Fiat Chrysler and the UAW reach tentative labor deal

DETROIT — Fiat Chrysler Automobiles and the United Auto Workers (UAW) union on Saturday announced a tentative agreement for a four-year labor contract, a boost for the automaker as it works to merge with France’s Groupe PSA.

Italian-American Fiat Chrysler and PSA, the maker of Peugeot and Citroen, last month announced a planned $50 billion merger to create the world’s fourth-largest automaker.

The tentative agreement with Fiat Chrysler, which is subject to ratification by the union members, follows contracts that the UAW already concluded with Ford Motor Co and General Motors Co.

The deal with GM followed a 40-day strike in the United States that virtually shuttered GM’s North American operations and cost the automaker $3 billion.

The UAW on Saturday said the contract with Fiat Chrysler included a commitment from FCA to invest $9 billion, creating 7,900 new jobs over the course of the four-year contract. Of the $9 billion, $4.5 billion was announced earlier this year, to be invested in five plants and creating 6,500 jobs.

Detailed terms of the tentative agreement were not released, but they are expected to echo those under the new contracts with GM and Ford, as the UAW typically uses the first deal as a pattern for the others.

“FCA has been a great American success story thanks to the hard work of our members,” UAW acting President Rory Gamble said in a statement. “We have achieved substantial gains and job security provisions for the fastest growing auto company in the United States.”

Ratification is not a sure thing. Rank-and-file UAW members at FCA in 2015 rejected the first version of a contract. In addition, a lawsuit related to a federal corruption probe could also raise doubts among union members about the terms agreed.

The federal corruption led GM to file a racketeering lawsuit against FCA, alleging that its rival bribed union officials over many years to corrupt the bargaining process and gain advantages, costing GM billions of dollars. FCA has brushed off the lawsuit as groundless.

Under the UAW’s deal with GM, the automaker agreed to invest $9 billion in the United States, including $7.7 billion directly in its plants, and to create or retain 9,000 UAW jobs.

Ford’s contract included commitments to invest more than $6 billion in its U.S. plants and to create or retain more than 8,500 UAW jobs.

The deals with GM and Ford also created a pathway to full-time employment for temporary workers and left healthcare insurance coverage unchanged.

Both automakers also agreed to signing bonuses, with $9,000 for full-time Ford workers and $11,000 for workers at GM.

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How Much Does It Cost to Lease a Car? | News from Cars.com

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Those in the market for new cars face a barrage of buying and leasing options, which makes pricing very confusing. You probably realize there’s no one answer on how much it costs to lease a car. The answer depends on many variables including the type of car, car options, the length of the lease, market demand and your personal credit history. Still, there are some guideposts you should consider when weighing leasing versus buying.

Related: Car Lease Versus Buy Calculator

To understand the dollars and cents of leasing versus buying, let’s consider the cost of leasing versus buying a 2019 Honda CR-V LX without options. That’s a popular car that tends to hold its value. Again, there are many variables that would impact this deal, but this example shows the money breakdown not including taxes, tags and standard fees. (Also, these examples are for those with strong credit histories.)

How Much Does It Cost to Buy?

You can purchase a 2019 Honda CR-V LX for $25,545, including destination charge.

If you pay cash, that would be the price. And if you finance at 4.5% interest for 36 months with a down payment of $2,699, the total cost is $27,165, so monthly payments equal $680 per month. When the final payment is made, the car is yours to sell, trade or use — at a lower value after three years of depreciation, of course.

How Much Does It Cost to Lease?

Remember, you are not paying to buy the car at the full purchase price. Instead, you pay for the depreciation of the car during the time of the lease — 36 months, 48 months, etc. At the time of this writing, Honda offers a 36-month lease deal on the CR-V LX at $249 a month for 36 months with $2,699 due at signing. That brings the lease price to $11,663 ($2,699 plus $8,964 in monthly payments). Many people believe that’s the total cost of the lease, but that’s not true. There are many additional costs when you lease a car. You may need to carry more insurance than you normally would (gap insurance) if it’s not already included in the lease as it sometimes is.

