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First Spin: 2022 Subaru Forester Wilderness

admin • October 26, 2021

2022 Subaru Forester Wilderness

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

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

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

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

First Spin: 2022 Subaru Outback Wilderness

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Check out the Consumer Guide Car Stuff Podcast

2022 Subaru Forester Wilderness Gallery

(Click below for enlarged images)

Test Drive: 2022 Subaru Outback Wilderness

Car Stuff Podcast

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

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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.

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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.

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2021 Ford Mustang Mach 1 vs Shelby GT500

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2021 Ford Mustang Mach 1 vs Shelby GT500

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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.

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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.

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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.

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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.

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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.

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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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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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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.

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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.

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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

(Click below for enlarged images)

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Gas Guzzlers of 1994 Gallery

Written by: Tom Appel on January 11, 2021.

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First Spin: 2021 Mazda 3 2.5 Turbo

admin • November 21, 2020

2021 Mazda 3 2.5 Turbo

When the Mazda 3 lineup was redesigned for the 2019 model year, Mazda gave its sporty compact hatchback and sedan lots of new stuff: sleek new styling (with a striking bobtailed shape for the hatchback body style), new technology features, a notably more upscale look and feel, and, for the first time, the availability of all-wheel drive. What the 2019 Mazda 3 DIDN’T get, however, was more horsepower or a new engine—its sole powerplant was a 186-hp 2.5-liter 4-cylinder that was carried over from the previous-generation 3.

That changes for 2021, as the 3 gets two newly available engines in addition to the existing naturally aspirated 2.5. There’s now a base 2.0-liter 4-cylinder that makes 155 horsepower and 150 pound-feet of torque, and (our main focus here) a turbocharged 2.5-liter 4-cylinder engine that’s rated at 250 horsepower and 320 lb-ft of torque on premium gasoline, and 227 hp and 310 lb-ft of torque when running on regular gas.

The Mazda 3’s swoopy, bobtailed-hatchback styling looks a bit more aggressive with blacked-out trim elements and understated Polymetal Gray Metallic paint. The rear spoiler is part of the Premium Plus Package.

The 2.0-liter four engine (which is available only with the front-wheel-drive sedan) enables Mazda to offer the 3 at a slightly lower starting price. The turbo 2.5, however, is fully in step with Mazda’s ambitions to reposition itself as a premium brand. It’s only available in a topline 2.5 Turbo trim level that comes standard with all-wheel drive and upscale trim.

And, let’s get this out of the way too—the 2.5 Turbo’s sole transmission is a 6-speed automatic with steering-wheel-mounted paddle shifters. Though we can hear the moans of traditional enthusiast drivers from here, the economic case for engineering and certifying a manual transmission just doesn’t pencil out, given the limited sales potential of manuals in today’s market. The good news is that the steering-wheel paddle shifters here are some of the best we’ve used; they summon quick upshifts and downshifts—the latter is just the ticket when you’re heading into a corner.

First Look: 2021 Mazda 3

The Mazda 3’s cabin has a genuinely upscale look and feel, and the Premium Plus Package adds several welcome safety and convenience features. However, rear seat is cramped for adults in terms of both headroom and legroom.

While we’re talking about hardcore enthusiasts: If you were hoping that this new powered-up Mazda 3 would a revival of the raucous 2007-2013 Mazdaspeed 3… well, it’s not. Instead of a stiff-riding, uncompromising hot rod that’s tuned for at-the-limits driving at a track day or autocross, the 2.5 Turbo has been engineered to feel nimble, poised, and responsive in everyday driving situations. With this car, Mazda engineers aren’t chasing numbers on a spec sheet—they’re more interested in the seat-of-the-pants feel and an everyday-pleasurable driving experience. Mazda likes to call this “Jinbai Ittai” (a Japanese term to describe the unity between a horse and rider), and the goal with the 2.5 Turbo was a grown-up version of this feeling.

The turbo engine is the same basic powerplant that’s used in Mazda’s CX-5 and CX-9 SUVs and the Mazda 6 midsize sedan, but engineers made a few minor packaging changes, such as a redesigned air intake tract and switch from an air-to-air turbo intercooler to an air-to-water unit, for use in the smaller 3 chassis.

