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Test Drive: 2022 Genesis GV70 2.5T Advanced

admin • December 22, 2021

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

2022 Genesis GV70 2.5T AWD Advanced

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.

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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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

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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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

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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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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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.

Test Drive: 2021 Jeep Grand Cherokee L Overland

admin • October 1, 2021

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

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.

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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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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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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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.

First Spin: 2022 Jeep Wagoneer and Grand Wagoneer

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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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.

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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.

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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.

Muscle-Car Face-Off: 2021 Ford Mustang Mach 1 vs Shelby GT500

admin • September 23, 2021

2021 Ford Mustang Mach 1 vs Shelby GT500

Don’t look now, but the retro-styled pony cars from the Detroit Three have now been around long enough that it’s almost time to start getting nostalgic for the first examples of the breed. Ford kick-started this genre with the bold retro styling of the fifth-generation Mustang, which was unveiled way back in 2004 and went into production for the 2005 model year. Ford’s success with its new/old ‘Stang inspired Chevrolet and Dodge to relaunch their dormant pony cars along a similar throwback theme: A reborn Dodge Challenger (inspired by the original 1970 Challenger) debuted for 2008, and a revived Chevrolet Camaro (which put a new-age spin on 1969 Camaro cues) followed for 2010. The Challenger has been soldiering on with clever updates to that same basic platform ever since, while the Mustang and Camaro both received redesigns—for 2015 and 2016, respectively—that continued with heritage-inspired design.

All along the way, Ford has been keeping things fresh with several retro-themed special editions. Let’s take a look at two of the latest of these, and compare them head to head. The current iteration of the ferocious Shelby GT500 debuted as a 2020 model. As with the earlier versions of the modern GT 500, it represents the racetrack-ready, high-performance pinnacle of the Mustang lineup. The Mach 1 was re-launched for 2021 as an essential replacement for the outgoing Bullitt in the Mustang lineup—stronger, nimbler, and flashier than a GT, but not all the way up at Shelby GT500’s level. And with the recent departure of the Shelby GT350 model (it was discontinued after the 2020 model year), there is nothing in between these two muscle Mustangs.

Both vehicles are packed with Mustang heritage. The Mach 1 dusts off a well-loved Mustang nameplate that debuted for 1969, ran through 1978, and reappeared briefly for 2003-’04 on a nostalgia-themed model. The 2021 Mach 1 takes its visual inspiration from the original 1969 car, but with a notably modern spin. The Shelby GT500 pays homage to the original 1967 Shelby GT500 Mustang, though you’ll have to pay at least $2000 extra if you want the signature Shelby-style dorsal racing stripes and rocker-panel stripes.

There are no major changes to the GT500 for 2021; a couple new paint colors join the palette, and a $10,000 Carbon Fiber Handling Package, which adds 20-inch carbon-fiber wheels, adjustable strut-top mounts, and aerodynamic body add-ons, joins the options list. Even without the big-ticket carbon-fiber package, a healthy load of options pushed the bottom line of our Shelby GT500 test vehicle to a cool $81,190… a $19,255 premium over our Mach 1 tester.

For that money, you’ll get a track-ready super-performance machine, with the expected compromises in everyday comfort. The low-slung front bodywork is prone to scraping on steep driveways and the like. The turning radius feels wider than other Mustangs’, no doubt because of the meatier tires. Those Pilot Sports are plenty noisy on the highway too, with copious amounts of road roar and patter. The overall ride is stiff and “nervous,” but it’s never punishing… the standard MagneRide shocks are doing their job here. The Mach 1’s driving character isn’t as extreme, at least in the basic form of our test vehicle. It’s mostly on par with the departed Bullitt special-edition Mustang we’ve previously tested.

For well-heeled fans of good ol’ American V8 muscle, both of these cars are worth their substantial price premium over a garden-variety Mustang GT and its 460-hp 5.0-liter V8… and both will likely be collectors’ items in the future.

More Mustang news and reviews

2021 Ford Mustang Mach 1 vs Shelby GT500

Test Drive: 2020 Ford Mustang EcoBoost

2021 Ford Mustang Mach 1 vs Shelby GT500

Future Collectibles: 2019 Ford Mustang Bullitt

2021 Ford Mustang Mach 1 vs Shelby GT500

The $222 Mach 1 Appearance Package adds an exclusive Fighter Jet Gray paint color, Ebony/Orange interior, orange brake calipers, and unique hood and bodyside stripes. The Shelby GT500 offers a variety of body-stripe and other appearance options—the only one our test vehicle had was the $695 painted black roof, but the standard vented hood, rear spoiler and aggressively styled front and rear fasciae gave it a menacing look nonetheless.

