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2018 Alfa-Romeo Stelvio Sport CUV

By Mark Elias | March 4, 2018

It’s a CUV that is combination grocery getter, kid kaddy, and pet picker upper. And everything it does is performed in a manner that screams “Pronto!” It’s the 2018 Alfa-Romeo Stelvio Sport CUV. And it’s Italian. That could go both ways, by the way…

It’s quite the ride, especially when you become so steeped in Italian culture that you begin to think of yourself as il Commendatore (The Commander). I mean really! It might be because we are so excited to see the Alfa-Romeo badge back on this side of the Ocean. So, put on your latest Prada, hop in, and buckle up. It’s going to be quite a ride!

Brass tacks.

The 2018 Alfa-Romeo Stelvio Sport is, like the recently introduced Jaguar E-Pace, a “tweener,” that bridges the gap between, for example, the BMW X3 and its larger X5 sibling and the Mercedes-Benz GLC which will all likely be shopped against this EPA-classed Mid-Size SUV. It gets its power from a 2.0-liter four-cylinder engine that sports a turbocharger to force feed it for more power.

Power is either a put-up or shut-up proposition. This engine deals in put-up, laying down 280-horsepower at 5,200 rpm and 306 lb-ft of torque starting at 2,000 rpm and peaking at 4,800. A ZF-built 8HP50 8-speed automatic transmission sends power via a carbon-fiber drive shaft to all four corners for all season, all-wheel drive. For those needing more in the way of oomph, there is the 505-horsepower Alfa-Romeo Stelvio Quadrifoglio.

From the outside, we were impressed with the angular exterior looks that could clearly have come from the best styling ateliers in Milan. Starting with an aggressive lean that jutted forward to the express “eyes” which lead to the triangular shaped Alfa-Romeo intake, the car screams of its Italian heritage.

Inside, the Stelvio surprisingly casts off any apparent Italian flair in favor of an interior that appears much more minivan than master of the autostrada. Embossed headrests bearing the Alfa crest join the steering wheel insert as the only hint you are in anything from Italy, save for the larger than large aluminum paddle shift levers and the steering wheel-mounted ignition button.

The center console is marked by a rather non-descript shifter, that we have seen before, and is flanked by controls that change the Stelvio’s drive dynamics from dynamic to natural to sport, while a joystick-style nob takes care of the audio system on the other side. A matrix style graphic panel stretches from right to left across the dashboard and the Harman/Kardon audio aurally fills the space, but we were left a bit disappointed by the appearance overall. Give us some tan Ferrari-style leather, we say.

The cargo hold is nicely finished with strap-in guide rails, and 18.5 cubic feet of storage with the rear seats in the upright position. Fold them forward, and that area jumps in size to 56.5-cubic feet.

Behind the wheel

Despite the interior decoration shortcomings, we thoroughly enjoyed our time in the Alfa-Romeo Stelvio, which turns out to be the sports car among other SUVs in the segment. It did not have, nor through its marketing campaign, display any off-road pretensions, which is quite alright for us in the sense that this SUV will never go camping, mudding, cruising through Baja California or so on. In fairness, even if you found yourself in a Land Rover, you most likely would not take that vehicle off-road either.

While others have complained of inherent problems from this Italian designed and manufactured vehicle, we were pleasantly surprised with an SUV that just worked. No drama, difficulties, or side of the road coffee breaks waiting for Alfa service to come rescue us. Progress, we say!

Acceleration from the 2.0-liter four-cylinder was about average for the segment and provided spirited handling throughout our weeklong adventure with it. We were disturbed by the roughness that appeared with the auto start/stop function, becoming so annoyed that we ended its pain by disabling the option. During around town driving at a somewhat respectable speed, we felt the engine had a tendency to drone on. It was quickly alleviated when we force fed it more fuel. But at the end of the day, perhaps it could be attributed to the mid-profile Continental tires.

