We Drive the MMD by Foose 810-HP 2015 Ford Mustang GT

Chip Foose and Modern Muscle Design (MMD) have collaborated to design and build unique styling pieces for the redesigned 2015 Ford Mustang. In order to showcase the new parts, Foose Design and MMD teamed up with AmericanMuscle to build an 810-hp 2015 Ford Mustang GT, which will be given away later this year at the AmericanMuscle Mustang Show to benefit the Make-A-Wish Foundation. After the reveal at Foose Design’s headquarters in Southern California, we got a chance to take the supercharged muscle car for a quick drive around the block. More on Motortrend.com:2016 Ford Shelby GT350 Mustang Chassis First Look MMD by Foose styling bits include a new chin spoiler, dual ram-air style hood scoop, side rocker panels, quarter-panel and quarter-window scoops, and a rear deck lid spoiler. Twenty-inch Foose Design Stallion alloy wheels by MHT complete the look. These wheels are powder coated dark gray with an orange stripe to match the custom exterior paint and pin striping. The 2015 Mustang GT’s stock brake calipers are powder coated orange to match the striping. Inside, there are unique door sills and headrests, while the dashboard is adorned with a special MMD by Foose plaque and Chip Foose’s signature. “When it came to designing the aftermarket parts, I wanted to continue with what I call design language,” Foose said at the reveal. “It’s the language and the style that the designers at Ford used when they were designing [the 2015 Ford Mustang]. When we want to produce an aftermarket part, I want it to look like it came from the factory.” More on Automobilemag.com:2015 Shelby American GT Review

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2017 Hyundai Equus To Offer All-Wheel Drive | Edmunds.com

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HUNTINGTON BEACH, California — The redesigned 2017 Hyundai Equus flagship sedan will offer all-wheel drive for the first time, Edmunds has learned.

The car will be unveiled in 2016.

The new Equus will draw on styling cues introduced on the redesigned 2015 Hyundai Genesis sedan.

"Right now, they look like two different vehicles, but with the next Equus, you will see more of a sibling similarity," Dave Zuchowski, Hyundai Motor America president and CEO, said in an interview.

He said the 2017 Equus will have all-new sheet metal and a big, bold grille that is similar to the Genesis. Although he hasn't seen the car in person, Zuchowski said, judging from photographs, the new Equus looks longer than the current car.

"It is just a very substantial-looking vehicle," he said. "We showed pictures of the new Equus to Hyundai dealers and their response was really good, really strong."

Equus competes with the Audi A8, BMW 7 Series and Mercedes-Benz S-Class.

Equus sales have struggled since the luxury sedan was introduced. Hyundai sold about 3,400 Equus sedans in 2014, a 4.5 percent decrease from the previous year. The company sold about 820 Equus sedans for the January through April period this year, a 32 percent drop.

Zuchowski said the lack of an all-wheel-drive option on the Equus and the availability of that feature for the first time on the redesigned 2015 Genesis hurt Equus sales.

Both are rear-wheel drive sedans.

He said approximately 85 percent of the luxury vehicles sold in such snow-belt regions as New York City and Chicago are equipped with all-wheel drive.

Zuchowski attributed an over 50 percent increase in Genesis sales this year to the availability of all-wheel drive. Buyers wanting an Equus who lived in snow-belt areas purchased a Genesis instead.

He is confident all-wheel drive will trigger a big boost in Equus sales.

"Now we have all-wheel drive and we are doing very, very well with the Genesis," he said. "We think Equus will be provided the same sort of lift."

Edmunds says: Luxury buyers who are making long-range plans will want to keep the 2017 Equus changes in mind. But there are plenty of other choices if you need something will all-wheel drive right now.

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2017 Audi Q7 First Drive

2017 Audi Q7 First DriveA Huge Leap Forward, Yet Pleasantly FamiliarImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew Askari2015 Q7MSRP$48,300ShopReviewsMore PhotosAudi SQ7 Spy Shots2016 Audi Q7: Detroit 20152016 Audi Q7Audi Q7 Plug-In Hybrid: Spy Shots2015 Audi Q7: Spy Shots2015 Audi Q7: Spy ShotsMatthew Askari

Vital StatsEngine:SC 3.0L V6Power:333 HP / 325 LB-FTTransmission:8-Speed Automatic0-60 Time:6.1 Seconds (est)Drivetrain:All-Wheel DriveEngine Placement:FrontCurb Weight:4,700 LBS (est)Seating:2+3+2Cargo:73.3 CU-FT (max)MPG:18 City / 25 HWY (est)Automotive evolution rarely makes a great leap, instead creeping along from new model to new model at a predictable pace. Audi's new Q7, though, is like handing a Bic lighter to a Cro-Mangon man smashing rocks. In Europe the new version drops 700 pounds, almost enough to reclassify its species. Audi's fire-machine will arrive in America in early 2016, as a 2017 lighter model. We spent some time in the Swiss Alps flicking the 2017 Audi Q7.

