Tag Archives: Test Drive

•
Audi SQ8

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

Consumer Guide Automotive2020 Audi SQ8 Prestige

Class: Premium Large SUV

Miles driven: 778

Fuel used: 44.4 gallons

Real-world fuel economy: 17.5

CG Report Card
Room and Comfort B-
Power and Performance A
Fit and Finish A-
Fuel Economy C
Value B-
Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide's impressions of the entire model lineup.
Big & Tall Comfort
Big Guy A
Tall Guy A
Big & Tall comfort ratings are for front seats only. "Big" rating based on male tester weighing approximately 350 pounds, "Tall" rating based on 6'6"-tall male tester.
Drivetrain
Engine Specs 500-hp 4.0-liter
Engine Type Twin-turbo V8
Transmission 8-speed automatic
Drive Wheels AWD

Driving mix: 25% city, 75% highway

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

Fuel type: Premium gas required

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

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

Price as tested: $107,490

Quick Hits

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

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

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

More Q8 price and availability information

John Biel

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

Audi SQ8

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

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

Test Drive: 2021 Dodge Durango SRT Hellcat

Audi SQ8

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

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

Test Drive: 2021 Mercedes-Benz AMG GLE63 S

Audi SQ8

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

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

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

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

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

Test Drive: 2020 Cadillac CT5-V

Audi SQ8

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

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

Quick Spin: 2020 Ford Edge ST

Audi SQ8

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

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

Test Drive: 2020 Alfa Romeo Giulia Ti Lusso

Audi SQ8

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

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

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

Test Drive: 2020 BMW X3 M Competition

Audi SQ8

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

Follow John on Twitter

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2020 Audi SQ8 Gallery

(Click below for enlarged images)

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

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

For GREAT deals on a new or used Nissan check out Mossy Nissan Kearny Mesa TODAY!

•
2021 Chevrolet Tahoe Z71

2021 Chevrolet Tahoe Z71 in Shadow Gray Metallic

Consumer Guide Test Drive

2021 Chevrolet Tahoe Z71

Class: Large SUV

Miles driven: 118

Fuel used: 6.9 gallons

CG Report Card
Room and Comfort A-
Power and Performance A-
Fit and Finish B
Fuel Economy B-
Value A-
Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide's impressions of the entire model lineup.
Big & Tall Comfort
Big Guy A
Tall Guy A
Big & Tall comfort ratings are for front seats only. "Big" rating based on male tester weighing approximately 350 pounds, "Tall" rating based on 6'6"-tall male tester.
Drivetrain
Engine Specs 355-hp 5.3L
Engine Type V8
Transmission 10-speed automatic
Drive Wheels 4-wheel drive

Real-world fuel economy: 16.9 mpg

Driving mix: 50% city, 50% highway

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

Fuel type: Regular gas

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

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

Price as tested: $68,940

More Tahoe price and availability information

Quick Hits

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

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

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

John Biel

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

The 2021 Chevrolet Tahoe will probably do.

2021 Chevrolet Tahoe Z71

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

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

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

Test Drive: 2021 Chevrolet Suburban High Country

Chevrolet Tahoe Z71

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

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

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

Quick Spin: 2020 BMW X7 M50i

Chevrolet Tahoe Z71

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

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

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

Test Drive: 2021 GMC Yukon Denali

Chevrolet Tahoe Z71

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

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

First Spin: 2021 Cadillac Escalade

Chevrolet Tahoe Z71

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

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

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

First Spin: 2021 GMC Yukon

2021 Chevrolet Tahoe Z71

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

Follow John on Twitter

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2021 Chevrolet Tahoe Z71 Gallery

(Click below for enlarged images)

Quick Spin: 2020 Ford Expedition MAX Platinum

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

•
2021 Mazda 3 2.5 Turbo

2021 Mazda 3 2.5 Turbo

Consumer Guide Automotive 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.

