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Test Drive: 2022 Acura MDX Advance

admin • May 14, 2021

Acura MDX SH-AWD Advance in Performance Red Pearl

2022 Acura MDX SH-AWD Advance

Miles driven: 481

Fuel used: 23.7 gallons

CG Report Card


Room and Comfort	A-
Power and Performance	B+
Fit and Finish	A
Fuel Economy	B
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	290-hp 3.5L
Engine Type	V6
Transmission	10-speed automatic
Drive Wheels	All-wheel drive

Real-world fuel economy: 20.3 mpg

Driving mix: 40% city, 60% highway

EPA-estimated fuel economy: 19/25/21 (mpg city, highway, combined)

Fuel type: Premium gas recommended

Base price: $60,650 (not including $1025 destination charge)

Options on test vehicle: Performance Red Pearl paint ($500)

Price as tested: $62,175

Quick Hits

The great: Nicely composed ride and handling; classy, comfortable cabin; spacious cargo area

The good: Satisfying acceleration; outstanding stereo system

The not so good: Finicky touchpad control interface requires lots of acclimation

More Acura MDX price and availability information

John Biel

The 2022 Acura MDX has had its “gap year” and now it’s ready to get back to the business of toting up to seven passengers and their stuff. This premium midsize crossover SUV skipped the 2021 model year to clear space for an early release of the 2022 job that marks the start of the MDX’s fourth generation.

Acura’s three-row midsize SUV skipped the 2021 model year; it gets a full redesign that launched as an early 2022 model. The ’22 MDX rides an all-new, slightly larger platform and gets fresh styling inside and out.

Acura has fashioned the ’22 on a new platform—the most rigid SUV chassis the manufacturer says it has ever made—with the dash-to-axle proportion increased by more than four inches for a different look. There’s a new double-wishbone suspension in front for better handling, too. While the 3.5-liter V6 is a link to MDXs of yore, it is now hooked to a 10-speed automatic transmission that replaces the former 9-cog box.

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The new MDX’s cabin is more luxurious than before, and it gains some welcome new tech features and a widescreen 12.3-inch infotainment display. Elements such as the large drive-mode selector knob and True Touchpad control interface are lifted from the redesigned-for-2021 Acura TLX sedan; the touchpad control interface requires lots of practice. A wireless charging pad is nestled on the center console to the left of the dual cupholders.

Consumer Guide’s experience with the new MDX began right at the top with an Advance that starts at $61,675 with delivery, but this one tacked on another $500 for Performance Red Pearl paint. Base and Technology models have a choice of front- or all-wheel drive, but every A-Spec and Advance comes equipped with the latter.

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Acura’s push-button gear selector takes a bit of acclimation. USB and USB-C charging ports are housed in a pop-up panel to the right of the shifter.

In Acuraspeak, trim levels are considered packages. The Advance Package adds 13 specific features. On the surface there are a hands-free tailgate, auto-dimming side mirrors, and LED fog lights. Cabin enhancements include excellent 16-speaker ELS Studio 3D premium audio, comfortable sport seats with perforated leather—ventilated in front, 16-way power-adjusted front seats, heated second-row seats, heated steering wheel, and open-pore wood trim. Additional tech comes in the form of a surround-view camera, head-up display, and remote engine start.

A new feature for all MDXs is built-in Amazon Alexa compatibility, making it the first Acura so equipped. Other infotainment and connectivity items are wireless Apple CarPlay/Android Auto smartphone integration, wireless charging, Wi-Fi hotspot, AcuraLink telematics communication system, Bluetooth hands-free phone connectivity, HD and satellite radio, and navigation with voice activation. Unfortunately, some of these systems are managed by an utterly unappealing console touchpad. This driver found it maddening to do something as simple as input audio presets—the tiniest imprecision would move the “cursor” off the desired spot—this while parked. Manipulating this device with accuracy while on the move, even with a hand settled on the built-up rest just behind the square pad, seems like a pipe dream. AcuraWatch, the brand’s bundle of safety and driver-assistance technologies, brings in adaptive cruise control, traffic-jam assist, forward-collision warning and automatic braking, lane-departure warning and lane-keeping assist, road-departure mitigation, and high-beam assist.

The V6 is carried over at the same 290 horsepower and 267 lb-ft of torque. It continues to deliver strong—but not overpowering—performance in concert with its silky new transmission partner. Twisting the mode-selector dial to “Sport” elicits delayed upshifts and, Acura claims, a sportier engine sound, though it didn’t register much different to these ears. The EPA expects the AWD Advance to average 19 mpg in the city, 25 mpg on the highway, and 21 in combined use. This reviewer logged 20.8 mpg from a 134-mile stint with 29 percent of it in city-type driving conditions.

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There’s excellent space in the MDX’s front seats and respectable-for-the-class room in the second row.

It seems that Sport mode makes more of an impact in driving dynamics. It firms up steering and suspension feedback and tweaks the torque vectoring provided by the rear-biased “Super Handling All-Wheel Drive” system. With appropriate equipment, towing capacity is listed at 5000 pounds. The new front suspension was picked out for its ability to keep the tire tread better aligned to the road surface more of the time than the previous strut suspension could. Ride—even on 20-inch wheels—is slightly softer but not flabby in “Normal” mode. Braking is predictable and responsive.

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The second-row seats slide and tilt forward to ease access to the third row. The third-row seats are best suited for pre-teens, but they’re tolerable for average-sized adults as well, at least for short trips. If you don’t need a seventh seat, the center section of the second-row seats is removable to create a center pass-through to the third row.

While front-row occupants revel in all the leg- and headroom that most will ever need, the longer-legged of them might not realize that they are crowding people sitting in the middle row. With the driver’s seat all the way back, this sub-6-foot tester had his knees up against the seat back. A minimal floor hump improves prospects for 3-abreast adult seating on the 40/20/40 second-row seats, which have reclining backs.

Third-row space and seat height have been improved to the point that they now are barely welcoming to average-sized adults. Access to third row is fairly constrained. You can get there by squeezing behind the middle seats when they are tracked forward or by fully removing the middle fifth of the second row to create a pass-through.

The MDX’s cargo space is improved over the previous generation. There’s 16.3 cubic feet of volume behind the third-row seats, 39.1 cubic feet with the third row folded, and 71.4 cu. ft. with both the second and third rows folded.

High-quality materials and an abundant use of soft-to-the-touch surfaces make the cabin a pleasant place in which to cover ground. The driving-control displays—in the dash or on the windshield—show up clearly. The Honda/Acura transmission selector of three push buttons and a lever for Reverse requires some acclimation. Climate controls utilized lots of function buttons and repetitive-push flippers for temperature settings.