First Spin: 2021 Hyundai Elantra

Though the sloped roofline cuts into capacity, there’s still decent space in the Mazda 3 Hatchback’s rear cargo area–20.1 cubic feet behind the rear seats, and 47.1 cubic feet with the rear seats folded down.

Mazda engineers also aimed to give the 2.5 Turbo engine the power-delivery characteristics and feel of a naturally aspirated V6. Based on our test-drive experience… mission accomplished. The power delivery is wonderfully smooth and linear. Turbo lag is basically non-existent, and the low-end torque is respectable as well, with decent “pull” below 4000 rpm. A 6-speed automatic transmission is already something of an anachronism in today’s market of CVTs and 7-,8-,9-, and 10-speed gearboxes, but the 3’s automatic is polished partner to the turbo engine. It’s wonderfully responsive, and as mentioned above, the excellent paddle shifters provide a higher level of driver control if you’re so inclined.

The engine’s exhaust note is nice for a 4-cylinder, but no one will mistake it for an exotic powerplant or a performance-tuned V6. And again, in keeping with the upscale aim of this car, the engine noise is so nicely muted that it almost never intrudes. Some buyers might consider it almost TOO quiet for an enthusiast-oriented car.

Quick Spin: 2020 Volkswagen Jetta SEL Premium

The turbocharged 2.5-liter engine is rated at the same 227 horsepower (on regular gas; 250 hp on premium) as it is in the other Mazdas it’s installed in. A subtle badge on the rear hatch announces its presence in the Mazda 3 Hatchback.

The 2.5 Turbo’s EPA fuel-economy ratings are 23 mpg city/31 highway/26 combined in hatchback form, and 23/32/27 in sedan form… those combined numbers are just one mpg less than the comparable non-turbo 2.5 models. In a test that consisted of 114 miles of about 65 percent city driving, we averaged 24.0 mpg—on par with the EPA estimates.

Mazda slightly retuned the 2.5 Turbo’s suspension to compensate for the extra weight of the turbo engine, and retuned the steering to deliver a bit more feedback, but the overall focus was on everyday ride composure as much as absolute cornering prowess—aggressive sport suspension tuning wasn’t part of the program. That’s fine by us; the Mazda 3 is already one of the best-handling mainstream compact cars. The standard suspension setup offers a darn-near ideal mix of handling acumen and bump absorption for a compact car.

Quick Spin: 2020 Toyota Corolla Hybrid LE

Eighteen-inch black alloy wheels are standard equipment.

Likewise, the steering feel is wonderfully balanced; it’s smooth and offers excellent communication and feedback for a connected feel. Mazda engineers are intensely focused on “human-centric” chassis tuning. They studied natural human motions and muscle reactions to dial in a “minimum-jerk” feel to the 3’s steering, for an “organic” response to the driver’s inputs and to minimize the need for mid-corner steering corrections. Also aiding in this natural feel is Mazda’s G Vectoring Control system, which varies engine torque in response to steering inputs to subtly shift weight to the front wheels for better cornering performance and ride stability. The 2.5 Turbo’s GVC-system settings are changed for crisper performance when the driver selects the Sport drive mode.

Despite the changes under the skin, 2.5 Turbo’s exterior styling tweaks are subtle… essentially blacked-out trim elements, a larger exhaust pipe, a turbo badge on the decklid or hatch, and an available front air dam and rear spoiler on the hatchback body style.

Base versions of the Mazda 3 compete against mainstream rivals such as the Honda Civic and Toyota Corolla, but Mazda hopes that the 2.5 Turbo might snag customers who are shopping entry-level luxury-brand compacts such as the Acura ILX, Audi A3, and Mercedes-Benz A-Class. And measured against those cars, the 2.5 Turbo stacks up very well. The base MSRP of the 2.5 Turbo sedan is $29,990, and the hatchback is $1000 more. Our hatchback test vehicle was equipped with the Premium Plus Package, which bumps up the starting price to $33,750 and includes a host of premium features (the asterisked items are new this year):

Test Drive: 2020 Nissan Sentra SR Premium

leather upholstery
front and rear parking sensors
360-degree-view monitor (newly upgraded to all-digital system, with view-mode selector button)
Traffic Jam Assist (adds slow-traffic steering assist at 0-40 mph)*
auto-dimming exterior mirror
traffic sign recognition
front air dam
Mazda navigation system with 3-year traffic and Travel Link trial
Rear Smart City Brake Support*
rear cross-traffic braking*
HomeLink universal garage door opener
black rear-hatch-mounted spoiler

Tack on the $945 destination fee and a $125 stainless rear bumper guard, and the bottom line of our test vehicle was $34,820… steep for a mainstream-brand compact car, but very competitive with the luxury-brand competitors to which the 2.5 Turbo favorably compares.

