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Genesis GV70 2.5T Advanced

2022 Genesis GV70 2.5T AWD Advanced in Cardiff Green (A $500 option)

Consumer Guide Test Drive

2022 Genesis GV70 2.5T AWD Advanced

Class: Premium Compact SUV

Miles driven: 447

Fuel used: 21.5 gallons

CG Report Card
Room and Comfort B
Power and Performance B
Fit and Finish A
Fuel Economy C+
Value A
Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide's impressions of the entire model lineup.
Big & Tall Comfort
Big Guy A
Tall Guy A
Big & Tall comfort ratings are for front seats only. "Big" rating based on male tester weighing approximately 350 pounds, "Tall" rating based on 6'6"-tall male tester.
Drivetrain
Engine Specs 300-hp 2.5L
Engine Type Turbo 4-cylinder
Transmission 8-speed automatic
Drive Wheels All-wheel drive

Real-world fuel economy: 20.8 mpg

Driving mix: 65% city, 35% highway

EPA-estimated fuel economy: 22/28/24 (mpg city, highway, combined)

Fuel type: Premium gas recommended

Base price: $41,000 (not including $1045 destination charge)

Options on test vehicle: Cardiff Green paint ($500), Select Package ($4000), Advanced Package ($4150)

Price as tested: $50,695

Quick Hits

The great: Posh, comfortable cabin; quietness; long list of available comfort and convenience features

The good: Respectable acceleration from 4-cylinder engine; confident, distinctive styling; competitive pricing

The not so good: Our mediocre observed fuel economy trailed EPA estimates; some control-interface quirks

More Genesis GV70 price and availability information

John Biel

Perhaps Genesis mislabeled its brand-new premium-compact SUV by calling it the GV70. It is derived from the platform of the G70 sedan and styled in the same vein. But the available engines, rotary-dial gear selector, and console dial for the infotainment system are straight out of the midsize G80 sedan and GV80 sport-utility. Maybe the newcomer ought to really be called the GV75.

Of course, there are numbers that truly are more important to shoppers and we’ll get to them by and by. What really counts is that with the GV70 Genesis has created an excellent, value-packed entry in this busy market segment.

2022 Genesis GV70 2.5T AWD Advanced

The Genesis GV70 launches for 2022 as the second crossover SUV in the growing Genesis-brand product lineup; in size and price, it slots in below the midsize Genesis GV80, which debuted for 2021.

Riding a wheelbase of 113.2 inches and ranging 185.6 inches from bumper to bumper, the 5-passenger GV70 is, respectively, 3.1 and 9.1 inches shorter in those categories than the GV80 that’s set up to carry seven in some models. Where the G70 premium-compact sedan offers the choice of a 2.0-liter turbocharged four or a 3.3-liter twin-turbo V6, the GV70 engines are a similarly aspirated 2.5-liter four and 3.5-liter V6.

All-wheel drive is standard in every GV70. Prices (with delivery) begin at $42,045 for the base 4-cylinder version and rise to $63,545 for the V6 Sport Prestige. Consumer Guide sampled a 2.5-equipped Advanced—it sits second from the top of four 4-cylinder models—with a starting price of $50,195. Only a spray of Cardiff Green paint nudged the final tab to $50,695.

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Consumer Guide Test Drive

The GV70’s interior is dazzling in terms of both design and materials. The infotainment system can be controlled via a center-console dial (which is unfortunately easy to grab when you intend to use the rotary-dial gear selector mounted just aft of it) or the extra-wide, 14.5-inch high-definition touchscreen.

Typically for a Genesis, trim levels are treated as packages added to the core model. To get two steps up from the base vehicle, CG’s tester first had to absorb Select equipment (19-inch alloy wheels, panoramic sunroof, 16-speaker Lexicon premium audio, ventilated front seats, and brushed-aluminum interior accents). Then came the Advanced package with leather upholstery, heated steering wheel, interior trim with a “Waveline” pattern, surround-view monitor, blind-spot view monitor, front parking-distance warning, rear parking-collision avoidance, Remote Smart Parking Assist (to jockey the vehicle in and out of tight spaces while the driver stands outside), and advanced rear-occupant alert.

Test Drive: 2022 Genesis G70 3.3T Sport Advanced

2022 Genesis GV70 2.5T Advanced

There’s ample space in the GV70’s front seats, but the rear-seat legroom and headroom can be tight for adults.

All that is the frosting on the cake. It builds on GV70 basics like LED headlights and taillights, heated exterior mirrors, heated front seats with power adjustment, dual-zone automatic climate control, front and rear 12-volt power outlets, and hands-free liftgate. Tech items include an infotainment system with 14.5-inch screen, navigation, satellite and HD radio, and Apple CarPlay/Android Auto compatibility; dual front and rear USB ports; wireless device charging; and fingerprint recognition for one-touch starting. Safety and driving assists consist of adaptive cruise control, forward collision avoidance with pedestrian and cyclist detection, lane-keeping and following assist, rear parking-distance warning, and blind-spot and rear cross-traffic monitoring.

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2022 Genesis GV70 2.5T Advanced

The GV70’s cargo volume is a bit better than most premium compact SUV rivals–there’s 28.9 cubic feet behind the second-row seats, which grows to 56.8 cubic feet when the second-row seat backs are folded.

The Advanced’s luxury additions fill out a cabin that’s pretty lush for the price, with lots of soft-touch material—even far down on the doors past the point at which lots of other manufacturers default to plastic. Knurled surfaces adorn the ends of the wiper and light-control stalks, steering-wheel thumb buttons, and the transmission selector dial. Metal accents brighten the doors, dash, console, and steering wheel. The big infotainment display atop the instrument panel is vibrant, easily legible, and can show two things at once (for instance radio settings and navigation map). Fortunately, it is a touchscreen, which means you don’t have to use the remote console controller—and this one reminds us a little of the Lexus Remote Touch get-up that we’ve never particularly liked. By the way, it’s uncanny how easy it is to reach this round controller when you really want the trans selector. Easy-working temperature dials mix with numerous buttons for climate control.

Quick Spin: 2021 Genesis GV80 3.5T Advanced

2022 Genesis GV70 2.5T Advanced

A 300-hp turbocharged 2.5-liter 4-cylinder is GV70’s base engine; a 375-hp turbo 3.5-liter V6 is also available. Choosing the Select package upgrades the standard 18-inch wheels to 19-inch alloys.

Comfortable seats welcome four adults. The front row is roomy; the second row slightly less so—but it would be wrong to call it cramped. Headroom is quite good, too, and driver sightlines are fairly unobstructed. Personal-item storage is accomplished in a large glove box, decent covered console bin, door pockets with bottle holders, and net pouches behind the front seats. Exposed cup holders are found in the console and the pull-down center armrest in the rear seat.

Overall cargo space is good, even if the rakish rear shape might stand in the way of certain loading options. The cargo bay holds at least 28.9 cubic feet of stuff. Drop the 60/40-split rear seats, which fold absolutely flush with the load floor, and a further 28 cubic feet open up.

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2022 Genesis GV70 2.5T Advanced

The GV70’s attractively athletic body shape is highlighted by nicely executed styling details, such as the Genesis brand’s signature shield-shaped grille and slim “Quad Lamp” LED headlights and taillights.