As far as revolutions go, the 2017 Q7 certainly looks new. It resembles a tall station wagon more than ever, at least in European trim. A little tweaking of the design wand has left the rear end boxy and angular. Our test models use an adaptive air suspension, and the the "all-road" setting lifts the Q7 about an inch, to the normal ride height for US models. Thus raised, the big Q looks more like an SUV.



This Q7 represents the first of the Volkswagen Group's MLB-platform cars. Lighter and said to be more dynamic, MLB will underpin everything from the next-gen A4 to performance and luxury SUVs like the Porsche Cayenne, and Bentley Bentayga. With the structural improvements comes a diet heavy in aluminum, the prime reason for the previously-mentioned weight savings. When outfitted for our content and crash-safety specification, US-bound models will still be about 500 pounds lighter than before.

But dramatic weight-savings isn't the Q7's only trick. The adaptive air suspension significantly changes the character of the Q7, especially in the sportiest Dynamic model. There's an optional all-wheel steering feature that improves turning radius, and helps with high-speed stability. This is not to be confused with Audi's Quattro all-wheel drive, which along with a panoramic sunroof and seven seats, comes standard on all stateside models.



Under the hood, things aren't so different. Both available engines are reworked but largely the same. The supercharged 3.0-liter gas engine still makes 333 horsepower and 325 pound-feet of torque, but it's not as thirsty as it used to be. Expect a two or three mile-per-gallon bump once official EPA ratings arrive. That engine, as well as Audi's reworked 3.0-liter V6 TDI – good for 260 hp and 443 lb-ft once outfitted for the US – are mated to the ubiquitous ZF eight-speed transmission.

The Q7's driving character greatly depends on where it is pulling power from. While the diesel model is capable, turbo lack cuts back on the satisfaction we normally derive from oil burners. Audi did a great job of making the 3.0-liter TDI quiet, but it lacks the elegant, sporty note of the TFSI gas engine on aggressive acceleration. The TFSI currently accounts for 80 percent of all Q7s sold. With power at the ready, this is the engine we'd opt for if fuel economy or towing are not foremost concerns.

Regardless of which engine you choose, the Q7 will capably take a corner (we had our share while ascending and descending the Alpine switchbacks), and feels far more nimble than its large frame would suggest. The TDI is expected to hit 60 mph in about 7.5 seconds, while the TFSI should take a hair over six seconds.



There are significant advances in the Q7's interior tech (or the cranium, if you will). Audi's Virtual Cockpit makes it first SUV appearance here, complementing the high-resolution screen on the center stack. The instrument panel and guages have all been replaced with a digital skin (think Cadillac XTS) which can double as a second screen with Google Earth navigation. Critically, that puts driving directions in the driver's sightline. Steering wheel buttons allow you to access all the menus you would otherwise navigate from the control knob, though it takes some fiddling to get acquainted. Audi also offers Apple CarPlay and Android Auto integration. And rear passengers, especially kids, will delight in the Audi tablet, an optional iPad-like device with 10.1-inch screens, powered by a Tegra 4 processor. The tablets works both with the in-car systems as well as give media and entertainment options. And unlike an iPad, you shouldn't have to worry about leaving the Audi tablet in the car on a freezing night.

There are a host of new assist systems on the Q7 that Audi says are the next step towards an autonomous car. These include a Traffic Jam Assist, which acts like an advanced active cruise control to do most of the driving at speeds of up to 37 mph. There are also the latest iterations of the lane-keeping assist system, pre-collision assist, and more.