Our main gripes with the Mazda 3 remain the cramped rear-seat space and the so-so rear visibility in the hatchback models. With many buyers continuing to shift to crossover SUVs, the remaining passenger cars are now focusing more on sportiness and handling than practicality (Mazda reps told us that buyers concerned with rear-seat space and cargo volume can opt for its CX-30 compact SUV). And, while we’re being pampered, we wish the 3 offered ventilated front seats in addition to its heated seats.

Still, Mazda hit the target it set for itself with the 3 2.5 Turbo—the horsepower infusion changes the character of the basic 3, and legitimates pushes the car further upscale. And even though it’s counter to Mazda’s brand-positioning goals, we would welcome a de-contented version that makes the goodness of the turbo engine available at a lower price point.

Test Drive: 2019 Honda Insight Touring

The addition of the 2.5-liter turbo engine gives the 2021 Mazda 3 2.5 Turbo an advantage of up to 64 horsepower over its naturally aspirated 2.5-liter sibling. By Mazda’s own design, the power infusion doesn’t turn the 3 into an aggressive high-performance machine, but pushes it further upmarket–making it a legitimate competitor to premium-brand rivals.

(Click gallery pics below for enlarged images)

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2021 Mazda 3 2.5 Turbo Gallery

Written by: Damon Bell on November 20, 2020.

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.

First Spin: 2021 Ram 1500 TRX

admin • October 27, 2020

2021 Ram 1500 TRX

By Don Sikora II

After packing a sizable collection of facemasks and two squeeze bottles of hand sanitizer, we set off to drive Ram’s new off-road-ready TRX pickup at a socially distanced event near Lake Tahoe. Clearly, most of us would love to forget 2020, but if you are into high-performance off-road trucks, the 2021 Ram 1500 TRX will definitely fall into the category of things you’ll be happy to remember.

More off-road vehicle news and reviews

The first thing you notice about the TRX is the exterior styling. The current-generation Ram 1500 was redesigned for the 2019 model year, and it’s quite a looker—its gracefully smooth lines are modern, yet maintain stylistic kinship with the revolutionary 1994 Dodge Ram 1500. In addition, Ram’s designers have gotten very good at creating distinctive styling cues for each trim level. The best example of this in the current Ram pickup lineup might be the off-road-themed Rebel model, and that’s where the TRX story begins.

The new-for-2021 Ram 1500 TRX is one of the brawniest off-road pickups ever. The 702-hp supercharged 6.2-liter Hemi V8 can propel this 6400-lb beast to 0-60-mph runs of just 4.5 seconds and 12.9-second quarter-mile times.

The 2016 Ram Rebel TRX concept vehicle debuted at that year’s State Fair of Texas, and introduced the basic idea of a powerful truck capable of off-road speeds of over 100 miles an hour. The concept truck also established the visuals that the production model runs with. Picture a muscled-up desert racer and you’ll get the general idea… and it’s an idea that Ram’s designers have enthusiastically embraced.

The 2021 TRX is offered only as a 4-door Crew Cab model with the short 5-foot 7-inch bed. The most obvious changes from everyday Ram 1500s are the dramatically bulged fenders—the new front fenders are made from a composite material, and out back the TRX-unique bedsides are stamped steel. All four corners also have composite flares to help cover the TRX’s 6-inch wider track and sizable 35-inch all-terrain tires. These alterations add up to make the TRX eight inches wider than other Ram 1500 models.

More Ram pickup news and reviews

The TRX’s interior has an especially upscale feel when optioned up with the TR Level 1 or TR Level 2 Equipment Group. All TRXs have steering-wheel-mounted aluminum paddle shifters and a unique console-mounted shift lever in place of the rotary-dial shifter on other Ram 1500s.

The hood is a new TRX-specific aluminum unit with a functional scoop—fans of classic Mopar muscle cars may think it looks a bit like the scoop on the 1970 Plymouth AAR ‘Cuda. The aggressive-looking vents that flank the TRX’s hood scoop are non-functional. The new satin-black grille assembly is designed to maximize airflow to the engine—the huge RAM letters are formed in outline only, allowing additional air to pass through.