2021 Mazda 3

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

2021 Mazda 3

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

Skyactiv G Engine

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

2021 Mazda 3 2.5 Turbo

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

2021 Mazda 3 2.5 Turbo

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)

Follow Damon on Twitter

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2021 Mazda 3 2.5 Turbo Gallery

Written by: Damon Bell on November 20, 2020.

•
2020 Rolls-Royce Dawn

2020 Rolls-Royce Dawn Black Badge in Jubilee Silver

2020 G902020 Rolls-Royce Dawn Black Badge

Class: Premium Large Car

Miles driven: 213

Fuel used: 14.5 gallons

Real-world fuel economy: 14.7 mpg

Driving mix: 45% city, 55% highway

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

CG Report Card
Room and Comfort A
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 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 593-hp 6.6L
Engine Type V12
Transmission 8-speed automatic
Drive Wheels Rear-wheel drive

Fuel type: Premium gas required

Base price: $356,500 (not including $2750 destination charge)

Options on test vehicle: Black Badge Package ($50,000), Bespoke Interior ($5600), Rolls-Royce Signature Package ($11,275) Mandarin-color top ($5425), Mandarin-color pinstripe applied to wheel centre ($2400), single Mandarin-color coachline pinstripe ($1775), Aero Cowling rear-seat tonneau cover ($25,750), RR embossing to interior door panels ($1975), Selby Grey seat-piping accents ($3175), Driver Assistance 3 Package ($8325), Gas Guzzler tax ($2600)

Price as tested: $477,550

Quick Hits

The great: Top-of-the-heap luxury; built-to-order customizability; serene ride quality

The good: Generous front-seat space; smooth, abundant power from V12 engine

The not so good: Prices fit for royalty; voracious thirst for premium fuel; cramped trunk space for a vehicle this large

Check out our Premium Large Car Best Buys

John Biel

There are, we imagine, strange elements to just about any occupation, tasks that people need to perform that seemingly defy reason, and only on reflection do they get to ask, “Did I really just do that? For money?”

For a Consumer Guide Automotive editor, this “what just happened here?” sense hits whenever something like a 2020 Rolls-Royce Dawn convertible shows up outside the building. Admittedly, there are few cars like it, and that’s the point. We’ll get 100 or more review vehicles a year through Consumer Guide Supreme World Headquarters, so we’re certainly comfortable discussing the features and performance of cars and trucks that Americans purchase by the tens of thousands. Throw a Roller in the mix, however, and it makes you question what you’re doing.

2020 Rolls-Royce Dawn

Our Dawn test vehicle was equipped with the $50,000 Black Badge package (which includes blacked-out body trim) and the $25,750 Aero Cowling rear-seat tonneau cover, which includes built-in lockable storage compartments.

Whenever this happens—and it does now and then—we’re out of our comfort zone. Off the bat, the sums involved are staggering relative to the many vehicles we review—even some of the true luxury products. With jaws hanging open, we can’t help staring and pointing at . . . that price: $361,850 (with delivery and $2600 Gas Guzzler Tax), and that’s just for starters. We can’t resist remarking that a single option, a removable “aero” tonneau cover over the rear seats that creates a two-seater look, costs more than an entire Volkswagen Golf TSI, or that the fee for the Black Badge décor-and-performance package that gives the test car its identity would cover a fantastic wedding present for your favorite young couple—two Golf TSIs. We look at the fuel-economy portion of the window sticker and are amazed to the point of amusement at the note that says a Dawn owner is projected to spend $10,000 more in fuel over five years than the owner of “the average new vehicle,” this after having parted with $477,550 to get the car in the first place.

More Rolls-Royce news and reviews

2020 Rolls-Royce Dawn Black Badge

Modern-day Rolls-Royce interiors do a nice job of balancing technology and tradition by offering current convenience features with classic-style switchgear and detailing. “Technical Fibre” carbon-fiber trim inserts take the place of the expected exotic-wood trim, and that Mandarin color is used liberally–even on the convertible top (see gallery below).

