2020 Honda CR-V Hybrid: Better Late Than Never

• For the first time ever, the Honda CR-V is available as a hybrid.
• The hybrid has a 2.0-liter gas engine plus two electric motors.
• The Honda CR-V is also available as a conventional model.

In my humble opinion, the best Honda CR-V will always be the first-gen model with the B20 engine. Five generations later, the CR-V is widely regarded as one of the world’s best-selling SUVs, and now we get a hybrid-electric version – which is the first time in the CR-V’s colorful history. Honda vehicles have a reputation of multiplying like rabbits, but I’m betting the 2020 Honda CR-V Hybrid won’t be seeing the same outcome.

After all, hybrids are niche vehicles for a niche set of buyers.

Setting The Stage: Honda Is Serious About Hybrids

The CR-V Hybrid may be late to the game, but that’s not the point. The Japanese car maker wants two-thirds of its entire global automotive sales to come from electrified vehicles by 2030. Furthermore, Honda believes its two-motor hybrid-electric technology – no matter how complicated it seems – is the most effective way of realizing long-term fuel savings and reducing CO2 emissions, all without alienating loyal Honda fans.

“The Honda CR-V is the best-selling CUV over the past two decades and the updates we’ve made to the 2020 model, including a new hybrid-electric variant, solidify its position as a leader in the compact SUV market,” said Henio Arcangeli, Jr., Senior Vice President of Automobile Sales, American Honda Motor Co., Inc. “The CR-V Hybrid also signifies our direction to bring Honda hybrid-electric technology to all core models and to invest in the production of electrified vehicles in America.”

The gasoline CR-V will remain the bestseller, but the introduction of a hybrid version is proof of Honda’s commitment. In fact, Honda sold 49,914 electrified vehicles in the U.S. in 2018, double the number sold in 2017. And in the first eight months of 2019, the company managed 42,270 combined sales of the Accord Hybrid, Insight, and Clarity. This represents year-over-year gains of 67.9 percent. 

2020 Honda CR-V Hybrid. Photo: Honda North America.

2020 Honda CR-V Hybrid: Here’s The Lowdown

Since we’re talking about the first-ever, hybrid-electric SUV for Honda, it’s essential to talk about the juicy bits. In particular, how the two-motor hybrid powertrain does its magic underneath. Mind you, Honda didn’t just throw in a basic hybrid system for the sake of having a hybrid model, because that’s not how Honda does things. In fact, the Japanese car maker has a penchant for making the utterly complicated look very basic.

The 2020 Honda CR-V Hybrid comes with a 2.0-liter Atkinson cycle gasoline engine, two electric motors, and a hybrid battery pack. And there’s no conventional CVT automatic or any transmission for that matter. The vehicle achieves propulsion in three ways, depending on the behavior of your right foot. The modes are Hybrid Drive, Engine Drive, and EV Mode.

In Hybrid Drive, the gasoline engine drives a generator, which in turn powers the electric motor to move the front wheels. When traction is low, an electronic clutch activates to send power from the motor to the rear wheels. The CR-V Hybrid is the first all-wheel drive vehicle to utilize Honda’s two-motor hybrid system.

Engine Drive mode happens at higher cruising speeds. In this mode, the lock-up clutch closes to mechanically connect the gasoline engine to the drive wheels, effectively operating as a single gear. In EV mode, the engine shuts down entirely and the vehicle rolls silently using the electric motor alone. You can also engage EV mode by pressing a button.

Photo: Honda North America.

Clever Packaging & Chassis Setup

Still with me so far? The compact Intelligent Power Unit (IPU), consisting of the hybrid battery pack and relevant control systems, is located under the cargo floor. This means the CR-V Hybrid loses its ability to have third-row seating, although cargo space is still pretty good since the second row does fold flat. Oh, and having batteries under the cargo floor also eliminates the spare tire, which is a huge bummer.

Regarding the suspension, both the 2020 Honda CR-V and CR-V Hybrid use a MacPherson strut in front with a multi-link design at the rear. Both CR-V variants come with low-friction dampers, plus tubular front and solid rear stabilizer bars. Dual-pinion, variable-ratio electric power steering provides the driver a “direct and satisfying feel,” according to Honda.

Related: On the road with the 2019 Honda Pilot.

How Much Horsepower Does The CR-V Hybrid Have?