The 2.5 engine, rated at 300 horsepower and 311 lb-ft of torque, is attached to an 8-speed automatic transmission. This powerteam is an eminently competent pairing for moderately lively performance that gets a little zestier (and a touch louder) in “Sport” mode, with its quicker throttle response and more patient upshifts. Still, you can happily cruise all day in subtler “Comfort” mode. “Eco” and “Custom” settings are available as well. We wish the GV70 was a little stingier with gas—premium, wouldn’t you know. EPA ratings are 22 mpg in city driving, 28 on the highway, and 24 combined. When this driver put 81.5 miles on the test vehicle—with 69 percent city-style operation—it returned just 20.3 mpg.

With a suspension that’s a retuned version of the G70’s front struts and multilink rear, ride quality is luxury-brand good, with fine bump absorption and isolation from road noise. Steering is nicely weighted and responsive in the Comfort setting. Maybe the more resistant Sport-mode steering is a help on twisty roads where you wouldn’t want to overdo inputs, but in lazier urban-expressway driving it just feels heavy. Brakes are easy to modulate and predictably reliable.

The inaugural GV70 finds its strength in numbers—the number of things it does right. That would be true no matter what number Genesis assigned to it.

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2022 Genesis GV70 2.5T AWD Advanced

The new-for-2022 Genesis GV70 might be the Genesis brand’s most impressive vehicle so far; it delivers an athletic driving character, attractive styling inside and out, and a high level of luxury and available technology features, all at prices that handily undercut its primary European luxury-brand rivals.

Listen to the Car Stuff Podcast

Genesis GV70 2.5T Advanced Gallery

Click below for enlarged images.

Genesis GV70 2.5T Advanced

Meet the 2022 Consumer Guide Best Buys

Genesis GV70 2.5T Advanced

Car Stuff Podcast

Written by: The Daily Drive staff on December 22, 2021.

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2022 Subaru Forester Wilderness

2022 Subaru Forester Wilderness

Consumer Guide Automotive Here’s a factoid for you: Nearly 1 out of every 5 Subarus ever sold has been a Forester, and since its debut as a 1998 model, Subaru has sold more than 2.3 million of its popular compact crossover SUV. For the last several years, the Forester’s annual sales have been running in the neighborhood of 170,000-180,000 units in the US, and Subaru says those totals have been limited by production capacity rather than consumer demand. The current-generation Forester debuted for 2019, and for 2022 it gets a mild freshening, along with the addition of an outdoor-adventure-focused Wilderness model with improved off-road capabilities.

All 2022 Foresters get a new front bumper, grille, headlights, and fog lights, as well as a revised rear-bumper underguard design. All trim levels save the Sport get new roof rails, and the top-of-the-line Touring model gets new wheels, black roof-pillar trim, and silver roof rails.

2022 Subaru Forester Wilderness

In addition to a mild freshening for 2022, the Subaru Forester lineup gains a Wilderness model with enhanced off-road capabilities and unique trim elements inside and out.

Foresters also benefit from Subaru’s updated EyeSight Version 4.0, which has a wider field of view than previous versions and includes an Automatic Emergency Steering feature on most models. (At speeds less than 50 mph, Automatic Emergency Steering works in conjunction with the Pre-Collision Braking System to assist with steering control to help avoid a collision.) Interior tweaks include an LED dome light (with off-delay) and the addition of two cargo-area headliner hooks mounted just inside the rear liftgate. Mechanical changes include a new version of Subaru’s X-MODE off-road driving system and revised suspension tuning.

First Spin: 2022 Subaru Outback Wilderness

The basic Forester cabin offers a good blend of style and functionality; it's utilitarian, but also nicely finished. The Wilderness adds special trim elements, such as copper-colored stitching and accents, that give it a distinctive look.

The basic Forester cabin offers a good blend of style and functionality; it’s utilitarian, but also nicely finished. The Wilderness adds special trim elements, such as copper-colored stitching and accents, that give it a distinctive look.

The Forester Wilderness is the second vehicle to wear the badge of Subaru’s new Wilderness sub-brand—the first was the 2022 Outback midsize wagon, which debuted the nameplate earlier this year. Think of Wilderness as Subaru’s halo brand for customers looking for more off-road capability than the standard models offer. It’s a safe bet that Subaru will continue to expand the Wilderness brand further across its product lineup.

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The Forester Wilderness comes standard with Subaru's "StarTex" water-repellent upholstery, which makes for easier cleanup after outdoor excursions.

The Forester Wilderness comes standard with Subaru’s “StarTex” water-repellent upholstery, which makes for easier cleanup after outdoor excursions.

During a media briefing on the Forester Wilderness, Michael Redic, Subaru of America’s Car Line Planning Manager for Forester, explained that the company’s research shows that Forester customers are among the compact SUV segment’s most active outdoor adventurers. However, those customers aren’t specifically off-roading enthusiasts—they view off-road driving as something they need to do to get to out-of-the-way places, so they can start camping, hiking, backpacking, rock climbing, et cetera. Wilderness buyers are expected to be younger and skew more male than other Forester owners, but Subaru’s research indicates that these customers don’t want to sacrifice on-road comfort and safety for added off-road ability.

Like its Outback Wilderness stablemate, the Forester Wilderness slots in at the upper end of its model lineup. Its base price of $32,820 fits between the upscale Limited model (MSRP: $31,875) and the top-line Touring ($35,295) in the Forester model roster. That’s quite a step above the $25,195 starting price of the base Forester, but then again, the Wilderness comes outfitted with a lot of special gear.

A number of unique exterior styling touches give the Wilderness a beefier, more aggressive look than the rest of the Forester lineup. These include specific front and rear fasciae, along with a bolder grille, six-segment LED fog lamps, extended protective matte-black body cladding, and ladder-style roof rails. Additional matte-black trim includes the mirror caps, window surrounds, badging, and an anti-glare hood decal. Subaru Wilderness badges adorn the front doors and liftgate, and the roof-rail supports and bodyside Forester emblems are finished in an anodized-copper color.

The Wilderness’s roof rails have been repositioned approximately 20 millimeters further apart, which increases the dynamic roof-load capacity to 220 pounds. When the vehicle is stationary, the roof rack’s weight capacity is a stout 800 pounds, which should be enough to support a three-person tent.

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2022 Subaru Forester Wilderness

A small screen nestled above the main touchscreen displays a variety of readouts, including a roll-angle monitor for steep off-road conditions.

The Wilderness’s cabin is outfitted to better cope with the often-muddy adventures its owners are more likely to engage in. Highlights include Subaru’s “StarTex” water-repellent upholstery, all-weather floor mats, all-weather cargo mat, and washable textured plastic rear seat backs. The headliner is black, to help hide scuffs and marks from getting hit by dirty bicycle tires and the like. There is also a smattering of copper and gunmetal accent trim, unique gauges, small Subaru Wilderness cloth “tags” on the seats and door panels (like you’d find on brand-name outdoor clothing), and a handy LED cargo light mounted on the liftgate’s inside trim panel.