All of our unseemly talk of money certainly marks us as being from the “if you have to ask, you can’t afford it” side of the tracks. Wouldn’t someone more—shall we say—familiar with this type of car be better suited to critique it? Perhaps. The thing is, people who fit that description sure as heck don’t work as Internet auto writers (if they have to work at all). It falls to us then.

Even figuring out what to say about the Rolls-Royce Dawn seems to defy sense and meaning. If we roll up our sleeves and dive in to the normal type of CG review, we’ll inevitably mention the smooth but strong 6.6-liter V12 engine, the serene ride quality, and the exceptional materials and fit and finish. But saying so almost seems unnecessary, because 478 grand. We often make judgements on performance and value between the vehicles we review for the benefit of readers who may be weighing a buying decision, but what’s the competitive set for the Rolls, a brand that Automotive News reports sold 1320 cars in the U.S. in 2019? Plus, the world being what it is, we can’t imagine that even the most awed review we could give the Dawn is going to turn the head of the shopper looking for “the one” among the 19 compact SUVs on the market.

Test Drive: 2020 BMW M8 Competition Convertible

2020 Rolls-Royce Dawn Black Badge

All Dawns have rear-hinged doors that power open or closed–which is good, because the open doors’ handles are a bit hard to grab when seated. Eye-grabbing Mandarin orange leather upholstery is available as part of the $5600 Bespoke Interior package. Both doorjambs have a built-in umbrella that pops out at the press of a button.

All things considered, then, about all we can do is enjoy the ride in something from outside the routine. The 2020 Black Badge is even further “outside” than the last Dawn we briefly drove in 2017.

The Black Badge package renders the car’s body moldings and classic grille in gloss black, with the hideaway “Spirit of Ecstasy” hood ornament in a dark-chrome finish. Wheels are a carbon/alloy composite, 21 inches in diameter. The interior sports light-gray contrast stitching and “RR” monograms in the headrests of the sumptuous natural-grain leather seats (ventilated in front), with technical-fiber trim in place of wood on the dashboard, doors, and console. Meanwhile, a sport exhaust and engine output raised by 30 horsepower make this a slightly less-sedate Rolls-Royce.

Test Drive: 2020 Mercedes-AMG GT C Roadster

2020 Rolls-Royce Dawn Black Badge

The Dawn’s powerplant is suitably regal and powerful–a BMW-built 6.6-liter V12 that puts out 593 horsepower in Black Badge form. The “RR” badges in the center of the 21-inch carbon/alloy composite wheels are always upright; they’re fixed to the hubs, so they don’t turn with the rest of the wheel. The hand-painted Mandarin orange pinstripe applied to the wheel centers is a $2400 option, and the matching coachline (beltline) pinstripes are another $1775.

Pumped up to 593 horsepower—but with the same 605 lb-ft of torque as in the standard-tune engine—the twin-turbocharged BMW V12 makes the big convertible a little speedier but no noisier, and no less smooth. The utterly unobtrusive 8-speed automatic transmission helps there. The Black Badge engine loses one mpg in EPA highway-mileage ratings, slipping to an estimated 18, but city and combined projections stay the same at 12 and 14 mpg, respectively. CG’s 213-mile test with approximately 45 percent city-style operation worked out to 14.7 mpg.

As expected for a car of this size and purpose, ride is better than handling. It veritably swallows surface irregularities such as railroad tracks with electronic variable damping and rear self-leveling air springs. However, steering is on the slow side, so cornering response is somewhat laggard.

Test Drive: 2021 Lexus LC 500 Convertible

2020 Rolls-Royce Dawn Black Badge

A power-retractable Spirit of Ecstasy hood ornament is standard, and it too gets the Black Badge dark-finish treatment.