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The TR Level 1 Equipment Group adds features such as leather upholstery, heated front seats and steering wheel, and a surround-view camera.

The TRX wears all-new steel bumpers with integrated tow hooks, and the front bumper incorporates a skid-plate section. The TRX’s extreme width means it must be equipped with additional marker lights, per federal mandate. So, compact LED marker lights have been neatly integrated into the hood scoop, each fender flare, and the gap between the tailgate and rear bumper.

For now, the 2021 TRX comes in your choice of six colors: Flame Red or Bright White for no extra charge, Hydro Blue or Diamond Black Crystal for $100 extra, and Granite Crystal or Billet Silver for $200 extra. Later in the model year, Ignition Orange will be added. The limited-production Launch Edition TRX—only 702 will be built, and they’re already sold out—includes “Anvil” battleship-gray paint in its $12,150 package price.

The Bright White pre-production test truck we drove during the press event was outfitted with the optional TRX exterior graphics ($495), along with the lower-body two-tone paint ($250). Some Ram fans may be disappointed that the lockable RamBox bedside storage compartments and the Multifunction Tailgate aren’t available on the TRX.

To our eyes, all the changes work well together and create a striking exterior—a look that’s sporty and aggressive without going over the top. While in the driver’s seat, looking in a side mirror and catching a glimpse of the curvaceous rear fender was a visual treat.

Forgotten Concept: Dodge Ram T-Rex 6×6

The TRX boasts plenty of specialized suspension hardware that contributes to its off-road prowess–such as forged-aluminum upper and lower front control arms, Bilstein shock absorbers, and a sophisticated BorgWarner transfer case.

Since we already mentioned the hood’s functional scoop, let’s move on to one of TRX’s other defining features—the engine underneath that scoop. It’s a supercharged 6.2-liter Hemi V8, much like the monster mill that debuted in the 2015 Dodge Challenger SRT Hellcat. In TRX tune, the blown Hemi is rated at an attention-grabbing 702 horsepower and 650 lb-ft of torque. It mates to Ram’s beefy 8HP95 8-speed automatic transmission. The hood scoop, along with the TRX’s unique grille, feed the engine cool outside air. Ram engineers say the TRX’s air-filter assembly is the largest in the segment, and that its filter elements can trap four times as much dust as its nearest competitor. TRX-specific changes to the engine include a new oil pan and a high-mounted alternator, the latter of which helps make the TRX capable of fording through up to 32 inches of water.

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Ram had a color-coded rolling chassis on display at the TRX press event to show off how much of the TRX’s frame is unique. The blue components of the frame are all new, and the green areas have been “up gauged” for extra strength compared to the standard RAM 1500 frame. The black parts are shared with other Ram 1500 models.

Ram says the TRX will run 0-60 mph in 4.5 seconds, and 0-100 mph in 10.5. If you want to take this beast to the drag strip, expect a quarter-mile time of about 12.9 seconds at 108 mph. The muscular Hemi is surprisingly smooth, and throttle response is excellent. We were also impressed with how easy the throttle was to modulate—to its credit, the go pedal is not an on/off switch. Some distinctive supercharger whine and exhaust bark are heard under acceleration, but that’s all part of the Hellcat-like experience; we’d guess the noise will be music to most TRX owners’ ears.

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Eighteen-inch alloy wheels on beefy Goodyear Wrangler tires are standard, but these beadlock-ready 18-inchers are available as an $1895 option.

We also experienced TRX’s power using the standard Launch Control feature. At full throttle, the traction and acceleration are jaw-dropping; the experience is akin to the pushed-back-in-your-seat feeling you get when taking off in a jetliner. We braked before reaching the cones that marked an eighth of a mile from the starting line, and the speedometer had us at 73 mph. Oh, did we forget to mention this run was on gravel? Also, now seems like a good time to point out that this truck’s curb weight is 6350 pounds—that’s about as heavy as three 2020 Mitsubishi Mirage hatchbacks.