Honestly speaking, the complicated nature of the powertrain makes it hard to gather a total power figure for the CR-V Hybrid. But according to Honda, peak output is 212 horsepower, which is 22 more horses than a conventional CR-V. However, you don’t buy a hybrid for the power output. Perhaps the primary reason for choosing the hybrid CR-V is the fuel savings. Honda didn’t reveal official EPA figures for the CR-V Hybrid, but it’s not difficult they say to achieve 45 mpg combined.

2020 Honda CR-V. Photo: Honda North America.

Pure Gasoline Power

The 2020 Honda CR-V also comes in pure gasoline trim, which I predict will remain the biggest seller. So, let’s take a break from all this technical brouhaha to discuss the normal powertrain, shall we? All non-hybrid CR-V models receive a 1.5-liter turbo four-cylinder engine. Complete with direct injection and Honda’s evergreen VTEC system, it produces 190 horsepower. Available in front-wheel or all-wheel drive, power is routed to a CVT automatic with Honda G-Shift control logic.

Rugged & Upscale Styling

The current-generation Honda CR-V is quite a looker, but the newest model has a more rugged and upscale vibe. The fog lights are now integrated into the front bumper while there’s a new and larger chrome grille. The gasoline CR-V has round LED fog lights while the hybrid gets bar-type fog lights with five LEDs each.

All CR-V models receive dark-tinted taillights; dark chrome treatments for the garnish below the rear glass; and tinted rear windows. The hybrid CR-V has a hidden tailpipe to achieve a “greener” countenance while gasoline models have a chrome exhaust. 18-inch wheels are standard while Touring models receive 19-inch rollers.

2020 Honda CR-V Hybrid interior layout. Photo: Honda North America.

What Safety Features Does The 2020 Honda CR-V Have?

The 2020 Honda CR-V comes standard with Honda Sensing, a suite of advanced safety technologies. The package includes collision mitigation braking; forward collision warning with pedestrian sensing; road departure mitigation; lane departure warning; adaptive cruise control with low-speed follow; and lane-keeping assist.

Blind spot information, rear cross-traffic monitor, and automatic high beams are also available. The CR-V Hybrid’s Acoustic Vehicle Alerting System warns pedestrians when the vehicle is in EV mode. The system consists of a front bumper speaker that emits a distinct audible alert.

Related: Do you need more coverage? An in-depth guide to your Honda warranty.

Pricing & Availability

The 2020 Honda CR-V will arrive this fall. Meanwhile, first deliveries of the CR-V Hybrid will commence in early 2020. Exact pricing and other relevant information is still forthcoming. Production of the CR-V Hybrid for the U.S. market will take place at Honda’s Greensburg, Indiana plant alongside the CR-V and Insight hybrid sedan.

Alvin Reyes is the Associate Editor of Automoblog. He studied civil aviation, aeronautics, and accountancy in his younger years and is still very much smitten to his former Lancer GSR and Galant SS. He also likes fried chicken, music, and herbal medicine.

2020 Honda CR-V Gallery

Photos & Source: Honda North America.

from Automoblog.net https://ift.tt/2n5gr3Q

Custom Bikes Of The Week: 29 September, 2019

A Ducati Panigale 899 with a 1950s sci-fi vibe, a super-stylish Honda CB900 Bol D’Or from Australia, a look at the new Bullit Hero 50 scrambler, and a Tote Gote for sale. Which one would you put in your garage?

Honda CB900 Bol D’Or by Rogue Are we seeing a 1980s revival on the custom scene? There seems to be a discernable trend towards white wheels, white pipewrap and whitewall tires. But if it looks as good as this CB900 from Rogue Motorcycles, we’re all for it.

Rogue are based in Perth, Australia, but the shop is run by Dutch-born Marjin ‘Billy’ Kuijken and his partner Silvie. Over the past five years they’ve developed a great reputation for custom builds, and this Honda has passed through the shop not once, but twice.

Rogue originally built it as a café racer for a local client, but the donor bike was very tired and required more work than the client was prepared to tolerate. So he sold it back to Rogue, who have now fixed all the shortcomings at their own expense and use it as a shop bike.

The CB900 now has forks (and three-spoke wheels) from a 2010 Yamaha XJR1300. There’s a new wiring loom, new LED lighting all round, a modern ‘halo’-type headlight, and DNA intake filters. Biltwell supplied the grips and throttle assembly for the tracker-style bars, and the fresh coat of black paint looks ace against the Shinko whitewall tires. [More]

Ducati Panigale by Ranger Korat One of the most bizarre creations we’ve seen lately is this Panigale 899 from Thailand’s Ranger Korat. The stock fairing has been swapped out for bodywork that looks more like a post-War fighter jet than a 21st century superbike.