Still, the Alfa-Romeo Stelvio is an impressive handler, thanks to its double wishbone front suspension and newly designed and patented Alfa Link vertical rod link rear suspension. It’s quite easy to see why, despite its quirks, it is easy to have an emotional attachment to an SUV, especially when it is known by its “La meccanica delle emozioni” (the mechanics of emotion) tagline.

Bravo!

Story and photos by Mark Elias

2018 Alfa-Romeo Stelvio Sport

Base MSRP: $43,795 As tested: $53,585.

Includes: Driver Assistance Static Package with Front Parking Sensors, $800; Driver Assistance Dynamic Package, $1,500; 8.8-inch Display with 3D Navigation, $1,550; Sirius XM Radio, $350; Harmon Kardon Premium Sound System, $900; Dual-Pane Sunroof, $1,350; Cold Weather Package, $795; Convenience Package, $200; 20-inch Aluminum Wheels, $750; Metallic Paint, $600; Destination fee, $995.

Key Specs

Cylinders: 4-cylinder Inline twin scroll turbocharged

Displacement: 2.0-liters

Power: 280-hp @ 5,200 rpm

Torque: 306 lb-ft @ 2,000-4,000 rpm

Fuel System: Gas Direct Injection

Acceleration: 0-60mph in 5.5-seconds

Drive Type AWD

Gearbox: ZF 8-speed Automatic with paddle shift levers

Tire Size: 255/45R20 Continental ContiCrossContact LX

Unladen Weight: 4,044-pounds

Length: 184.6-inches

Width: 74.9-inches

Height: 66-inches

Wheelbase: 111-inches

Towing: 3,000-pounds

Cargo Volume: 56.5-cubic feet rear seat folded

18.5-cubic feet rear seat up

Cd: 0.32

City: 22

Highway: 28

Combined: 24

[Best_Wordpress_Gallery id=”101″ gal_title=”2018 Alfa-Romeo Stelvio”]

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2018 Kia Niro PHEV First Drive

By Mark Elias | January 4, 2018

We look for any excuse to travel the world, so when Kelley Blue Book contacted us about driving the new 2018 Kia Niro PHEV (Plug-in Hybrid Electric Vehicle), on a road trip from Kia headquarters in Irvine to the Golden Gate city of San Francisco, we jumped at the chance. Along the way, we found out what life behind the wheel of a Plug-in Hybrid was really like and were able to do some good for those, who through circumstances beyond their control, found themselves homeless through the forest fires in Ventura California. The New Niro PHEV offered the best of the Gas and Hybrid worlds with plug-in battery power that would carry it approximately 26-miles, and then a gas powered four-cylinder that would help to regenerate more energy to those same cells. Read more about the Kia Niro PHEV at Kelley Blue Book ….

The rules were “there are no rules” so we set out on a journey that took us through the corporate jungle of Irvine, through the urban sprawl of metropolitan Los Angeles, to Fresno and beyond. My driving partner, Dan Frio and I, started calling out through the local Red Cross and Salvation Army offices to find who needed assistance or supplies. In Ventura Strong, a local support group in Ventura County, we found just the people that were in need of our help. After stopping at a local Costco for supplies including more than 440 bottles of water, and numerous cleaning items, we were packed to the gills. There was only enough space for our suitcases directly behind the driver and passenger seats in front. Every other gap and cubbyhole in the Kia Niro was filled.

We found the Channel Island Lodge of Free and Accepted Masons in Ventura City, California as our supply drop off point. A majestic building in its own right, the Masons in Ventura had converted the upstairs meeting rooms into small scale department stores for local residents to come through to select clothing free of charge. It was the perfect gesture of helping one’s brother, especially when they had escaped the Ventura fires with literally the shirt on their back. The lodge was a beehive of activity late into the night.

The signs posted around town saying “Thank You, Firefighters” were surely not lost on us.

[Best_Wordpress_Gallery id=”91″ gal_title=”2018 Kia Niro PHEV”]

2018 Ford F150 First Drive

By Mark Elias | August 18, 2017

With its predecessor already an award-winning vehicle, what does Ford do for an encore? The 2018 Ford F150 holds tough with a new, bolder grille, bringing it closer in line with its bigger Super Duty brethren. But is that enough to keep this aluminum wonder relevant into the new model year?