Additional horsepower isn’t among the Forester Wilderness’s upgrades, however; it uses the same 2.5-liter horizontally opposed 4-cylinder engine—rated at 182 horsepower and 176 lb-ft of torque—as other Forester models. However, the engine has been fitted with an external oil cooler, and its Lineartronic CVT (continuously variable transmission) is different than the standard Forester unit—it has a strengthened variator pulley and chain, which has improved low-end torque availability. Its range of gear ratios has been expanded, and the final-drive ratio is lower as well. Subaru says these changes have improved the Wilderness’s climbing ability. Towing capability is improved as well—the Wilderness is rated to tow 3000 pounds, doubling the 1500-lb rating of other Foresters.

Specific 17-inch five-spoke alloy wheels are finished in matte black, and they wear white-letter all-terrain Yokohama Geolander AT Tires. A matching full-size spare wheel/tire (complete with a tire-pressure-monitor sensor) is included to maintain full off-road capability in the event of a flat. The Wilderness runs a unique suspension setup as well—longer coil springs and shock absorbers have been fitted to increase the ride height, and the system has been retuned to compensate for the body lift. The changes raise the Wilderness’s ground clearance to 9.2 inches, an increase of 0.5 inch compared to the standard Forester’s (and the Jeep Cherokee Trailhawk’s) 8.7 inches of clearance. The suspension changes have also helped improve Wilderness’s approach and departure angles, as well as the breakover angle.

An aluminum under-engine guard—or skid plate— is standard. Subaru also offers accessory bolt-on underbody metal guards. These include a beefier replacement for the stock under-engine piece along with guards that protect the transmission, differential, and fuel tank.

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The Forester Wilderness’s slightly raised ride height, fortified X-MODE all-wheel-drive system, and other powertrain enhancements are aimed at giving it better capabilities in off-road driving situations than the rest of the Forester line.

Also included is Subaru’s driver-selectable X-MODE dual-function all-wheel-drive system. The system offers Snow/Dirt and Deep Snow/Mud modes that optimize engine and transmission output to help reduce wheelspin in more-challenging conditions. X-MODE also has a Low Speed/Low Ratio Gradient Control system that automatically engages and shifts the transmission to its lowest ratio when it senses the Forester is at low speed on a steep incline. Subaru says this effectively creates a low range to increase torque at the wheels when traveling uphill. The X-Mode display screen features a new roll-angle monitor to help the driver better judge the vehicle’s angle on steep off-road terrain to potentially avoid a rollover.

At a press-preview event Subaru hosted in central Oregon, we sampled a Forester Wilderness equipped with an $1850 option package that added STARLINK multimedia navigation with an 8-inch touchscreen display, a 9-speaker Harman Kardon premium audio system, and a power-operated rear liftgate. Our test vehicle was also fitted with an $220 under-engine guard (skid plate) that, along the $1125 destination charge, pushed the bottom-line price to $36,015.

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Seventeen-inch matte-black alloy wheels on white-letter Yokohama Geolander AT all-terrain tires are standard equipment, as is a full-size matching spare. Subaru Wilderness badges adorn the liftgate and front doors.

Our day-long drive took us down several unpaved US Forest Service roads of varying quality, as well as on street drives that covered rural two-lane highways and a bit of stop-and-go small-town traffic. We also visited an off-road park where Subaru had prepared a large gravel hill. Here, with the nose of the Forester pointed skyward, we used the standard 180-degree front-view camera (pressing a button on the center console brings up the front-camera view on the infotainment touchscreen) to help us see as we motored up the steep incline with little drama. Coming down the other side was just as easy; the standard hill-descent control system took care of vehicle speed while we steered.

On challenging, rock-littered gravel and dirt Forest Service roads, the Forester Wilderness feels at home. Traction is excellent, and there is sufficient ground clearance that during the day we only heard one rock bang off the under-engine skid plate. Our on-road drives largely took place on glass-smooth asphalt, where the Forester Wilderness rode very comfortably. Body roll is well checked, the handling is reassuring, and the naturally aspirated engine is responsive, with excellent throttle control. Only the often-clunky engine stop/start feature disappoints, and it can be turned off. A Forester is no undercover sports car, but its overall demeanor is relaxed and confident, and the Wilderness model’s off-road makeover has introduced no real comfort tradeoffs that would annoy during daily-grind commuting.

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2022 Subaru Forester Wilderness

Like its Outback Wilderness sibling, the Forester Wilderness is outfitted with a ladder-style roof rack that can support the weight of a roof-mounted tent.

Also, we were pleasantly surprised with how relatively quiet the Forester Wilderness was inside. We didn’t encounter any of the roughly textured concrete highways that are common around our home base in the Chicago suburbs, but on the smooth roads of central Oregon we were pleased to find that the aggressively treaded all-terrain Yokohamas kicked up only the slightest hint of road noise.

The main downside to the Forester Wilderness’s trail-tackling added features and chassis tuning is a hit in fuel efficiency—particularly fuel efficiency in highway driving. EPA-estimated fuel economy for Forester Wilderness is 25 mpg city/28 mpg highway/26 mpg combined, a penalty of up to five mpg from the 26/33/29 rating of all other Foresters. (Choosing an Outback Wilderness model over a comparable Outback brings a similar fuel-economy penalty, though the drop isn’t quite as pronounced.)

As expected, the virtues of the basic Forester’s spacious-for-its-class interior carry over unaltered. Your 6’ 2” test driver had plenty of room and was very comfortable up front, and he found excellent headroom under the panoramic sunroof housing. The easy-to-clean StarTex upholstery material looks similar to vinyl or leather, but its surface has a more matte-finish appearance—we think it looks great and feels very nice, though some of our fellow Consumer Guide editors complained that the upholstery in the Outback Wilderness doesn’t “breathe” very well, and can get uncomfortably warm on hot days. The interior’s copper-color accents add a bit of visual pizzazz, thankfully without being overdone. The control setup is fairly straightforward, and the audio and climate controls use traditional knobs and buttons. Thanks to the Forester’s tall roofline and generously sized windows, outward visibility is excellent all-around.

Also, your tester found just enough rear-seat legroom behind a front seat set for himself. While the headroom under the sunroof is adequate, it’s noticeably tighter than up front. All around, entry and exit are easy. The rear liftgate has a wide opening to help make the most of the cargo area.

We’ve been impressed with the current-generation Forester since it debuted for 2019, and we made it a Consumer Guide Best Buy in 2020 and 2021 (stay tuned to see if it retains its Best Buy honors for 2022). The overall package remains roomy, comfortable, and practical, and it’s very pleasant to drive. The enhanced off-road chops of the new Wilderness model introduce no real day-to-day penalties beyond the lower estimated fuel economy. If you’re one of the increasing number of Americans who enjoy camping or off-the-beaten-path outdoor activities, the Forester Wilderness may be exactly what you’ve been looking for.

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2022 Subaru Forester Wilderness

The new-for-2022 Forester Wilderness model is a very “on-brand” addition to Subaru’s lineup. The various off-roading enhancements don’t do any favors for fuel economy, but they should enable outdoor-adventure-focused buyers more flexibility and capability in getting to out-of-the-way places.

Check out the Consumer Guide Car Stuff Podcast

2022 Subaru Forester Wilderness Gallery

(Click below for enlarged images)

Test Drive: 2022 Subaru Outback Wilderness

Car Stuff Podcast

Written by: Don Sikora II on October 25, 2021.