There are grilles and intakes galore, and a pale yellow Perspex screen to accentuate the illusion. Ranger has kept the stock tank, but fashioned a waspish new seat and tail unit and removed the fenders.

There’s a Termignoni exhaust system, and the rear wheel is sporting black disc covers to hide the modern-looking spokes.

Information about this bike is scant, but the quality of the metalwork and concept execution is first-rate: it’s straight out of a 1950s science fiction annual. Imagine seeing this machine approaching fast in your rear view mirrors … [Via]

Bullit Hero 50 The British marque Bullit is fast making a name for itself in the UK and Europe for stylish, big-value small capacity motos. They’ve just teased what could be their best model yet—a compact retro scrambler called the Hero 50 that will retail for a mere £2,200 [US$2,700].

Despite the keen price, the Hero 50 has a twin cam engine, upside down forks, monoshock rear suspension and an aluminium frame. And it looks really sharp.

Bullit bikes are designed in Belgium and built in China, but this is no mail order operation. There’s a reasonably big dealer network, and Chinese motorcycle build quality is improving all the time. (Maybe not to iPhone levels, but certainly better than it was a few years ago.)

In the UK the initial pitch for the Hero 50 is towards teenage riders who have just got their licence, but we reckon it’ll also gain fans amongst the older crowd who need a short-distance commuter bike. And the cost of admission is only a little more than a yearly Travelcard ticket on the wider London public transport network. Go figure … [Bullit Motorcycles]

Honda TMX 150 tracker by Revolt Cycles The Philippines is a huge market for motorcycles, and it’s full of bikes we never see in the west. In the 1970s, Honda launched a range called the TMX (for ‘Tricycle Model Xtreme’), a series of air-cooled singles that persisted until five years ago.

The bikes are cheap and reliable, and therefore easy fodder for local custom builders. This tracker-style 150 is one of the best we’ve seen, and comes from Revolt Cycles of Cebu.

Revolt’s client was Australian, and arranged for a brand new TMX 150 to be sent to Revolt from the local Honda dealership. After briefly toying with the idea of a café racer conversion, it was decided that a street tracker was a much better option.

Revolt painted the wheels black, installed Shinko 705 dual sport rubber, and stripped off all the plastic apart from the tank. The custom seat covers a discreet battery box, the electrics are now hooked up to an analog speedo and a compact headlight, and the engine breathes through pod filters and a custom stainless exhaust. Simple, and tight. [More]

A Tote Gote for sale We’ve got a thing for minibikes and Silodrome have a knack for ferreting out obscure examples of the type. This latest oddity is the ‘Tote Gote’ from the mid 1950s, the brainchild of an enthusiastic hunter called Ralph Bonham who wanted a go-anywhere machine to reduce the effort involved in hunting around the Utah mountains.

He came up with a simple steel frame, used tough Briggs & Stratton engines, and even developed a trailer that farmers could use to haul heavier loads.

The Tote Gote never broke any speed records, but it won a small and enthusiastic fan club—and remained in production until the 1970s.

This example has a 5¾ hp engine, is in pretty good nick, and is up for auction at Mecum with no reserve. If you’ve got a bit of land, and want something a little simpler than a Rokon Trail-Breaker, get your bid in now. [Via]

from Bike EXIF https://ift.tt/2nB4TVL

Automoblog Book Garage: Porsche 911: The Practically Free Supercar

• A new book on the Porsche 911 details how owning the iconic car is possible even on a budget.
• Author Robert McGowan reveals the costs, concerns, and even the investment potential of the 911.
• Our Book Garage series showcases what every gearhead and enthusiast should add to their library.  

Here’s a wonderful little book that’s a bit of a throwback. Porsche 911: The Practically Free Supercar was written and self-published by a Scottish fellow by the name of Robert McGowan. The book is, in addition to being a rather enjoyable read and a good source of Porsche information, a true buyer’s guide. Up until the late 90s or so, car buying guides were pretty ubiquitous things. Now, 99 percent of that info can be found on the internet – especially in marque-specific forums – but that didn’t stop Mr. McGowan.

And we’re all the better for it.

The full title of the book is Porsche 911: The Practically Free Supercar – The beginner’s guide to the smartest route into Porsche ownership. And it’s clear from the onset McGowan is of the Porsche faithful.

