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Car buyers—you’re in for a treat. Because no matter your budget for a new car, the future is bright. The wait is almost over for Corvette fans waiting for a mid-engine layout, but with the Shelby GT500 and new M3 on the way, the Chevy will have some serious sports car company.

And maybe you’ve heard, but our automotive future is electrified. From Fiat to Audi, fully electric cars you might actually want to drive will be here soon (if a Model 3 and the other existing options aren’t your style).

So keep reading for more on future cars headed to a dealership near you.

Because it’s so much fun to look to the future of our automotive world, we’re revisiting this feature from May 2019. Enjoy!

• Future SUVs! 2020 and Beyond

What’s New: The long-awaited mid-engine Corvette is finally here. After years of rumors, spy shots, leaks, and speculation, Chevrolet finally peeled off the camo in July. A 495-hp 6.2-liter V-8 drives the rear wheels through an eight-speed dual-clutch automatic transaxle. Multiple power outputs are expected courtesy of various displacements, with both 4.2-liter and 5.5-liter versions to be fitted (we’ll have to wait and see if this happens down the line). An all-new electrical architecture will feature top-of-the-line sensors and computers for performance and handling enhancement, but you’ll no doubt be able to turn them all off, too. Inside, Chevrolet has gone upscale with a classy, driver-focused interior featuring premium materials and a digital instrument cluster. Although base-model Corvettes start at about $60,000, higher-performance models will quickly shoot up in price to cover both the development cost and the improvements in technology, performance, and comfort. But they should still remain relatively attainable.

What’s Not: Base cars are expected to employ Chevrolet’s tried-and-true 6.2-liter pushrod V-8. Midrange cars might also employ the supercharged pushrod engine. We predict Chevrolet will continue to offer a removable targa roof that will store in the cargo area.

How Much: $60,000-$120,000 (est)

What’s New: Everything. For some time now, the highly anticipated first all-electric Porsche sedan has been caught testing, piling up about 1.2 million miles in the process. It’s looking less futuristic than its Mission E concept, but we know to expect at least 600 hp, and that power is sent to all four wheels. Said to be quicker than 3.5 seconds to 60 mph and with more than 230 miles range, the Taycan will be available at the end of this year. Buyers will receive three years of free charging at the 484 Electrify America public stations across the country. Using DC fast charging, up 60 miles of range can be had in just four minutes or roughly 250 miles in about 15 minutes. Some reports indicate the automaker wants to introduce higher-performance variants and a Targa. We can’t wait.

What’s Not: Even EV skeptic (and longtime Porsche test driver/brand ambassador) Walter Röhrl was impressed: “It’s crazy. In all my years of rallying, I’ve never experienced such performance. The Taycan goes so well at such speed, really tremendous. If I had to drive it blindfolded, I would still know immediately that I was sitting in a Porsche.”

When: Late 2019

How Much: $85,000 (est)

What’s New: The 2021 M3 will carry the same 3.0-liter twin-turbocharged inline-six engine as the X3M and X4M crossovers, meaning 473 hp and 442 lb-ft of output (or thereabouts, due to slightly different tuning for a sedan and crossover). That should result in 0–60 acceleration around 3.7 seconds. (Note: The current model tops out at 444 hp on the CS version.) A year or so down the line, the M3 Competition will provide in the neighborhood of 500-plus hp. The new G20 platform rides with 1.6 inches more wheelbase and has a wider track, which might prioritize corner-on-rails stability over quick-twitch handling. The M3 should allow for both RWD and AWD applications. (AWD might be defeatable to RWD if desired, as on the M5.) There is rumor of a “Pure” stripped-down base model with a stick shift (yay!) but slightly less power (sigh).

What’s Not: Some switches, controls, and knobs. It’s a new platform with upgraded engines, even a new infotainment interface.

When: Early 2020

How Much: $68,000 (est)

What’s New: The Shelby GT500 returns for the first time on the sixth-gen Mustang. Using a new engine and some aero enhancements, Ford promises this Mustang can hit 180 mph and that it won’t overheat at the track. This Shelby ought to be easier to lap, too, as it comes standard with a seven-speed twin-clutch automatic. There are no plans for a manual in 2020.