Our Launch Control-enabled run occurred shortly after we drove a Ram-supplied Ford F-150 Raptor on the event, and made a spirited but comparatively drama-free sprint down an interstate-highway on-ramp. The Raptor’s 450-horsepower EcoBoost turbocharged V6 is no slowpoke, but it’s down 252 horsepower(!) compared to the TRX. No surprise, then, that the Ram is clearly the seat-of-the-pants acceleration champ between these two, and by a wide margin.

Of course, all this power comes at a stiff price when you stop at the gas station and fill the 33-gallon tank. Premium gasoline is required, and estimated fuel economy is 10 mpg city, 14 mpg highway, and 12 mpg combined. Oof. Eight selectable drive modes—Auto, Sport, Snow, Tow, Custom, Mud/Sand, Rock, and Baja—dial in specific powertrain, suspension, and steering parameters to suit driving conditions… and we noticed that “Eco” wasn’t included among those.

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A bed-mounted spare-tire carrier is a $995 option.

The TRX’s supercharged Hemi lives and works in a beefed-up steel ladder frame that is 74-percent new compared to other Ram 1500 models. The TRX-specific suspension’s front setup uses forged-aluminum upper and lower control arms and a ZF-supplied axle. The front wheels are located 20 millimeters further forward than other Ram 1500s, which lengthens the wheelbase by about a half-inch.

The rear suspension retains Ram’s now-traditional five-link coil-spring layout, but again the heavy-duty components are all new. The huge rear coils are nearly two feet long, and the solid rear axle is a Dana 60 with full-floating hubs and an electronic locking differential. The Dana also receives an axle-hop damper for improved control and traction. The transfer case is a full-time BorgWarner 48-13 unit with upgraded internals. Critical chassis components are protected by a collection of five skid plates.

All four corners use active Bilstein Black Hawk e2 shocks with nitrogen-charged remote reservoirs. Wheel travel is more than 13 inches all around, compared to about nine inches on standard Ram 1500 models. In the back, TRX’s increased wheel travel was achieved without reducing the bed’s cargo capacity.

Quick Spin: 2020 Ram 1500 Rebel EcoDiesel

The TRX’s functional hood scoop is also home to three LED clearance lights.

The TRX rolls on specially designed Goodyear Wrangler Territory All-Terrain 325/65R18 tires mounted on 9-inch-wide cast-alloy rims. The optional wheels ($1895) are the same size, but are beadlock ready. A full-size spare with a matching wheel and 35-inch tire is standard, and it mounts under the bed. Our test truck had the optional in-bed spare tire carrier ($995), which looks race-ready but obviously compromises the bed’s usability.

On the press event, we had the opportunity to drive TRX off-road at Wild West Motorsports Park near Sparks, Nevada. There, we were able to get a taste of the truck’s capabilities on dusty, rock-littered trails, and then took a few laps on the dirt race track—which included a couple of jumps that got all four wheels off of the ground. The TRX includes a Jump Detection system to identify when the vehicle is airborne and adjust the powertrain control system to help avoid any damage upon landing. We also climbed a steep, ragged rock hill with the help of two spotters. This activity allowed us to take advantage of the truck’s low-range gearing, 11.8 inches of ground clearance, and optional rock rails ($995).

Our on-road drives consisted of a mix of tight-and-twisty two lanes, along with short stretches of a wide, boulevard-like suburban highway and Interstate 80. The TRX held its own in the twisties, but it’s obviously no sports car—you never forget it’s a big truck with a 145.1-inch wheelbase and an overall length of 232.9 inches. Steering feel is good, and ride quality is surprisingly supple and controlled—comfortable, even. One niggle appeared on the chewed-up concrete of I-80, where there was a faint, yet persistent, hint of motion present that our test truck couldn’t quite smother. Still, on-road comfort is commendable, given this truck’s serious off-road equipment. We didn’t have the opportunity to pilot our test truck in any congested urban areas—the only tight spot was a small parking lot at a break stop in historic Virginia City, Nevada. Here, the TRX’s ample size and relatively wide turning radius quickly became apparent.

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The extra-large air-filter setup means you can’t see a whole lot of the Hemi under the TRX’s hood, but Ram’s designers hid an “Easter egg” dig at the Ford F-150 Raptor under the intake cover–a T Rex snacking on a doomed velociraptor.

