.
Rather, it is simply because this is a special-edition vehicle. There will be just 860 sold in the U.S., so this is a rather rare beast. (Given that in 2024 all trim levels of the GR86 combined had U.S. sales of just 11,426 vehicles, seeing any GR86 is a sight to behold.)
The GR86 Hakone Edition is based on the GR86 Premium model.
Toyota GR86 Hakone Edition: solid style. (Image: Toyota)
So they both have the same engine. They both are available with a six-speed manual transmission. They are both rear-wheel drive. They both have a Torsen limited-slip differential. They both have a top speed of 140 mph. They both are rated at 0 to 60 mph in 6.1 seconds. They are both fairly similar.
But then it is important to get to the Hakone aspect.
That comes from the Hakone Freeway in Japan, a two-lane toll road.
The road, which traverses mountains, is not designed like many freeways in the U.S. that seem to have been laid out by someone with a T-square. Rather, the Hakone Freeway has plenty of twists, turns and gradient changes.
So maneuverability is important to going fast.
While the GR86 and the Hakone both have MacPherson struts in the front, the Hakone has SACHS dampers, too. And while both have a multilink rear suspension, again Hakone goes SACHS.
Brembo two-piston rear brakes and four-piston front brakes are standard on the Hakone. Optional on the GR86.
The vehicle is structurally engineered with a specific selection of steels and aluminum, with high-strength fasteners and the addition of structural adhesives so that while the vehicle is light (2,811 pounds), it is solid.
Inside there are Ultrasuede sport seats that keeps one fairly planted. The shift knob for the manual has a special badge on top:
Although there is a backseat, let’s face it: this is essentially a two-seater. The truck has a volume of 6.26 cubic feet, so you’re not taking this to Costco.
But as it is rated providing 20/26/22 city/highway/combined mpg, you could conceivably use it as a daily driver. But as you’re pumping premium, you might reconsider that.
This is a car that is fun to drive. It may not be the most functional. But that isn’t the point. Toyota has plenty of models that can fulfill the function.
==
*A quick word about the name. The “GR”—which is used for other Toyota models, too—refers to “Gazoo Racing,” the motorsports division of Toyota. The GR badge indicates that the vehicle is engineered for performance. The “86” goes back to the AE86 Corolla GT coupe, which was available in Japan from 1983-87 and extremely popular among performance enthusiasts.
To be sure, the future is uncertain, but these numbers should chill some EV product planners. . .
By Gary S. Vasilash
In 2024 in the U.S. Ford delivered 1,793,541 light vehicles powered by internal combustion engines.
In 2024 the total number of light vehicles delivered in the U.S. was some 15.9 million units.
If we take the number of Ford ICE vehicles sold, that’s about 11% of the whole market.
According to AutoPacific, in 2024 the total number of electric vehicles (EVs) delivered in the U.S. represented 8% of the market.
That would be 1,272,000 vehicles.
While that is not a trivial number, it is still about half-a-million shy of the number of vehicles that Ford alone sold with internal combustion engines.
You’d think with the billions invested in the vehicles and attendant technology the numbers would be somewhat larger for EVs now.
They aren’t.
AutoPacific has some new numbers that adjust the number of EVs to be sold in the U.S. market, an adjustment that the Federal tax credit of $7,500 that expires on September 30 plays no small roll in.
Or, as Ed Kim, AutoPacific president and chief analyst puts it: “The EV market in the U.S. is headed for a rough patch with market share growth stalled due to multiple factors related to lack of affordability.”
And the elimination of the tax credit will make the vehicles less affordable.
Last year AutoPacific made projections of what it anticipated the size of the market would be.
And across the board, they are adjusted in a downward direction. And not a trivial decline:
Even with all of the claims of less-expensive, longer-range and quicker-charging EVs coming within a few years’ time, going forward the AutoPacific forecast shows serious declines.
A car for serious drivers. After all, given the number who are either distracted or driving vehicles that are massive, attention isn’t optional. . . .