Putting the insurance question aside, some of the standard fees due at the end of the lease include:

  • A fee to turn in the car. That can be $400 or more.
  • Extra mileage charges. Drivers of leased cars can pay up to 25 cents per mile after the number of agreed-upon miles is reached; in our Honda example, it’s 12,000 miles per year and 20 cents a mile thereafter.
  • Wear-and-tear expenses. What you consider normal damage — a dent here, a scratch there — can cost you major money when you turn in the car. Again, all leases are different, but take a look at GM’s breakdown of what they consider normal and excessive wear and tear.

Let’s say the lease holder drove a modest 2,000 miles over the maximum allowable (at 25 cents per mile, that equals a $500 charge). The lease holder is also charged a modest $1,000 for wear and tear. You may be offered a deal to buy the car, and in most cases you have no equity in the car; that means the car is worth the same or less than originally estimated when the lease began. For example, the Honda CR-V lease deal includes an option to buy at the end of the 36-month lease for $14,305.20.

Yes, lease deals look great at first blush and they make financial sense for some drivers. But it’s wise to analyze the available deals, your lifestyle and your personal finances to decide if a lease or a purchase is right for you.

More From Cars.com:

Cars.com’s Editorial department is your source for automotive news and reviews. In line with Cars.com’s long-standing ethics policy, editors and reviewers don’t accept gifts or free trips from automakers. The Editorial department is independent of Cars.com’s advertising, sales and sponsored content departments.

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Dodge Charger Hellcat Drag Races McLaren 720S, Both Are Modded

Headphone users beware because a drag race between a 1,000 horsepower Charger Hellcat and modded McLaren 720S is much louder than you think. Who will win, American muscle or European supercar perfection?

When owners of exciting performance cars like a McLaren 720S or Charger Hellcat take their cars to the track we’re all winners. To see these incredible machines in action is far better than a boring life stored in a garage collecting dust. Instead, these owners modded their cars for even more performance and now we get to watch them race for free on the internet. 

The Charger Hellcat features a semi-gutted interior with removed back seats, a smaller supercharger pulley, full exhaust system, e85 and tuning by Hydra Motor Works. All of these mods are good for over 900 horsepower which is sent through an 8-speed automatic to drag slicks. 

When it comes to mods the McLaren 720S has a simple ECU tune, exhaust downpipes, and sticky Toyo R888R tires. The McLaren’s horsepower is unknown but for context Weistec, a McLaren tuner offers a stage 1 tune that requires no hardware modifications and bumps the 720S’s stock 710 horsepower to 952. 

A Charger Hellcat starts at $67,495 while a McLaren 720S Spider featured in this race starts at an eye-watering $319,000. The large gap in base price transforms the way we look at this race. We’re not just seeing two modded V8s on a drag strip but instead the impressive performance available for an attainable price. 

Off the line, it’s a close race thanks to the Charger’s drag slicks and a huge amount of torque. Once the McLaren gets off the line, it quickly pulls a car length between itself and the Charger Hellcat. This race simply proves that watching two hugely powerful cars drive in a straight line is fun no matter who wins.

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Bikes, Local Bike News, Modenas

2020 Modenas Pulsar NS200 with ABS to be launched in Malaysia soon?

The badging collaboration between Malaysia’s Modenas and world’s third largest motorcycle manufacturer Bajaj Auto of India has seen the introduction of the Modenas Pulsar NS200 and RS200, the Dominar J400 as well as the recently launched NS160. Hammy the Dirty Badger has heard that the Pulsar NS200 naked sports will receive ABS as a model update this December.

This is still an unconfirmed rumour but since the Pulsar RS200 is offered with single-channel ABS, it only makes sense an essential motorcycle safety feature is offered in for the companion model. Currently, the Pulsar NS200 is on sale in Malaysia at a price of RM9,300, while the RS200 is priced at RM11,350 and the NS160 goes for RM7,577.