Glove-box size isn’t bad but the owner’s manual takes up most of what room there is. (Still, we’d rather have a print manual to thumb through rather than a digital one on the infotainment screen where we would view one. Page. At. A. Time.) The console box is kind of deep but not terribly big on the sides. Door pockets with bottle holders are much smaller in back than in front. There are hard-sided pouches on the backs of the front seats. Exposed cup holders are found in the console. When the back of the “20” section of the second-row seat is retracted, it forms an armrest with cup holders and a small open tray. Third-row passengers will find a cup holder and USB charge port on each side.

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For now, the MDX’s sole powertrain is a 290-hp 3.5-liter V6 that’s paired with a 10-speed automatic transmission (a high-performance Type S model is coming soon). Twenty-inch alloy wheels are standard on all but base-model MDXs.

Cargo area has been increased, reaching 71 cubic feet with second- and third-row seats folded. They sit flush with the gently rising load floor—though there is a slight gap behind the middle-row seats. A lift-off rear cargo-floor panel can serve as the top of a bin to keep valuable (or unsightly!) items hidden, or it can be removed to open up some more cargo capacity.

Acura says MDX platform features will eventually reach other models. This likable luxury SUV lets you enjoy them now.

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The redesigned-for-2022 Acura MDX brings crisp new styling, improved interior space, and a host of new tech features, all at very competitive prices for its class. It remains a must-see premium midsize three-row SUV.

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2022 Acura MDX Advance Gallery

(Click below for enlarged images)

2022 Acura MDX

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2022 Acura MDX

Written by: The Daily Drive staff on May 13, 2021.

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Photo Coverage: More Corner Carvers Front And Center At LSFest West In Las Vegas!

admin • May 8, 2021

New, old, weird, common, you name it and they had it on hand at Holley’s LSFest West in Las Vegas. And there was no shortage of weird and wacky and fun and awesome going around the autocross, track cross, 3S challenge and more during this insane event. We call it insane because the size, scope, and variety are unlike any other event in the world, which has become a staple in the LSFest world. Check these photos out and tell us which ones are your favorites.

IF YOU MISSED ANY OF OUR PREVIOUS PHOTOS FROM LSFEST WEST, CLICK HERE

LSFest is a spectacle people and that was never more apparent than in Las Vegas during the 2021 LSFest West event held at The Strip at Las Vegas Motor Speedway. With thousands of cars, and tens of thousands of spectators, it was an event of epic proportions even during these COVID times. Thanks to a great partnership between Holley’s production team, track staff at Las Vegas Motor Speedway, along with local, county and state health organizations, this event was able to happen. And happen it did. There were cars, trucks, SUVs, vans, buggies, exotics, pre-runners, race trucks, and everything in between on site to celebrate everything you can do with LS power. We’re talking Drag Racing, Autocross, 3S Speed Stop, Donuts, Burnouts, Drifting, Sideshow, Truck Jumps, Dyno pulls, Manufacturers Midway and tons of food and drink. This is an event like none other and has a very different personality than LSFest East in Bowling Green Kentucky. If you have only been to one, you definitely need to get to the other.

Everyone that’s anyone wants to be at LSFest and this weekend was no different. YouTube stars from B is for Build, Cleetus McFarland, Blake Wilkey, and more were on hand to throw down, have fun, and cut loose in Vegas. After having to cancel the 2020 show, despite trying to reschedule, there were fans, racers, and enthusiasts from all over the country clamoring to get to Las Vegas for this year’s event. Because no on site ticket sales were allowed, all entries were pre-entry and everyone had to buy their spectator tickets ahead as well. After a bustling Friday, Saturday morning started with record numbers coming through the gates for an actual sold out crowd. And we’re not talking about the BS sold out claims you get from some promoters, we’re talking actually sold out crowd and it was epic to see.

For GREAT deals on a new or used Chrysler, Dodge, Jeep or RAM check out Monrovia CDJR TODAY!

Test Drive: 2021 Hyundai Elantra SEL

admin • April 8, 2021

2021 Hyundai Elantra SEL in Shimmering Silver Pearl

2021 Hyundai Elantra SEL

Class: Compact Car

Miles driven: 757

Fuel used: 21.6 gallons

CG Report Card


Room and Comfort	B
Power and Performance	C+
Fit and Finish	B-
Fuel Economy	B
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	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	147-hp 2.0L
Engine Type	4-cylinder
Transmission	CVT
Drive Wheels	Front-wheel drive

Real-world fuel economy: 35.0 mpg

Driving mix: 35% city, 65% highway

EPA-estimated fuel economy: 31/41/35 (mpg city, highway, combined)

Fuel type: Regular gas

Base price: $20,900 (not including $995 destination charge)

Options on test vehicle: Convenience Package ($950), Premium Package ($2100), carpeted floor mats ($155)

Price as tested: $25,100

Quick Hits

The great: Spacious interior for the class; comfortable, compliant ride

The good: Generous level of standard features, value pricing

The not so good: Middling acceleration; polarizing styling; so-so interior materials

More Elantra price and availability information

John Biel

You may or may not like the new Hyundai Elantra’s looks, especially the creased and beveled bodysides. You may or may not appreciate the powerteam used in most gas-engine models, a naturally aspirated 2.0-liter 4-cylinder engine and continuously variable transmission (CVT). However, we’ll wager that starting prices—with delivery—ranging from $20,645 to $26,445 will meet with broad approval.

Hyundai uses the term Parametric Dynamics to describe the provocative styling theme for its redesigned-for-2021 Elantra. The body panels wear sharp character lines that create “gem-like” shapes.

Obviously, anyone truly put off by the seventh-generation Hyundai compact sedan’s appearance or performance won’t be able to justify even a dime of those figures. For everyone else, though, there’s good value to be found in the 2021 Elantra.

Gas models come in four trim levels running up from SE to SEL, N Line, and Limited. (Blue and Limited gas/electric hybrids are newcomers to the Elantra family that cost $2655 more than gas-only SEL and Limited, respectively.) Consumer Guide editors sampled an SEL that started at $21,895 but barely exceeded $25,000 with a pair of option packages and a set of carpeted floor mats.

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The Elantra’s interior features a fairly dramatic design, but rather pedestrian materials. The Convenience Package ($900) adds a host of upgrades, including a 10.25-inch LCD digital instrument panel, leather-wrapped steering wheel and shift knob, heated front seats and outside mirror, wireless charging pad, and an electronic parking brake.

Any ’21 Elantra is going to present its owner with a car that is a little longer, wider, and lower than the previous-generation model. All feature standard blind-spot and rear cross-traffic alerts, forward-collision avoidance with pedestrian detection, lane-keep and lane-follow assists, headlight high-beam assist, and safe-exit warning. Apple CarPlay and Android Auto smartphone compatibility are standard as well, and those with the base 8-inch infotainment touchscreen that’s standard for all but Limiteds boast wireless versions of both systems. Save for the SE, keyless entry and push-button starting are part of the deal, too.