Setting The Stage

The first paragraph states: “The Porsche 911 is the best-selling and most iconic sports car in history. Some say it is the greatest sports car of all time. Whatever your view, one thing is undeniable. The 911 is truly special.”

Verily, that is written like one of the anointed, from the lips and soul of a True Believer. The only problem is how gearheads like this can literally be true believers about any car. I once ran into an older guy at a breakfast place years ago who told me, with a straight face, the Studebaker Avanti was clearly a better performance car than a Lamborghini Countach. This is the problem with True Believers. Logic does not apply. For them, this is a matter of faith.

For us gearheads, at least McGowan picked a good car. Although the 911 has its faults, it didn’t make it this far only because of its fan base. McGowan’s task is pretty simple: Convert you. Well, actually, he has three tasks: convert you, inform you, and entertain you. He does all three equally well it seems. When it comes to 911s, it doesn’t take much to covert a person. One ride is usually enough.

In his book, McGowan provides a real-world account of owning three different Porsche cars. Photo: Robert McGowan.

Looking For Your Dream Porsche 911? McGowan Can Help

So, you come to this book because you’re in the market for a Porsche 911. Does it help? Oh yes, very much so! In addition to giving a well-written introduction of Porsche – both the men with the name and the cars – McGowan first gives you a primer on choosing the right type of 911; and then breaks down specific model types and special editions. He even takes time to give a brief once over to Boxsters, Caymans, 914s, and 924/944s.

The meat of the book is found in the sections where he guides you through finding the best value in a 911; various trouble spots with specific models; the buying and selling process; running costs; and the investment potential.

Related: Porsche versus the S&P: Can this classic sports car top the stock market?

Addressing The Pain Points

Running costs . . . aye, there’s the rub. Ask any sports car owner, and they will tell you buying the car is just the cost of entry; keeping the thing running is another deal entirely. 911s are, like all mechanical things, limited in lifespan. Even though they are seemingly engineered by guys who think Wernher von Braun was a lightweight, Porsches do have their issues. Unlike, say, a Camry, the cost of rebuilding a 911 engine is literally frightening.

The last friend I knew that had his professionally rebuilt said it would cost him “Eight.” He trailed off, gazing into the distance. He meant eight-thousand dollars. Yes, that is a lot of money, but there are two things to keep in mind before you run for the hills, jabbering like a madman. First, 911s need work like that very infrequently. And second, Robert McGowan is here to help you.

He takes a nice, deep dive into the running costs of three specific Porsches: the 1986 911 3.2 Targa Sport, the 2005 Boxster S, and the 1995 993 C2. He calls them “Owner’s Perspectives” and breaks down what it takes to purchase the car; maintenance over two years; taxes and insurance; and (in some cases) what he sold the car for.

McGowan helps guide future Porsche owners through the process in his new book. Photo: Robert McGowan.

Future Considerations

It is worth noting a certain caveat at this point. McGowan lives in the United Kingdom, so costs are a little different for American readers. Insurance and taxes are completely screwy in the U.K. (near as I can tell) so those figures don’t necessarily apply for American readers. There is another caveat when it comes to cost: the age of the book. Porsche 911: The Practically Free Supercar is new, so do not go picking this book up in 18 years thinking all the money figures will still hold up. However, as a future reference on what to look for, mechanical-issue-wise and general cost-wise, this book will be handy for a long while.

One of Our Favorite Porsche Books

Plus, it’s entertaining to read. McGowan has a knack for telling the story all us gearheads know far too well: searching for, tracking down, and finally buying the car you’ve been dreaming of. McGowan confirms one of our sacred truths: mucking around with cars is fun. After all that, he includes a nice little bit about major victories and championships, plus a spotter’s guide for various 911 generations.

Is this the definitive 911 book? No, that would most likely be Paul Frere’s book, but Porsche 911: The Practically Free Supercar is still a very good Porsche 911 book. And it’s remarkably different from all the other countless books out there on the 911. McGowan’s book, for the way it is written alone, is reason enough to have it.

If you’re “in the market” for a Porsche 911, McGowan’s book is a must-have. It will help you on your search for your dream 911. And if you’re among the Porsche faithful, you probably own it already.

Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz. 