By Gary S. Vasilash
According to NHTSA, in 2023 there were 3,275 people killed in crashes involving distracted drivers. That’s 8% of all fatal crashes. Nine people per day died because of that.
In addition to which, 324,819 were injured in accidents related to distracted driving.
One of the biggest contributors to these accidents is the use of cell phones while driving—despite 31 states having laws that ban the use of hand-held devices while driving and 49 states with laws against texting.
Be that as it may, there are still those who apparently need to be using their devices while piloting an object that weighs, on average, according to the EPA, about 4,330 pounds.
What could go wrong, right?
///
A friend rides a motorcycle for recreation.
I asked him about whether he’s concerned about distracted driving when he’s out.
He replied that (1) when he rides, his helmet is bright with reflectors and that he’s got a high-viz vest; (2) he tends to take his excursions at 7 am on Saturday mornings, when his biggest concern riding on country roads is deer.
Yes, he’s concerned that people won’t see him.
That can be a problem for motorcyclists and drivers of comparatively small vehicles.
///
MX-5: This is the kind of place where you can really enjoy driving it. (Image: Mazda)
When driving the MX-5 I was stopped at a light, first in line.
I glanced in the rearview mirror and saw a portion of a massive chrome grille.
At the top of what I could see through the backlight was part of a Ford logo. Not the whole badge, just part of it.
It was an F-250.
In southeastern Michigan there are probably more F Series trucks, Silverados, Sierras, and Rams than you might imagine. That’s because many people in that part of the country qualify for employee pricing.
Back to the F-250.
Its height of the F-250 4×4 SuperCab is 81.5 inches.
That, of course, is to the roof.
The height of the MX-5 to its roof is 48.8 inches.
The point is, I wondered whether the person who was sitting behind the wheel of the truck could actually see me (yes, the Miata had to be visible because the truck stopped behind it, but the question was whether it was visible after that, for a reason I will get to in a moment).
///
A friend is an excellent driver.
It is something he works at.
During a press drive program for a vehicle there was a gymkhana course set up.
All of the participants took runs on the track. Two or three times.
My friend stayed at it, lap after lap, until he was told it was time to move on.
Once while driving with him in a vehicle with a six-speed manual transmission he stalled it while making a left turn in a downtown intersection.
There we were, momentarily stopped amidst plenty of traffic.
He quickly got it restarted and engaged first in an instant so we pulled way.
I thought about that situation when I was stopped at the light with the truck behind me and a manual shift knob grasped in my right hand.
///
According to MotorTrend, these are all the vehicles currently available with a manual transmission:
2025 Acura Integra and Integra Type S
2025 BMW M2
2025 BMW M3 and M4
2025 BMW Z4
2025 Cadillac CT4-V Blackwing
2025 Cadillac CT5-V Blackwing
2025 Ford Bronco
2025 Ford Mustang
2025 Honda Civic Si and Type R
2025 Hyundai Elantra N
2025 Jeep Wrangler
2025 Lotus Emira
2025 Mazda 3 Hatchback
2025 Mazda Miata
2025 Nissan Z
2025 Porsche 718 Boxster and Cayman
2025 Porsche 911
2025 Subaru BRZ
2025 Subaru WRX
2025 Toyota GR86
2025 Toyota GR Corolla
2025 Toyota Tacoma
2025 Toyota GR Supra
2025 Volkswagen Jetta GLI
What do they all have in common?
None of them are particularly big sellers.
The point is, many drivers probably don’t know there are manual transmissions. And that sometimes people driving them can stall at a light.
After all, they think, you just take your foot off the brake, move it to the accelerator, and go.
And if you have your phone in your hand. . . .
///
One benefit of driving a car like the Miata is that you are fully engaged in driving it.
You don’t have your phone in your hand because you need your hands to do the activity of driving the vehicle.
///
In 2024 Ford delivered 765,649 F Series trucks.
In 2024 Mazda delivered 8,103 MX-5s.
The point is, there are a lot of large vehicles on the road.
There aren’t so many small ones.