What’s Not: Although it shares its displacement with the GT350’s flat-plane-crank V-8, the Shelby GT500’s 5.2-liter V-8 is a cross-plane design. Between that and the supercharger, Ford claims power and torque have increased from 526 hp and 429 lb-ft in the GT350 to more than 700 hp and 600 lb-ft in the GT500.

When: Late 2019

How Much: $73,995

What’s New: The CT5 is a new nameplate for Cadillac. This compact sedan replaces the ATS and CTS and is an evolution of Cadillac’s design language. The standard engine is the new 237-hp, 258-lb-ft 2.0-liter twin-scroll turbocharged I-4 that made its first appearance in the CT6 refresh. A modified 335-hp, 400 lb-ft 3.0-liter twin-turbo V-6 (smaller turbos) is available and debuts in the CT5. Both are paired with a 10-speed automatic transmission. New rear badging will denote a rounded-off torque figure in Newton-meters. Super Cruise will be added in the second model year. A CT5-V is expected in the future.

What’s Not: It rides on GM’s rear-wheel-drive Alpha platform with some enhancements to the carryover front multilink strut and rear five-link suspension. All-wheel drive will be available on all trim levels.

When: Fall 2019

How Much: $37,890

What’s New: Volkswagen’s popular hatchback enters its eighth generation and will reportedly grow slightly in size with a few design tweaks. The sporty GTI will allegedly feature a mild hybrid powertrain featuring a 48-volt electrical system that will power the turbocharger to improve low-end boost before the exhaust pressure builds. It’s not yet clear whether the standard non-GTI Golf will return to the U.S. market.

What’s Not: The new Golf will still ride on VW’s MQB platform, though rumors suggest it’s been revised to cut weight.

When: Early 2020

How Much: $23,000 (est)

What’s New: The Alfieri has been designed from the ground up to be Maserati’s new halo car. It’s available as either a coupe or convertible with three levels of electrification. The EV version featuring three-motor, four-wheel drive and a quick-charging 800-volt battery will top the lineup.

What’s Not: Both the hybrid and plug-in hybrid versions of the Alfieri will use a Ferrari-sourced engine. If that engine is a V-8, it will probably be a version of the 3.8-liter twin-turbo currently found in the Levante GTS.

When: 2020

How Much: $150,000 (est)

What’s New: Following the widely praised “T” prescription that was given to 911 Carrera brethren, the 718 twins will similarly enjoy reduced weight, lowered and further-honed suspension, the Sport Chrono package, and Porsche Torque Vectoring. A six-speed manual is standard; a seven-speed twin-clutch automatic is optional. The 2.0-liter turbocharged flat-four 718 T (likely 300 hp, 280 lb-ft) will slot into the lineup between S and GTS versions in terms of price but surely will be the pointiest 718 available.

What’s Not: Engine output for the States has not yet been finalized, but as in the base car, it’s a 2.0-liter turbo for certain. The Cayman T coupe and Boxster T roadster body lines remain the same; only subtle interior and exterior distinctions are visible.

When: 2020

How Much: $70,000 (est)

What’s New: The Legacy moves over to Subaru’s new Global Platform, which the automaker says is safer, handles better , and maximizes interior volume. An optional 2.4-liter turbocharged flat-four is now available, and the redesigned interior can be had with a large 11.6-inch touchscreen oriented vertically on the dashboard. The EyeSight package of driver assistance technology is now standard, and other driver assist features are available.

What’s Not: A 2.5-liter flat-four engine still serves as the base powertrain, but has been updated with 90 percent new parts and direct injection for the 2020 Legacy.

When: Fall 2019

How Much: $24,000 (est)

What’s New: After a refresh for 2019, the compact Elantra is back with more updates for 2020. The Elantra will feature a new CVT. Like its cousin, the 2019 Kia Forte, it’s likely to grow in size compared to its predecessor. Expect gains in fuel economy, with the base 2.0-liter engine hitting 41 mpg on the highway.

What’s Not: Although power figures haven’t been released, a 2.0-liter four-cylinder engine has been confirmed once again. It’s likely the model will also continue with 1.4- and 1.6-liter turbocharged four-cylinder engines.