Porsche 911: The Practically Free Supercar by Robert McGowan

• File Size: 18651 KB
• Print Length: 175 pages
• Page Numbers Source ISBN: 1091444838
• Simultaneous Device Usage: Unlimited
• Publisher: Starbunker; 2 edition (April 25, 2018)
• Publication Date: April 25, 2018
• Sold by: Amazon Digital Services LLC
• Language: English

Price at the time of this writing: $7.89 (Kindle) or $16.99 (Paperback) on Amazon.

About The Author

Robert McGowan is an author, publisher, entrepreneur, and BSc qualified Architectural Technologist. He is passionate about travel, health and fitness as well as being a dedicated Porsche enthusiast. McGowan is an active and respected member of both national and international Porsche clubs and forums, and is currently on his third Porsche. While he enjoys writing and research, he enjoys nothing more than steering his Porsche through some of Scotland’s finest driving routes.

from Automoblog.net https://ift.tt/2nF63Q2

2019 Lexus RC 350 Review: A Sporty But Reasonable Daily Driver

92

Solid

2019 Lexus RC 350

Overall Impression

Great styling.
Easy to drive.
Nice features.

Pros

Ride Quality

All-Wheel Drive

Comfortable Cabin

Cons

Limited Cargo Room

Infotainment Touchpad

Five years in, the Lexus RC 350 gets a refresh for the 2019 model year. Toyota boss Akio Toyoda said he wanted to infuse the Lexus brand with a new spirit, and offerings like the RC 350 show he was not just blowing smoke up your tailpipe. Toyoda says he wants to compete with the BMW 4 Series, Audi A5, Mercedes-Benz C-Class, and Cadillac ATS coupe, and the RC 350 is his answer.

This week, we have been driving the 2019 Lexus RC 350 with all-wheel drive.

Lexus RC 350: What’s New For 2019?

The Lexus RC 350 gets a refresh with new front and rear styling, a re-tuned suspension and power steering for sharper handling, and integration technologies like Apple CarPlay and Amazon Alexa. The Premium Package receives new content while Blue Vortex Metallic joins the list of exterior colors.  

Features & Options: Locked & Loaded 

The 2019 Lexus RC 350 with all-wheel-drive ($46,240) comes standard with 18-inch wheels; LED headlights; keyless entry and ignition; dual-zone automatic climate control; a rearview camera; power-adjustable and heated front seats; simulated-leather upholstery; and a 60/40-split folding rear seat. Tech and infotainment features include Bluetooth, Apple CarPlay, a seven-inch display, and a 10-speaker sound system with satellite radio.

Also standard is adaptive cruise control, forward collision warning and mitigation, lane departure warning and lane keeping assist, and Lexus Enform communication and remote services.

Features & Options: Locked & Loaded (Some More!)

This tester came loaded with the all-weather package, LED triple-beam headlamps, and a 17-speaker Mark Levinson surround-sound audio system. The Premium package adds heated and ventilated front seats; blind-spot monitoring with rear cross-traffic alert; automatic wipers; a power tilt-and-telescoping steering wheel; and driver’s seat memory settings.

The Navigation package includes a console-mounted touchpad controller; 10.3-inch display; and upgraded voice commands with navigation. Ventilated seats, intuitive park assist, and a heated steering wheel rounded out the options. Total MSRP including Destination: $54,630. By comparison, the 2019 Lexus RC 350 starts at $44,075 with rear-wheel drive; $46,240 with all-wheel drive.  

2019 Lexus RC 350.

Interior Highlights: Cramped But Still Nice 

The cabin’s two-tone black and burgundy color scheme with wood trim is especially attractive. The RC 350’s front seats with 10-way power adjustments are comfortable and offered us the perfect driving position. As we would expect from Lexus, the cabin offers plenty of soft touch materials and the quality is first class. For the 2019 RC, Lexus offers six different combinations of interior trim and there isn’t a bad one.   

There is an extra level of comfort with the heated and cooled front seats, and this model offers a fast-response interior heater for cold winter mornings. The ventilated seats were appreciated with Denver being warm even in September. The RC 350 still keeps an analog clock, which we think is an interesting choice. Our only compliant with Lexus and their interiors is the infotainment touchpad. It’s still not as intuitive as others on the market. 

We cranked up the 17-speaker Mark Levinson system and kept the noisy world out as we made the commute from the mountains to Denver. Don’t expect the back seat to be used for hauling adult passengers, however. It’s tight and best for smaller children and cargo, though this is normal for a sport coupe. Trunk volume is also a slim 10.4 cubic feet, just big enough for two golf bags.