Last, but certainly not least, is the interior. The TRX comes standard with cloth-and-vinyl trim that’s based on the Rebel’s cabin. Moving up to the TR Level 1 Equipment Group ($3420) adds 8-way power front seats, black leather upholstery, heated front seats and steering wheel, and several other convenience features. Ram representatives told us that a Level 1 TRX interior is trimmed similarly to the 1500 Limited model. Our test truck was outfitted with the top-line TR Level 2 Equipment Group ($7920); this includes everything from the Level 1 Group and adds a long list of goodies such as ventilated front seats; three-level heated front seats; memory functions for the driver’s seat, door mirrors, radio, and power-adjustable pedals; a 60/40 folding rear bench seat; blind-spot monitoring; power tailgate release; and LED bed lighting.

Our test truck was decked out even further. The TRX Carbon Fiber Package ($1295) added real carbon-fiber trim, along with a flat-bottomed steering wheel covered in a mix of perforated leather and Alcantara suede. It also had the Advanced Technology Group ($1095), which adds a heads-up display, a rearview mirror with a digital-camera display, and a LED CHMSL (center high-mounted stop light) that also contains the rearview-mirror camera and lights that illuminate the pickup bed. Though our test truck didn’t have it, Ram also offers a TRX Red Interior Accents package ($1495) for a bit more interior pizazz.

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“Gettin’ air” is part of what the TRX is designed to do. It’s got a seriously reinforced frame and heavy-duty suspension components that give it more than a foot of suspension travel.

The TRX’s posh cabin—at least in optioned-up form—was a very pleasant surprise. The overall appearance is impressively high-end, with an attractive mix of luxury, sport, and high-tech elements. The black leather and Alcantara look and feel great, and we appreciated the tasteful gray accent stitching. Not surprisingly, passenger room is plentiful—the front seats have additional bolstering, but remain roomy and comfortable for the plus-size gentleman. We found the heads-up display quite useful, especially the speed limit and navigation information it displayed. Its white graphics were very legible overall, but wearing our polarized Ray-Ban sunglasses caused some of the HUD graphics to wash out so they weren’t fully visible. Another pleasant surprise was how quiet the TRX’s interior is while cruising. Surprisingly little noise from the aggressive all-terrain tires makes it into the cabin, and most of the noise from the brawny V8 and its sporty exhaust fades away.

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Each TRX gets a metal emblem on the center armrest lid with its specific vehicle identification number.

Interior items worth a special mention include the attractive leather trim on the dashboard, and the fantastic flat-bottomed steering wheel, which felt ergonomically ideal to our hands. Also notable is the standard 12-inch UConnect 4C customizable touchscreen with navigation and satellite radio. The touchscreen responds quickly to inputs and boasts sharply defined color graphics. By comparison, the smaller navigation screen in the F-150 Raptor we drove during the event looked like an old-school video game.

We kept the TRX’s 9.2-inch-wide digital-camera rearview mirror in its video display mode for our drive, which we found a bit jarring at first. (The mirror can also be switched to a normal reflective-glass rearview mirror.) It’s odd not seeing your reflection in the “mirror,” but we quickly acclimated, and appreciated the clear, sharp view on a very sunny day. We’re curious about how well the system works in inclement weather and at night. We should mention that we didn’t encounter any problems viewing the touchscreen or digital mirror while wearing polarized sunglasses.

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If a 702-hp off-road pickup isn’t ostentatious enough for you, hood and bedside decals are optional.

Interestingly, the TRX does not have Ram’s now-expected rotary shift knob; it uses a more traditional shift lever on the large center console and a pair of paddle shifters on the steering wheel. A narrow-but-deep storage slot runs the width of the console in front of the shifter, and is home to the “Ramcharger” wireless charging pad.

The TRX’s dash includes plenty of physical control buttons, and there are numerous menus and even more virtual buttons accessible via the large touchscreen. The various controls are more elaborate than can be easily understood during a test drive or even on a day-long ride. Recognizing this situation, Ram has announced the TRX will debut a new “Know & Go” mobile app that’s designed to help owners discover and understand their vehicle’s features.

The TRX is the priciest Ram 1500 model; it starts at $71,690, including the $1695 destination charge. Our optioned-up test truck stickered at a cool $89,860. Spending some time with the TRX build tool on Ram’s website shows that checking all the boxes can push the bottom-line price north of $97,000. For a rough comparison, Consumer Guide’s 2019 Ford F-150 Raptor SuperCrew test truck priced out at $74,995, including $17,520 worth of options.