It remains to be seen if the addition of ABS, whether single- or two-channel, will have an impact on pricing for the NS200. Typically, ABS-equipped motorcycles are priced at between RM1,500 to RM3,000 more than the non-ABS version at the base end of the motorcycle market.

The current model NS200 and RS200 were launched in Malaysia in 2017 and marked Modenas’ first foray into the ‘real’ motorcycle market. Both come with a single-cylinder, three-spark plug, liquid-cooled power plant that puts out 24.5 PS at 9,750 rpm, and 18.6 Nm of torque at 8,000 rpm.

Fuel is carried in a 13-litre tank, and a standard telescopic fork holds up the front end, while a Nitrox monoshock props up the rear. Braking is done with a single hydraulic disc front and rear and weight is claimed to be 154 kg.



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Motorsports, News

MotorTrend: New Cars – Car News and Expert Reviews – MotorTrend

With the 2019 Formula 1 season concluding December 1 in Abu Dhabi, the drivers, engineers, mechanics, and the rest of the thousands of people who bring the F1 circus to life every year will get a rare break. But time off is a rare commodity in motorsport, especially for the designers and engineers charged with creating the multimillion-dollar race cars that are a huge part of the series’ appeal.

Indeed, the drivers might command most of the publicity and money, but without a good car, they are essentially nothing. That’s why, with the world’s most capable, technologically advanced road-racing machines, F1 is naturally home to some of the world’s top engineering talent. For aspiring race engineers, though, its barrier to entry can be high. At the same time, Grand Prix teams are always on the lookout for fresh talent to supply their design and engineering departments with new ideas and key team members of the future.

That’s why Infiniti and its corporate sibling Renault in 2014 founded the Infiniti Engineering Academy. The program annually sifts through thousands of young applicants drawn from universities all over the world, ultimately selecting a handful of elite winners to spend a year working and training with both Infiniti on the production-car side and Renault Sport F1 at the pinnacle of motorsport.

As the F1 season draws to a close, a fresh class of aspiring engineers is just days away from this year’s final U.S. competition scheduled for December 5, near Nashville. For the winner, it will represent the beginning of a potentially career-altering journey. To mark the occasion, we caught up with Sabré Cook, last year’s American winner who was one of seven fresh faces to recently complete the program’s 2019 installment.

A native of Grand Junction, Colorado, the 25-year-old race-car driver received her degree in mechanical engineering from the Colorado School of Mines in 2017. Cook began racing karts at the age of 10, and in 2018 she competed in U.S. F2000 and F4 prior to contesting the 2019 W Series F3 championship in conjunction with her year spent in the Infiniti Engineering Academy. She gave us the lowdown on just how valuable the program can be.

Now that you’ve done it, how was the academy experience?

Sabré Cook: Yeah, this year’s been amazing. [This time] last year I was able to win the academy final in the U.S. Then I moved to the U.K. in January and from there, I started at Infiniti Technical Center for the first six months. Then I worked in the vehicle-testing department, and I mostly worked with noise-related consumer issues and concerns. I learned a lot because I’m not a sound engineer, so I definitely got to learn a few things. So that was really fun and I’ve never been in as big of a corporate environment as that, getting to experience the office life and see how a big company like that functions, which is obviously very different to motorsport. I think it was a really good, valuable experience for me to be able to take that and put it on my resume for later on.

And then you moved to the Renault Formula 1 side…

I started at Renault F1 in July. I’m currently working in composite suspension design, so really busy right now obviously, working toward the 2020 F1 car. I learn so much every day and honestly I couldn’t replace this experience with anything else; I’m around some of the best engineers. Even though they take us through this process and really make sure they get some of the best engineers [into their program], once you get there you still have to continue to work hard and continue to try to impress and try to contribute to the team, because if you don’t—obviously you want to get invited back to maybe, possibly stay [in a fulltime position]. So, the whole year has very much pushed me to grow in a lot of ways and I’m really thankful for the opportunity.