2019 Lexus RC 350 interior layout.

2019 Lexus RC 350: Engine & Fuel Mileage Specs

The 2019 Lexus RC 350 is powered by a 3.5-liter V6, delivering 311 horsepower and 280 lb-ft. of torque. A six-speed automatic with steering wheel paddle shifters comes with the all-wheel drive models. The coupe gets an EPA estimated 18/24 city/highway and 21 combined mpg with all-wheel drive.

Rear-wheel drive is available for the RC 350. The engine’s output remains the same although power is sent through an eight-speed automatic versus a six-speed. Fuel economy improves to 20/28 city/highway and 23 combined mpg. In either case, premium fuel is recommend for the 3.5-liter V6. Given the better all-weather capability, we would opt to have our Lexus RC 350 with all-wheel drive.

Driving Dynamics: Ideal For The Daily Grind 

The RC 350 coupe offers enough power and performance to satisfy most driving enthusiasts. The car’s sporty feel, along with the V6 engine’s power, is enough to handle nearly any driving situation. The 2019 Lexus RC 350 is well-suited for the performance enthusiast looking for an enjoyable, capable daily driver. If you want to step it up a notch, an available F Sport package adds things like an adaptive suspension, which improves the overall comfort and handling.

The Lexus RC 350 handled extremely well through the curves on the mountain roads west of Denver this week. Lexus upped the horsepower a bit, giving the V6 enough grunt to pass slower drivers going up I-70, into the mountains, at altitude. The naturally-aspirated RC 350 doesn’t have the “torquey” response of the turbo engines used by rivals, but acceleration is still smooth and linear. While the RC 350 looks sporty, we think it’s well-suited for daily driving. 

2019 Lexus RC 350 F Sport.

Conclusion: A Solid Pick 

The 2019 Lexus RC 350 is a good choice for those looking for a sporty but reasonable coupe. It’s not as engaging as its German rivals, but the Lexus is a solid choice regardless. With all-wheel drive, you can drive it year-round with less fear of getting stuck when it snows. And with the heated seats and steering wheel, it’s all the better.  

Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. All of his firsthand reviews are archived on our test drives page. Follow Denis on Twitter: @CarReviewGuy

Photos: Toyota Motor Sales, U.S.A., Inc.

from Automoblog.net https://ift.tt/2nq0HYR

2019 Subaru STI S209: From The Nürburgring To Your Driveway

• The 2019 Subaru STI S209 represents the first-ever, STI S-line performance vehicle in the U.S.
• The forthcoming STI S209 is directly inspired by the WRX STI Nürburgring Challenge race car.
• Performance chassis includes flexible strut tower bars, draw stiffeners, and other modifications. 

Subaru’s in-house skunkworks, Subaru Tecnica International (or STI to those in the know) remains the top of the mountain when it comes to factory-made and approved go-fast cars. Now it seems there’s something above and beyond even the mighty STI. It’s called the STI S209, and it’s the first-ever, S-line STI car produced exclusively for the U.S. market. And it will set the tone for further S-line products to come. The 2019 Subaru STI S209 is like a super-duper version of the “normal” super-duper STI version of the WRX.

The WRX, as you (should) know, is Subie’s off-the-rack rally racer. It’s fabulous as is, but it’s even more fab when STI gets done with it. So you can only imagine what the STI S209 is like.

2019 Subaru STI S209: Inspired By The ‘Ring

The STI S209 gets thorough upgrades in power, handling, aerodynamics, and “driver engagement.” Engine modifications and bodywork alterations are performed ahead of time at the company’s assembly plant in Kiryu, Japan. As the name implies, there were other S cars, the 2000 S201 through the 2018 S208. Those were exclusive to the Japanese market, so this time around we’re lucky in the USA.

The S209 pulls a lot of tricks from the WRX STI Nürburgring Challenge race car, which won the SP3T class at the 2019 24 Hours of The ‘Ring. Like the race car, the S209 wears an expanded wide-body for its exterior. This bumps the vehicle’s overall width to 72.4 inches, 1.7 inches wider than a standard WRX STI. That wide-body treatment shelters the 265/35 Dunlop SP Sport Maxx GT600A summer-only tires. Those tires are wrapped around lightweight, 19 x 9-inch forged BBS alloy wheels, running on a + 0.6-inch wider front and rear track. Dunlop developed the rubber exclusively for the S209. And yeah, they do pay off: maximum lateral grip of over 1.0 g says Subaru.