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2021 Jeep Grand Cherokee L Overland

2021 Jeep Grand Cherokee L Overland 4×4 in Silver Zynith (a $345 option)

Car Stuff Podcast 2021 Jeep Grand Cherokee L Overland 4×4

Class: Midsize Crossover/SUV

Miles driven: 579

Fuel used: 35.4 gallons

Real-world fuel economy: 16.4 mpg

Driving mix: 35% city, 65% highway

CG Report Card
Room and Comfort A-
Power and Performance A
Fit and Finish B+
Fuel Economy C-
Value B-
Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide's impressions of the entire model lineup.
Big & Tall Comfort
Big Guy A
Tall Guy A
Big & Tall comfort ratings are for front seats only. "Big" rating based on male tester weighing approximately 350 pounds, "Tall" rating based on 6'6"-tall male tester.
Drivetrain
Engine Specs 357-hp 5.74-liter
Engine Type V8
Transmission 8-speed automatic
Drive Wheels 4WD

EPA-estimated fuel economy: 14/22/17 (mpg city/highway/combined)

Fuel type: Midgrade gas

Base price: $54,995 (not including $1695 destination charge)

Options on test vehicle: Silver Zynith paint ($345), Luxury Tech Group IV ($1995), Advance ProTech Group III ($1995), Off-Road Group ($1095), 5.7L Hemi V8 engine ($3295; includes electronic brake hold and upgraded rear axle), Uconnect 5 Navigation with 10.1-inch display ($1795; includes 19-speaker high-performance audio and 950-watt amplifier)

Price as tested: $67,210

Quick Hits

The great:  Spacious cabin for both people and cargo; satisfying acceleration; upscale interior materials

The good: Off-road capability, especially when properly equipped; long list of options and available features

The not so good: Thirsty for midgrade gasoline; luxury-brand pricing, particularly when the options are ladled on

More Grand Cherokee L price and availability information

John Biel

The lure of the 3-row midsize SUV proved too great for Jeep to continue to ignore, so make room for the Grand Cherokee L.

It’s not Jeep’s first 3-row rodeo in this size class, the 2006-10 Commander having previously covered that ground. But in the years since the unlamented Commander laid down its arms, the field for vehicles of its type expanded. Indeed, at its debut as a 2021 vehicle, the Grand Cherokee L joined a field of 12 other “mainstream” and 11 “premium” midsize sport-utes with 6- to 8-seat capacity.

2021 Jeep Grand Cherokee L Overland

While the regular-length, two-row Jeep Grand Cherokee is a carryover for 2021, the new three-row Jeep Grand Cherokee L kicks off the Grand Cherokee’s fifth generation with an all-new design. A redesigned two-row Grand Cherokee is debuting for the 2022 model year on a shorter version of the L’s new architecture.

The name pretty much tells you all you need to know about the source material. It is a (L)onger Grand Cherokee—and will even be more so for 2022 when an updated 2-row model adopts the same core platform features—with an additional 6.9 inches of wheelbase and 15.1 inches of body length. (Fun fact: The Commander was derived from the Grand Cherokee of its day.) They share an 8-speed automatic transmission, a couple of engines, and four trim levels, but the ’21 Grand Cherokee L inaugurates a new unibody platform with a higher degree of aluminum components and greater use of high-strength steel. Where Grand Cherokee seating capacity is capped at five persons, the L seats six in standard form or seven with an optional second-row bench seat.

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2021 Jeep Grand Cherokee L Overland

The Grand Cherokee L’s interior ambiance is more upscale than previous Grand Cherokees, particularly in Overland and top-line Summit trim. The Overland’s standard features include a heated steering wheel and heated/ventilated front seats. A $1795 option package adds a 10-1-inch infotainment screen and a 19-speaker McIntosh-brand stereo.

Consumer Guide tested a 4-wheel-drive L in Overland trim. The base price with delivery was $56,690, but a trio of option groups, the 5.7-liter Hemi V8 engine, an audio upgrade, and premium Silver Zynith paint pushed the full tab to $67,210. Had the test vehicle been a rear-wheel-drive model, that figure would have been $2000 less.

Regardless of price or trim, the Grand Cherokee L affords excellent passenger space in the first two rows, and tolerable room for two adults in the third row, especially if middle passengers can track their seats forward. Tilting second-row captain’s chairs clear access to the back row. Front seats provide the most comfort (though one of our testers thought the seat backs should have been a bit plusher); seats in the other rows are a little firmer. The standard heated and ventilated Nappa-leather front seats in the test truck were equipped with back massagers as part of the $1995 Luxury Tech Group IV option.

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Grand Cherokee L

The center console houses dual cupholders, a wireless charging pad (included in the Luxury Tech Group IV option package), a rotary-dial shifter, and toggle switches for drive-mode selection and height adjustment for the standard Quadra-Lift air suspension. The Uconnect 5 touchscreen boasts high-resolution graphics and helpful displays, such as this 4WD-system readout that shows steering angle and locked/unlocked status of the transfer case and rear axle.

The personal items that users bring along can be stashed in the glove box; deep, two-tiered console box; covered bin at the front of the console that serves as the wireless-charging pad in models so equipped; and net pouches on the backs of the front seats. All four doors have pockets with bottle holders (smaller in back). Cup holders are found in the console, on the floor in the second row, and built into the sidewalls for third-row occupants.

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Jeep Grand Cherokee

There’s excellent space in the front and second-row seats. The Luxury Tech Group IV adds high-end features such as Nappa leather upholstery and 12-way power-adjustable seats with a back-massager function.

The roomy, elongated interior pays dividends in cargo space, too. With all seats up, there’s 17.2 cubic feet of room for stuff (plus some hidden space under the deck). Lower the power-retractable 50/50-split rear seats flat with the cargo floor and remotely release the middle seats and 84.6 cubic feet are at your disposal. However, it was suggested by one editor that the hatch opening seems small for the truck’s size and the roof’s slope restricts the height of the opening.

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2022 Grand Cherokee

Here’s one of the main benefits of the Grand Cherokee L’s extra length–third-row seats that are relatively easy to access and offer tolerable headroom and legroom for average-sized adults.

A 3.6-liter V6 of 293 horsepower is standard for all Grand Cherokee Ls. Overland, Summit, and Summit Reserve 4x4s can be had with the Hemi V8 that generates 357 horsepower and 390 lb-ft of torque. It costs $3295 to add to an L but it raises towing capacity to 7200 pounds—a full 1000 pounds more than the V6 can accomplish. Note that the Hemi is supposed to be fed mid-grade gasoline, and plenty of it. EPA fuel-economy estimates are 14 mpg in city driving, 22 mpg in highway use, and 17 combined, but this reviewer’s 96.4 miles in the truck—with 75 percent city-style operation—averaged just 11.6 mpg.

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2022 Grand Cherokee

In size and price, the Grand Cherokee L straddles the line between the midsize and large SUV classes. There’s a generous 17.1 cubic feet of cargo space behind the third-row seats, which grows to 46.9 cu. ft. with the third row folded.