None of that will bother a driver and up to three additional passengers on an open-road cruise, however. All occupants enjoy ample legroom, and good headroom under the raised top. With the top down, front passengers experience little wind buffeting. Our Black Badge test car was considerably more vibrant than our ’17 Dawn, with orange Mandarin upholstery, body striping, and even convertible top (over a Jubilee Silver body). The cabin glistens with many chrome highlights. Switchgear is tight yet effortless to operate. BMW’s iDrive with central control from the console serves as the infotainment system—with the attendant complication. Four-zone climate control is managed by rotating dials for fan speed, waferlike dials for temperature settings, and tiny buttons for things like seat heaters and defrosters.

With the kind of power and luxury built into a Rolls-Royce Dawn, there’s certainly nothing hard about driving one. That’s cushy duty. It’s just a little tough to comprehend, though.

Forgotten Concept: Chrysler Imperial

2020 Rolls-Royce Dawn

If the 2020 Rolls-Royce Dawn were a gourmet meal, it would be a decadent feast where highly skilled chefs used all the sugar, butter, salt, and red meat they wanted. It’s pure automotive luxury and indulgence–with a price tag to match.

Click below for enlarged images

Follow John on Twitter

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2020 Rolls-Royce Dawn Black Badge Gallery

Rolls-Royce Dawn Black Badge

Written by: The Daily Drive staff on October 29, 2020.

For GREAT deals on a new or used Land Rover check out Land Rover Cincinnati TODAY!

•
2021 Ram 1500 TRX

2021 Ram 1500 TRX

Consumer Guide Automotive 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.

X

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.

Test Drive: 2019 Ford F-150 Raptor

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

2021 Ram 1500 TRX

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.

Test Drive: 2020 Toyota 4Runner TRD Pro

2021 Ram 1500 TRX

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.

First Look: 2021 Ford Bronco

2021 Ram 1500 TRX

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.

Quick Spin: 2020 GMC Sierra 2500 AT4

2021 Ram 1500 TRX

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

2021 Ram 1500 TRX

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.

Test Drive: 2020 Jeep Gladiator Mojave

2021 Ram 1500 TRX

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.

Test Drive: 2019 Chevrolet Colorado ZR2 Bison

2021 Ram 1500 TRX

“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.

Future Collectibles: 2009-2010 Hummer H3T Alpha

2021 Ram 1500 TRX

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.

No-Name Sport Truck: Remembering the Chevrolet Colorado 3LT V8

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.

Mountain of Torque: Remembering the Short-Lived “Big-Block” Chevrolet Avalanche

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.

Click below for enlarged images

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.

For GREAT deals on a new or used INFINITI check out INFINITI of Tucson TODAY!

•
2020 Toyota RAV4 TRD Off Road

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

Toyota RAV4 TRD Off Road2020 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.

Toyota RAV4 TRD Off Road

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.

Test Drive: 2019 Mitsubishi Outlander PHEV

Toyota RAV4 TRD Off Road

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.

Test Drive: 2021 Toyota Venza XLE

Toyota RAV4 TRD Off Road

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.

Test Drive: 2020 Honda CR-V Hybrid Touring

2020 Toyota RAV4 TRD Off Road

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.

Test Drive: 2020 Chevrolet Equinox Premier

2020 Toyota RAV4 TRD Off Road

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

2020 Toyota RAV4 TRD Off Road

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.

Click below for enlarged images.

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.

For GREAT deals on a new or used Nissan check out Mossy Nissan El Cajon TODAY!

•
2020 Ford Expedition MAX Platinum

2020 Ford Expedition MAX Platinum in Burgundy Velvet Metallic (a $395 option)

Quick Spin, Review, Consumer Guide

2020 Ford Expedition MAX Platinum 4×4

Class: Large SUV

Miles Driven: 141

Fuel Used: 8.4 gallons

CG Report Card
Room and Comfort A
Power and Performance B+
Fit and Finish A-
Fuel Economy C
Value B-
Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide's impressions of the entire model lineup.
Big & Tall Comfort
Big Guy A
Tall Guy A
Big & Tall comfort ratings are for front seats only. "Big" rating based on male tester weighing approximately 350 pounds, "Tall" rating based on 6'6"-tall male tester.
Drivetrain
Engine Specs 400-hp 3.5L
Engine Type Turbo V6
Transmission 10-speed automatic
Drive Wheels 4WD