They were also very receptive of your schedule, apparently?

Yes, amazingly. They obviously knew coming into it that I raced. Especially because the weekend that I was selected [for the academy], I was also racing [at Circuit of the Americas] in F4, so they’re like, “Okay, we can probably make this happen.”

Then, I did race in the W Series [F3 cars] all this year as well, so it was extremely busy with that, but they were amazing with saying, “You need to take your holiday days. We’ve set those dates out.” I can work around that; as long as I get my work done, then it’s fine. Then not only did they do that, but they also gave me access to the Renault Sport Racing Academy, so I’ve been able to train with them a little bit and do a couple of events. I think that’s really helped me to kind of see how [Renault is] developing drivers to eventually race in its cars in the future. So overall it’s been a very blessed experience for me.

What was the first thing that went through your mind when you won the opportunity to participate in the program?

After I initially won, I was like, “Okay, this is great, but I have a race this weekend, so I need to deal with this later.” [The race] was that weekend, but then the Monday afterward I was like, “Oh my God. My life is going to completely change next year.”

It took maybe a month and a half before it really sunk in, and then I remember on the plane over for the first time, I was sitting in the seat and we were maybe half an hour into the flight, and I’m like, “Oh my God. What am I doing?” You have a little bit of a panic mode because it’s such a new experience and it is scary. You can’t pretend it’s not. You’re going to a new country, going to an amazing company, and you wonder, “How am I going to do?”

But I think I was in a place where I was trying to figure out where I was going, the correct direction to go next in my life. For this opportunity to kind of show up almost perfectly and at the time that I needed it—I’ve grown immensely in so many ways personally, intellectually as a driver over this year because of this experience. I think it’s one of the best that probably ever could’ve happened to me and I highly recommend it to anybody that is looking to go into it, obviously.

What do you think the experience gave you that no other one could have?

Living with strangers was one. Yeah, this is the first time I’ve had all male roommates. Obviously you can imagine my father when he first heard about that. You show up and you get to meet all of these new people, and I live with some from New Zealand, Mexico, and Germany. So it’s a very diverse group, but it’s a cute, little, dysfunctional family and the crazy uncle, mom and dad, and our child is Patricio who we regularly give a hard time about cleaning his room … it’s great to have that experience and get to know people from different cultures more.

How far do you think the academy advanced you in terms of where you would’ve been without it?

If I really had to put a time on it, I guess I’d put it as maybe two to three years. It gave me a way into F1, directly into where they were confident enough that I could contribute to the team and gave me certain jobs. Then they work you up until you’re actually in charge of something that’s a bit more impactful in the car.

I think to get to that point versus just trying to use my contacts that I had previously, I could’ve maybe got an internship, but I wouldn’t have been at the same kind of, looked like at the same level. Obviously I got the experience of working in Infiniti, too, so having a car manufacturer on your resume is huge. And I didn’t have any contacts here in the U.S., and the car manufacturers here. So, to be able to go through that, I think that really gave me an advantage over where I would’ve been without it.

When it comes to the work you’re assigned, it’s all real projects, yes?

Yes. I’m actually in charge of the [upper suspension wishbone] for next year’s car. So that’s currently what I’m working on. There’s so much to learn. I would love to stay at Renault because I think there are so many different areas. Just look at one piece that I’m working on; the level that you have to go through of detail just to create this one part is insane. What really was cool was, once we got to Renault, they let me go in the clean room for a few days and you actually get to make parts yourself and laminate them—and then cure them, and then take them out of the molds. So, they make sure that you understand start-to-finish how the product gets made.

I think that was really important. The same with Infiniti; you go downstairs and you work with the techs, alongside the techs, especially in my position. I would spend most of the day in a workshop, working with the techs and going through the cars. Being able to have more hands-on experience in my job was really valuable to me because I like that. I like working with my hands more, so for me I think a lot of other companies, I would probably have just sat behind a desk or something.