When: Late 2019

How Much: $18,500 (est)

WHAT’S NEXT

What’s New: It’s Aston’s take on a Ferrari mid-engine supercar, specifically at the new F8 Tributo revealed at the Geneva Motor Show in March. If it looks anything like the concept and revives the Vanquish name, we’ll be extremely happy. The Vanquish could pack the new V-6 hybrid turbo behind the seats, possibly making north of 700 hp to compete directly with the Tributo. We’ve heard the new model is being developed with the help of Red Bull Racing engineers, so expect the car to have a lot of F1 bits and pieces.

What’s Not: Its name. The name Vanquish has come and gone a couple of times—it was first used from 2001 to 2007 and then again from 2012 to 2018. Aston built a few special editions, but this new supercar will be completely different from anything we’ve seen with the Vanquish badge.

When: 2020

How Much: $350,000 (est)

What’s New: As Alfa’s practical coupe, the GTV will have four seats and a trunk, but that’s where the practicality ends. The front-engine, rear-drive 2+2 is expected to be offered only with an eight-speed automatic transmission, and all-wheel drive will be optional. The high-performance Quadrifoglio model will add an electric motor between the 2.9-liter twin-turbo V-6 and the transmission to boost output to more than 600 hp.

What’s Not: At its core, the GTV is a Giulia coupe. Expect the same turbocharged four-cylinder base engine.

When: 2021

How Much: $45,000 (est)

What’s New: Audi’s sexy E-Tron GT sedan will follow the more practical E-Tron SUV to market just a year later but with substantial differences. Electric motors front and rear combine for 590 hp, fed by a 95-kW-hr battery pack with an 800-volt charging system capable of nearly filling the battery in 20 minutes. Range is expected to be similar to the E-Tron SUV’s 204 EPA-estimated miles—but less if you test the estimated 0–60 time of under 3.5 seconds or explore the 149-mph top speed.

What’s Not: Squint a bit, and you can tell it’s a nicely rebodied Porsche Taycan.

When: 2020

How Much: $75,000 (est)

What’s New: The entire fully modular cheap-EV concept. An underfloor battery rack can carry up to four individual 60-mile battery packs, which can be rented when needed. A fifth optional pack slides out from under the driver’s seat for convenient indoor charging. Body panels are molded in a single color with wraps providing other colors. Further personalization is provided by five choices each of roof styles and colors, bumpers, and wheels.

What’s Not: Fiat’s lifelong mission to bring mobility to the masses, which here drives further innovations like 3-D-printable accessories that mount to a mesh grid of holes in the dash.

When: 2022

How Much: $25,000 (est)

What’s New: Is bolder better? Acura has tried to answer that question over the years, with mixed results. Love it or hate it, the new RDX benefits from engaging styling borrowed from the Precision concept—and that bold crossover is setting sales records for the brand. That momentum could continue with the RLX’s replacement, a car that may adopt the Precision’s fastback shape (hello, Audi A7). With very little brand equity in the RL or RLX name, the time could be right for a (slightly) bolder flagship four-door from Acura.

What’s Not: Future Acura cabins will be influenced by the Precision Interior concept, like the RDX with its optimally placed infotainment screen and controversial touchpad controller. See the new Type S concept here.

When: 2021

How Much: $57,000 (est)

What’s New: The Pininfarina-designed Karma concept car made its debut at the 2019 Shanghai auto show and previews the California-based automaker’s upcoming lineup. Its design language will be a departure from the Revero, but most of the fundamental engineering is unchanged. If public response goes well, the Pininfarina GT could go from one-off concept to production model.

What’s Not: Karma recently announced a partnership with BMW and will license the German automaker’s turbocharged three-cylinder engine for use as a generator in plug-in hybrid vehicles, including the next-generation Revero.

When: 2020

How Much: $100,000 (est)

The post Future Cars! 2020 and Beyond appeared first on MotorTrend.

Lexus is bringing back the LC 500 Inspiration Series, and once again, it will be a very limited edition model. Last year it was yellow, and this year, it receives a more subtle Nori Green paint job. Complementing the green exterior of the 2020 Lexus LC 500 Inspiration Series is a set of 21-inch wheels in a two-tone scheme.

Open the doors, and you’ll see a tasteful tan and black interior. The seats are trimmed in tan aniline leather, and black leather trim adorns the steering wheel, center console, doors, and dash. Alcantara accents can also be found on the door panels.