Real-world fuel economy: 16.8 mpg

Driving mix: 45% city, 55% highway

EPA-estimated fuel economy: 16/21/18 (city/highway/combined)

Fuel type: Regular gasoline

Base price: $80,110 (not including $1395 destination charge)

Options on test car: Burgundy Velvet Metallic tinted clear-coat paint ($395), heavy-duty trailer towing package ($1570), second-row bucket seats ($595)

Price as tested: $84,065

Quick Hits

The great: Expansive interior room for both passengers and cargo; eager acceleration for a vehicle of this size and weight

The good: Platinum trim level brings high-class interior furnishings; good driving manners for an extra-large SUV

The not so good: Fuel economy; sheer size can make close-quarters maneuvering tricky; steep pricing

More Expedition price and availability information

CG Says:

There’s a lot of a lot in the 2020 Ford Expedition MAX Platinum. Being a MAX, it is the longer of the two configurations of Ford’s 3-row body-on-frame large SUV. Being a Platinum, it gets all the power and practically all the luxuries available as standard equipment.

2020 Ford Expedition MAX Platinum

Expedition MAX Platinum models come standard with a hands-free power liftgate, panoramic power sunroof, auto-folding heated mirrors approach lighting, and power deploying running boards.

One other thing that all Expeditions have is Consumer Guide’s imprimatur as a “Best Buy” in the class. Since its 2018 redesign, the Expedition has impressed us with its exceptionally spacious cabin, extensive feature availability, smooth and strong powertrain, and fine road manners for its size.

CG editors are no strangers to the MAX Platinum with 4-wheel drive, having driven one in each year of the Expedition’s current generation. It is so complete that none of what’s new for 2020 directly affects it. An added King Ranch trim level slips in just beneath the Platinum, a Black Accent appearance package is offered for the base XLT, and the Ford Co-Pilot360 suite of safety features—which the Platinum already had—is now standard on all.

First Look: Jeep Grand Wagoneer Concept

2020 Ford Expedition MAX Platinum

In the top-line Platinum trim, the Expedition’s cabin offers a high level of luxury for a mainstream-brand vehicle. Our testers liked the rotary-knob shifter, which functions well and opens up space on the center console.

This embarrassment of riches is reflected on the window sticker. Our test vehicle went from a starting price of $81,505 (with delivery) to $84,065 via a short list of options that included a trailer-towing package, second-row captain’s-chair seating, and Burgundy Velvet Metallic paint. Among Platinums, 4-wheel drive comes at a $3145 premium over rear-wheel-only motivation, and a Max costs $3025 more than a “standard-length” 4×4.

Test Drive: 2020 Ford Explorer Platinum

2020 Ford Expedition MAX Platinum

Our test vehicle was equipped with the extra-cost second-row bucket seats, which reduce overall capacity to seven but provide an open center pass-through to the third row. Second-row passengers get climate controls (including on/off buttons for the heated seats), audio controls, charging ports, and cupholders in the front center console.

With a wheelbase of 131.6 inches and total length of 221.9 inches, Maxes are 9.1 and 11.9 inches longer, respectively, than “standard-length” models. Inside, the real gain manifests itself in cargo room—there’s 16.9 cubic feet more of it in the long-body Expedition. Passenger volume, on the other hand, is essentially identical (based on Ford’s figures, the third row in the Max has 0.1-inch more headroom and 0.1-inch more shoulder room), and it certainly is generous. Legroom for front- and middle-row passengers ranges from really good to excellent, depending on where the adjustable seats are set up, and a couple of adults sitting in the third row get no worse than passable legroom even with the middle seats tracked as far back as they’ll go. One of our editors who has a couple of small children said they liked sitting in the third row: “It was like their own little clubhouse back there.”

