Mercedes-Benz AMG GT 2017

The Mercedes-Benz AMG GT—shortened to Mercedes-AMG GT by the automaker—is a two-door, high-performance luxury coupe that succeeded the SLS AMG as the automaker's halo car.

However, Mercedes doesn't consider it a direct successor. Though the GT uses some of the SLS's structure, it is shorter overall, drops that model's gullwing doors, and costs a good deal less. 

The AMG GT is the second car built by the AMG brand completely on its own without a Mercedes-Benz production car as its basis and it's gunning straight at the Porsche 911.

 

The first AMG GT models arrived in 2015 for the 2016 model year. With similar proportions to the SLS, the AMG GT comes off as prettier, and one of the most attractive Mercedes designs in a long time. The interior adopts an aviation-influenced concept, with just enough buttons on the center console to control all of the car's mechanical systems—no need to dig through pages of menus, which is much appreciated in the heat of the moment.

Under its hood, the AMG GT offers a twin-turbocharged 4.0-liter V-8 engine in two states of tune, one for each of a pair of variants of the car: the AMG GT and AMG GT S. The GT is the entry point to the range, offering 456 horsepower and 443 pound-feet of torque. The car can dash from 0 to 60 mph in 3.9 seconds and hit an electronically limited top speed of 189 mph. The more potent GT S is rated at 503 hp and 479 lb-ft, reducing the 0-to-60-mph dash to 3.7 seconds and with an electronically limited top speed of 193 mph. Both versions of the car use the same 7-speed dual-clutch gearbox, which itself is carried over from the SLS AMG. The GT S was offered in the first year of production, including a special Launch series, with the GT added for subsequent model years.

The AMG GT offers a unique engine configuration—one it claims to be a world first in a sports car: the combination of dry-sump lubrication with a “hot vee” turbocharger layout. The dry-sump lubrication system means the AMG GT dispenses with the bulky oil pan below the engine, instead relying on a remote reservoir and pump, allowing for lower mounting and a correspondingly lower center of gravity for the car. The “hot vee” layout means the AMG GT’s intake and exhaust manifolds flow in the reverse direction of a typical engine, allowing for the turbochargers to be placed in the engine's valley, which creates a more compact and thermodynamically efficient package of the whole unit.

Built of aluminum, the AMG GT promises to be especially light; the space frame itself weighs just 509 pounds. AMG was able to shed mass compared to the SLS by using conventional doors instead of the gullwings of the prior model, which required extra strengthening. This also allowed the designers to pen a curved roof rather than the flat top needed for the gullwings to work. The shorter overall length also contributed to the weight reduction.

In addition to the high-performance hardware, the AMG GT offers some interesting performance-enhancing electronics. The drive-select system offers C, S, and S+ modes for progressively sportier responses, affecting the shift characteristics, throttle response, and dynamic adaptive dampers; the GT S model offers an additional RACE mode to better suit track use. An available set of active powertrain mounts stiffens the connection between engine and transaxle and body when necessary to help transfer loads at just the right time, and can do so independently at each point for properly timed reactions to body movements. The AMG GT can also factor in lateral acceleration load (cornering force) to help adjust the amount of power sent to the rear wheels when the driver applies the throttle. This system is meant to improve both cornering stability and corner-exit traction.

For the 2017 model year, the AMG GT lineup grew to include a base model—and in 2018, it'll gain two more. For 2017, the lineup includes the AMG GT S and base GT. Both have the same 4.0-liter twin-turbo V-8, but the base GT makes 456 hp (versus 503) and 443 lb-ft of torque (versus 479). A 7-speed dual-clutch AMG SpeedShift gearbox also comes standard, but the base GT does without the GT S model's AMG Adaptive suspension, AMG Adaptive exhaust, and "Race" mode for its Dynamic Select system.

For 2018, the AMG GT lineup grew to include a GT roadster, a GT C roadster, and the GT R. The Roadsters share most of the specs of the GT and GT S coupes; the GT R gets a litany of changes, from active rear steering to exotic Michelin tires to a high-output version of the twin-turbo V-8.

Chevrolet Bolt EV 2017

The 2017 Chevrolet Bolt EV is the first affordable electric car with a 200-mile range ever sold in the U.S.

Compared to the latest Nissan Leaf—by far the world's best-selling electric car today—the 2017 Chevy Bolt EV offers about twice the range, slightly more passenger volume, and a vastly more modern interior, at about the same price.