Lexus made no mechanical changes to the coupe, so it packs the same 5.0-liter naturally aspirated V-8 as other LC 500 models. The engine makes 471 hp and 398 lb-ft of torque, enough to propel the coupe to 60 mph in 4.7 seconds, according to our tests. A 10-speed automatic transmission sends power to the rear wheels.

The 2020 Lexus LC 500 Inspiration Series goes on sale this fall, and only 100 copies will be made for the U.S. Pricing has yet to be announced, but it should be close to last year’s model that went for $107,235.

Fittingly, the coupe will make its first appearance at The Quail, a Motorsports Gathering on Friday, August 16. Check out our Monterey Car Week coverage here.

Source: Lexus

The post 2020 Lexus LC 500 Inspiration Series Glistens in Green appeared first on MotorTrend.

Ford is offering an FX2 Package for its two-wheel-drive Rangers. The new off-road styling kit is available for order right now, and adds an electronic-locking rear differential, off-road rubber, off-road-tuned suspension, front underbody guard, and a nifty off-road cluster screen. It’s no Ranger Raptor substitute, but the new package is made for urban truckers who don’t need a four-wheeler for their daily commute. The new goodies are available for $595 (plus tax) and Ford says deliveries are expected to start in late 2019.

The FX2 Package rolls on 17- or optional 18-inch off-road tires and sports a front underbody guard and an air dam-delete that shields the truck’s belly from potholes and other hazards. It also helps improves those tricky parking structure approach angles. The electronic-locking rear differential and off-road-tuned suspension are sure to increase traction and performance off-road as well as crawling through the long lines at your local Starbuck’s drive-thru.

To help keep things interesting while you are waiting for your Frappuccino, Ford’s off-road cluster screen allows drivers to see pitch, roll, and yaw in real time. Under the hood, the Ranger is still powered by a 2.3-liter turbocharged four-cylinder that delivers 270 horsepower and 310 lb-ft of torque. The EcoBoost engine is mated to a 10-speed automatic transmission.

The FX2 Package joins the new Black Appearance, Sport Appearance, Chrome Appearance, STX Appearance, and the FX4 Off-Road Packages. In addition, Ford states that over half of Ranger buyers also order the Trailer Tow Package that comes with a wiring harness and trailer hitch receiver. When it comes to trucks, it’s nice to have options.

The post Ford Ranger FX2 Package Brings Off-Road Style to 2WD Trucks appeared first on MotorTrend.

From its inception, the Jeep Grand Cherokee has been designed for adventures on-road and off. Unlike many trail rigs (like its Wrangler stablemate), the Grand Cherokee uses a unibody chassis instead of a body-on-frame setup for better manners on pavement. Luxurious appointments and ample interior volume make it popular with urbanites and families. Still, it’s a genuine Jeep that can go well off the beaten path. Over four generations, Jeep has continually improved the Grand Cherokee formula. Let’s see how it’s changed from then to now.

The original ZJ Grand Cherokee debuted sensationally at the 1992 Detroit Auto Show, when Lee Iacocca drove it to Cobo Hall, up a staircase, through a window, then onto the floor amidst whooping crowds, trailing a cascade of shattered glass behind it. Based on a steel unibody, it was initially powered by a 190-hp 4.0-liter I-6 engine sending power to either the rear or all four wheels. A four-speed automatic transmission came standard, though Jeep briefly offered a five-speed manual. Toward the end of the run, an available 5.9-liter V-8 with 245 hp and 345 lb-ft of torque made it the quickest SUV we’d ever tested. This 5.9 Limited set the stage for hi-po Grand Cherokees to follow in later generations.

The WJ generation brought more rounded, sophisticated styling, along with some novel drivetrain technology. Its four-wheel drive system relied on rear-axle slippage to send power to the front, and the automatic transmission used three planetary gear sets with a divided second gear that selected distinct ratios depending on load. A revised 4.0-liter I-6 and a more modern 4.7-liter V-8 provided better refinement and acceleration. Comfort, NVH, and ergonomics were improved over its predecessor, but solid axles were retained front and rear for off-road performance. In 1999 we kept one in our long-term fleet, and over a year of driving we  found it to be a great all-rounder whether cruising city avenues or exploring chunky trails.