If you need it, Jeep—being Jeep—will make even the plushest Grand Cherokee L ready for the dusty, rocky, or wet trail. CG’s tester was outfitted with the optional Off-Road Group with all-terrain tires on 18×8-inch alloy wheels; skid plates to guard the front suspension, transfer case, and fuel tank; and an electronic limited-slip rear axle. Three different 4×4 systems are doled out to the various models. Overlands get Quadra-Trac II with a two-speed transfer case that can automatically shift as much as 100 percent of available torque to the axle with the most traction. This system also includes “Selec-Terrain” traction management with console-lever-activated “Auto,” “Sport”, “Snow,” “Sand/Mud,” and “Rock” modes that tailor power application to the surface.

In our on-road driving, the Grand Cherokee L displayed great day-in, day-out ride and handling, especially in Auto mode, and it wasn’t too bad in Sport either. The standard air suspension automatically lowers the car highway speeds are attained (confirmation will appear on the instrument display), then raises it again at lower speeds. Choosing Sport mode lowers the vehicle right away. In off-road work, though, the L can be lofted an additional 2.4 inches for added ground clearance.

Quick Spin: 2021 GMC Yukon AT4

2022 Grand Cherokee Wheels

The optional 5.7-liter Hemi V8 adds a significant $3295 premium onto an already pricey vehicle (and it’s quite thirsty for midgrade gasoline), but it supplies satisfying power. Eighteen-inch aluminum wheels on all-terrain tires are included in the $1095 Off-Road Group, as are underbody skid plates and an electronic limited-slip rear differential.

The Uconnect 5 infotainment system in the pre-production test vehicle was optioned up to a larger 10.1-inch touchscreen and 19-speaker McIntosh stereo. The audio unit impressed all our editors for sound quality. However, the Uconnect was prone to seemingly random interruptions, including an instance when the touchscreen went dark, followed by about 15 seconds of loud buzz through the speakers and then a minute or two of a “hard reboot.” Also, one of our editors felt the screen was a little resistant to his inputs.

The 2021 Grand Cherokee L blazes the trail to the next generation of midsize Jeep SUVs. It does so with expected off-road capability and family-sized room, and it affords buyers the chance to select the levels of power and luxury that they want. That should prove hard to resist, too.

Test Drive: 2021 Hyundai Palisade Calligraphy

2021 Jeep Grand Cherokee L Overland

In Hemi-powered Overland 4×4 form, the Jeep Grand Cherokee L is not cheap to buy or run, but it offers copious space for both passengers and cargo, upscale cabin trim, lots of desirable technology features, and Jeep off-road capability.

Check out the Consumer Guide Car Stuff Podcast

2021 Jeep Grand Cherokee L Overland Gallery

(Click below for enlarged images)

First Spin: 2021 Jeep Grand Cherokee L

Written by: The Daily Drive staff on September 30, 2021.

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Sep 09, 2021BangShift Galleries, CAR SHOWS, Car Shows, Event Coverage, Gallery, ROAD TRIPS

Power Tour Photos: America’s Greatest Road Trip Had Awesome Muscle Cars, Trucks, Classics, Hot Rods, And More!

(Photos by Mike Brooks) Our Power Tour photo coverage continues with even more awesome rides from America’s best hot rod road trip. Muscle cars, hot rods, trucks, and more cruising the highways and byways of North America in search of fun, food, and great memories make for great photos and we’ve got more right here.

Mike was originally just going to show up for one or two stops on Power Tour this year and ended up staying for more because he was having such a good time. He’s got a rad square body C10 that was Caddy powered for many years, but after breaking it one too many times he decided to step up and get himself a brand spankin new crate engine from Blueprint Engines and is loving it. If you haven’t been on Hot Rod’s Power Tour, it is the ultimate traveling car show and has been a staple in the hot rodding community for decades. We’ve done it a jillion times and love the event, and so will you if you decide to go next year. We’ve got five galleries of photos from Mike, and as always can’t thank him enough for sending them in.

Here’s what Mike had to say when he emailed us saying he had photos to share.

Finally got my truck back on Power Tour this year. We only planned on hitting the first 3 stops and did so without issue. The truck and it’s new blueprint small block performed flawlessly as I put on 1100 miles from the time I pulled out of my garage until I put it back. We hit Norwalk, Dayton, and Indy as well as a little after party at Graham Rahal performance. 

IF YOU MISSED ANY OF OUR PREVIOUS POWER TOUR GALLERIES, CLICK THIS LINK

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Aug 06, 20211320 Event Coverage, 1320 Gallery, 1320 Spotlight, Apex Gallery, Apex Spotlight, BangShift Galleries, Event Coverage, Gallery, LAND SPEED RACES, Land Speed Races, XL Spotlight

Bonneville Speed Week 2021: Our Bonneville Speed Week Photos Start Right Here With The Nugget Car Show Hot Rod Photos!

(Photos by Wes Allison) Bonneville Speed Week 2021 officially starts tomorrow morning with cars, trucks, streamliners, lakesters, and more hauling ass on the salt at Bonneville. But no Bonneville Speed Week is really on before the Nugget Car Show that kicks off Friday night. There are a jillion people that come to Bonneville Speed Week to watch, but the biggest crowd shows up sometime Friday and spend Saturday and Sunday watching the action before heading home to wherever they came from on Sunday night. That means that the Friday and Saturday night car show at the Nugget Casino is THE place to be on Friday night in Wendover and there is plenty of beer flowing to celebrate.

This year promises to be an amazing year at Bonneville with all kinds of new cars making their debut and some old cars coming back out for the first time in years. Plus, the piston engine and wheel-driven all-time records are being aimed at with everything people can throw at them this year. We’ll see how the salt is, but we’re hoping for some big things this year at Bonneville.

As we say, this is our first gallery of photos and we’ll have tons of them coming throughout the week as we have Wes Allison on-site to shoot everything he can point a camera at. We’re going to make sure you have all the photos you could want and are going to start it off right with this gallery tonight and another one in the morning. Check it out!

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NPK Photos: All Your Favorite Street Outlaws Racing At No Prep Kings In Maple Grove!

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Charles Wickam and I were all excited to be heading down to the Williamson County Expo Center in Taylor Texas for the Texas Heat Wave Show, even though we had heard that the last couple years had not been super kind to the show. Texas Heat Wave has been around forever and was one of the premier custom truck shows when I was starting out in the mini truck scene and was one of those shows that Courtney, Finnegan and Alexander would hit and cover in the pages of the magazine all the time and that I dreamt about going to. So when I moved to Texas in December of 1997 I was stoked as hell to be taking my lifted, bagged,  shaved, flamed, and billet-equipped 1992 Chevy pickup to the show the next summer. And oh did I! And it was awesome!

Everywhere you looked were bagged, body dropped, lifted, shaved, and all-around custom trucks of every size and description. From mellow street cruisers and daily drivers to the most insane show trucks, they were all there and cruising the grounds. This show was definitely what it was originally started to be back in 1989 when two clubs started this show to be like a West Coast truck show. That means three days, camping and partying and cruising, like Resolutions, numerous events on the River in California and Arizona, and more. And the folks in Texas nailed it with Texas Heat Wave. Unfortunately, the growth and fame also caused some issues as the event outgrew venues in the Austin area and found resistance from some local law enforcement. This was the case when I went in 1998, but it was still an epic show.

Fast forward over the next few years and other venues and the show was still great even with some location challenges. I moved back to California in 2007 and didn’t do much in the custom truck show scene as I was focused on racing, but when I came back here to Texas last year I was hoping to hit Heat Wave up again, which leads me to this weekend.