Quick Spin: 2020 Nissan Armada Platinum

2020 Ford Expedition MAX Platinum

The benefits of the Expedition MAX models’ extra length are clear in the cargo area. There’s a full 34.3 cubic feet of cargo volume behind the third-row seats, compared to 19.3 cubic feet in the regular-length Expedition. The MAX offers 73.3 cubic feet of volume behind the second row, and 121.5 cubic feet with both the second- and third rows folded.

With the captain’s chairs it’s almost as easy to get to the third row by walking between the seats as it is to use the tilt-and-slide feature that makes it possible to pass behind them. (With the standard second-row bench seat, passenger capacity tops out at eight.) The backs of the captain’s chairs fold utterly flat and in line with the cargo floor, but with considerable gaps around them, which may complicate loading. The 60/40-split third-row seat backs retract via power switches in the cargo bay’s left sidewall. Second-row seats can also be dropped remotely. There’s hidden storage in trays beneath the floor of the ample cargo hold that’s accessible through a hands-free power liftgate.

The twin-turbocharged 3.5-liter EcoBoost V6 in the Platinum develops 400 horsepower and 480 lb-ft of torque, which is 25 more horsepower and 10 additional pound-feet than the same engine makes in other Expeditions. It moves the truck with surprising eagerness, particularly in “Sport” driving mode, and enjoys the assistance of an utterly unobtrusive 10-speed automatic transmission that kicks down in a trice for passing bursts, then quickly and smoothly returns to the higher gears. You’ll want it to get back up there, too, because that’s where the gas savings are, such as they may be. The 141 miles that CGers put on the 2020 tester worked out to 16.8 mpg, which was 1.5 to 2.4 mpg better than they got from 2018 and ’19 Expeditions, but the latest run was the only one with a majority of highway miles. The EPA rates this powerteam at 16 mpg in city use, 21 mpg on the highway, and 18 combined.

Test Drive: 2020 Infiniti QX80 Limited

2020 Ford Expedition MAX Platinum

The Expedition’s twin-turbo EcoBoost 3.5-liter V6 makes 400 horsepower in Platinum models–a boost of 25 hp over the rest of the Expedition lineup. It provides satisfyingly brisk acceleration, especially for a vehicle this large.  Our test vehicle was equipped with 22-inch machined-aluminum wheels with painted pockets.

An object as big as an Expedition Max will demand some care in parking and close-quarters maneuvering, but there’s nothing daunting to the nicely tuned and weighted steering. Even rolling on 22-inch alloy wheels, as the Platinum does, ride is comfortable. Throw in generous personal-item storage, plentiful luxury appointments and conveniences, and a cooperative infotainment system, and it’s clear that there’s a lot to it.

First Look: 2021 Chevrolet Tahoe and Suburban

2020 Ford Expedition MAX Platinum

A luxurious, extra-large vehicle like the Expedition MAX Platinum costs extra-large money, but Ford’s biggest SUV delivers impressive-for-its-size tractability and surprising pep in addition to the expected cavernous cabin.

Click below for enlarged images.

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2020 Ford Expedition MAX Platinum Gallery

2020 Ford Expedition MAX Platinum

Written by: The Daily Drive staff on September 18, 2020.

For GREAT deals on a new or used Toyota check out South Bay Toyota TODAY!

•
4Runner

2020 Toyota 4Runner TRD Pro in Army Green

2015 Audi Q52020 Toyota 4Runner TRD Pro

Class: Midsize Crossover/SUV

Miles Driven: 376

Fuel Used: 21.8 gallons

Real-world fuel economy: 17.2 mpg

Driving mix: 50% city, 50% highway

EPA-estimated fuel economy: 16/19/17 (city, highway, combined)

Fuel type: Regular Gasoline

CG Report Card
Room and Comfort B-
Power and Performance B+
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 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 270-hp 4.0L
Engine Type V6
Transmission 5-speed automatic
Drive Wheels 4WD

Base price: $49,765 (not including $1120 destination charge)