Styling for the WK generation Grand Cherokee returned to its more boxy, angular roots. With standard engines ranging from a 3.7-liter V-6 to a 5.7-liter V-8, off-road capability was furthered by available true low-range gearing and electronic limited-slip differentials. Simultaneously, Jeep replaced the solid  front axle with an independent front suspension and added an available hydraulic active stabilizer system, both of which enhanced on-road composure. That street-oriented focus paved the way for the 6.1-liter V-8-powered Grand Cherokee SRT8, which in 2006 recorded better 0–60, quarter mile, skidpad, and slalom figures than the twice-as-expensive Porsche Cayenne Turbo.

In the late 2000s, Chrysler found itself in dire financial straits. It had to bring its best to survive. With the WK2 Grand Cherokee, it did—and earned a lifesaving federal bailout. Inside and out, the car became more attractive and luxurious than ever. New four-wheel independent suspension smoothed the ride on-road, while adjustable air springs allowed over 11 inches of ground clearance in its highest off-road setting. Electronic control modes let the driver dial in traction for pavement, snow, sand, or rock. Standard engines were a 3.6-liter V-6 or revised 5.7-liter V-8, but the SRT8 made its return with a 475-hp 6.4-liter V-8. For some, however, that wasn’t enough, so Jeep created the Hellcat-powered Trackhawk with 707 hp. Again, for a moment, a Jeep was the quickest SUV we’d ever tested. Now approaching the end of its life cycle, we’re eager to see where the Grand Cherokee goes from here.

The post Here’s How the Jeep Grand Cherokee Has Changed Over Four Generations appeared first on MotorTrend.

In this installment of Corvette history, we swim with the “Shark,” a name synonymous with the C3 Corvette. This car was met with mixed reviews when it made its debut in 1968 and braved the endless changes in emissions regulations of the ‘70s and ‘80s. Development of the C3 Corvette began before the big-block C2s even came out! GM and the Corvette’s designers knew that they couldn’t let the C2 have as long a production run as the C1, which ran for 10 years. So, they set up an in-house design competition with one stipulation: have the car ready for the 1967 model year.

This article was originally featured on HOT ROD. For more stories like this, check out the HOT ROD Network. Interested in the 2020 Corvette Stingray? Get the full story on the C8 here.

Two teams quickly emerged, one lead by Zora Arkus-Duntov and the other by the Chevrolet Engineering Center’s director, Frank Winchell. A mid-engine car had been a conversation topic since the early ‘50s, and though these two men’s opinions on specifics differed, both team’s designs revolved around a mid/rear-engine platform. They drew upon inspiration from the Corvair and European cars of the time, like the Porsche 911 and Lamborghini Miura.

Bill Mitchell, one of the integral leaders of the C2 Corvette, wanted in and formed his own design team. The three teams were all fighting the same fight with different styles. Zora and Mitchell pulled from the early Mako Shark I concepts, and Winchell referenced the Corvair. The swooping lines and sharp edges of the concepts made for stunning artistic installations; however, the cars were all proving to be impractical in their design and difficult mechanically. With the limited technology of the times and parts available to them, coupled with cost constraints, none of the teams were able to make a design work, and the mid/rear-engine concepts were scrapped.

Bill Mitchell turned around and solicited the help of designer Larry Shinoda, and together they created a concept that went straight from the drafting table to full-size model. The design was adaptable to work with a front or mid-engine layout and was passed through the Chevrolet’s design department which cranked out the Mako Shark II concept car. It began the auto show circuit in the middle of C2 production, hinting at the Corvette of the future.

The car was receiving mixed reviews. Despite the underpinnings of the car being essentially the same as the tried and true C2, the car was immediately met with problems. The wedged nose and ducktail rear wing created excessive front-end lift (an issue that plagued the early concepts of Frank Winchell). Cooling was also a problem. The narrow body style carried through to the engine bay which heat-soaked the motor. With such a small nose, the radiator was not getting enough airflow, perpetuating the issue. Overheating problems remained a thorn in the side of the C3 from the sale of the first cars all the way to the end of production.

