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2020 Lincoln Corsair vs 2020 Cadillac XT4 | How they compare on paper

The 2020 Lincoln Corsair compact crossover was introduced this year to replace the aging MKC. Our first impressions are that it's a thoroughly competent luxury machine, but where it fits in the market is interesting. Given its size and price tag, the Corsair basically slots in-between compact segments, with vehicles like the Audi Q3 below and Audi Q5 above. It's a distinctive position to be in, but not a unique one, as there's another comparably sized and priced SUV -- and an American rival, no less. The Cadillac XT4 was launched just last year to be its company's smallest crossover, boasting compelling design and ample technology features.  So which is better? To give you some idea, let's take a look at each vehicle's horsepower, torque, fuel economy, space, pricing and some slightly more subjective aspects about their luxuriousness and feature sets. You'll find all the nitty gritty numbers below, followed by more detailed analysis. And if you'd like to compare other luxury crossovers, be sure to check out our comparison tool. Engines, drivetrains and driving impressions Both the Corsair and XT4 come standard with turbocharged 2.0-liter four-cylinder engines, but the Corsair's is more potent with 250 horsepower and 275 pound-feet compared with the 237 horsepower and 258 pound-feet of the Cadillac. And to seal the deal, the Corsair has an optional turbo 2.3-liter engine with 280 horsepower and 310 pound-feet of torque. That's not only vastly better than the Cadillac, but one of the most powerful outputs in the compact luxury SUV segment. Both vehicles have standard front-wheel drive with optional all-wheel drive on the base engines. The 2.3-liter Corsair has all-wheel drive standard. The Cadillac does boast an extra cog in its transmission over the Corsair's eight-speed automatic, but there's not necessarily an advantage or disadvantage to be gleaned from that. When it coes to fuel economy, the Cadillac is victorious with a 26 mpg combined rating for the front-drive model, with the front-drive 2.0-liter Corsair coming just behind with 25 mpg combined. It's a three-way tie for third with the all-wheel-drive XT4, all-wheel-drive 2.0-liter Corsair and 2.3-liter Corsair all returning 24 mpg combined. Of course, the all-wheel-drive Corsairs have a small advantage here in that it delivers more power and torque than the Cadillac with the same fuel economy.

NHTSA upgrades Ford floor mat unintended acceleration probe

According to a Bloomberg report, the National Highway Traffic Safety Administration has upgraded an investigation into complaints of unintended acceleration lodged against Ford vehicles. The investigation began in June of 2010 when just three complaints had been received and it only concerned the Ford Fusion and Mercury Milan, but this was at a time when the phrase "unintended acceleration" made grown men go pale. With 49 additional complaints received since then, the investigation has been reclassified as an engineering analysis - the last phase before a recall - and it has been expanded to include the Lincoln MKZ, making for a total of "around 480,000" units affected between the three sedans from the 2008 to 2010 model years.
The ostensible cause is that floor mats are trapping the accelerator pedal, but according to a Ford statement at the time, the entrapment is due to owners placing the optional all-weather floor mats, or aftermarket floor mats, on top of the car's standard floor mats. NHTSA has backed up that assessment, pinning the blame on "unsecured or double stacked floor mats."
On the face of it, it would appear that NHTSA has upgraded the status not because of Ford's error, but owner error, and Ford has stated publicly that it is "disappointed" in NHTSA's move. On top of NHTSA still being skittish after that other unintended acceleration debacle, it could be seen to be taking its time investigating all of the variables: it's reported that Ford changed its accelerator pedal design in 2010, a "heel blocker" in the floorpan has been considered a potential culprit in how the floor mats could be trapping the pedal, some drivers have said the floor mats weren't anywhere near the pedal, and according to a report in the LA Times, in "a letter sent by Ford to NHTSA in August 2010, the automaker said it found three injuries and one fatality that 'may have resulted from the alleged defect.'"

2020 Lincoln Aviator final specs drop — it makes even more power than before

The 2020 Lincoln Aviator is getting more power, and we haven’t even driven it yet. Well, itÂ’s not getting more power, but the final numbers are officially out, and theyÂ’re higher than what Lincoln promised at the initial reveal. We were told at last year's L.A. Auto Show that the base 3.0-liter twin-turbo V6 would make 400 horsepower and 400 pound-feet of torque. Lincoln's spec sheet shows itÂ’s still going to make 400 horsepower, but the torque figure is now up to 415 pound-feet. We're looking at the same spec sheet, but a hat tip to CarBuzz for noticing the change first. The plug-in hybrid model has received an even larger bump to its ratings. Lincoln said it would be 450 horsepower and 600 pound-feet of torque combined, but itÂ’s actually going to be 494 horsepower and 630 pound-feet of torque. We were a bit slack-jawed at the numbers before, and this just takes it one step further. Lincoln still isnÂ’t quoting any acceleration numbers, but with this amount of power, something in the 4- to 5-second range seems likely for a 0-60 mph time. ItÂ’s a legitimate shot across the bow in the German SUV horsepower wars. That said, the Aviator persona comes across as much more muscle car-like than a performance SUV meant to tackle lap times like the AMGs and M car SUVs of the world. We donÂ’t know the all-electric range yet, but Lincoln did tell us the size of the battery pack and the electric motorÂ’s output. Aviator PHEVs will be working with a 13.6 kWh battery pack and a 101-horsepower electric motor. There are two modes: One is called Preserve EV, and the other is called Pure EV. Preserve EV is able to charge the battery up to 75 percent using the engine while driving, whereas Pure EV is designed to keep the car in electric-only mode. YouÂ’ll get blue accents in the Lincoln star if you buy the plug-in hybrid, too. Some cool headlight technology is coming to the Aviator in the form of optional adaptive pixel LED headlights. Lincoln says itÂ’s capable of speed-dependent lighting, which adjusts the beam based on your speed. At fast speeds, Lincoln says more light is directed at the road, while driving at low speeds disperses it wider to cover more area directly in front of the vehicle. WeÂ’ll be driving the new Aviator soon, so look out for our first drive impressions coming later this month.