It was hot, which is no surprise for Heat Wave, as it is always held in late July or August which is the hottest time of the year here in Texas. So Wickam and I trudged our fat asses around the show, losing a few pounds in water at least, and a whole stack of cash out of our wallets to get in, and checked out most everything that was on-site, and the turnout was certainly not overwhelming. I’m sure COVID is still impacting things, but there was a lot of open space at this show, which has not been the case in other custom truck shows this year, and the venue didn’t seem to be utilized very well. Despite having lots of nice open grassy areas there was a huge amount of the show on gravel which made for a very dusty mess that just wasn’t nearly as enjoyable as it could have been. And for us, the variety of trucks just wasn’t there that we’d seen at other events this year, which was again a little disappointing.

I love trucks, and respect stuff even if it isn’t my cup of tea, but the bro dozers felt like the largest group of trucks at this event this year and we heard it from several other show goers walking around. Again, kudos to those guys for building some cool rides, but we also wanted to see more lowered and custom trucks. And there were some, which we have photos of to share, but we were hoping for a lot more. The tattoo expo part of the show was small but cool and the stereo display and sales area was hopping too. In fact we spoke to a few manufacturers about projects we have to plan for and got some great information and saw some cool new stuff. We’re hoping for big things from Texas Heat Wave in 2022, so we aren’t giving up on it, and hope that all of you truck enthusiasts out there will come on down and make Heat Wave great again as well!

CHECK OUT OUR FIRST GALLERY OF PHOTOS BELOW AND CLICK ON ANY PHOTO TO MAKE IT LARGE SO YOU CAN CLICK THROUGH THEM ALL QUICK AND EASY

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Jul 13, 2021Apex Event Coverage, Apex Gallery, BangShift APEX, BangShift Galleries, BangShift News, CAR SHOWS, Drag Races, Event Coverage, Gallery, OTHER

2021 Goodguys Summit Racing Equipment Nationals Photo Coverage: More Cool Cars, Trucks, Bruisers, and Hot Rods From The Show!

(Photos by Wes Allison) – We’re back with more great images from the 2021 Goodguys Summit Racing Equipment Nationals presented by PPG. This was a monster of a show that totally bounced back from a 2020 cancellation for reasons that need no explanation. Goodguys has been a juggernaut in the car show industry for decades now and like everything else, people were wondering what 2021 would look like after most hot rodders had a “year off”. Well, the answer is that it looks pretty damned good. We’re talking about record car counts, spectator counts, and the complete spectrum of vehicles that you can image.

From the most modern cutting edge pro touring cars to the laid out International Harvester you see in the lead image, that’s what this massive gathering was all about. Horsepower, style, friends, family, and fun. Check out the photos!

Hit the images below to expand them and then scroll on with the arrow keys to see ’em all

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Hookin' and Bookin': Watch the Legendary Ken Veney Make A Picturesque Full Pull In His Mini-Rod Tractor

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Prime vs AWD-e

2021 Toyota Prius Prime Limited (left) vs 2021 Toyota Prius XLE AWD-e

With hybrid vehicles of all sorts now commonplace in the American new-vehicle market, the Toyota Prius doesn’t get the respect (or sales numbers) it once did. These days, most major manufacturers offer numerous hybrids, plug-in hybrids, or both—and increasingly, these hybrids are versions of regular-line vehicles, not stand-alone, hybrid-only models. The majority are also SUVs—the type of everyday family vehicle American buyers are choosing in greater numbers than 4-door sedans of any stripe.

Still, the Prius has a lot to offer, in addition to the obvious benefits of its standout fuel economy. Considering its compact-car footprint, it provides respectable room for adults in both the front and rear seats, and its hatchback-sedan layout improves its cargo-hauling versatility over a traditional 4-door sedan. In any of its forms, the Prius is no performance machine. The suspension and steering are set up for everyday commuting, not enthusiastic cornering. Acceleration is a bit tepid compared to the average new vehicle, particularly in highway driving. But as an around-town commuter, it keeps up with the flow of traffic just fine—thanks in part to the immediate response of its electric motor(s).

And, the Prius comes in multiple flavors that make it more attractive to buyers with specific wants and needs. The current generation of the Prius debuted for 2016, and the Prius Prime plug-in-hybrid version was added for 2017. All-wheel-drive Prius “AWD-e” models followed for 2019.

The larger battery in Prius Prime models enables them to offer an estimated 25 miles of pure-electric driving—enough range for gas-free daily commuting for many Americans. And when its plug-in battery charge is used up, the Prime simply switches to normal gas/electric-hybrid operation like other Priuses. So, long road trips are no problem—no range anxiety or concerns about finding a charging station.

The Prius AWD-e models add an electric motor to power the rear wheels, to deliver improved traction in slippery and/or snowy conditions—just the ticket for eco-conscious buyers in cold-weather or high-altitude climes. The motor always powers the rear wheels when accelerating from a stop up to 6 mph, then disengages unless wheel slip is detected, in which case it powers them up to 43 mph. This allows for a “boost” at launch while shutting off the motor when it’s not needed in order to improve fuel economy.

We tested both a Prius Prime Limited and a Prius XLE AWD-e and decided to line them up head-to-head to see how they compare. Check out our pics below, as well as our observed fuel economy, optional-equipment lists, and report-card info on our two test cars.

You’ll pay more, of course, for the added functionality of either the powertrain or the plug-in-hybrid powertrains—and the latter commands the larger price premium.  Our Prime test vehicle was about $3600 more than our AWD-e tester, but most of that gap is attributed to the up-level equipment of the Prime’s top-line Limited trim (a trim level that the AWD-e does not offer). Though the equipment levels don’t line up exactly, the base-price gap drops to about $1100 when comparing the Prime and AWD-e LE models (the base trim level for both) and just $425 when comparing XLE models.

Test Drive: 2020 Toyota Prius Limited

Prime vs AWD-e

Prius vs. Prius

Prius vs. Prius

Prius vs. Prius

The Prius Prime gets a slightly more aggressive look via quad LED headlights and a blacked-out, inset front-fascia design.

Test Drive: 2021 Honda Accord Hybrid Touring

Prius vs. Prius

The Prius Prime’s rear end styling is a bit swoopier as well. It’s highlighted by an unusual compound-curve rear window (which thankfully doesn’t affect the view astern) and a sleek-looking full-width taillight arrangement.

Quick Spin: 2020 Toyota Corolla Hybrid LE

Prius vs. Prius

Both the Prime and regular Prius models have an unusual vertical “mini-window” beneath the main rear window. This provides a bit of extra rear visibility, but the large crossbar splitting the view can be disorienting.

First Spin: 2021 Toyota Camry

Prius vs. Prius

Not much different here, in terms of visuals or horsepower. Both the Prime and the AWD-e have the same 121-hp 4-cylinder hybrid powertrain, but the Prime feels a bit zippier overall.

Test Drive: 2021 Toyota Venza XLE

Prius vs. Prius

A vertically oriented 11.6-inch touchscreen is standard equipment on Prius Prime XLE and Limited models, but it’s unavailable on the Prius AWD-e. The plus-size screen is able to display multiple readouts—such as the navigation-system map and hybrid power-flow readings—at the same time, a nice feature.