What’s your plan for 2020?

I’m going to finish out my contract until the end of the year, as well as [attend] the U.S. Infiniti F1 Engineering Academy final Nashville. Then going into next year, I would love to stay in England. I’m actually really enjoying it and I think it’s a great place for me to continue to grow, but I do have [a spot in the] W Series confirmed for next year. I do have other opportunities that have presented themselves to come back and race in the U.S. and try and pursue the dream of getting to IndyCar, so I’m trying to kind of decide right now which direction is the best way to go, as well as if they even have spots available or they want to keep some of us on [from the academy].

Is the Road to Indy ladder program on your radar, then?

Right now, I do have a team that would like me to run Indy Pro next year, through the full season, even though there would be two conflicts with W Series, but they’re still willing to do it. I’m not 100 percent sure, it’s not been confirmed. I hope I can confirm it by the end of the [year], but you never know what’s going to happen.

What’s your 10-year plan? Racing? Engineering?

Obviously, I love engineering. Otherwise, I wouldn’t have pursued it this far and I wouldn’t have pushed this hard to get here. For me, it’s almost a bit scary in a way for me next year if I would just focus on racing because I don’t want to give the engineering up. I feel like I’ve made good progress and I feel like I’ve got a lot of momentum going now, being in the academy. It’s hard for me to want to step away from that to try and pursue other things, but no matter what, I’ll for sure come back to engineering because you can’t race for your entire life.

Engineering is definitely part of who I am as a person. I think no matter what, I will try to stay with that. You just have to kind of adjust as you go on, but in 10 years I’d love to obviously get more experience as an engineer and work more toward being a race engineer in F1, as well as an IndyCar driver. I think I can do both dually, as I’ve done so far, anyways. They compliment each other, so it’s not like if I just go race I’m not going to learn any more about engineering. I’m glad that they both can coincide together.

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The post Meet Sabré Cook, Infiniti Engineering Academy Winner and Race Car Driver appeared first on Automobile Magazine.

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Don’t expect a Rimac SUV anytime soon

Electric powertrain supplier and supercar builder Rimac has its fingers on the pulse of the market, but it’s not planning to cave and build a performance SUV, its boss says.

Company founder and CEO Mate Rimac told Top Gear in a recent interview that while the market may exist for hotted-up SUVs, he doesn’t believe that his company necessarily has to build them to surviveso long as there is demand for hypercars. 

Rimac understands that mainstream automakers need to feed mass-market demand, but he believes Rimac is in the privileged position of being able to build a niche, high-end product that commands high margins. With help from its EV component supply business, Rimac can thrive.

Rimac C_Two

“We ourselves? No. We will not do a performance SUV. For sure,” Rimac told the British outlet, “As a business decision though, I understand. At the end of the day, you can please enthusiasts, or have a business that survives. What do you choose? You choose to survive.”

The company is currently in the process of building and delivering its Rimac C_Two, which is its second hypercar. Its $2 million price tag is often augmented by hundreds of thousands of dollars in added equipment, making the performance machines incredibly profitable. Even as far back as 2018, the 1,914-horsepower C_Two was nearly sold out

Rimac has attracted attention from outside sources on the strength of its components business. Porsche has a 15.5 percent stake in the company, and the two have partnered to develop new battery tech. Hyundai invested $90 million earlier this year, and that partnership is expected to spawn a new EV for both the Hyundai and Kia brands. 

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Behind the wheel with the Mercedes-Benz G550, the Bentley Continental GT First Edition, and more

The video roundup post is your weekly landing spot for all things Autoblog video. This week you can join us behind the wheel of six figures worth of off-road machinery in the form of a Mercedes-Benz G550, and experience the first turbocharged Outback in over a decade.