Ram calls the TRX the “Apex Predator of the Truck World.” Clearly there is some Tyrannosaurus Rex-versus-Raptor chest pounding in those words, aimed directly at the TRX’s Dearborn-born rival. We aren’t going to bestow any grand titles, but after a day behind the wheel of the TRX, we came away impressed. It’s clear this truck offers off-the-lot performance that was unimaginable in the not-so-distant past. And the very appealing and luxurious softer side of TRX was perhaps the biggest surprise—one that should extend this highly specialized model’s appeal beyond hardcore off-roaders.

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The 2021 Ram 1500 TRX is frighteningly expensive and frighteningly thirsty for premium gasoline, but it boasts astonishing off-road capabilities, and it’s flat-out faster than most golden-age muscle cars. It’s also more comfortable and, when optioned up, much more luxurious inside than you might expect for such a no-holds-barred machine.

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Listen to the very entertaining Consumer Guide Car Stuff Podcast

2021 Ram 1500 TRX Gallery

2021 Ram 1500 TRX

Written by: The Daily Drive staff on October 26, 2020.

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Test Drive: 2020 Toyota RAV4 TRD Off Road

admin • September 23, 2020

2020 Toyota RAV4 TRD Off Road in Lunar Rock/Ice Edge two-tone (a 500 option)

2020 Toyota RAV4 TRD Off Road

Class: Compact Crossover

Miles driven: 809

Fuel used: 24.9 gallons

Real-world fuel economy: 32.4 mpg

CG Report Card


Room and Comfort	B+
Power and Performance	B-
Fit and Finish	B-
Fuel Economy	A-
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	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	203-hp 2.5L
Engine Type	4-cylinder
Transmission	8-speed automatic
Drive Wheels	AWD

Driving mix: 10% city, 90% highway

EPA-estimated fuel economy: 25/32/27 (city, highway, combined)

Fuel type: Regular gas

Base price: $35,280 (not including $1120 destination charge)

Options on test vehicle: TRD Off-Road Weather Package ($1185), Premium Audio/Dynamic Navigation ($1620), TRD Off-Road Technology Package ($1950), two-tone paint ($500), door-sill protector ($199), running boards ($549), door-edge guard ($140), mudguard ($129), blackout emblem overlays ($65)

Price as tested: $42,567

More RAV4 price and availability information

Quick Hits

The great: Cargo capacity, available high-tech features, towing capacity (for a compact crossover)

The good: Fuel economy, pleasant road manners despite off-road-focused gear

The not so good: Front-seat space isn’t great for big and tall folks, engine gets a bit noisy during fast acceleration, non-linear transmission feel

John Biel:

Automakers spent a good 25 years softening the sport-utility vehicle into something more “carlike.” The result was the crossover, a vehicle type that has succeeded perhaps beyond anyone’s wildest dreams, even seriously threatening the survival of the sedans and station wagons from which they richly borrowed.

The TRD Off Road is a new addition to the RAV4 lineup for 2020. It’s an all-wheel-drive-only trim level that slots in at $600 less than the top-line AWD Limited in the RAV4 model roster.

All pendulums swing, however. Lately, there have been moves by some manufacturers to toughen up the crossover. One of the newest comes from one of the oldest—the Toyota RAV4 that essentially pioneered the crossover field in the mid 1990s. For 2020, it adds a TRD Off-Road model designed to make the compact crossover more capable in the terra incognita that lies beyond the shopping-mall parking lot.

Toyota actually began moving in this direction in 2018, when the RAV4 added an Adventure model with a few terrain-taming technologies and a huge boost in towing capacity, wrapped up in a look that was more rugged than other RAV4s. It was continued when a redesigned fifth generation of Toyota’s top-selling vehicle came out for ’19. The TRD Off-Road, which starts at $36,400 with delivery—$2225 more than the Adventure—takes that concept to another level.

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The TRD Off Road Pro’s red accents and contrast stitching add sporty panache to the basic RAV4 cabin. A wireless smartphone charging pad (locating just in front of the shift lever) is included in the $1950 Technology Package, as are a 360-degree around-view monitor, front and rear park assist with automated braking, and digital-camera rearview mirror.