Options on test vehicle: sliding rear cargo deck w/underfloor storage compartment ($350), running boards ($345), cargo divider ($149), door edge guards ($79), blackout emblem overlays ($160)

Price as tested: $51,968

Quick Hits

The great: Build quality; off-road credentials

The good: Rugged, adventurous looks; cargo room

The not so good: Fuel economy; step-in height; aged basic platform; cabin ergonomics and on-road composure trail most crossover-style SUVs

More 4Runner price and availability information

John Biel

If you’re going to continue to make a body-on-frame midsize sport-utility vehicle—as Toyota does with the 4Runner—for a market that seems perfectly happy with unit-body crossovers, then you might as well play up its greatest advantage. Toyota does that, too.

Of the 4Runner’s nine trim-and-driveline permutations, six come with 4-wheel drive, and half of them are some sort of TRD-badged off-road special. At the top of that little subgroup—and at the price pinnacle of the entire 4Runner product line—rests the TRD Pro that Consumer Guide had the chance to test.

2020 Toyota 4Runner TRD Pro

The Toyota 4Runner is one of the most unapologetically old-school off-road-oriented SUVs on the market today, and the TRD Pro trim level–the priciest model in the lineup–amplifies the 4Runner’s capabilities and rugged looks.

The 4Runner TRD Pro starts at $50,885 with delivery. That’s $7295 more than what Toyota charges for a TRD Off-Road Premium and $10,180 in excess of the basic Off-Road model. The extra cash buys a considerable list of items that are mostly unique to the Pro.

Chassis distinctions include large Fox-brand shock absorbers with remote fluid reservoirs for the rear shocks, TRD-tuned front coil springs, and 265/70R17 Nitto Terra Grappler all-terrain tires. (Front and rear tread widths are a matched 64.1 inches, 0.9 inch wider than on the TRD Off-Road models.) Fog lights are upgraded to LED illumination, and a “roof basket” for carrying stuff replaces the lesser models’ top rails. A TRD-labeled stamped-aluminum skid plate peeps out from the undercarriage—in addition to the engine/suspension, fuel-tank, and transfer-case skid plates that protect all the off-pavement specials. A specific grille, badges, and 7-spoke 17-inch alloy wheels, all in black, call out the Pro. Additional standard comforts and conveniences include automatic headlights, moonroof, all-weather floor liners, and a 15-speaker JBL audio system with Toyota’s “Service Connect” remote vehicle monitoring capability.

First Look: 2021 Ford Bronco

2020 Toyota 4Runner TRD Pro

The step-in is a bit high, but the 4Runner’s rear seat is spacious enough for adults to ride in comfort. Passengers get HVAC vents and dual USB charging ports built into the back of the center console.

Like the two Off-Road jobs, the TRD Pro comes with part-time 4-wheel-drive activated by lever in the center console. Active traction control, an electronically controlled locking rear differential, selectable terrain settings, crawl control, and hill-start assist are other standards that steel all 4Runner TRDs for off-road duty.

We didn’t have the opportunity to get the Army Green test vehicle off of any beaten paths. As for its on-road behavior, at highway speeds it displayed considerable road noise and required a fairly steady stream of very minor steering corrections, likely attributable to the all-terrain rubber. Otherwise, it called to mind Off-Road Premiums that CG has tested in recent years, with a stiffer ride and heavier handling than in crossovers, and some sense of tippiness when cornering.

Test Drive: 2020 Jeep Gladiator Mojave

2020 Toyota 4Runner TRD Pro

Our test vehicle was equipped with the $350 sliding rear cargo deck, which makes loading big or heavy items a bit easier. There’s 46.3 cubic feet of cargo space behind the rear seats, and 88.8 cubic feet with the rear seat backs folded.