///
The Miata is small. 154.1 inches long and a 90.9-inch wheelbase. 68.3 inches wide and 48.8 inches high.
It snugly seats two. It has 4.6 cubic feet of cargo volume, meaning you’re not going to use this vehicle to help anyone move.
///
But it is lithe.
It has a 181-hp four-cylinder engine. Weight distribution, depending on trim, is either 53:47 or 51:49. Either way, exceedingly balanced. And on the subject of weight, it is light, 2,469 pounds, which means the engine doesn’t have a whole lot of mass to move.
Fuel economy is 26 city/34 highway/29 mpg combined. Not great for such a small car.
///
Here’s the point:
A Miata, especially one with a six-speed manual (a six-speed automatic), is a car for a serious driver who wants the car for driving—and not driving in urban environments where there is a lot of stop-and-go driving by people who are annoyed by all of the stop-and-go and so want to get on their way.
It is a car for someone who is going to be attuned to the environment and attentive to others while driving.
If the buyer base is small, provide the opportunity to enhance the exclusivity so the smallness is a big deal
By Gary S. Vasilash
People who buy Cadillac CT5 models are in a comparatively small group.
That is, during the first half of 2025 Cadillac sold 8,168 of the sport sedans.
Presumably the number of those who purchased the CT5-V Blackwing variant is a smaller subset.
And perhaps because the folks at Cadillac realize there is something to be said for exclusivity, the 2026 CT5-V Blackwing—powered by a 668-hp 6.2-liter V8—will be offered in a highly specialized version: one that is crafted with the “Curated by Cadillac” program.
The term crafted is used deliberately because these cars will be hand-built at the company’s Artisan Center in Warren, Michigan, the same place the ultra-exclusive CELESTIQ is produced.
And while the term “hand-built” may be thought to be a bit of an exaggeration, it isn’t.
According to a Cadillac spokesperson:
“Within the Artisan Center’s walls, a selected team of highly talented artisan makers, united in their vision for perfection, will hand-build every client’s 2026 CT5-V Blackwing Curated vehicle from the ground up.”
Yes, they are creating these cars.
The company is taking advantage of the resources it has to make special vehicles.
The customers (called “clients”) will be able to choose from more than 160 exterior colors.
There are exclusive interior colors and materials, as well.
This isn’t a case where someone goes to a website and clicks on choices.
A concierge is assigned to each customer client.
Cadillac:
“Each concierge has a design background and is trained and equipped to work with each client to create their unique vehicle vision.”
Of course, all of this comes at a cost: The expected MSRP is $158,000.
To put that in perspective: a 2025 CT5 CT5-V Blackwing has a starting MSRP of $95,595.
Exclusivity isn’t inexpensive.
But it is to Cadillac’s credit that it is optimizing the limited buyer base by providing an opportunity to achieve greater exclusivity.
Mazda has long had a reputation for superb ride-and-handling performance at an affordable price.
I think in some regards this reputation—well earned—doesn’t necessarily translate into the array of crossovers it has on the market, despite many reviewers giving those vehicles high marks for those characteristics: It is something of a reputation-based belief (i.e., if Mazdas in the past were X, then Mazdas of today are X, too).
The thing is: This doesn’t give credit where credit is due.
And the Mazda3 deserves a whole lot of credit. (Some of the crossovers: not so much. Sorry.)
This is the car—and yes, it is a car, and in this case, a hatchback (!)*—that not only has the litheness, maneuverability, and performance that are associated with Mazda. And, yes, there is the issue of affordability, too.
That is, this Turbo Premium Plus model, with AWD, the top-of-the-line model in the lineup, has an MSRP of $37,150—or some $10,000 less than the average transaction price (ATP) for vehicles out there.
Mazda3: This is a car that has all of that Mazda goodness you’ve heard about. (Image: Mazda)
Of course, the ATP covers vehicles of all configurations and sizes, and while, according to the EPA classification, the Mazda3 is a midsize car, it is on the compact side. (That is, it is 175.6 inches long, 70.7 inches high, 56.7 inches wide, and has a 107.3-inch wheelbase.)