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There’s respectable space for adults in both the front and back seats. The front seats are comfortable and supportive.

That’s hardly all. The test car also had a hands-free trunk release, dual-zone automatic climate control, a 12-volt outlet and twin USB ports, satellite radio, and Hyundai Blue Link telematics services. Option packages replaced the standard 16-inch alloy wheels with 17-inchers, the 6-speaker audio system with a Bose 8-speaker unit, conventional driving gauges and 4.2-inch vehicle info display with a 10.25-inch virtual display, conventional cruise control with adaptive stop-and-go cruise, and the full-bench folding seat back with a 60/40-split-folding seat. Some further extra-cost add-ons were a leather-wrapped steering wheel and shifter knob; wireless charging; heated front seats and external mirrors; sunroof; power driver’s seat; and the Hyundai Digital Key smartphone app that permits users to lock, unlock, and drive the car without the physical key fob.

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There’s 14.2 cubic feet of cargo room in the Elantra’s trunk–that’s on par with most compact-sedan class rivals.

Except for the sport-attuned N Line, all gas-engine Elantras come with the 2.0-liter four, CVT, and a suspension with MacPherson struts and stabilizer bar in front and torsion-beam axle in back. Engine output is modest—147 horsepower at 6200 rpm and 132 lb-ft of torque at 4500 rpm—but the “Smartstream” CVT doesn’t instill the sense of ennui (in driver and car) that often comes with this kind of transmission. If not soul-stirring, this powerteam is at least fairly smooth and quiet in “Normal” drive mode. Punch in “Sport” mode and response is a touch quicker and power ranges stick around a little longer before “upshifting.” For example, steady-state 60-mph highway cruising takes place at around 1500 rpm in Normal but jumps to 2500 revs in Sport. (A mixed “Smart” mode is a third choice.) Normal’s light but fundamentally featureless steering behavior turns a little more positive in Sport. Ride is quiet and generally smooth.

SEL and Limited fuel-economy estimates from the EPA are 31 mpg in the city, 41 mpg in highway operation, and 35 combined. (SE projections are 2 mpg higher across the board.) That’s why this driver was surprised—shocked, really—to see just 27.7 mpg from a test stint of 92.8 miles that included 51 percent city-type miles. Other CG editors who drove the car fared much better, however.

The SEL interior comes in a choice of Black or Gray with fabric upholstery that’s dressed up with white seam stitching and a matching vertical pattern in the center of the seat backs. It’s a nice look that helps spare the cabin from appearing bland. Front seats have good side bolstering. Front leg- and headroom seem abundant, and folks up to about 6 feet tall who will find good comfort in back as well. Two adults or three youngsters will fit across the rear seat.

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Elantra SELs are powered by a naturally aspirated 2.0-liter 4-cylinder that makes 147 horsepower and is paired with a continuously variable automatic transmission. Sixteen-inch alloy wheels are standard.

Cabin materials don’t get too plush in the SEL, but neither are they stark. There are the hints of leather, don’t forget, and a few padded surfaces. The optional thin-film-transistor driving-control display is vivid and legible, and changes with the driving mode. The audio system with the 8-inch screen has external tuning, volume, and function knobs and buttons, and is blessedly easy to use. The dual-zone climate controls are on a separate panel with individual dials for direct setting of desired temperatures; two rows of well-marked buttons summon the system’s other functions. Driver vision is best out front and to the sides, where a low dash and fairly narrow roof pillars don’t block much view. Over-the-shoulder and direct-rear views aren’t as good.

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The Elantra’s front fascia is dominated by a bold “parametric-jewel-pattern” grille; the rear styling is highlighted by a full-width taillight panel and the trunk’s crisp, convex shape at the rear.

Interior storage is just so-so. The glove box is sizeable, but the covered console cubby is compact. Door pockets are big in front but only large enough to serve as bottle holders in back. There’s a single net pouch in back, behind the front-passenger seat, and it is not standard but comes as part of the Premium Package option. Paired cup holders are located in the center console and in the central armrest that comes with the 60/40 rear seat. A low liftover gives access to 14.2 cubic feet of flat-floored trunk space. The rear seats fold flat but rest a couple of inches above the level of the cargo floor.

You may or may not like everything about the 2021 Hyundai Elantra but there’s enough to impress here to earn a place on any serious small-car shopper’s must

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Its radical styling isn’t for everyone, and there is some cost-cutting evident in the interior materials, but Hyundai’s redesigned Elantra is a practical, comfortable everyday commuter that offers a lot of features for the money.

Check out the Consumer Guide Car Stuff Podcast

2021 Hyundai Elantra SEL Gallery

(Click below for enlarged images)

Meet the 2021 Consumer Guide Best Buys

Written by: The Daily Drive staff on April 7, 2021.

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Test Drive: 2020 Audi SQ8

admin • March 31, 2021

2020 Audi SQ8 Prestige in Daytona Gray (a $595 option)

2020 Audi SQ8 Prestige

Class: Premium Large SUV

Miles driven: 778

Fuel used: 44.4 gallons

Real-world fuel economy: 17.5

CG Report Card


Room and Comfort	B-
Power and Performance	A
Fit and Finish	A-
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	500-hp 4.0-liter
Engine Type	Twin-turbo V8
Transmission	8-speed automatic
Drive Wheels	AWD

Driving mix: 25% city, 75% highway

EPA-estimated fuel economy: 15/21/17 (city, highway, combined)

Fuel type: Premium gas required

Base price: $89,000 (not including $995 destination charge)

Options on test vehicle: Daytona Gray pearl-effect paint ($595), Sport Package ($5900) Prestige Package ($5500), Bang & Olufsen Advanced 3D sound system ($5000), carbon vector inlays ($500)

Price as tested: $107,490

Quick Hits

The great: Authoritative acceleration; fine ride and handling balance; sophisticated, high-class interior

The good: Four-wheel steering aids handling and close-quarters maneuverability

The not so good: Thirsty for premium fuel; steep pricing; sluggish stop/start system; styling prioritizes style over maximum cargo space

More Q8 price and availability information

John Biel

During 2020 Audi cut loose a little bit by inserting hotted-up versions of its premium-large SUVs into the Q7 and Q8 product lines. At a minimum they boast 500 horsepower as the SQ7 and SQ8—and RS variants are cranked up to 591 ponies in pursuit of a seat at the table with other German super utes from BMW, Mercedes-Benz, and Porsche.

The Audi Q8 debuted for 2019 as a sleeker two-row version of the three-row Audi Q7 SUV. The high-performance SQ8 joined the lineup as a mid-2020 addition; among other upgrades, it gets a twin-turbo V8 in place of the Q8’s turbo V6.