The concept C3s had squeaky roofs due to chassis flex because of the removable one-piece roof. The center roof beam was added to increase rigidity in the roof and thereby created the iconic T-Top. The convertible optioned cars did not have this problem. With these and other issues piling up, the production of the C3 was delayed a whole year to 1968. Once the car officially went on sale, it was apparent that the build quality of the cars was lacking compared to the previous years and other cars on the market. The mixed reviews remained as the styling was criticized for being too extreme and even the T-Tops weren’t as exciting as GM had hoped. A high note was the tremendous straight-line performance numbers of the big-block cars and on-track fun of the sub-400-hp small-block cars.

The 1968-’69 models carried nearly everything over from the C2, with only minor changes to the fit the new design. 1969 did see the arrival of the first ZL-1 car that featured an all-aluminum 427ci big block. The engine was rated by the factory at 430 hp however, according to Corvette Legends and Corvsport, they could actually make more in the neighborhood of 580 hp with the stock manifolds ditched for headers. The crazy engines didn’t stop there. In 1970, the new solid-lifter LT-1 engine was introduced which boosted the C3’s performance such that the Sports Car Club of America (SCCA) deemed it eligible to run in their Class B Production class. Essentially, racing enthusiasts could, if they selected the right options, by a factory-prepped, race-ready Corvette in 1970.

By 1972, the car was getting tamed a bit, with touring and road comfort being the focus. The chrome front bumpers would go away in favor of increase crash safety ratings. The molded bumper and taillights arrived in 1974 for the same reasons. Away went one of the coolest features on any car ever: the vacuum actuated windshield wiper door. Like many other cars in the 70s, big engines were getting choked out by the EPA’s emission’s regulations. The small-block cars made between 190 and 250 horsepower, and the behemoth 454 was down to 275 hp.

Despite early criticism, the car received more praise as time went on, as the typical growing pains of a new car following a highly successful model (the C2) seemed to be wearing off. We considered the LS4 454 roadster models of 1973-74 to be among the “10 Best Muscle Car Buys” in the January 1986 issue of HOT ROD!

Come 1975, and you get the catalytic converter to keep “Captain Planet” happy. A steel floor was added the following year to keep that emissions device from heating up the cockpit. Fast forward to 1978, and to the 25th anniversary of the Corvette; which had fancy silver visual treatments to indicate the celebration. Power accessories like locks and windows started becoming available too.

In the 1980s, tilt columns and A/C became standard equipment, along with more emissions controls. California cars had lower horsepower ratings compared to other states because of pollution legislation. In response to this (and probably to make the car still feel fast) Chevrolet took weight-saving measures with the use of aluminum. In 1981, the only available engine was the 350, and in ’82, the C3’s last year of production, it was outfitted with the infamous Cross-Fire injection.

The ‘70s and ‘80s were a dark time for the American car market and as demonstrated by the C3 Corvette, Chevrolet and GM did all they could to maintain the badge’s prowess as a desirable performance car. While cars like the Camaro were meeting their demise, the Corvette soldiered on, braved the storm, and came out on the other side.

The post Chevrolet Corvette C3 History: It Saw the End of an Era and Braved a New One appeared first on MotorTrend.

Some people worry the machines will rise up against us when they become self-aware, but I reckon they’ll all be too self-conscious to try it. If my long-term 2018 Alfa Romeo Giulia heard half the mean things folks said about it, it would never leave the garage. That would be a crying shame, because like all stereotypes, those nasty generalizations aren’t really true. The Alfa’s a great car, no matter what the internet says.

Remember Marvin the Paranoid Android from The Hitchhiker’s Guide to the Galaxy? Or the way Han Solo treats droids? Ever stopped to think about the truly awful things you’ve said to your printer? Ignorance, for our machines, is truly bliss. Despite this, I often find myself complimenting the Giulia when I’m alone with it, just to prop up its self-esteem. I try not to be patronizing, because nobody likes that.

What do people say? Mostly that same old line about Italian-car reliability. If the whole country of Italy wasn’t so easygoing, it would have a complex, too. Fact of the matter, though, is my Giulia’s been as good or better than the average car in our long-term fleet. In 12 months and 20,220 miles, the Giulia made four trips to a shop, two planned and two unplanned, but even that doesn’t tell the whole story.