The EPA calculates the categories based on interior volume, with midsize vehicles having from 110 to 119.9 cubic feet of space. The Mazda3 hatch has 92.7 cubic feet of passenger volume and 20.1 cubic feet of cargo volume with the rear seat up, so it comes in at 112.8 cubic feet.
(The 2025 Bentley Flying Spur is also in the EPA midsize category, which just goes to show you that one man’s categorized vehicle is another man’s absurdity.)
The thing is, the Premium Plus package puts things on the outside, like a rear spoiler and front air dam. Yes, the car is quick, but those probably are more trim than hard-working aero elements.
On the inside there are things like leather seats and a solid Bose audio system. The Premium Plus package also increases the size of the infotainment screen on board to 10.25 inches.
The car has a 2.5-liter turbocharged engine.
If you go to the gas station and fill the tank with regular, it produces 227 hp and 310 lb-ft of torque
If you opt to spend a few bucks more at the pump and go for 93 octane, then it is 250 hp and 320 lb-ft of torque.
There is a six-speed automatic. Suspension-wise, it is MacPherson strut with stabilizer bar in the front and a torsion beam in the back.
There is also a feature called “SKYACTIV-VEHICLE DYNAMICS: G-Vectoring Control Plus.” It is as seamlessly tricky as its name is complicated. Essentially, it makes various adjustments—such as to the torque of the engine and the braking of specific wheels—when cornering or simply making lane changes.
This greatly contributes to the aforementioned reputation for ride and handling.
The Mazda3 has it.
Given the performance of the engine and the engineered ride and handling, the Mazda3 is the kind of vehicle that you can drive to work, plodding along with all of the others who are in the same jam you are, but then get a chance to make a quick maneuver that gets you another spot a bit further along.
It is the kind of vehicle that you can take to Costco and load up with Costco-sized products.
It is the kind of vehicle that you can drive on the weekends on a parkway and have fun while you’re going to the place in the park where you’re going to have some out-of-car fun.
It is one of the most enjoyable cars I’ve driven in some time.
//
*As there is the increasing transition to crossovers from cars, here’s hoping that Mazda keeps the Mazda3 in its lineup. It has long offered hatchback and sedan body styles for the Mazda3, again something that I hope continues long into the future.
Among the many things that you’ve heard/read about Chinese vehicle manufacturers such as BYD and SAIC is something that may not have resonated a whole lot (after all, the amounts of praise that is heaped on the companies, BYD, in particular, for its EV product development approach and consequent products pretty much buries everything else):
They have built their own vehicle-carrying cargo ships.
The BYD Shenzhen is said to be the world’s largest roll-on/roll-off vehicle carrier in the world, with a capacity of 9,200 cars.
BYD is certainly vertically integrated, but it seems that this is really taking things to a whole other level.
But there may be something to it that goes beyond just being able to coordinate production with logistics in a way that probably can’t be done as efficiently with a third-party being involved.
Shipping company Matson, which describes itself as providing “a vital lifeline to the economies of Hawaii, Alaska, Guam, Micronesia, and the South Pacific and premium, expedited service from China to Southern California,” noting, “The company’s fleet of vessels includes containerships, combination container, and roll-on/roll-off ships and barges” has announced that when it comes to electric vehicles and plug-in hybrids, it is no longer interested.
“Matson has more experience shipping cars for consumers, manufacturers, businesses, and the military than any other carrier in the Pacific.” With experience, presumably, comes knowledge.
And in boldface type on the Matson site there’s this:
No battery-powered electric or plug-in hybrid electric vehicles can be transported from any Matson location due to the hazardous material classification of their components.
It is worth knowing that on a per capita basis, Hawaii is third among the 50 states when it comes to EV ownership. This is not going to do much for increasing those numbers.
Given that U.S. tariffs on Chinese EVs is up to 145%, odds are there isn’t going to be much in the way of deliveries by the BYD Shenzhen to U.S. ports anytime soon.