With the aluminum bodied F150 already well received, Ford revisits engine configurations and choices, adds more design cues, more safety features, more payload, more, uh, more. Are pickup trucks still sexy? Let’s find out.

What’s New?

Ford flew us to their backyard, in Ann Arbor Michigan, where they displayed a beautifully ancient Model TT truck and a 1950s-era Ford F1 pickup, following the axiom that you need to see where you’ve come from in order to see where you are going. Even though the brand has been successful with over 26 million F-Series pickups sold to date, the company still tries to push the envelope. Not content with the “if it ain’t broke, don’t fix it” ethos, Ford designers and engineers, following their successful redesign in 2015, decided to tweak a few outside appearance items and then go whole hog on the powertrain. That, and the fact they are constantly aware of what is happening with their around-town rivals, the RamTruck Ram 1500, Chevrolet Silverado / GMC Sierra twins, and the Texas-bred Toyota Tundra.

New on the 2018 Ford F150 are revised C-Clamp headlamps with available LED lighting that help to add some swagger to the twin bar grille. As a result, there’s no mistaking what another driver sees in their rearview mirror. Returning: Ford’s trademark “drop down” side glass is back for an easier sideview of the road. New design cues on XL, XLT and Lariat series trucks mimic that of Ford Super Duty models, while the premium King Ranch, Platinum and Limited series up the ante even more.

New for 2018 is the base 3.3-liter V6 engine, which is smaller, but puts out eight more horsepower and an additional 12 lb-ft of torque than the base 3.5-liter V6 it replaces. In current trim, it’s good for 290 horsepower and 265 lb-ft of torque.

That engine is joined by a revised second-generation 2.7-liter EcoBoost V6 engine. It includes port and direct-injection, and now features 325 horsepower and an additional 25 lb-ft of torque, up to 400 lb-ft.

Finally, a revised Five-Point-Oh (5.0-liter) V8 is offered, which like the 2.7-liter V6, now includes port and direct-injection, along with friction-reducing enhancements that boost it up an additional 10 ponies to 395-horsepower and 13 more lb-ft of torque to 400 lb-ft.

Ford, in an effort to keep the entry price low, mates the 3.3-liter exclusively to a six-speed automatic transmission, while the 2.7- and 5.0-liter receive a 10-speed automatic gearbox. These and other enhancements help the F150 achieve a maximum gross combined weight rating (GCWR) of 18,400-pounds, with a 1,000-pound increase in towing capacity to 13,200 lbs. As far as rocks in the box, you can haul up to 3,270-pounds of cargo in the 5.5-, 6.5-, or 8-foot boxes. Cab configurations start with a regular cab setup, a SuperCab and a SuperCrew cabin for the full E-ticket ride.

Safety First.

The Blue Oval reportedly included a new 12-corner front crush horn to throw off energy in a frontal impact. Ford has determined that it helps to increase occupant safety in such a shunt.

Adaptive cruise control is also in the mix with stop and go measures for truck applications, including towing. According to Ford, the system operates by using radar to bring the F150 down to a complete stop, depending on following distance.

An available Pro Trailer Backup Assist guides drivers in backing up with trailers to boat ramps or driveways. Also on board: an optional Blind Spot Information System (BLIS) which works with trailers up to 33-feet long, causing the system to add in the extra towing length when considering the blind spot. Combine that with the available 360-degree camera system for a total view around your ride.

Behind the Wheel.

Always a competent runner, we found the new 2018 Ford F150 only improving on its legendary abilities. Sufficiently quiet on Michigan back roads, we found normal conversations possible, even from the back seat. When we were in a mood for tuneage, the Bang & Olufsen audio system provided clear and crisp dBs of sound, despite what was emanating from under the hood.

Power from the 5.0-liter V8 was flawless even at high speeds, which saw the new 10 speed automatic transmission trying to get to its top cog in an effort to achieve fuel sipping nirvana. Lower speed jaunts around town found it skipping a gear or two for added efficiency. No matter, as it is probably very easy to get lost within 10 gear sets.