Perhaps the smallest surprise is how nice the interior is, if only because we expect as much from recent Audis. There's an especially attractive and sporty leather-wrapped, three-spoke steering wheel flanked by shift paddles on either side. Our tester had oak and aluminum inlaid trim, an Alcantara headliner, and leather everywhere. (We half-expected upon opening the glove compartment a sea-scroll of never-ending pillowy-soft leather would billow out.)

The one drawback to the Q7 interior is the third row. While there's an electronic button to help fold the second-row seat and improve access, ingress and egress is a bit of chore. And the rear is not a desirable place for adults, especially if there are taller passengers in the second-row seats. On the flip side, a standard feature will be electronically folding third row seats, meaning you can effortlessly have a large, flat cargo area in a matter of seconds.

When the new Q7 arrives early next year, it will offer a more dynamic, fuel-efficient, premium, and technological experience. The Q7 excels as a city tourer, but capably transforms instantly into a sporty machine. The Q7 sheds more than 10 percent of its body weight compared to the current generation, and feels more dynamic and nimble as a result. And with new advanced assistance tech, a next-gen MMI and connectivity, revised and modern styling, and an interior we've come to expect as the standard bearer, the Q7 makes a strong case as the most alluring SUV in its segment.Featured Gallery2017 Audi Q7: First Drive

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Next Jeep Wrangler won’t go all-aluminum; all-wheel drive Chrysler minivan in the works

Meanwhile, some Jeep Renegades withheld over software trouble

Fiat Chrysler CEO Sergio Marchionne said some new Jeep Renegade subcompact crossovers are being withheld from dealers because of software problems.

Marchionne said the Renegade’s quality issues are similar to those that plagued the 2013 debut of the Jeep Cherokee. He spoke late Tuesday after receiving an industry leader of the year award from the SAE Foundation.

The Cherokee’s 2013 launch was delayed several months because of the software controlling its nine-speed automatic transmission and all-wheel-drive system. The Renegade has an identical nine-speed automatic but a different all-wheel-drive system than the Cherokee.

A source at FCA clarified Thursday that the software causing the problem did not involve the Renegade’s transmission. The source would not identify the nature of the software issue.

“I’m having a very bad engineering day,” Marchionne said. “It’s a combination of attributes of that vehicle that is making my life horrible.”

The Renegade went on sale in mid-March. In April, Jeep sold 4,214 Renegades, more than the more-established Jeep Compass.

He said the software issues are being addressed, and predicted that any Renegades being held would be released by mid-June at the latest.

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Wrangler and aluminum

In addition, Marchionne said the company had changed its plans for the next-generation Jeep Wrangler, which previously was planned to have an all-aluminum body. The CEO said Wrangler would now have aluminum components -- such as perhaps a weight-saving aluminum hood and tailgate, as well as aluminum doors -- but not an aluminum body.

“There will be a large portion of that vehicle that will be aluminum. It will not be all aluminum,” Marchionne said. “We’ve run the numbers and we’ve simulated mileage and the impact. Because of the difference in cost -- not just of the material but the actual assembly process -- I think we can do almost as well without doing it all-aluminum. I think we can get very close.”

An aluminum body would have required a complete refitting of the existing Wrangler plant, in Toledo, Ohio. If components made of aluminum are hung on a steel body, no such extensive factory revamp would be necessary.

In addition, the CEO said the next-generation Grand Cherokee, which had been due in 2017, may be delayed to allow it to be jointly developed with a higher-end Grand Wagoneer. The two vehicles would share a platform.

Speaking of the Wagoneer, which had been scheduled to go on sale in 2018, Marchionne said “development needs to coincide with a complete relook at the Grand Cherokee architecture, and effectively jointly develop them. And if there is a delay, it’s due to the joining of these two programs into something that makes sense. It needs to happen.”

Marchionne said the Wagoneer, which would be a luxury three-row version, would compete with Range Rovers and other large luxury SUVs at prices well above the most-expensive current Grand Cherokee.

Said Marchionne: “I think we need to go there with the next version.”

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Speaking to reporters, Marchionne also said:

-- FCA will fully cooperate with information requests and participate in a July 2 hearing with the National Highway Traffic Safety Administration regarding its response rate for 20 recall campaigns.

“We have done and continue to do a phenomenal amount of work to ensure that we make our cars as safe as we can and that we respond to any recall initiative in an efficient fashion,” Marchionne said. “The real issue is, for organizations like ours and I’m sure for others, the process of adjustment to this new regulatory environment is going to be painful. We’re not used to this and I think that we need to just step up… and move it on.