But one day they may be ready with a whole lot of capacity.
The next generation of the three-row SUV from Hyundai. . .
By Gary S. Vasilash
The Hyundai Palisade is now, with the 2026 model, in its second generation. The three-row SUV launched in the summer of 2019 as a 2020 model, and over the years has consistently gained plaudits and sales.
One notable thing about three-row SUVs is that they’re more popular than you might imagine.
According to Hyundai figures, for the first half of 2025 there were 1,394,000 compact SUVs sold, which puts that category head and shoulders above everything else in the mainstream segment.
But three-row SUVs are in second place, at 754,277 vehicles sold.
Entry SUVs come in third, at 717,117.
But in the three-row space that the Palisade competes in there is a variety of choices, whether it is the Ford Explorer or the Jeep Grand Cherokee L, the Honda Pilot or the Toyota Grand Highlander.
In other words, Hyundai designers and engineers had their work cut out for them when they developed the first generation, and arguably even more work for the 2026 model year Palisade.
Premium Approach
When Soomin Choe, Exterior Creative Design Manager, Hyundai Design North America, talks about the development of the new model he repeatedly uses the adjective “premium,” whether he’s referring to the execution of the exterior design or how the interior is architected and adorned.
Another word he uses is “furniture.”
Here’s the thing: the ’26 interior is capacious for those who are housed in it.
The Space
Its interior volume, 181 cubic feet (that’s 161.9 for passengers and 19.1 for cargo behind the third row), is bigger than that of its competitors from Chevy, Kia, Honda, VW, Toyota, Ford, Subaru, Nissan, and Mazda.
So like a modern room, the Palisade includes comfortable seating, storage capacity for the stuff that you have when seated, premium materials on surfaces, and an impressive sound system (14-speaker Bose—which is likely better than what most people who buy three-row SUVs have in their homes.)
Soothing
And speaking of what people have in their homes, often times there are TV commercials for furniture stores touting massaging chairs. The Palisade has got an “Ergo Motion” driver’s seat and the front passenger and the second-row passengers have “relaxation” seating, which means there are powered tilt and recline.
(The third row does have power adjustable seating, but it isn’t to the extent of the other places. It is notable that the third-row seats are heated, which is unusual given that space is often a penalty box in vehicles. They even increased the size of the rear side windows so those in the back have a better view of their surroundings.)
Go the Distance
A word about the powertrain offerings. There is a 287-hp, 3.5-liter V6 mated to an eight-speed automatic. Given the nature of this being a family hauler, which can translate every now and then as “vacation vehicle,” the Palisade can tow up to 5,000 pounds. It is also available with all-wheel drive.
Then there is a hybrid powertrain, consisting of a 258-hp four that is mated with two electric motors that are mounted in the six-speed transmission case that increase the overall propulsion system output to 329 hp. What is particularly interesting about this is that even though this is, as previously mentioned, a large vehicle—199.2 inches long, 78 inches wide, 69.5 inches high, with a 116.9-inch wheelbase—it is going to be providing on the order of 34 mpg. (Let’s say for the sake of argument that someone gets only 30 miles per gallon. It has an 18.2-gallon fuel tank. So let’s posit someone wants to end up with at least 0.2 gallons in the tank. 30 x 18 = 540. That’s a lot of miles on a single tank of fuel.)
The ’26 Palisade comes in seven trims, from the entry SE to the top-of-the-line Calligraphy.
Special Trim
But there is one trim that is particularly interesting.
While the Palisade is certainly a refined vehicle, the Hyundai product planners know that especially in the U.S. market there is a non-trivial number of people who want vehicles that not only look rugged but are capable of performing at levels that suburban sleds can’t.
XRT PRO: Go play in the dirt. (Inside it is still well-appointed.)
So the designers and engineers came up with the XRT PRO model. It has thing like an electronic rear limited-slip differential. There is 8.4 inches of ground clearance as well approach (20.5°), departure (22.4°) and breakover (18.3°) angles that take the ground into account.