In all its forms, the Q8 is the smaller but costlier of the two Audis, a more dramatically styled, sleeker-roof, 2-row variant of the 3-row Q7. The Q8 shares the Q7’s basic platform and 117.9-inch wheelbase, but lops off 3.3 inches of overall length and sheds some cargo space beneath its “faster” roofline. While the V6 Q8 comes in three states of trim, the SQ is limited to Premium Plus and better-equipped Prestige models.

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The SQ8’s sophisticated dashboard layout features Audi’s Virtual Cockpit configurable digital gauge cluster, a twin-screen infotainment interface, high-gloss piano-black trim, and nicely integrated HVAC vents.

With the SQ8’s midyear debut, it wasn’t until after the new year that a ’20 example worked its way through the media-fleet channel to Consumer Guide Automotive editors. However, that same timetable left Audi with little time—or need—to make substantive changes for 2021. (Standard blind-spot and rear cross-traffic alerts are added to all models. Prices of most Q8s are raised slightly, in part due to a $100 rise in the delivery charge, though the V6 Premium Plus is actually $50 cheaper.) Our tester was a $95,495 Prestige that was optioned up to a considerable $107,490.

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The SQ8’s twin-screen infotainment system layout provides plenty of space for a clear control layout. However, compared to other touchscreen systems we’ve tested, the Audi haptic-feedback touchscreens require a more-deliberate finger-push in order for the input to register.

Going by what you’ll see on the window sticker, the Prestige is effectively created from an option package tacked on to the Premium Plus. In 2020 that group included HD matrix-design headlights, Driver Assistance package (including adaptive cruise control), head-up display, heated rear seats, power soft-close doors, and sunshades for the windows in the rear doors and tailgate. Part of the $600 price increase for the ’21 SQ8 Prestige is invested in additional leather trim on the instrument panel, door armrests, and center console.

Naturally, there is plenty more standard equipment, and the test truck was filled out with $11,995 in optional extras for appearance, audio, and chassis. Some of the fun stuff that comes in the base price includes a hands-free tailgate; aluminum window trim, roof rails, and exhaust tips; heated power-folding memory mirrors; Valcona-leather upholstery (in vibrant Arras Red in the tester); heated and ventilated front S sport seats; panoramic sunroof; 4-zone automatic climate control; and HD and satellite radio playing on a Bang & Olufsen 3D sound system.

What the SQ8 owner is really paying for is the twin-turbocharged 4.0-liter V8 and a chassis bestowed with all-wheel steering and adaptive air suspension. The one CGers drove went a little further with a Sport Package that added active roll stabilization and a torque-vectoring rear differential. Q8s of every stripe come with an 8-speed automatic transmission and quattro all-wheel drive.

The powerplant backs up its 500 horsepower with 568 lb-ft of torque, easily enough for quick getaways (with an affirming exhaust burble) or easy cruising in “Comfort” mode, one of six selectable driving modes. The peak setting for on-road performance is “Dynamic.” It delays upshifts from the Tiptronic gearbox and makes them crisper when they do happen, but the trans is smooth and cooperative just about all the time, and paddle shifters give drivers the opportunity to work things out for themselves if they prefer. One complaint that we could lodge is a sluggish refiring of the engine’s stop-start function. Fuel economy isn’t the top line of the SQ8’s resume. The EPA estimates it will get 15 mpg from city driving, 21 mpg in highway operation, and 17 combined. This driver’s 103.7-mile test stint—45 percent of it under city-style conditions—worked out to 16.4 mpg.

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There’s ample room for adults in the front and rear seats, and the front sport seats offer a fine mix of comfort and support. The Arras Red leather upholstery looks and feels great.

During our test, the SQ8 handled very well and rode smoothly in Comfort. Steering and damping both get firmer in Dynamic for a heightened sense of control, but ride avoids crossing over into hard territory. The speed-dependent all-wheel steering heightens maneuverability and precision by counter steering at the rear wheels at speeds under 31 mph but turning in concert with the front wheels above 50 mph. The SQ starts out about 0.6 inch lower than Q8, and the sport air suspension will lower it another 0.6 inch at highway speeds to reduce aerodynamic drag. (The system can also raise the vehicle on demand for better off-road ground clearance.) The action of the roll stabilizers and sport differential come into play to support cornering performance.

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The swoopy Q8 roofline cuts into maximum cargo space, but there’s still respectable room in the SQ8’s nicely finished cargo area: 30.5 cubic feet behind the rear seats, and 60.7 cubic feet with the rear seat backs folded.

While all this is going on beneath them, passengers will enjoy fine room in both rows, with second-row headroom better than in some 2-row SUVs that are going for the same high-style look. You won’t get three adults across the back seat comfortably, however. Doors open wide for easy passage. The nicely finished sport seats are comfortable, and there’s a sophisticated “technical” look to the design and detailing of the cabin surfaces. A new-generation MMI control system drops the rotary/push-button console dial for two touchscreens with haptic feedback, one for climate and one for everything else. It is modestly better for making audio presets and selections. There’s lots of space for information displays on the “virtual cockpit” screen that includes driving gauges. Stalks off the steering column control lights and wipers but can’t be seen easily through the steering wheel. Drivers will have to learn them practically by feel to properly activate a desired function.

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The SQ8 is powered by a brawny twin-turbocharged 4.0-liter V8 that puts out 500 horsepower and 568 lb-ft of torque. Twenty-one-inch “5-V-Spoke” wheels on all-season tires are standard equipment.

Cabin storage choices are a big but low-set glove box, a console box pretty much filled by the wireless charger, a small flip-down cubby to the left of the steering column, pockets in all four doors, net pouches behind the front seats, and cup holders in the center console and pull-down rear armrest. Rear 40/20/40 seats fold at a slight upward angle, but match a slope in the cargo floor, so loads will go straight through despite a narrow gap between folded seats and load floor. Two small net pouches for incidentals are on the left side of the carpeted cargo bay. Even with rear seats up there’s enough load space for a bit of luggage or lots of groceries.

The Audi SQ8 adeptly mixes comfort and performance. If you really want a slice of style on the side, it’s got that too.

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If your tastes in a luxury SUV favor muscular acceleration, crisp handling, and sleek styling over more-practical concerns–and you’re comfortable with a buy-in that can top six figures–then the Audi SQ8 should be on your list.