Snake Eyes: A 2020 Ford Mustang Shelby GT500 Gallery

2021 Ford Mustang Mach 1 vs Shelby GT500

The Mach 1 gets a naturally aspirated 5.0-liter V8 that makes 480 horsepower and 420 pound-feet of torque—this same basic powerplant was used in the special-edition Bullitt Mustang of 2019-’20.The Shelby GT500 is powered by a supercharged 5.2-liter V8 that puts out 760 horsepower and 625 pound-feet of torque. Both the Mach 1 and GT500 engines feel every bit as strong as their ratings suggest—to really use all of the GT500’s copious power, you’ll need a racetrack. A brawny V8 rumble is part of the deal with both cars too; the GT500’s exhaust note might wake your neighbors even when it is set to “Quiet” mode.

First Spin: 2020 Ford Mustang Shelby GT500

2021 Ford Mustang Mach 1 vs Shelby GT500

The GT500’s interior is a step above even an optioned-up Mach 1. Among its exclusive features are a steering-wheel rim wrapped in grippy Alcantera synthetic suede (with a centering stripe at the top of the rim—useful as an orientation aid in track driving). On both the GT500 and Mach 1, elements of the core Mustang’s relatively basic interior materials are apparent despite the trim upgrades.

Test Drive: 2019 Ford Mustang Shelby GT350

2021 Ford Mustang Mach 1 vs Shelby GT500

The Mach 1 offers the choice of a 6-speed manual transmission (standard) or a 10-speed automatic (a $1595 option, which our test vehicle was equipped with) but the GT500’s only transmission is a 7-speed dual-clutch automatic with a rotary-dial gear selector. The dial works well, but it doesn’t exactly scream “fire-breathing muscle car.” The consolation is that the 7-speed gearbox itself is wonderful—it delivers quick, responsive shifts in aggressive driving while remaining impressively smooth and refined in everyday cruising.

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2021 Ford Mustang Mach 1 vs Shelby GT500

A pair of Recaro seats is a $1595 option for the Mach 1, but our test vehicle wasn’t so equipped. The GT500 can also be equipped with Recaro seats like our tester was—they’re a $1595 option as well, though they’re a different design than the Mach 1’s Recaros. The GT500’s Recaros offer excellent support in fast cornering. They’re quite snug—even for slender folks—but not uncomfortable. Both the Mach 1 and GT500 Recaros have pass-throughs in the seatbacks for aftermarket racing seat belts.

Photo Feature: 1963 Ford Mustang II Concept Car

2021 Ford Mustang Mach 1 vs Shelby GT500

All Mach 1s come with 19-inch wheels. Our test vehicle wore these Magnetic (metallic gray)-painted aluminum wheels, a $450 option. Choosing the $3750 Handling Package nets wider wheels and tires, revised chassis tuning, larger rear spoiler, and a front “aero splitter” spoiler. The GT500 comes standard with 20-inch high-gloss-black flow-formed aluminum wheels on grippy Michelin Pilot Sport 4 S tires; carbon-fiber wheels on even grippier Michelin Pilot Cup Sport 2 tires are optional.

Future Collectibles: 2015 Ford Mustang 50 Year Limited Edition

2021 Ford Mustang Mach 1 Premium

2021 Ford Mustang Mach 1 Premium in Fighter Jet Gray

Class: Sporty/Performance Car

Miles driven: 174

Fuel used: 11.7 gallons

CG Report Card


Room and Comfort	B
Power and Performance	A
Fit and Finish	B
Fuel Economy	D+
Value	C+

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	480-hp 5.0 liter
Engine Type	V8
Transmission	10-speed automatic
Drive Wheels	Rear-wheel drive

Real-world fuel economy: 14.9 mpg

Driving mix: 75% city, 25% highway

EPA-estimated fuel economy: 15/23/18 (city, highway, combined)

Fuel type: Premium gas recommended

Base price: $55,300 (not including $1195 destination charge)

Options on test vehicle: 10-speed automatic transmission ($1595), 19-inch Magnetic-painted aluminum wheels ($450), Mach 1 Elite Package ($1550), Mach 1 Appearance Package ($1250), voice-activated touchscreen navigation system ($595)

Price as tested: $61,935

Quick Hits

The great: Classic muscle-car power and attitude; crisp handling

The good: V8 burble; decent ride, front-seat room, and trunk space for a performance-oriented sporty coupe

The not so good: Fuel economy; significant price premium over a Mustang GT

More Mustang price and availability information

2021 Ford Mustang Shelby GT500

2021 Ford Mustang Shelby GT500 in Velocity Blue

Class: Sporty/Performance Car

Miles driven: 91

CG Report Card


Room and Comfort	B
Power and Performance	A
Fit and Finish	A-
Fuel Economy	D
Value	C