All Bolt EVs are assembled in Michigan, although many of the car's powertrain and display components come from GM's development partner LG Chem in South Korea.

While it is built in the same Orion, Michigan assembly plant as the next-generation Chevy Sonic subcompact, the Bolt EV rides on its own dedicated platform, with a wide, flat lithium-ion battery pack under the cabin floor and an electric motor powering the front wheels.

But it's the 238-mile EPA-rated range that's really the Bolt's calling card. That's a capability otherwise available solely in cars with a Tesla badge, at prices of $70,000 and up. It's delivered by a 60-kilowatt-hour battery pack that powers a 150-kilowatt (200-horsepower) motor driving the front wheels. The Bolt's overall weight is about 3,580 pounds, according to the manufacturer. Official charging times haven't yet been announced.

Walking up to the Bolt EV, it appears a bit smaller than the Leaf on the road—perhaps due to its short overhangs—but the car is wide for its length and actually larger in person than it appears from a distance. The nose has a Volt-like "grille" blanking panel, flanked by light units that wrap around and sweep most of the way back to the base of the windshield posts. A larger opening below provides an air intake.

A body-side crease sweeps up toward the rear, with the bottom of the window line climbing even higher at its back end. The rear has a relatively vertical hatch opening onto a spacious load bay with 16.9 cubic feet of cargo volume.

The Bolt EV's cabin is light and airy, and the remarkably thin front seats give an extra inch of rear legroom compared to regular seats. Four adults can ride comfortably, though the "five-passenger" description is pushing it.

Passenger volume is 94.4 cubic feet, against 92.4 cubic feet for a Nissan Leaf—and only 94 cubic feet for the much larger Tesla Model S. The Bolt's interior is "two segments larger" than the car's exterior size would suggest, said development engineers.

The lack of an engine let Bolt EV designers move the windshield base down and forward, letting them rake the large glass at almost the same angle as its short hood. Frontal vision from the driver's seat is exceptional, which will make the Bolt easy to park.

The seats are comfortable, and all occupants sit upright, and higher than they do in the more rakish Volt. The slim dash and console and the car's flat floor make the front footwells especially wide, and outward visibility is excellent.

The dashboard has both a central 10.2-inch touchscreen built into the top of the console and a fully digital 8-inch instrument cluster behind the steering wheel. The Bolt EV also uses General Motors' new digital rear-view mirror; its rear-facing camera gives a wide 80-degree image in the crisp digital display that replaces the mirror glass, against 22 degrees for a conventional mirror.

There's no spare tire, but neither is there an inflator kit; the electric Bolt will be the first car on the market to use the latest development of Michelin's self-sealing tire technology. A portable 120-Volt charging cord is housed under the load bay, Chevy expects most Bolt EV users to recharge its large battery pack at 240-Volt Level 2 charging stations.

The Bolt accelerates confidently even with four adults in the car. GM quotes acceleration from 0 to 60 mph at less than 7 seconds, and we found we could chirp the inside front tire under full power out of a turn. It corners relatively flat on its 17-inch alloy wheels, and the steering had a nice positive self-centering action. We didn't hear any motor or electronics whine, and the brake feel was consistent enough that the  transitions between regenerative and friction braking was imperceptible.

The standard Drive mode behaves just like a car with a conventional automatic transmission (minus the shifting), complete with idle creep. A paddle behind the left side of the steering wheel lets the driver increase the regenerative braking rate. Low mode, which many drivers will come to prefer, provides so-called "one-pedal driving," including the ability to slow right down to a full stop without touching the brake pedal. It's a smoother, calmer, more relaxing way to drive.

The base price of the Bolt EV is $37,500 before incentives, with higher trim levels and options pushing it above $40,000. The car qualifies for a $7,500 federal income-tax credit, as well as a $2,500 purchase rebate in the state of California.

Chevrolet Tahoe 2017

The Chevy Tahoe is a three-row, full-size SUV and the short-wheelbase companion to the Chevy Suburban.

With the Tahoe, Chevrolet has a rival for vehicles like the Ford Expedition, Nissan Armada, and Toyota Sequoia—not to mention GM's own family of Suburban, Yukon and Escalade utility vehicles. 

In its higher trim levels, the Tahoe even can be seen as a competitor for higher-end vehicles like the Mercedes-Benz GLS-Class, since the nicest versions overlap it in price, and can even seem a bit more polished.