Quick Spin: 2021 BMW 330e

Prius vs. Prius

Here’s a subtle but significant downside to the Prius Prime—in order provide space for the larger battery pack, the Prime’s rear cargo floor is raised by a couple inches over the non-plug-in Prius versions. That doesn’t sound like a lot, but it reduces the Prime’s cargo capacity more than you might think—there’s 19.8 cubic feet of room behind the rear seats, compared to 27.4 cubic feet in the AWD-e (which offers the same cargo capacity as the front-wheel-drive Prius). That can be the difference between a large box or other cargo item fitting, or not fitting.

Test Drive: 2021 Mini Cooper SE Countryman ALL4 PHEV

2021 Toyota Prius Prime Limited

Prius Prime

2021 Toyota Prius Prime Limited in Blue Magnetism

Class: Compact Car

Miles driven: 229

Fuel used: 2.3 gallons

CG Report Card
Room and Comfort B-
Power and Performance C+
Fit and Finish B+
Fuel Economy A+
Value A-
Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide's impressions of the entire model lineup.
Big & Tall Comfort
Big Guy B-
Tall Guy B
Big & Tall comfort ratings are for front seats only. "Big" rating based on male tester weighing approximately 350 pounds, "Tall" rating based on 6'6"-tall male tester.
Drivetrain
Engine Specs 121-hp 1.8-liter
Engine Type 4-cylinder plug-in hybrid
Transmission CVT automatic
Drive Wheels front

Real-world fuel economy: 99.5 mpg

Driving mix: 70% city, 30% highway

EPA-estimated fuel economy: 54 mpg/133 MPGe (both in combined city/hwy driving)

Fuel type: Regular gas

Base price: $34,000 (not including $995 destination charge)

Options on test vehicle: Carpet mat package ($259), door edge guards ($125), rear bumper applique ($79), illuminated door sills ($299)

Price as tested: $35,757

Quick Hits

The great: Outstanding fuel economy with pure-electric capability on short trips

The good: Around-town throttle response, ride quality, cargo space and versatility, relatively affordable pricing

The not so good: Not all drivers like unconventional control layout, limited highway-speed merging and passing power, larger battery compromises cargo-hauling capacity

More Prius price and availability information

2021 Toyota Prius XLE AWD-e

Prius AWD-e

2021 Toyota Prius XLE AWD-e in Magnetic Gray Metallic

Class: Compact Car

Miles driven: 442

Fuel used: 8.8 gallons

CG Report Card
Room and Comfort B-
Power and Performance C+
Fit and Finish B
Fuel Economy A+
Value A-
Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide's impressions of the entire model lineup.
Big & Tall Comfort
Big Guy B-
Tall Guy B
Big & Tall comfort ratings are for front seats only. "Big" rating based on male tester weighing approximately 350 pounds, "Tall" rating based on 6'6"-tall male tester.
Drivetrain
Engine Specs 121-hp 1.8-liter
Engine Type 4-cylinder hybrid
Transmission CVT automatic
Drive Wheels AWD

Real-world fuel economy: 50.2 mpg

Driving mix: 55% city, 45% highway

EPA-estimated fuel economy: 51/47/49 (mpg city, highway, combined)

Fuel type: Regular gas

Base price: $29,575 (not including $995 destination charge)

Options on test vehicle: Advanced Technology Package ($800), carpet floor mats/carpet cargo mat ($259), door edge guards ($125), rear bumper applique ($69), cargo net ($49), illuminated door sills ($299)

Price as tested: $32,171

Quick Hits

The great: Outstanding fuel economy with all-weather traction of all-wheel drive

The good: Around-town throttle response, ride quality, cargo space and versatility

The not so good: Not all drivers like unconventional control layout, limited highway-speed merging and passing power

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Check out the Consumer Guide Car Stuff Podcast

2021 Prime vs AWD-e Gallery

(Click below for enlarged images)

Prime vs AWD-e

5 Ways Hybrids are Different

Prime vs AWD-e

Written by: Damon Bell on June 23, 2021.

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2021 Subaru Forester Sport

2021 Subaru Forester Sport in Dark Blue Pearl

2021 Subaru Forester Sport2021 Subaru Forester Sport

Class: Compact Crossover

Miles Driven: 234

Fuel Used: 8.9 gallons

Real-world fuel economy: 26.3 mpg

CG Report Card
Room and Comfort A
Power and Performance B-
Fit and Finish B
Fuel Economy B+
Value A-
Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide's impressions of the entire model lineup.
Big & Tall Comfort
Big Guy A
Tall Guy A
Big & Tall comfort ratings are for front seats only. "Big" rating based on male tester weighing approximately 350 pounds, "Tall" rating based on 6'6"-tall male tester.
Drivetrain
Engine Specs 182-hp 2.5L
Engine Type Flat four
Transmission CVT automatic
Drive Wheels All-wheel drive

Driving mix: 40% city, 60% highway

EPA-estimated fuel economy: 26/33/29 (mpg city/highway/combined)

Fuel type: Regular gasoline

Base price: $29,395 (not including $1050 destination charge)

Options on test car: Optional Package ($1645; includes STARLINK 8.0-inch Multimedia Plus touchscreen infotainment interface, 9-speaker Harman Kardon premium audio system, Reverse Automatic Braking, and power rear liftgate with height-memory function)

Price as tested: $32,090

Quick Hits

The great: Outward visibility, generous passenger and cargo space

The good: Nice mix of passenger-car and SUV elements, plenty of standard safety features

The not so good: Somewhat intrusive engine stop/start system; driving character isn’t particularly sporty

More Forester price and availability information

John Biel

Perhaps the most hopeful word in the automaker’s lexicon is “Sport.” It suggests a lot—driving fun, mostly—even if it occasionally delivers something less, or at least different.

What vehicles some manufacturers choose to call Sport get that name relative to whatever else is in their vehicle lines. Take the Subaru Forester. What makes its Sport a sport? Mostly black-and-orange appearance highlights and a heightened selectable driving mode. To be sure, it has several other features that help to foster the sport idea, but these are found in some other Foresters as well.

2021 Subaru Forester Sport

The Sport model sits square in the middle of the Forester lineup. It comes standard with features such as a blind-spot monitor with rear cross-traffic alert, unique black and orange trim accents, and LED foglights.

Don’t get the impression that we are sour on the Forester. Nothing could be further from the truth about this compact-crossover SUV that is a Consumer Guide “Best Buy” in its class on account of its practicality, spaciousness, versatility, and off-road capability. We’re merely pointing out that the 2021 Sport model that we got to test is what it is and nothing more.

First Spin: 2022 Subaru Outback Wilderness

2021 Subaru Forester Sport

The Sport model’s numerous orange accents liven up the cabin ambiance a bit. We have no complaints with the Forester’s dashboard and infotainment-system layout–controls are logically arranged and easy to use.

The Sport sits dead center in the 5-model Forester lineup, priced (with delivery) at $30,445. You can pick it out of that crowd thanks to its vibrant orange accents on the lower body, two-tone cloth upholstery, air vents, and console plate; fully blacked-out grille; and black-finish 18-inch alloy wheels.