There are also vents on the front fenders for additional engine cooling. The vents on the rear fenders clear up some air turbulence which reduces drag and increases downforce. Hauling it down from speed is handled by Brembo brakes with cross-drilled steel rotors, and six-piston monoblock front calipers and two-piston monoblock rear calipers. Does Fuji Heavy Industries make trains? Cause this could stop one if they did.

2019 Subaru STI S209 in WR Blue Pearl. Photo: Subaru of America, Inc.

Chassis & Engine Tech

In addition to brakes, tires, and that wider body, the S209 rides on special Bilstein dampers; stiffer coil springs; a 20mm rear stabilizer bar; and pillow-type bushings for the front and rear lateral links. The front cross-member and rear subframes are reinforced, but compliment a flexible front-strut tower bar and front/rear draw stiffeners. The draw stiffeners – as well as the rest of the suspension – improve stability, handling, and overall steering response. For example, the flexible tower bar, unlike a conventional rigid bar, is split and joined with a pillow ball joint in the center. This allows it to be, according to Subaru, more longitudinally mobile while also helping to laterally stiffen the car’s body.

There’s also front, rear, and side under spoilers and front bumper canards. The carbon-fiber roof panel and rear wing are nicked from the Nürburgring racecar.

The 2019 Subaru STI S209 uses a high-flow intake system with a new intake duct; an induction box with a conical air filter; a silicone turbo inlet duct; and a water spray system for lowering boost temperature via the steering-wheel paddles. Since there’s more air, that means more fuel, so the S209 gets a new high-flow fuel pump, larger injectors, and an STI-specific engine control module. The high-performance mufflers deliver 17 percent less resistance and connect to the hand-polished, 101mm diameter stainless-steel exhaust tips.

2019 Subaru STI S209 in Crystal White Pearl. Photo: Subaru of America, Inc.

How Much Power Does The Subaru STI S209 Have?

Power? Have no fear, STI is here. The S209 is propelled by a reworked version of the EJ25 2.5-liter turbo BOXER (all caps) engine. An HKS turbocharger, with a larger turbine and compressor, plus a boost pressure of 18.9 psi, gives the engine 341 horsepower. The engine itself is adorned with an S209 serial number plate and, oh yeah, torque. How does 330 lb-ft. sound? Sounds good t’me.

In the gearbox department, the S209 comes exclusively with a close-ratio, six-speed manual transmission. It routes power to the full-time Subaru Symmetrical All-Wheel Drive system with front/rear limited-slip differentials. There’s a Driver Controlled Center Differential (DCCD) with Active Torque Vectoring and Multi-Mode Vehicle Dynamics Control. The SI-Drive system is re-calibrated and offers three modes: Intelligent (I) for better fuel economy and smoother control; Sport (S) for more fun driving; and Sport Sharp (S#) for achieving the best acceleration times (and having more fun yet!). Personally, I would have labeled the last one “stupid” or “ridiculous” or something, but maybe that’s more of an Elon Musk thing?

Curiously, STI engineers say to go with Sport over Sport Sharp for circuit driving, as the less aggressive throttle map allows for greater control. So Sport for the track and Sport Sharp for the strip, got it?

2019 Subaru STI S209 interior layout. Photo: Subaru of America, Inc.

Visual Treatments & Styling Cues

To set it apart, the S209 wears an STI badge in place of the traditional Subaru star cluster on the center of the D-shape steering wheel. That wheel is wrapped in Ultrasuede and stitched in silver, as is the lid of the center console. An S209 serial number badge sits on the center console, and S209 badges ornament the passenger dash and the headrests of the Recaro seats. On the exterior, special badges are on the front grille and fenders as well as the rear decklid.

Related: An in-depth look at Subaru’s warranty and if you have enough coverage.

2019 Subaru STI S209: Pricing & Availability

Now for the bad news: Only 209 units of the STI S209 will be built. All of them are coming stateside, but that’s not very many. The line? Go get in it now. Available colors and BBS wheel combinations are WR Blue Pearl/gray wheels and Crystal White Pearl/gold wheels. Pricing will be announced closer to the on-sale date later this year, but it will probably be very high, if there are any left at all. Sorry about that.

Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz. 

2019 Subaru STI S209 Gallery

Photos & Source: Subaru of America, Inc., Subaru Tecnica International, Inc.

from Automoblog.net https://ift.tt/2o2hy4n