The new Chevrolet Tahoe

The Tahoe's been a survivor because of its no-nonsense design and its durability. Most recently redesigned for the 2015 model year, today's Tahoe is better focused on its mission of providing seating for eight in comfort, while able to tow up to 8,500 pounds. Nine-passenger seating is also available on base models equipped with an optional front bench seat in place of the standard buckets.

In the 2014 model year, GM introduced the first vehicles on its updated full-size SUV/truck architecture. The 2014 GMC Sierra and 2014 Chevy Silverado trucks adopted a new body structure, more angular looks, and received new powertrains including an updated 5.3-liter V-8 and a totally reworked 4.3-liter V-6.

The Tahoe shared many of those updates when it was new a year later, but it doesn't offer the V-6 engine. The Tahoe continues to offer a single powertrain, GM's new 5.3-liter V-8, which is coupled to a 6-speed automatic transmission. The V-8 is rated at 355 hp and 383 lb-ft of torque. It can be had in both rear- and four-wheel drive. A bigger engine is available in GMC's related Yukon.

Coupled with the sharp new look and drivetrain are new technology options and improved comfort. The Tahoe's manners on the road are impeccable, especially with the newly optional adaptive shocks, and the cabin is also much quieter than the previous model's, matching nicely with the more comfortable seating and more stylish look. Third-row access is better because the second row of seats now folds flat, and there is a couple more inches of second-row leg room, which helps those in row two get comfortable and also makes climbing to the way-back a little easier. On models with front bucket seats, the Tahoe tops off a revised safety package with GM's new front-center airbags, which help keep front-seat occupants from striking each other during a collision.

The Tahoe is one of a number of GM vehicles to offer 4G LTE from AT&T, which includes in-car wi-fi hotspot capability and a faster connection to OnStar. The functionality was added mid-way through the 2015 model year with a hardware update, and allows occupants to connect phones, tablets, and other devices to a super-fast LTE connection that beats the speed of mobile devices and also avoids using the data in your cellular plan.

New features added through the 2016 model year include a touchscreen infotainment system, lane-keeping assist, and Apple CarPlay. Changes for 2017 were minor—mostly trim and features repackaging—save for the addition of automatic emergency braking, a teen-driver alert system, and a rear-seat DVD entertainment system.

Chevy Tahoe history

The Tahoe arrived in the 1995 model year, replacing the Blazer badge and was teamed with a four-door model. Based on the big GM trucks, the Tahoe was powered in most cases by a big 5.7-liter V-8. A turbodiesel version found few applications and few buyers. In this generation, sold until the 1998 model year, GM added a driver-side airbag and a luxury-trim Limited package, which was sold in the 2000 model year. This version overlapped with the entirely new "GMT800" Chevy Tahoe, which was new for the 2000 model year.

The 2000-2006 Chevy Tahoe again offered a choice of V-8 engines, either a 4.8-liter V-8 or a 5.3-liter V-8, separated only by 10 hp. A 4-speed automatic took care of shifting in all versions, and the Tahoe came in rear- or four-wheel-drive versions. A more genteel look wasn't quite matched by a lackluster interior, but with good towing capacity and additions like stability control and more airbags, the Tahoe rode the SUV wave of popularity to become a best seller in the Chevy truck lineup.

GM advanced its plans to replace the GMT800 trucks and SUVs with a GMT900 family of vehicles—and the 2007 Chevrolet Tahoe proved the move worthy in mechanical terms, even if SUV sales were about to fall off a proverbial cliff. The new Tahoe's crisp lines, and improved body rigidity lent it a mature, even sophisticated look—one matched by a handsome interior. All the towing and hauling capability carried over, with a more comfortable five- or six-seat interior package—but the powertrains got a fuel-economy boost that was offset on the marketing side by the addition of a 403-hp, 6.2-liter V-8.

Chevy introduced a Tahoe Hybrid in the 2009 model year. It used a 6.0-liter V-8 making 332 hp backed by a two-mode transmission that was engineered with cooperation among General Motors, Daimler, and Chrysler. Fuel economy ratings were as high as 20 mpg in the city and 23 highway. The large battery pack was located below the second row of seats, which compromised space and interior flexibility, while towing was also down, to a max of 5,000 pounds.

Through 2013, changes were minimal to the Tahoe lineup. Trailer Sway Control was added for 2012, and Powertrain Grade Braking was a new addition for 2013; both enhance towing stability and safety. The Tahoe Hybrid was dropped after the 2013 model year.