-- A planned all-wheel-drive version of the next-generation Chrysler Town & Country minivan will either lose its foldable Stow ‘n Go seating or use an independent electric motor to power the back wheels.

“You have two choices: you either trade the Stow ‘n Go or you go with electric motors in the back. It’s not that complicated. We’re exploring both,” Marchionne said. The next FCA minivan is due to be revealed at the Detroit auto show in January.

-- FCA’s electrification efforts will continue to expand beyond a planned plug-in electric hybrid version of the upcoming Town & Country.

“I think electrification is coming -- whether you like it or not -- in some fashion,” Marchionne said. He said an electric minivan would be “most beneficial” to FCA’s fuel-economy fleet ratings, but said the automaker continues to explore hybrid options for other vehicles, including the Jeep Grand Cherokee.

Said Marchionne: “We will continue to optimize our involvement in electrification by going through with the one that gives you the biggest bang for the buck.”

Some Jeep Renegades being held for software issues originally appeared on Automotive News

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2016 Honda Pilot: First drive of Honda's latest SUV

Third-generation three-row SUV is perfect for the minivan-averse

What is it?

Even as Honda prepares to unleash the 2016 HR-V -- a vehicle it calls a “gateway drug” to Honda ownership -- into a roaring compact crossover market, it hasn’t turned its back on larger offerings. The stalwart CR-V received a facelift for the 2015 model year and the automaker has redesigned its three-row SUV from the ground up for good measure.

The resulting 2016 Honda Pilot is an eminently practical, tech-laden SUV aimed directly at, to paraphrase a Honda rep, the 1.1 million Americans who need a people-hauler but can’t bear being seen in a minivan. Or at least a healthy chunk of them. 

As it enters its third generation, the Honda Pilot has shed its boxy, truck-like looks and picked up a set of 20-inch rims -- a first for Honda -- plus LEDs by the bucketful, a suite of optional safety tech including a collision mitigation system and rear cross-traffic alert, a sleek infotainment system and a whole lot of USB charging points scattered throughout the cabin. It seats seven passengers when equipped with second-row captain’s chairs or eight if you opt for second-row benches.

Additionally the vehicle gets a new-to-Pilot range-topping Elite trim offering those captain's chairs and just about everything else Honda could put into it, save for the HondaVac. Gotta give buyers some reason to look at the comparably priced Odyssey, we suppose. 

We're sad to say we didn't take the Pilot muddin'. But you can, thanks to a driver-selectable 'mud' mode. Photo by Honda

All Pilots come equipped with the same direct-injected 3.5-liter V6; depending on the trim level, you get a six- or nine-speed automatic transmission plus either two- or four-wheel drive.

Good for 280 hp and 262 lb-ft, the V6 makes the ’16 Pilot both more powerful and more efficient than its predecessor (a seamless stop-start system doesn’t hurt fuel economy, either). When equipped with two-wheel drive and the nine-speed automatic the Pilot returns an estimated 23 mpg combined.

The Pilot's i-VTM4 all-wheel drive system, which uses torque vectoring instead of power reduction to direct power to the appropriate wheel or wheels, includes a variety of driver-selectable traction management modes for better performance on snow, mud or sand.

The Pilot can tow, too -- properly equipped 2WD vehicles can haul 3,500 pounds (the same as the Odyssey), and 4WD Pilots have a 5,000-pound capacity. This doesn’t give pickup purveyors much to fear, but it’s enough to haul a camper, boat or flatbed trailer full of a family's worth of dirt bikes.

When the Pilot goes on sale this June, pricing will start at $30,875 for the most basic, two-wheel drive LX model. The fully loaded four-wheel drive Elite sets you back $47,300. (Both prices include $880 destination.) Between those two extremes there’s a dizzying number of trims and price points -- see the document at the bottom of the article for a full breakdown.

An all-new body and a new-to-Pilot chassis help make the third-generation model lighter and more rigid than the previous vehicle. The new Pilot Elite loses 286 lbs compared to the old Pilot Touring, for example. Photo by Honda

What's it like to drive?

We spent two days driving the Pilot through the rolling, black barn-dotted countryside in southern Ohio and northern Kentucky. Honda’s drive routes included expressways plus miles and miles of winding, narrow, and often, shoulder-less two-lanes. We’d love to have experienced those roads in something smaller; should Honda decide to bring a certain new sports car stateside, we’d happily retrace the same paths.