The first of the two unplanned stops was at the tire shop for a nail in the tread, hardly Alfa-specific. The second we initiated ourselves, not because there was anything wrong with the car, but because with 17,000 or so miles on the clock it didn’t feel fair to put it in a head-to-head comparison with a brand spankin’ new BMW 330i M Sport without at least a checkup. While giving it a once-over, the tech found the only mechanical issue of the car’s life to date: a tiny coolant leak weeping from the turbocharger we were unaware of. A new O-ring on the coolant inlet is all it needed, but the tech did the coolant outlet O-ring, too, just to be safe, and the whole thing was covered under warranty.

The other two stops were for routine maintenance, the first just short of 10,000 miles and the second just over 20,000, both prompted by the car. The first set us back $197.35 for oil, filter, washer fluid, and oil and fuel “conditioners” the dealer slipped in. The second pit stop was a steeper $272.20 for just an oil and filter change, because dealer number two marks up a quart of oil 87 percent higher than dealer number one and the filter 97 percent. It also charges 69 percent more for labor, so let that all be a lesson to shop around if you can.

A recall was also performed free of charge during the first service to prevent backfiring, an issue we never experienced.

At $469.55, the maintenance wasn’t cheap, but it still cost less than our 2017 Audi A4 2.0T Quattro for the same service ($561.36 for two oil changes and inspections). On the other hand, our 2012 BMW 328i Sport didn’t cost a dime in maintenance because BMW throws that in for free the first three years or 36,000 miles. Then again, that BMW’s entire steering rack failed and had to be replaced at 14,500 miles.

All that time the Giulia spent not breaking down like everyone predicted, it was busy handling situations it wasn’t intended for. This is a sport sedan through and through, and yet when I had to take a detour down a 3-mile Forest Service road around a washout and when I got caught in a late-season snowstorm, it behaved as though it were driving down fresh pavement on a beautiful spring day. The compliance in the suspension kept it riding nicely in the dirt, and the Pirelli P Zero summer tires didn’t mind the cold.

It worked damn well in the situations it was intended for, too. Whether it was taking down that BMW or putting my mother-in-law who’d recently had a double knee replacement and my 6-foot-6 father-in-law in the back seat, the Giulia was a champ.

It wasn’t perfect, though. The infotainment system developed a bug where it occasionally reset itself within the first minute or two of starting the car. It would show up, stick around for a few days, then disappear for months. It’s kind of like an app crashing on your phone—annoying but quickly forgotten until it happens again. I also took issue with the programming of the parking sensors (too eager to turn off when you still need them) and the automatic engine stop/start system (too eager to activate when the interior is still too warm or too cold).

Software isn’t what won this thing Car of the Year, though. Faced with a decision between a technological marvel and a car that inspires you to drive, we took inspiration. Every time I mindlessly caressed the big, metal shift paddles, every time I turned the knob to Dynamic mode, every time I whipped around a freeway cloverleaf and dreamed about skipping work and going for a drive in the mountains instead, I remembered why cars like this win awards.

• • Arrival
  • Update 1: The Personal Connection
  • Update 2: The Italian Scallion
  • Update 3: Changes We’d Like
  • Update 4: Pit Stop
  • Update 5: The Winter-Weather Test
  • How Alfa Romeo Can Improve the Giulia With 6 Simple Changes
  • Update 6: A Crack in the Armor

The post Why We Still Love Our Alfa Romeo Giulia a Year Later appeared first on MotorTrend.

Our friends at Van Bortel Chevolet have announced that the C8 Dealer Tour featuring the 2020 Corvette Stingray will be visiting the dealership on Friday, August 16th from 12 Noon to 8 pm and you are invited!

There will be prizes, free food, and many Corvettes to look at and enjoy including the C8!

Continue reading The C8 Corvette is Coming to Van Bortel Chevrolet in Upstate New York on August 16th at Corvette: Sales, News & Lifestyle.

Photo Credits: Jeffrey Wagner

Phil Schwartz was a typical teenage boy growing up in America. He wanted an awesome car and wanted to go fast. So as a reward for graduation and good grades, Phil’s dad offered him any car he wanted. Being a kid from the east coast, there wasn’t anything faster and more desirable than a Baldwin Motion Corvette.

Continue reading 1969 Baldwin Motion Phase III Corvette: A Story of Lost and Found, Lost and Found Again at Corvette: Sales, News & Lifestyle.