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Listen to the very entertaining Consumer Guide Car Stuff Podcast

2020 Audi SQ8 Gallery

(Click below for enlarged images)

Consumer Guide Car Stuff Podcast, Episode 57; 2021 Consumer Guide Best Buys

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

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Test Drive: 2021 Chevrolet Tahoe Z71

admin • March 20, 2021

2021 Chevrolet Tahoe Z71 in Shadow Gray Metallic

2021 Chevrolet Tahoe Z71

Class: Large SUV

Miles driven: 118

Fuel used: 6.9 gallons

CG Report Card


Room and Comfort	A-
Power and Performance	A-
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	355-hp 5.3L
Engine Type	V8
Transmission	10-speed automatic
Drive Wheels	4-wheel drive

Real-world fuel economy: 16.9 mpg

Driving mix: 50% city, 50% highway

EPA-estimated fuel economy: 16/20/18 (city, highway, combined)

Fuel type: Regular gas

Base price: $59,200 (not including $1295 destination charge)

Options on test vehicle: Z71 Off-Road Package ($5735), Rear Media and Nav Package ($2490), power-release second-row bucket seats ($370), power-sliding center console ($350) Z71 Off-Road Package discount (-$500)

Price as tested: $68,940

More Tahoe price and availability information

Quick Hits

The great: Cavernous room for both people and cargo; pleasant road manners for such a large vehicle

The good: Long list of standard and available features; satisfying acceleration

The not so good: Extra-large dimensions can make close-quarters maneuvering a challenge

John Biel

If you need a large, V8-powered, body-on-frame sport-utility vehicle, there are lots of choices. If you want it to be in the subluxury price class, the field shrinks. If you want one that Consumer Guide says is a “Best Buy” then the decision has practically been made for you.

The 2021 Chevrolet Tahoe will probably do.

The Z71 is the most off-road-oriented model in the Tahoe lineup. It comes standard with a two-speed transfer case (with low-range gearing), a front skid plate, red tow hooks, and hill–descent control.

Longer and better riding for ’21, the Tahoe moves to the head of the class—along with its bigger-still Suburban sibling and the related GMC Yukon/Yukon XL. It has new looks, new features, and more passenger room, and it comes in an expanded model lineup with starting prices that range from $50,295 to $73,895, delivery included. For this test, CG drove one from near the middle of stack, a Z71 that jumped from $60,495 to $68,940 with options.

The Z71 is an off-road-oriented, 4-wheel-drive-only job that comes with a 355-horsepower 5.3-liter V8. (A 420-horse 6.2-liter V8 is reserved for the line-leading High Country model, and a 3.0-liter turbodiesel straight six is optional for all but the Z71.) It surpasses lesser Tahoe 4x4s by virtue of its standard “Autotrac” automatic 2-speed transfer case with shift-on-the-fly capability and hill-descent control, and stands apart from all other models thanks to a nipped and tucked front fascia that increases obstacle approach angle, a front skid plate, red front recovery hooks, a heavy-duty engine air filter, all-terrain tires on distinct 20-inch alloy wheels, and black tubular assist steps.

Test Drive: 2021 Chevrolet Suburban High Country

Though the basic Tahoe cabin doesn’t look or feel particularly upscale, the controls are nicely laid out and easy to use–even the unconventional push/pull-button shifter located to the left of the infotainment touchscreen. To the right of the screen is a small covered storage bin. We like the infotainment system’s clear graphics and quick response times.

Foremost among the options packed on to the tester was a $5735 Z71 Off-Road Package with a few luxuries, trailering and safety assists, enhanced cooling, and Magnetic Ride Control and adaptive air suspension.

The closest this driver got to off-roading was busting out of a “berm” that a snowplow left at the end of his driveway—which the Z71 easily dispatched. Snowy neighborhood streets were no match for it, either. Like other ’21 Suburbans and Yukons we’ve driven, the ride quality was impressive from the combination of new multilink independent-rear suspension, Magnetic Ride Control’s constantly changing damping calibrations, and the air suspension’s positive influence on body control. Jolts and wallowing were kept well in check.

Quick Spin: 2020 BMW X7 M50i

There’s ample room in the Tahoe’s first and second rows. Our test vehicle was equipped with the $2490 Rear Media and Nav Package, which includes dual color LCD high-definition touchscreens mounted on the front seat backs.

This test was our first of one of the new General Motors big SUVs with the 5.3 V8. It performs well in the Tahoe with fluid power delivery. If equipped with the Max Trailering Package, the Z71 can tow up to 8200 pounds. With a 10-speed automatic transmission and “Dynamic Fuel Management” that permits the engine to run on two, four, six, or eight cylinders depending on power need, it is quite a bit easier on gas than the 6.2s previously tested. This reviewer saw 18.5 mpg from a stint of 66 miles that was 40 percent city-type driving—almost 4 mpg better than what he got from a Yukon with the bigger engine. EPA estimates for the Tahoe Z71 are 16 mpg in city driving, 20 mpg on the highway, and 18 combined.

With the redesign, Tahoe gains 4.9 inches of wheelbase and grows 6.7 inches overall for ’21. That translates into three additional inches of legroom for second-row seats and up to 10 inches more legroom in the third row. (Second-row seats can slide fore and aft up to 5.5 inches.) Headroom is excellent in the first two rows and even most adult third-row occupants won’t feel hemmed in from above. Cargo space is abundant. The new configuration pumps 10.2 more cubic feet of cargo capacity behind the third row, and 28.2 additional cubic feet of load volume overall. The added length of the vehicle is only partly responsible for that. With the new rear suspension design, Chevrolet says the load floor is both flatter and lower when the seats are lowered.

Test Drive: 2021 GMC Yukon Denali

Cavernous cargo space is a selling point of large SUVs. The Tahoe boasts 25.5 cubic feet of volume behind the third-row seats, 72.6 cu. ft. with the third-row seat backs folded, and 122.9 cu. ft. with both the second and third rows folded.

Between standard equipment—things like heated leather front seats, tri-zone automatic climate control, wireless charging, 9-speaker Bose audio system, and hands-free liftgate—and the option packages and individual extras, the Tahoe Z71 need not lack for much. However, in some ways, it’s not particularly plush. Considerable areas of hard plastic are obvious and even some soft-surfaced portions are thinly padded—if padded at all. For storage of incidentals, there is a big glove box, an ample covered console box, pockets in the sides of the console and in each door, and pouches behind the front seats. A power-sliding console box that tracks back to expose a large tray and hidden drawer is a $350 option. There are exposed cup holders in the console, middle-row pull-down center armrest, and sidewalls flanking the third-row seats.

First Spin: 2021 Cadillac Escalade

Chevrolet’s 355-hp 5.3-liter EcoTec3 V8 is the lone powerplant available in the Z71, but it supplies satisfying power. Z71s come standard with 20-inch machined aluminum wheels mounted on all-terrain tires.

There’s a full complement of actual and virtual gauges to keep drivers informed, though the virtual ones occupy a somewhat-crowded row above the speedometer and tachometer dials. The Rear Media and Nav Package provided—among other things—a 10.2-inch touchscreen for the Chevrolet Infotainment 3 system that also works with external tuning buttons for quick, intuitive audio inputs. Front climate controls have handy, direct dials with some function buttons.