There are 18-inch dark-finish alloy wheels and the darkness theme carries through to the exterior trim.
Clearly, with the ’26 Palisade Hyundai is doing all it can to increase its share of the three-row SUV market.
Yes, this goes on tough terrain but is still quite pleasant during the daily drive
By Gary S. Vasilash
I was recently watching a TV program set in New Zealand. A detective who was not familiar with the area, asked a local how to get there. She was told it would take a couple days walking. Or she could get a 4×4.
In the next scene she’s driving a Suzuki Jimny—known in the U.S. as the Samurai—through the terrain. It was striking because the Samurai hasn’t been sold in the U.S. since 1995.
If you think about off-roading or at least hard-condition driving Japanese marques, the Nissan Patrol and the Toyota Hilux might come to mind.
Honda Passport TrailSport Elite: tougher than you might expect from Honda. (Images: gsv)
But Honda has always seemed more of an urban/suburban brand, more about Accords and Civics than anything that you’re going to drive over or among boulders.
The first-generation Honda Passport, which was on the market starting in 1993, had off-road credentials. It was a body-on-frame vehicle, some of which were available with a Dana Spicer 44 rear axle. The original Passport was a rebadged Isuzu Rodeo.
With time the Passport has undergone changes, including switching to the type of unibody construction that is used by its other products—not just Accords and Civics, but Ridgelines and Pilots.
While it may seem well behind us—or something we’d rather forget—COVID had consequences far beyond masks and Purell.
As people wanted to spend less time close to other people (e.g., think of an airplane), they took to trips by wheels. And as a percentage of those people figured there weren’t enough Lysol Wipes to assure that a hotel room would be sufficiently sanitized, they went to REI and bought gear so they could go to the great out of doors.
As an Accord or Civic wouldn’t necessarily cut it, they went looking for more robust vehicles. There were always various Jeeps. And Ford cleverly brought back the Bronco after 25 years and had a hit on its hands. Other OEMs have followed suit with vehicles that either can or that appear to be able to take to the Great Outdoors.
Honda has seriously entered this space with the 2026 Passport TrailSport.
All you need to do is walk up to the TrailSport and glance at the chunky tires Honda developed with General Tire, 275/60R18s. These tires—the widest and tallest tires on any Honda—clearly are built to take terrain. Cleverly, the valve stems on the wheels are embedded in the wheel structure to protect them.
Overall, the design, with more angles that bring to mind a rectangular shape, which is, as you may not know, good for load distribution and therefore good for strength. Of course the angles are smoothed, so it looks more stylish than structural.
Speaking of structure, they’ve made it substantive in many ways:
Compared to the last-gen model, this has a 72% increase in front lateral rigidity
A 50% increase in rear torsional rigidity
A new front suspension with a 7% increase in lateral stiffness
A new rear suspension with an increase in lateral stiffness of 21%
There is a hood scoop on the front which is non-functional. There is a 285-hp V6 under that hood which is fully functional, providing 262 lb-ft of torque at 5,000 rpm.
Note the attention to detail on this pad in the center console.
There is a new all-wheel drive system that includes a rear drive system that provides 40% more torque at launch. This is a torque-vectoring system that can provide up to 70% of the power to the rear and up to 100% left to right.
In addition to the Normal, Econ, Snow, and Sand drive modes that have been available, the 26 TrailSport adds Trail, Sport and Tow modes.
And while on the subject of towing it is worth noting that the vehicle comes with the first factory tow hitch on a Passport, and this is a substantial hitch: it is made with 12.7-mm thick high-strength steel. The hitch is designed with rear recovery points. Front recovery points are integrated into the front skid plate, which is made of 4-mm thick high strength steel, and which protects the engine and 10-speed transmission. There is also a fuel tank skid plate, which is made of 2.8-mm thick high strength steel.