Toyota Racing Development supposedly tapped some things learned from its RAV4 rally program to give the Off-Road a suspension with specially tuned red coil springs, twin-tube shock absorbers configured for better rebound control, and new bump stops for improving body control over large bumps and dips. The TRD Off-Road rides on black flow-formed 18×7-inch wheels (one inch shorter in diameter than the Adventure’s wheels) wrapped in rugged Falken Wildpeak A/T Trail all-terrain tires. Appearance details include LED fog lights, dark-gray front and rear lower fasciae, red interior stitching and trim elements (including TRD logos sewn into the headrests), and TRD all-weather floormats and cargo-area liner.

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Back-seat passengers get HVAC vents and dual USB charging ports, and enough headroom and legroom for average-sized adults to ride in comfort. Likewise, the rear door apertures are large enough for unencumbered entry and exit.

The Adventure and TRD Off-Road are all-wheel-drive-only models—no surprise there—with dynamic torque vectoring that can send as much as 50 percent of torque to the rear wheels, and also disconnect the rear driveline when front-wheel drive is enough to move the vehicle. Ride is firm and the tires can be a little noisy on the highway, but they didn’t produce the wandering tramlining effect we’ve experienced on some other off-pavement specials where constant small steering corrections were required.

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RAV4s boast generous cargo volume for their size, and a helpfully low load floor. There’s 37.5 cubic feet of cargo volume behind the rear seats, and 69.8 cu. ft. with the rear seats folded. Rubber floor mats are standard in the TRD Off Road.

All gas-only RAV4s have a 2.5-liter 4-cylinder engine of 203 horsepower and 184 lb-ft of torque, and an 8-speed automatic transmission. Power output is acceptable for most driving situations, but transmission shifts are not the timeliest. “Sport” driving mode seems to have more effect—and slight at that—on steering than it does on acceleration. The TRD and Adventure both have a 3500-pound towing capacity that is tops among RAV4s—by at least 2 to 1—and about as good as it gets in the entire compact-crossover class. EPA fuel-economy estimates for the TRD Off-Road are 25 mpg in city driving, 32 on the highway, and 27 combined, which Consumer Guide’s experience backed up. In fact, in a test that consisted primarily of a long highway road trip, we averaged 32.4 mpg–a bit better than the EPA highway number.

Android Auto smartphone compatibility is added for all 2020 RAV4s. (Apple CarPlay connectivity already was included.) Otherwise, the TRD Off-Road’s standard-equipment complement was much like that of the ’19 RAV4 Limited that CG tested: LED headlights; power moonroof; power liftgate; SofTex leatherette upholstery; dual-zone climate control; satellite radio; and Toyota Safety Sense 2.0 suite with pre-collision warning and pedestrian detection, dynamic cruise control, lane-departure alert with steering assist, lane-tracing assist, automatic headlight high-beam control, and road-sign recognition. It shares the Adventure’s raised roof rails and a 120-volt power outlet in the right side of the cargo compartment. An extensive load of options that raised the final price to $42,567 added things like navigation, heated steering wheel, heated and ventilated front seats, Qi wireless smartphone charging, and an overhead-view camera.

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TRD Off Road models are powered by the same 203-hp 2.5-liter 4-cylinder as other gas-engine RAV4s. Flow-formed TRD 18×7-inch wheels on Falken Wildpeak A/T Trail all-terrain tires are standard equipment. Thankfully, despite their aggressive-looking tread pattern, those tires don’t significantly upset the vehicle’s highway road manners.

Like some previously tested fifth-gen RAV4’s, the TRD Off-Road has a nicely done cabin with generous use of soft-touch surfaces, easy-to-use controls and infotainment system, but middling cabin-storage capacity. There’s good passenger space for four adults (a fifth might squeeze into the middle of the back row). There’s good cargo space in back, and 60/40-split rear seats fold almost flat for plenty more capacity.

The TRD Off-Road is docile enough for the middle-school drop-off lane but ready for the trails beyond.

Test Drive: 2019 Subaru Forester Touring

The new-for-2020 TRD Off Road model imbues Toyota’s likable compact SUV with better off-road capabilities and rugged looks. We suspect it will win over at least a few Jeep Compass and Subaru Forester shoppers.

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Listen to the very entertaining Consumer Guide Car Stuff Podcast

Toyota RAV4 TRD Off Road Gallery

Written by: The Daily Drive staff on September 23, 2020.

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