On an impromptu off-road course, the F150 admirably displayed added functionality from such features as the 360-degree Around Vehicle camera system and vehicle sensors. When cresting up a hill, all it took was a flick of the switch to turn on the front-view camera, to see what lie below before descending on the other side.

Plowing through the water hazard was just plain fun and a good indicator of how the F150 will perform under trying conditions. Slip it into 4-low and the powertrain supplied all the grunt needed to pull us up and away from a simulated shallow river crossing.

Add that to the thoughtfully designed tailgate step and other around-truck features, and it’s easy to see why the 2018 Ford F150 will likely continue its dominance in the half-ton pickup truck segment.

2018 Ford F150

Story and Photos by Mark Elias. Additional pics by Sam Varnhagen/Ford.

F150 Specs:

Base prices:

XL: $28,675; XLT, $34,265; Lariat, $41,980; King Ranch, $52,895; Platinum, $55,450; Limited, $61,815.

Engines:

3.3-liter Naturally Aspirated V6

2.7-liter EcoBoost Turbocharged V6

3.5-liter EcoBoost Turbocharged V6

5.0-liter Naturally Aspirated V8

Transmissions:

Six-speed Automatic with manual shift mode

10-speed Automatic with manual shift mode

Dimensions:

Wheelbase: 122.4-163.7 inches

Length: 209.3-250.5 inches

Width: 79.9 inches

Height: 75-77.5 inches

[Best_Wordpress_Gallery id=”42″ gal_title=”2018 Ford F150″]

Clarion Builds BMW 850Ci

By Mark Elias | June 2, 2017

Clarion is no stranger to alternative marketing. Or iconic builds. With the Clarion Builds BMW 850Ci, they return with the fifth chapter in a story that began with the rebuilding of an iconic 1974 BMW 2002. From there, they continued with a 1991 Acura (Honda) NSX, a 2004 Subaru WRX, and 2003 Nissan 350Z. This latest chapter features a 1993 BMW 850Ci. Starting with an E31 chassis that was thoroughly ragged out by its previous owner, it was the perfect candidate for a ground up restoration. Under the guidance of Allen H Gharapetian, the company known for their array of aftermarket audio systems, has routinely tried viral marketing that is more than just a slick advertising photo of their latest audio system.

The brand brought back Ace Drift Pilot Chris Forsberg and videotaped him putting the completed 850 through its paces.

Powered by a radical-by-any-standard 5.0-liter V12, the car was ripe for a Getrag 560G 6-Speed transmission swap, assisted by a reprogrammed ECU module for the six-speed conversion. That got the car going. Stoptech drilled brake rotors were located at the four corners to bring things under control after spirited jaunts wherever they occurred.

The Clarion Builds BMW 850Ci received an attitude adjustment by reducing the altitude of the car, lowering it with new Bilstein B8 Performance Shocks and an Eibach Pro Springs lowering kit.

In the engine room is a BMW V12 engine that produces 300 horsepower @ 5,200 rpm and 330 torques at 4,100 rpm. That’s not the heady amount as seen in BMW’s 2017 M760i, but don’t forget this car was designed and built in the early 1990s.

A Clarion Builds car wouldn’t be worth its curb weight of 4,153 pounds, if it did not include a top line audio system from the parent company. The brain of the operation was a Clarion NX706 head unit with seven-inch high-resolution screen. It worked in-line with a 32 band equalizer that was part of Clarion’s Full Digital Sound (FDS) system. Output was handled by a Clarion Z25W 10-inch Full Digital subwoofer, a mid-range Clarion Z7 Full Digital speaker and Clarion Z7 Full Digital tweeters.

Radical for the time, the BMW 850Ci was a special example of a legendary ride. The fact that there are not many examples left on the road makes the reappearance of this one even more legendary.

Story by Mark Elias. Images by Larry Chen[Best_Wordpress_Gallery id=”29″ gal_title=”Clarion Builds BMW 850Ci”]