Monday, of course, means it’s time for the latest episode of Behind The Wheel, and in episode 4 Senior Producer Christopher McGraw tells us why he hates to love the Mercedes-Benz G550 SUV.

Our live Twitch stream Tuesday featured host Erik Maier playing some Rocket League. You can also now check out last Thursday’s re-run on YouTube, where Erik and Green Editor John Snyder struggle through the absolute hell that was Garfield Kart: Furious Racing. It was a rough 2 hours.


Wednesday’s POV drive features the 2020 Subaru Outback XT. Senior Producer Chris McGraw takes the Outback for a spin along the snowy roads of Golden, Colorado. 

Thursday and Friday. The Live Stream and Podcast are off for the holidays.

Happy Thanksgiving and thanks for watching!

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What Does 4×4 Mean? | News from Cars.com

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Cars.com graphic by Paul Dolan

The term 4×4 means a four-wheel-drive vehicle. Technically, the first digit is the number of wheels and the second is the number that are driven, so a four-wheel-drive pickup truck is a 4×4; a rear-wheel-drive one is a 4×2.

Related: AWD Vs. 4WD: What’s the Difference?

Though it could apply to any car, truck or SUV, 4×4 usually represents more traditional 4WD vehicles, and especially off-road-capable ones — as opposed to light-duty all-wheel-drive cars intended for snow or mild off-pavement use. If you hear someone say, “You’re going to need a 4×4 to get up that mountain trail,” he or she is probably talking about a pickup, a Jeep or a UTV, not a Nissan Altima with all-wheel drive.

As explained in AWD Vs. 4WD: What’s the Difference?, sometimes the meanings of terms are blurred by marketing and other forms of misuse, and even definitions once ironclad seldom are anymore. So it’s not out of the question that you’ll see 4×4 and 4×2 as driver-selectable modes on a given vehicle. Generally speaking, though, we still use 4×4 to represent a vehicle, not a setting with a specific set of properties exclusive to, say, part-time 4WD.

More From Cars.com:

Cars.com’s Editorial department is your source for automotive news and reviews. In line with Cars.com’s long-standing ethics policy, editors and reviewers don’t accept gifts or free trips from automakers. The Editorial department is independent of Cars.com’s advertising, sales and sponsored content departments.

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Ford Suggests Mustang EV Is Only A Matter Of Time

An electric Mustang isn’t really a far-fetched idea. In fact, Ford worked with Webasto to create a one-off prototype of a fully-electric pony car that makes over 900 horsepower (671 kilowatts) – the Mustang Lithium EV Concept that was showcased at the 2019 SEMA.

But Ford’s inclination to make an electrified Mustang isn’t connected to the powerful EV concept, which by the way has a 6-speed manual transmission. According to Ron Heiser, chief engineer of the recently-unveiled Mustang Mach-E, a Mustang EV should be on the horizon now that the Mach-E is out and about.

Speaking to Australia’s Motoring, Heiser explained that the Mach-E’s platform is the Blue Oval’s new EV architecture, which will underpin several Ford EVs in the future – not all will be named the Mustang. The new EV platform is highly-flexible, which allows it to be stretched or shortened, accommodate rear- or all-wheel-drive powertrain layout, or even house different types of batteries.

With that said, Heiser said that a Mustang EV is a possibility, but nobody knows what the exact timeframe is. His outlook of a Mustang EV is based on the premise that the market will eventually shift to EVs.

But will the future Mustang EV be as mighty as the Mustang Lithium Concept? Heiser didn’t confirm, but considering that Ford can do it with a non-EV-dedicated platform, it won’t be a stretch to expect the best from the Blue Oval.

The next-generation Ford Mustang is scheduled to come by 2021, with reports suggesting that a rear-biased, all-wheel-drive version would be available. A hybrid Mustang is also on the docket.