(Geek observation: You might be thinking, “Hmm. . .that hitch is made of 12.7-mm thick high-strength steel and the front skid plate is 4-mm thick and the fuel tank plate 2.8 mm. What gives?” Well, for one thing, the hitch has to take a lot if there’s a trailer on the back. But for the other thing, the high-strength steel for the hitch is measured at 345 MPa and the two skid plates with 590 MPa material—and higher is stronger. This is an example of how Honda engineers put the right material with the right strength in the right places, something that is engineered throughout the vehicle.)
The new Passport is bigger than the pervious model:
Wheelbase: 113.6 in. (+2.7 in.)
Length: 191.5 in. (+2.4 in.)
Width: 79.4 in. (+0.8 in.)
Height: 73.1 in. (+0.9 in.)
To accommodate the trails the front overhang is 3.1 inches shorter, and the approach angle is increased, now at 23 degrees. The departure angle is 27.1 degrees.
One of the places the additional length provides a nice benefit is for the second row passengers: the rear seat leg room is 40.9 inches, a 1.3-inch increase.
And speaking of space, doing things in the outdoors requires plenty of equipment. The Passport provides 44 cubic-feet of cargo capacity with the second row up; 83.8 cubic feet if folded down.
While this is a feature that is undoubtedly good for everyone who is going off-road, it is particularly good for those who only occasionally go off road: the TrailWatch system. Put the vehicle in Trail mode, and when under 15 mph there is a forward-view camera that shows what is ahead and is angled such that it shows a section of space the driver otherwise can’t see. (If you’ve ever crested a hill and not known what’s on the other side you know that there is a certain associated anxiety.) There are also TrailWatch top and side views.
But let’s face it: Most Passport TrailSport drivers are going to spend most of their time driving on paved surfaces, in parking lots and through neighborhoods, on surface streets and freeways.
And this brings me back to the Accord and Civic, two vehicles that are absolutely engineered for those environments.
And the TrailSport feels like one of those vehicles when simply going about your daily drives. The Elite trim, with leather all around and a 12-speaker Bose system, and a 12.3-inch center touch screen, and an array of other amenities is something that makes that daily drive as pleasant as all of that aforementioned engineering makes the off-road driving thoroughly manageable.
Maybe a few years from now I will watch a TV show set in New Zealand and the detective will be behind the wheel of a Passport TrailSport.
Here is a Google Map, which, as you can see, is rather busy. (This is not just an issue in Hondas using Google Maps.) The good news is, as you’ll notice, there is Apple CarPlay availability.
Credit to the folks who help make performance happen. . .
Car designers get a lot of attention, or at least more attention than anyone at OEMs who aren’t top execs.
Engineers—not much at all.
So it is impressive to see that General Motors had three engineers behind the wheels of the Chevrolet Corvette Z06, ZR1 and ZR1X at the Nürburgring Nordschleife to put the cars through their paces on the 12.9-mile track.
Vehicle dynamics engineer Drew Cattell took the electrified, AWD 1,250-hp ZR1X out and did the circuit in 6:49.275, making him the fastest non-professional racecar driver to make an officially recorded lap at the track.
Vehicle dynamics engineer Brian Wallace was behind the wheel of the 1,064-hp ZR1 and turned in a time of 6:50.763.
And vehicle performance manager Aaron Link took the 670-hp Corvette Z06 out and did a lap in 7:11.826.
Corvette Z06, ZR1 and ZR1X (back to front) at the Nürburgring Nordschleife in Germany piloted by engineers who helped develop the vehicles. (Image: Chevrolet)
GM President Mark Reuss noted of the accomplishment: “We have clearly shown there is no limit to what our GM engineers and vehicles can accomplish.”
Reuss added: “These are the best Corvettes in history, period.”
It is worth noting that with the exception of additional safety equipment required to run the Nordschleife these are all U.S. production-spec Corvettes, just like you can get through a Chevy dealer.
However, because the ZR1 and the ZR1X aren’t sold in Europe and the Z06 is a North American variant, the cars are categorized as “Prototypes/Pre-Production Vehicles” for the records.
Credit to all involved, but especially to these engineers that helped make these Corvettes the cars they are.
shinymetalboxes 