Not everybody needs the kind of size and power embodied in stout body-on-frame sport-utilities. If you happen to be one of them, however, the ’21 Chevy Tahoe most certainly will do.

First Spin: 2021 GMC Yukon

The Tahoe’s road manners, cargo space, and all-around refinement get a lot better with its redesign for 2021, and the Z71 model offers notably enhanced off-road capabilities.

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2021 Chevrolet Tahoe Z71 Gallery

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Quick Spin: 2020 Ford Expedition MAX Platinum

Written by: The Daily Drive staff on March 19, 2021.

Forgotten Concept: Cadillac Voyage

admin • January 15, 2021

Cadillac Voyage Concept

This is an installment in a series of posts looking back on show cars that we feel deserved a little more attention than they got. If you have a suggestion for a Forgotten Concept topic, please shoot us a line or leave a comment below.

Cadillac Voyage Concept

First Seen: 1988 General Motors Teamwork & Technology Show

Description: Full-size sedan

Sales Pitch: “Rolling technology laboratory.”

More Forgotten Concepts

Cadillac Voyage Concept

Details:

First seen in 1988 at the General Motors Teamwork & Technology Show held at the Waldorf-Astoria hotel in New York City, the Cadillac Voyage Concept served as showcase for several burgeoning technologies, including adaptive all-wheel drive, high-tech V8 engines, and voice-recognition phone operation.

The large sedan stretched 212.6 inches long overall–roughly 8 inches less than the contemporaneous Cadillac Brougham. Designed by a team led by GM VP of Design Chuck Jordan, the Voyage boasted a claimed drag coefficient of just .28 Cd–well below that of a 1988 Chevrolet Corvette.

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The Voyage’s power came from a fuel-injected 4.5-liter overhead-cam V8, good for a reported 275 horsepower. A 4-speed automatic transmission and adaptive AWD rounded out the powertrain.

Inside, the Voyage made use of a pair of dash-mounted monitors, one of which supported the car’s navigation system. Mounted to the dash was a hands-free mobile-phone, designed to be operated entirely by voice prompt. The Voyage Concept was followed in 1989 by a coupe variant dubbed Solitaire. The Solitaire Concept followed the same overall design theme as the Voyage, but featured unique styling elements and a Lotus-supplied 6.6-liter V12 engine rated at 430 horsepower.

Forgotten Concept: Oldsmobile Profile

Cadillac Voyage Concept

CG Says:

Why not? In retrospect it’s easy to suggest that by this time Cadillac ought to have been thinking about SUVs, but in the late Eighties there was still plenty of interest in big, powerful, luxurious sedans.

The Voyage’s 4.5-liter V8 was predictive of the production Northstar 4.6-liter V8, which arrived under the hoods of select Cadillacs only a few years later. As for that drag coefficient, Cadillac claimed the Voyage could reach 200 mph, but that seems unlikely. A roadable version of this vehicle would probably have weighed nearly 5000 pounds, and with only 275 horsepower under the hood… well, 140 mph feels more realistic.

Big question: Why would customers want to see a hands-free phone? I guess a concept car needs visual elements that demonstrate specific features, but shouldn’t a voice-controlled phone be largely hidden from sight?

Forgotten Concept: Lincoln Sentinel

Cadillac Voyage Concept

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Cadillac Voyage Concept Gallery

Forgotten Concept: Mercedes-Benz Auto 2000

Written by: Tom Appel on January 14, 2021.

10 Worst Gas Guzzlers of 1994*

admin • January 12, 2021

1994 Cadillac Deville

I’m not quite ready to accept the Nineties as the distant past, but maybe I need to. Consider that the first official White House website went live in 1994, and that Quentin Tarantino’s now-classic Pulp Fiction was released the same year. It’s getting hard to remember a world before internet connections and great Vincent Vega quotes. In auto-related news, trucks accounted for 40 percent of all light-duty-vehicle sales for the very first time.

And, speaking of light trucks, you might have expected SUVs to be among the least fuel efficient vehicles of 1994, and you’d be half right. Per Consumer Guide testing, as reported in Consumer Guide Auto Test 1994, there were four SUVs on the list of the thirstiest vehicles we evaluated that year. The remainder, save for the Chevrolet Camaro, were all luxury cars.

Presented here for your consideration and amusement are the 10 Worst Gas Guzzlers of 1994*, as tested by Consumer Guide. (The asterisk in the title indicates that this list is limited to vehicles actually tested by CG, thus explaining the absence of any Lamborghini or Unimog vehicles.) Spend any time with these thirsty rides? Tell us about it. The place to leave comments is down below.