Honda CR-V 2017

For 2017, the CR-V is all-new, but its recipe hasn't changed a bit. It remains a compact crossover with surprisingly good room for five. Base LX models essentially carry over the previous generation's 2.4-liter 4-cylinder, but all other trim grades (which Honda says should represent about 75 percent of the model's sales) utilize a turbocharged 1.5-liter 4-cylinder plucked from the Civic range. In the CR-V, it's rated at 190 horsepower and 179 pound-feet of torque, meaning it is slightly peppier than the engines that power base versions of most rival motors. 

Both engines are mated exclusively to continuously variable transmissions (CVT) and they offer a choice between front- and all-wheel drive. The turbo motor shaves about a second and a half from the non-turbo's 0-60 mph sprint, but it feels much peppier in practice. 

Although the engine bay represents one of the CR-V's biggest changes, its expanded interior capacity shouldn't be forgotten. Honda only stretched the new model a little overall, but it feels much roomier inside. Of particular note is its cargo area, which now stretches a full 5 feet long with the second row folded. Likewise, the model's dashboard is more conveniently-arrayed than before. We're especially happy that all models once again boast a volume knob instead of a silly and difficult-to-use slider knob. 

On the safety front, all but the base CR-V LX include the brand's Honda Sensing collision avoidance tech—adaptive cruise control, automatic emergency braking, and lane departure warning. 

Honda CR-V history

During its prior generations, the CR-V evolved from a softer—but still very basic—alternative to truckier vehicles like the Suzuki Sidekick and Jeep Wrangler into more of a family-oriented people-mover. It has seen great success with that transition, helping to kick-start the small crossover segment that continues to grow.

The first CR-V (1997–2001) was like other early crossovers; a more plain-looking vehicle that bore a strong resemblance to the old Honda Wagovan. It was equipped with a 4-cylinder engine then, like it has now. The CR-V quickly earned a following for its great visibility and durability, if not necessarily for its visual appeal.

The second-generation CR-V, sold from 2002, was a significant improvement in nearly every way—much more refined, responsive, and comfortable. These models all have a 2.4-liter 4-cylinder engine, making about 160 hp, with most of them hooked up to a 4- or 5-speed automatic transmission (a 5-speed manual was also offered).

Safety has generally been a selling point for the CR-V. In a mid-cycle refresh for 2005, Honda increased the CR-V's safety content, making side airbags and anti-lock brakes standard across the line, which improved that model's IIHS side-impact results from a mediocre "Marginal" to the top "Good" result. The CR-V's scores in federal government crash tests have been generally good.

For 2007, Honda completely redesigned the CR-V again, with that generation quite a bit more passenger-focused than the previous generation. That redesign gave it an interior feel that was more like that of a tall wagon or—gasp—a minivan. One odd attribute of the first- and second-generation CR-V models is the externally mounted spare wheel and tire; for the 2007 redesign, Honda finally relocated the spare from its perch on the hatch. In the same generation, the interior design became more advanced and well-appointed.

The changes made to create the fourth-generation CR-V for the 2012 model year were more evolutionary than with previous generations, at least on the outside. Inside it feels a bit different, with upgraded materials and trims, along with an instrument panel that's in line with the latest Odyssey van's, and an even better rear-seat mechanism that allows you to fold the seats neatly forward with one hand—without the need for power systems.

The engine was carried over initially, but the 5-speed automatic offered in 2012–2014 models received taller ratios, helping the model achieve better gas-mileage ratings, according to the EPA. Overall, the driving experience is nothing to get excited about, and while the CR-V rides well and is reasonably responsive, the new electric power steering system here fails to give the crisp, confident-handling feel the model had in the last generation.

Honda has updated the CR-V's connectivity in the most-current generation. Bluetooth hands-free connectivity and Bluetooth streaming audio are at least standard across the entire model line, Pandora streaming is integrated with the system (if you have the right smartphone), and a new multi-information display can show personal pictures as well as the feed from a new rearview camera system.

The CR-V received an extensive upgrade for 2015. Styling was tweaked, and there was a new 4-cylinder engine mated to a CVT borrowed from the Accord that replaced the 5-speed automatic. The result was improved fuel economy and slightly better acceleration. The front end featured a much more modern, upscale look, while the rest of the exterior received some other small touches. Honda also gave the interior a once-over, improving materials and modifying the layout slightly.