Sport comes with a “7-speed” manual mode for the automatic continuously variable transmission (CVT). This unit, also found in the costlier Touring and—for ’21—Limited Foresters, is no high-performance revelation. There’s no bite to the paddle-activated shifts, no great sense that you’ve dipped down into the power band to keep acceleration building in a rush, just slight and subtle changes and a brief softening of sound from the 182-horsepower 2.5-liter horizontally opposed “flat four” engine. The SI-Drive engine-management system in Sports does include an “S#” mode (think “Sport Sharp”) with livelier throttle response.

Test Drive: 2021 Ford Bronco Sport Outer Banks

2021 Subaru Forester Sport

The Forester’s tall-ish body build provides excellent headroom in both the front and rear seats. You’ll have to step up to a Limited model if you want leather upholstery, but the Sport’s cloth upholstery looks and feels pretty nice.

Frankly, powerteam performance is not one of the things that earned the Forester its Best Buy designation. Acceleration is mediocre with just 176 lb-ft of torque. It’s at least enough grunt for decent driving on surface streets and competent highway operation. EPA fuel-economy ratings are 26 mpg in the city, 33 on the highway, and 29 combined. This tester averaged 28.5 mpg after 155.5 miles with 33 percent city-type driving. An automatic stop/start function is included to help save gas, but its engagement is noisy, rough, and a little slow. It can be switched off.

First Spin: 2022 Hyundai Tucson

2021 Subaru Forester Sport

A panoramic sunroof is standard on all Foresters except the base model.

All Foresters come with 4-wheel disc brakes, but larger-diameter front discs are used on the Sport, Limited, and Touring. Sport is also the level at which a chrome exhaust outlet and blind-spot/rear cross-traffic alerts kick in as standard. LED fog lights are shared with the Touring. All but the base model come with X-Mode (including hill-descent control) to adjust powertrain performance and vehicle dynamics for better traction from the torque-vectoring Symmetrical All-Wheel-Drive system. Like other current-generation Foresters we’ve driven, the Sport displays a likeable balance of ride and handling qualities from its fully independent suspension in street and expressway driving.

The major change to the ’21 Forester is the inclusion of steering-linked LED headlights with automatic high beams as standard equipment throughout the line. The test truck came with the one option group available for the Sport, a package with a Subaru Starlink Multimedia Plus system (including an 8-inch touchscreen and 9-speaker Harman Kardon audio), reverse automatic braking, and power liftgate with memory height setting. Some other Sport standard comfort and convenience features are a panoramic moonroof, roof rails, automatic climate control, satellite radio, 10-way power-adjustable driver’s seat, heated front seats, keyless entry and starting, leather-wrapped steering wheel and shift knob, and electronic parking brake with auto-hold function. For safety there is “EyeSight” with forward-collision warning and mitigation, lane-departure warning, lane-keep assist, adaptive cruise control, and Lead-Vehicle Start Alert.

Forester got commendably roomier with its 2019 redesign. Leg- and headroom are very good in both rows. Big windows and slim front and door pillars make for excellent driver vision to all but the extreme rear corners, where rising bodywork cuts into the view. The four main seats are comfortable, and three adults might wedge into the second row for brief trips. Entries and exits are easy.

Missing Pistons? A Gallery of 3-Cylinder Vehicles

2021 Subaru Forester Sport

We’re fans of the Forester’s extra-wide cargo area and rear liftgate aperture, and the overall cargo volume is generous as well: 35.4 cubic feet behind the rear seats, and 76.1 cubic feet with the rear seats folded.

While bright with its orange accents, cabin ambience comes off a little, uh, hardier in the cloth-upholstered Sport. Driving controls are bright and legible, the audio system is easy to program and use. The climate controls rely on handy dials for temperature and fan speed, with just four buttons for other functions.

Storage for personal items is handled by decently sized glove and console boxes. The latter comes with a small-item organizer that has to be removed to expose the main space. The front of the console is an open space with device inputs. Big pockets rest in the front door. Open cup holders are found in the console and pull-down rear armrest; all four doors have spaces for bottles.

First Spin: 2021 Buick Envision

Forester Sport

The Forester’s lone powertrain is a 182-hp 2.5-liter 4-cylinder paired with a CVT automatic transmission–acceleration is a bit tepid overall. Sport models come standard with black-finish 18-inch alloy wheels.

A spacious, flat floor awaits cargo loaded in back. With the 60/40-split rear seats retracted, there is room for 76.1 cubic feet of stuff. The lowered seats pitch up a little from the cargo floor, but a cover panel provides an uninterrupted surface. An underfloor storage space is configured to hold the standard cargo cover when not in use.

The Subaru Forester Sport certainly lives up to its name in terms of appearances, and it does boast what features the model line has to maximize the little SUV’s driving character. Considering that it carries some of the pricier models’ equipment at a lower cost, it actually makes a bit of sense as a bargain proposition. Yes indeed, it is what it is.

Quick Spin: 2021 Subaru Crosstrek Limited

2021 Subaru Forester Sport, Dark Blue Pearl,

The “sport” in the Subaru Forester Sport is really only appearance features, but that’s OK… the basic Forester offers excellent passenger and cargo space for its size, and the Sport brings desirable features at a reasonable price.

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Listen to the Consumer Guide Car Stuff Podcast

2021 Subaru Forester Sport Gallery

(Click below for enlarged images)

Best Small Crossovers of 2021

Written by: The Daily Drive staff on May 24, 2021.

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May 22, 2021BangShift Galleries, Car Shows, Gallery, Truck / Tractor Events

If You Like GM Trucks Then You Have To Check Out All Our Photos From The C10 Nationals At Texas Motor Speedway

(Photos by Charles Wickam) It doesn’t really matter what year Chevrolet or GMC trucks you like, there was likely to be something there you dug because the C10 Nationals have become the all encompassing GM truck event with more action than you can imagine. Dyno shootout, drag races, truck show, autocross, burnout contests, and more are all on site at this event and it really is something to see. Wickam drove his multicolored C1500 to the show and then proceeded to snap a jillion photos, take some rides in killer autocross trucks, and even choose a winner for our BANGshift Pick award.  I’ve got a new gallery each day this week from the event, so remember to check back in each day for the latest photo from Wickam. Remember, there is another C10 Nationals event happening in September in Nashville, so you are going to want to check that one out if you live anywhere within 3 states of Tennessee. It’s going to be an epic event as well.

The C10 Nationals have become one of the must-attend truck shows in the country in recent years and with good reason. The show is huge, is held in a killer location, and you are sure to find every single kind of C series GM truck you can imagine. No matter what you like, you’ll find it here and probably in multiples. Short beds, long beds, duallys, and more, are all here and ready to check out regardless of what years of C10s you are into. With drag racing, autocross, burnout competitions, a dyno challenge, and the huge car show all happening around the facility there was plenty to do and see for everyone on site.

Luckily our dude Charles Wickam was on-site to take it all in as I had to go to Bryan Texas for an SDBA Drag Boat race and couldn’t come to the show. Wickam shot all kinds of photos and even gave out our BANGshift Pick award to one lucky attendee at the show. They won an entry into the upcoming C10’s in the Park event happening this fall in Waxahachie and you can see the truck he picked in the blog item linked below.

CLICK HERE TO SEE OUR OTHER GALLERIES FROM THE C10 NATIONALS

CLICK HERE TO SEE OUR BANGSHIFT PICK FROM THE C10 NATIONALS

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