More gas guzzlers

Chevrolet Camaro Z28: 13.2 mpg

1994 Chevrolet Camaro Z28

Body style tested: 2-door hatchback coupe

Curb weight: 3373 pounds

Engine: 5.7-liter V8

Horsepower: 275

Transmission: 5-speed manual

EPA-estimated mpg (city/highway): 17/26

1994 Camaro specs

Honda Passport: 14.1 mpg

1994 Honda Passport

Body style tested: 4-door wagon

Curb weight: 3545 pounds

Engine: 3.2-liter V6

Horsepower: 175

Transmission: 4-speed automatic

EPA-estimated mpg (city/highway): 15/18

1994 Passport specs

Jaguar XJ6: 14.3 mpg

1994 Jaguar XJ6

Body style tested: 4-door sedan

Curb weight: 4075 pounds

Engine: 4.0-liter inline six

Horsepower: 223

Transmission: 4-speed automatic

EPA-estimated mpg (city/highway): 17/24

1994 XJ6 specs

Lincoln Mark VIII: 14.9 mpg

1994 Lincoln Mark VIII

Body style tested: 2-door coupe

Curb weight: 3768 pounds

Engine: 4.6-liter V8

Horsepower: 280

Transmission: 4-speed automatic

EPA-estimated mpg (city/highway): 18/25

1994 Mark VIII specs

Cadillac Eldorado Touring Coupe: 15.1 mpg

1994 Cadillac Eldorado

Body style tested: 2-door coupe

Curb weight: 3774 pounds

Engine: 4.6-liter V8

Horsepower: 295

Transmission: 4-speed automatic

EPA-estimated mpg (city/highway): 16/25

1994 Eldorado specs

Jeep Grand Cherokee: 15.2 mpg

1994 Jeep Grand Cherokee

Body style tested: 4-door wagon

Curb weight: 3674 pounds

Engine: 4.0-liter inline six

Horsepower: 190

Transmission: 4-speed automatic

EPA-estimated mpg (city/highway): 15/20

1994 Grand Cherokee specs

Cadillac Deville: 15.4 mpg

1994 Cadillac Deville

Body style tested: 4-door sedan

Curb weight: 3985 pounds

Engine: 4.6-liter V8

Horsepower: 270

Transmission: 4-speed automatic

EPA-estimated mpg (city/highway): 16/25

1994 Deville specs

BMW 540i: 15.7 mpg

1994 BMW 5-Series

Body style tested: 4-door sedan

Curb weight: 3804 pounds

Engine: 4.0-liter V8

Horsepower: 282

Transmission: 5-speed automatic

EPA-estimated mpg (city/highway): 16/23

1994 5-Series specs

Isuzu Trooper: 15.8 mpg

1994 Isuzu Trooper

Body style tested: 4-door wagon

Curb weight: 4210 pounds

Engine: 3.2-liter V6

Horsepower: 190

Transmission: 4-speed automatic

EPA-estimated mpg (city/highway): 15/18

1994 Trooper specs

Ford Explorer: 16.1 mpg

1994 Ford Explorer

Body style tested: 4-door wagon

Curb weight: 4053 pounds

Engine: 4.0-liter V6

Horsepower: 160

Transmission: 4-speed automatic

EPA-estimated mpg (city/highway): 15/20

1994 Explorer specs

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Gas Guzzlers of 1994 Gallery

Written by: Tom Appel on January 11, 2021.

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Photo Feature: 1929 Cadillac Town Sedan

admin • December 2, 2020

1929 Cadillac Series 341B

by Leigh Dorrington

Note: The following story was excerpted from the April 2012 issue of Collectible Automobile magazine

Cadillac was due for a “quiet” year in 1929, considering the previous season had seen the arrival of all-new Series 341 cars. They came with attractive styling by Harley Earl, fresh off his success with the 1927 LaSalle; a new 90-bhp 341-cubic-inch version of Caddy’s established L-head V-8 engine; and a chassis with wheelbase stretched to 140 inches, a switch to torque-tube drive, and the adoption of 32-inch-diameter tires.

Those core features were indeed carried into 1929, but Cadillac was still able to make some noise in the automotive field—ironically by quieting things down. The marque introduced the “Synchro-Mesh” transmission, which made it easier to shift into second or third gear without a gratingly audible clash of metal. Other improvements for ’29 included internal-expanding brakes at all four wheels (external-contracting bands had been used previously at the rear), double-acting Delco shock absorbers, safety glass, and an adjustable front seat on most models. Fender-top parking lights replaced cowl lamps.

1929 Cadillac Series 341B

The 1929 Series 341B came in 11 “standard” models with Fisher bodies, plus another dozen “Fleetwood Custom” styles. Among the former was the “Town Sedan” featured here, a close-coupled five-passenger four-door model with a shortened body that made room at the back for a large detachable trunk.

Written by: Guest Author on December 1, 2020.

Ratty Muscle Cars presents Mopar Vs. Brand X 2020: Sending The Year Off With Screaming Engines

admin • November 18, 2020

Nov 18, 2020Bryan McTaggart1320 Event Coverage, 1320 Gallery, BangShift 1320, BangShift Galleries, DRAG RACES, Drag Races, Event Coverage, Gallery

The one thing that stands out about Ratty Muscle Cars events isn’t that the cars are wicked fast, or that they are just rough versions of dream machines. It’s that they are used and not with kid gloves, either. Proof of point: the nicest cars on the property were getting just as rowdy as the purpose-built beaters who were designed to be moss-covered, dented and faded street hustlers. The lone Ford Maverick that showed up blasted Muletown Dyno’s rollers to the tune of over 500 horsepower and torque in the six hundreds. Dylan McCool was dry-launching his Cordoba in the back forty trying to figure out an off-the-line bog. I had my wife’s car, and all of it’s maybe 100 mildly irritated horsepower, in the burnout box lighting up at least one rear tire for all it was worth just for the hell of it. If there was a skidpad or a burnout arena, you can bet that most, if not all of these machines would be out there tearing donuts, cutting up and showing their ass. That is the point to the whole Ratty Muscle Cars movement: it’s just a car. Go out, do stuff and have fun with it.

The natural beauty of the day and location is one thing…touring through leafy backroads and fields of cotton in the middle of baling was amazing. But the most beautiful thing of all caught just about everybody off guard. A few days before the rescheduled event, J.D. Posey, the man with the beaten but beastly 1980 Dodge Aspen A38 that we featured, passed on. He had been at every one of these deals, and before that was a well-known and well-respected racer in the region. Suffice it to say that I was not expecting the Aspen to come rolling through the gates early in the morning. His widow, Pam, had brought the car in as one of J.D.’s last requests, and while there were tears around that story, there were plenty of smiles as well as she wheeled the Dodge around with everybody else.

Just before I left to make the trek back north in the Great Pumpkin Mustang, McCool and I had one last chat with Austin, and the sum of the conversation was this: we needed this Saturday. We needed to get out of the house, surround ourselves with friends, and enjoy one last gasp of nice, warm weather before we’re stuck inside for the winter. We needed this breather from the bullshit of this year. We needed to get into an old car and just go for a drive, and maybe let it all hang out a little bit before we settle back into the sofa and start dreaming of a turkey dinner.

And maybe, just maybe, we might do this again in the spring.

If you missed our last gallery, CLICK HERE to check it out, and be sure to click on a photo below to see more from Mopar Vs. Brand X!

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Test Drive: 2020 Ford F-350 Tremor

admin • November 10, 2020

2020 Ford F-350 Super Duty Lariat 4×4 Crew Cab in Velocity Blue

2020 Ford F-350 Super Duty Lariat 4×4 Crew Cab with Tremor Off-Road Package

Class: Large Pickup Truck

Miles Driven: 619

Fuel Used: 50.5 gallons

Real-world fuel economy: 12.2 mpg

CG Report Card


Room and Comfort	A
Power and Performance	A
Fit and Finish	B+
Fuel Economy	D+
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	430-hp 7.3L
Engine Type	V8
Transmission	10-speed automatic
Drive Wheels	4-wheel drive

Driving mix: 25% city, 75% highway

EPA-estimated fuel economy: NA

Fuel type: Regular gas

Base price: $53,970 (not including $1695 destination charge)

Options on test car: 7.3-liter V8 engine ($1705), all-weather floor mats ($135), Tremor Off-Road Package ($3975), stowable loading ramps ($695), adaptive cruise control ($740), Pro Trailer Backup Assist ($1600), fifth-wheel hitch-prep package ($500), roof clearance lights ($95), adaptive steering ($1000), windshield wiper de-icer ($165), wheel-well liners front and rear ($325), Tough Bed spray-in bedliner ($595), Lariat Ultimate Package ($3495)

Price as tested: $70,690

Quick Hits

The great: Outstanding interior space; smooth, strong powertrain

The good: Comfy cabin boasts clever storage solutions; generous level of standard equipment

The not so good: Steep prices; fuel economy; off-road tires increase on-road noise

More Ford price and availability information

John Biel:

Hey, Ford, what’s shakin’?