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Cars, International News, Toyota

2020 Toyota Yaris and Yaris Ativ on display at Thailand Motor Expo – new 1.2L engine with VVT-iE; 3 variants

Toyota Motor Thailand recently updated its Yaris and Yaris Ativ (the sedan version) line-ups, and both are on display at this year’s Thailand Motor Expo. There’s not a whole lot new with the styling of both models, but there are significant changes under the bonnet, and the variant offerings have been streamlined as well.

The 3NR-FE 1.2 litre naturally-aspirated four-cylinder petrol engine from before has now been replaced with the 3NR-FKE, which ensures the B-segment models comply with Thailand’s Phase 2 Eco Car regulations that pushes for better fuel economy and lower emissions. With a rated fuel consumption of 23.3 km/l, the Yaris and Yaris Ativ meet the regulations requirement of not exceeding 23.25 km/l (4.3 litres per 100 km).

The mill has the same displacement, but features Dual VVT-iE (Variable Valve Timing-intelligent system Electric Motor) instead of Dual VVT-i (Variable Valve Timing-intelligent) as well as a higher compression ratio of 13.5:1 from 11.5:1. There’s also a slight gain in power, with the E20 gasohol-compliant engine providing 92 PS at 6,000 rpm and 109 Nm at 4,400 – the 3NR-FE made 86 PS and 108 Nm. The engine also gets an idling start/stop system as standard, and is paired with a Super CVT-i.

In terms of available variants, there’s now just three – Entry, Mid and High – instead of five (J Eco, J, E, G and S) before. The list of standard safety equipment is similar on both the hatchback and sedan, as all come with VSC, traction control, ABS, EBD, BA and hill start assist. The Yaris Ativ does get seven airbags (front, side, curtain and driver’s knee), but it’s just two for the Yaris.

As for other items on the kit list, the Entry comes with reflector halogen headlamps, 15-inch steel wheels, fabric seats, a urethane steering wheel and gear knob, a standard head unit, two speakers, and manual air-conditioning. This variant is priced from 529,000 baht (RM73,010) for the Yaris Ativ, and 539,000 baht (RM74,390) for the Yaris.

Moving up the line-up, the Mid adds on an under-bonnet hood silencer, height adjustment for the driver’s seat, sun visors, an Optitron instrument cluster with a multi-info display, a 6.7-inch touchscreen head unit, two more speakers, automatic air-conditioning, 15-inch alloys and a reverse camera. For both models, this variant is 50,000 baht (RM6,900) more than the base Entry, from 579,000 baht (RM79,911) for the sedan and 589,000 baht (RM81,298) for the hatchback.

The top-of-the-range High is identically priced for both at 649,000 baht (RM89,583), and gains projector headlamps with LED DRLs, front fog lamps, front and rear digital video recorders leather upholstery, a leather-wrapped steering wheel and gear knob, a larger 4.2-inch multi-info display for the Optitron cluster, keyless entry and start, as well as two more speakers for a total of six.

There’s also an optional Yaris Cross line of accessories that brings SUV-inspired styling to the model, which can be ordered individually or as a complete package at a promotional price of 35,000 baht (RM4,831).

Items include front and rear black bumper skirting with silver “skid plates,” matching black side skirts and body cladding, a black-painted roof, 16-inch two-tone alloys, as well as a revised ride height that adds 30 mm to emphasis the “crossover” theme.

The red car (a High variant) seen in our photos is dubbed the GT Edition, with the add-on package being offered at a promotional price of 7,000 baht (RM966). This sees the fitment of a full bodykit, which consists of front, side and rear skirts, plus a trunk spoiler.

The Yaris comes in a choice of seven colours – Super White, Silver Metallic, Grey Metallic, Attitude Black Mica, Red Mica Metallic, Orange Metallic and Citrus Mica Metallic – while the Yaris Ativ gets just six, which includes the Yaris’ options minus Orange Metallic and Citrus Mica Metallic, but adds on Dark Blue Mica Metallic.

2020 Toyota Yaris Ativ High GT Edition

2020 Toyota Yaris High Cross



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