A midengined roadster the Pilot is not, however, and we’d be lying if we said the SUV shrinks around you from the driver’s seat; but it doesn’t wallow, either, remaining solid and planted on uneven surfaces -- even when broken pavement seems to spring up out of nowhere while in a relatively tight corner.

Through it all, the Pilot remained composed and quiet -- really quiet, in fact. Upper-level Touring and Elite-trimmed Pilots get more cabin sound deadening than lower trims, but all are better insulated than the outgoing model. An efficiency increasing aerodynamic exterior design helps cut down on wind noise as well; for that we’d gladly trade the second-gen Pilot’s “rugged” boxiness.

Compared to the outgoing model -- as well as most of its competitors from other automakers -- the 2016 Pilot's interior is clean, uncluttered and modern. Photo by Honda

We spent most of our time in a nine-speed-equipped Elite, but also managed to get some seat time in a six-speed Pilot. Both displayed substantial all-around improvement over the outgoing model -- it was beginning to feel a little dated -- but back-to-back testing confirmed the Elite was noticeably, though subtly, more refined than the lower-trim Pilot.

This wasn’t just the extra sound-deadening at play: According to Honda suspension damping settings were modified to accommodate the 20-inch wheels found on Elite and Touring trims, versus the standard 18-inchers. So Pilots with the bigger rims actually feel a bit cushier despite the lower-profile rubber they wear.

Whether you opt for a nine-speed or a six-speed, the V6’s power is smoothly delivered and more than adequate. The shifter mechanism unique to the nine-speed takes some adjustment, however: It’s no longer a console-mounted stick. Instead you get a strange little cluster of buttons and switches used to put the car in drive, reverse, etc. Honda says this frees up center console space and makes for one less thing for a purse strap to get snagged on. It’s weird, but we suppose humans are adaptable.

This is how you select a gear on a nine-speed-equipped Honda Pilot. It does take some getting used to, but we're sure a few days behind the wheel would do the trick. Photo by Honda

From the passenger seat we had some time to take in the much-improved cabin; improvements over the 2015 Pilot are, again, all-encompassing, and until its competitors refresh their offerings the Pilot is probably leading the non-luxury pack. There’s now far less hard plastic in touchpoint areas, and as with the HR-V the decision to shift more controls to a central touchscreen makes for a clean center stack and dashboard.

You’ll either love or hate this recent emphasis on the touchscreen. We’re more or less used to it at this point, though we do once again wish there was a traditional volume-adjustment knob. The ability to zoom in on the fast-acting Garmin-based navigation screen with a simple two-finger pinch (as on, say, an iPad) is slick, though.

Before the drive, we wondered if the Pilot would be treading on Acura territory, especially the new Elite trim. Honda assured us the Pilot was by design less athletic than the MDX. We’re not sure how many consumers notice -- or care -- about the comparative softness of the Pilot’s ride or the relative lightness of its inputs, but there’s not much for an enthusiast to drool over here.

Unless you’re an enthusiast of comfort, of course. Then you’re going to like the Pilot. Whether it spurs defections from Acura remains to be seen.

That third row can fit an average-sized adult in a pinch. You'd have no trouble sticking kids back there for a long haul. Photo by Honda

Do I want one?

Whether you’ve always aspired to three-row SUV/crossover ownership, or the prospect is something the demands of a growing family have forced upon you, the Pilot is well worth considering.

Almost guaranteed to provide years of reliable, comfortable service to legions of buyers who are (for whatever reason) allergic to minivans, the 2016 Pilot should be a smash hit. The wide range of trims and prices means there’s a Pilot to fit nearly every budget, and for what it’s worth, you can’t get into a conventional minivan for much less.

There’s a reason Honda’s HR-V/CR-V/Pilot lineup is becoming among the most formidable in the business. As with its smaller cousins, the 2016 Pilot is a purposefully designed, competently executed people-hauler powered by a characteristically smooth motor.

From the packaging to the performance, it's Honda at its most utilitarian. In other words, it's exactly what this ever-growing corner of the market demands.

The 2016 Honda Pilot is heading to dealerships June 2015. Photo by Honda

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2016 Honda Pilot LX, EX, Touring and Elite pricing guide(65.55 KB)Click here to download PDF

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