The zinger comeback to that cheeky question would be Tremor, a new off-road equipment package for 2020 F-250 and F-350 Super Duty pickups. Other things that might rock the big-pickup buyer’s world are the introduction of an available 430-horsepower V8, a new 10-speed automatic transmission, and revised cosmetics inside and out.

The new-for-2020 Tremor Off-Road Package includes hardware such as a limited-slip front differential, locking rear differential, a 2-inch lift kit, upgraded shock absorbers, low-speed cruise control, and chassis-protecting skid plates.

All of this turned up in one tidy package that was dropped off on Consumer Guide’s doorstep wrapped in a Velocity Blue F-350 crew cab with 4-wheel drive and midlevel Lariat trim. Base price for an F-350 Lariat 4×4 crew cab is $55,665 with delivery, but Tremor gear, the new 7.3-liter gas V8, and 11 more options ran the bottom line on the test truck to $70,690.

First Spin: 2021 Ram 1500 TRX

The basic Ford Super Duty cabin is already nicely outfitted, and the $3495 Lariat Ultimate Package includes interior upgrades such as a navigation system, remote start, and heated/ventilated front seats.

The big pushrod V8 is a $1705 upcharge from the F-350’s standard 6.2-liter V8. It kicks out 430 horsepower at 5500 rpm and 475 lb-ft of torque at 4000 rpm. In our tests it moved a truck that weighs close to 7000 pounds with authority, if not exactly cloisterlike silence. The 10-speed trans works smoothly and efficiently, with alert kickdown to aid merging and passing. However, there’s not much it can do about fuel economy. This driver recorded just 9.05 mpg after driving the truck for 61 miles, in city-type driving 46 percent of the time—always unladen, and always in 2-wheel drive. Change any of those factors and the quaking will be in your gas budget.

Test Drive: 2020 Chevrolet Silverado 2500 LTZ Duramax

Like most heavy-duty crew-cab pickups, the F-350 Super Duty’s rear-seat space is cavernous enough to fit three plus-sized adults in comfort.

What about hauling and towing? As a “short” crew cab (159.8-inch wheelbase, 6.75-foot-long cargo bed) 4×4 with the 7.3 engine, the test truck’s payload rating was 4460 pounds. Its conventional towing limit is 15,000 pounds, with a fifth-wheel/gooseneck-hitch rating of 16,200 or 20,000 pounds, depending on axle ratio. Note that for the most pulling power in an F-350 there’s the extra-cost Power Stroke 6.7-liter turbodiesel V8, newly beefed up to 475 horsepower and 1050 lb-ft.

Either of those optional powerplants is required in order to add the Tremor package to a Super Duty, and it’s available for the XLT, Lariat, King Ranch, and Platinum trim levels. The $3975 option group outfits the truck with 35-inch off-road tires (and matching full-size spare), 18-inch low-gloss black-painted wheels, springs that raise front ride height by two inches, an electronic-locking rear differential, limited-slip diff for the front axle, twin-tube performance shock absorbers, low-profile running boards, skid plates to protect the transfer case and fuel tank, modified front air dam for improved approach angle, water-fording vent tubes for the transfer case and axle, and traction-enhancing Rock Crawl and Trail Control modes. The package rounds out with body-color wheel-lip moldings and Tremor identification on the sides of the cargo bed.

The specialized underpinnings bring on a firm but not terribly brittle ride. There’s some highway noise from the big rubber with its off-road-attuned tread, but about the “worst” thing you’ll experience on paved roads is a steady low-key vibration felt through the steering wheel. The last time we drove an F-350 from this generation it was a long-bed crew cab with a “dually” rear axle, a truck that required great care and forethought for lane changes and other maneuvers. The more, ahem, compact dimensions of our 2020 Tremor made it a little nimbler to handle, but the big power trailering mirrors with parabolic lower portions are indispensable assistants for expressway driving, especially with the driver perched so far up in this high-riding rig.

That tall stance also has an impact on cabin and cargo-bed access. The running boards will be virtually indispensable to passengers for entry and exit. In back, the open tailgate rests 40 inches above flat ground, which complicates loading and makes it a real challenge for a person to climb into the bed. The Lariat Ultimate Package ($3495) that was added to the test truck included a retractable step and handgrip post built into the tailgate. They help, but even then, the step is still 26 inches from the ground.

Quick Spin: 2019 Ford F-250 Super Duty Limited

The new-for-2020 7.3-liter V8, which puts out 430 hp and 475 lb-ft of torque, is a $1705 option. Eighteen-inch satin-black-painted aluminum wheels on 35-inch all-terrain tires are included in the $3975 Tremor Off-Road Package.

The other elements that make an F-350 Lariat crew cab what it is are pretty much what they have been since the current Super Duty models bowed for 2017. Legroom, shoulder room, and headroom are exceedingly generous, and large windows offer a commanding view of the surroundings. The cabin sports leather seats and steering-wheel wrap, and some woodgrain highlights. There’s a brushed-metal look to the air-vent bezels, steering-wheel arms, and console trim, but there’s a plasticky feel to them. Seats are long-drive comfortable, and the cushions in the 60/40-split rear bench flip up to clear room for a very large interior storage space. (A panel in the floor can be raised to pop open a long storage bin that can then be hidden under the seat cushions.)

Test Drive: 2019 Ram 3500 Laramie Longhorn

The Tremor package also includes bedside callout graphics.

Front-row storage for personal items falls to dual glove boxes, an immense covered console box, and long door pockets. Rear passengers get pouches in the backs of the front seats and door pockets. There are cup holders in the front and back of the center console, and two more pop-out drink holders in the pull-down center armrest.

Standard equipment includes a power sliding rear window, power tailgate lock, tow hooks, trailer brake controller, trailer sway control, 10-way power front seats, dual-zone automatic climate control, 10-speaker Bang & Olufsen sound system, satellite radio, Wi-Fi hotspot, remote keyless entry, and convenient Sync3 infotainment system with an 8-inch touchscreen. Electronic safety minders consist of blind-spot and rear cross-traffic alerts, lane-keeping warning, reverse sensing, and pre-collision assist with automatic emergency braking. Some of the things included in the considerable options load were loading ramps that stow in the cargo bed, spray-in bed liner, navigation, and heated and ventilated front seats.

Every few years in the life cycle of a vehicle line the manufacturer has to shake things up a little. The Tremor is how Ford is doing it with the big F-350 pickup.

’70s Madness! 10 Years of Classic Pickup Truck Ads

A Ford F-350 Super Duty pickup is a brawny vehicle to start, but the newly available 7.3-liter V8 and Tremor Off-Road Package make it even brawnier… and even more expensive.

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2020 Ford F-350 Tremor Gallery

F-350 Tremor

Written by: The Daily Drive staff on November 9, 2020.