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	760-hp 5.2 liter
Engine Type	Supercharged V8
Transmission	7-speed dual-clutch automatic
Drive Wheels	Rear-wheel drive

Fuel used: 7.2 gallons

Real-world fuel economy: 12.6 mpg

Driving mix: 75% city, 25% highway

EPA-estimated fuel economy: 12/18/14 (mpg city, highway, combined)

Fuel type:Premium gas required

Base price: $72,900 (not including $1195 destination charge)

Options on test vehicle: Recaro leather-trimmed seats ($1650), Technology Package ($3000), Handling Package ($1750), painted black roof ($695)

Price as tested: $81,190

Quick Hits

The great: Ferocious acceleration; track-ready brakes and suspension; slick-shifting dual-clutch automatic transmission

The good: Aggressive, heritage-inspired styling; lusty exhaust note; decent front-seat room and trunk space for a high-performance sports machine

The not so good: Fuel economy; taut ride; as pricey as a nicely equipped mid-engine Corvette

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Check out the Consumer Guide Car Stuff Podcast

2021 Ford Mustang Mach 1 vs Shelby GT500 Gallery

(Click below for enlarged images

Snake Eyes: A 2020 Ford Mustang Shelby GT500 Gallery

Car Stuff Podcast

Written by: Damon Bell on September 22, 2021.

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2021 Chicago Auto Show: 2022 Volkswagen Golf GTI and Golf R

admin • July 15, 2021

2021 Volkswagen Golf GTI (left) and Golf R

2022 Volkswagen Golf GTI (left) and Golf R

Volkswagen announced complete pricing info for its redesigned 2022 Golf GTI and Golf R high-performance 4-door hatchbacks at the 2021 Chicago Auto Show. The ’22 Golf GTI and Golf R kick off the eighth generation of VW’s long-running compact hatchback in the U.S., and they are the only Golfs we’re getting… the non-performance versions of the Golf have been dropped for the American market and essentially replaced on our shores by VW’s new-for-2022 Taos compact crossover SUV.

CG Says:

If you’re a driving enthusiast, it’s hard not to get excited about a new-generation Golf GTI and Golf R. These Volkswagen hot hatchbacks have long offered an outstanding blend of invigorating performance, daily-driver practicality, and a cool European ambiance that’s a step above the compact-car norm. The redesigned 2022 models promise to continue that tradition in fine fashion, and we especially applaud the fact that a traditional manual transmission is still on offer across the board. However, we have to pour one out for the discontinuation of the “garden variety” Volkswagen Golf—an everyday hatchback that delivered driver’s-car litheness and European flair at a more affordable price point.

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2022 Volkswagen Golf GTI and Golf R Gallery

(Click below for enlarged images)

: 2022 Volkswagen Golf GTI

: 2022 Volkswagen Golf R

: 2022 Volkswagen Golf GTI

2022 Volkswagen Golf GTI

What Was The Volkswagen Golf Harlequin?

Written by: Damon Bell on July 15, 2021.

For GREAT deals on a new or used Chevrolet check out Tom Bell Chevrolet TODAY!

Toyota Priuses Head-to-Head: Prime vs AWD-e

admin • June 23, 2021

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

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

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

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

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

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

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

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

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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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.

For GREAT deals on a new or used Mazda check out Santa Maria Mazda TODAY!

Test Drive: 2021 Subaru Forester Sport

admin • May 25, 2021

2021 Subaru Forester Sport in Dark Blue Pearl

2021 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.

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

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

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

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

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

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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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.

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

Class: Premium Midsize SUV

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.

Test Drive Gallery: 2021 Lexus RX 450h F Sport

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.

Quick Spin: 2021 Volvo XC60 Recharge

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.

Quick Spin: 2021 Volkswagen Atlas Basecamp

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.

Test Drive: 2020 Audi SQ8

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.

Test Drive Gallery: 2021 Mazda CX-9 Signature

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.

Test Drive Gallery: 2020 Lincoln Aviator Reserve

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.

Follow John on Twitter

2022 Acura MDX Advance Gallery

(Click below for enlarged images)

2022 Acura MDX

Test Drive Gallery: 2021 Lexus RX 450h F Sport

2022 Acura MDX

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

For GREAT deals on a new or used INFINITI check out Circle INFINITI 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

Test Drive: 2020 Nissan Sentra SR Premium

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

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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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2020 Audi SQ8 Gallery

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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.

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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.

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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.

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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.