The 4Runner’s construction type might seem outmoded—it’s the only body-on-framer left in its size class—but it is genuinely old. The overall design of the current generation was new for 2010; the last significant freshening was done in 2014. Since then it has come down to a series of model-line changes and equipment advances to make what improvements have gone into the 4Runner. For 2020, all models receive Toyota Safety Sense P safety equipment (autonomous emergency braking, lane-departure warning, adaptive cruise control, and automatic high-beam headlights) and Apple CarPlay/Android Auto capability as standard fare. Other significant items built into the TRD Pro include navigation, an 8-inch touchscreen, air conditioning, SofTex leatherette upholstery, heated front seats with “TRD” identification stitched in red on the headrests, leather-wrapped tilt and telescoping steering wheel, keyless entry and starting, automatically dimming rearview mirror, heated power external mirrors, and a power sliding rear window.

There is nothing new about the 4Runner powerteam: a 4.0-liter V6 of 270 horsepower and 281 lb-ft of torque joined to a 5-speed automatic transmission. There’s nice life to around-town behavior, with good standing-start response. The 4Runner also cruises comfortably on the expressway when traffic conditions permit. The transmission may be down a few gears by modern measure, but it still serves the vehicle well. Kickdown for passing power happens quickly. EPA estimates for fuel mileage are 16 mpg in city driving, 19 mpg in highway use, and 17 combined. This reviewer recorded 17.8 mpg after driving the test truck for 59.7 miles, 40 percent of that in city-style operation.

Quick Spin: 2020 Toyota Tacoma TRD Pro

2020 Toyota 4Runner TRD Pro

The 4Runner’s powertrain is antiquated–it still uses a 5-speed transmission, where most rivals have moved to 7- or 8-speed gearboxes–but the 4.0-liter V6 supplies good power nonetheless. Tough-looking 17-inch alloy wheels with a black finish come standard on the TRD Pro, as do Nitto Terra Grappler all-terrain tires.

Some 4Runners come with three rows of seating for 7-passenger capacity, but all TRD models are 5-seaters with two-row seating. Overall, though, passenger room is merely OK by modern standards. There is decent legroom in front, but a little less of it in back. Three adults might squeeze across the second row if necessary. Headroom is good throughout. Seats are supportive, and the second-row back rests recline. Step-in is higher than in crossover sport-utes. The optional running boards that helped push the total cost of the tested vehicle to $51,968 were helpful in entries and exits.

Soft-touch surfaces cover the top of the dash and much of the door panels. Handy large dials control most climate-system settings, and physical knobs simplify audio tuning. Personal-item storage is handled by a glove box and covered console box that are both ample, storage pouches on the backs of the front seats, door pockets with bottle holders, and open cup holders in the center console and pull-down armrest in the middle of the back seat.

Cargo room behind the second-row seats is excellent for the class, and flexibility is enhanced by an optional sliding cargo deck that can be pulled out over the bumper for easier loading. This device can support 440 pounds, and when retracted serves as the cover for a shallow hidden storage space. For even more cargo room, the cushions for the rear seats, split 60/40, pivot forward to allow the seat backs to then fold completely flat.

At more than $50,000, the 4Runner TRD Pro reaches into the expensive end of the non-premium midsize sport-utility field. It’s a cost that will seem that much more glaring to anybody who highly rates comfort and modernity. But the 4Runner hangs on to be the choice for folks who’ve got other things on their minds.

Test Drive: 2019 Chevrolet Colorado ZR2 Bison

2020 Toyota 4Runner TRD Pro

It’s not cheap, and it trails its more-modern crossover SUV competitors in terms of fuel economy, driving manners, and ergonomics, but the 4Runner TRD Pro boasts a distinctive off-road attitude and Toyota build quality.

Great for long drives: back episodes of the entertaining Consumer Guide Car Stuff Podcast

2020 Toyota 4Runner TRD Pro Gallery

2020 Toyota 4Runner TRD Pro

Written by: The Daily Drive staff on August 24, 2020.

•
2020 Chrysler Pacifica Hybrid Limited

2020 Chrysler Pacifica Hybrid Limited in Billet Silver Metallic

Quick Spin, 2020 Volvo XC90 T8 Inscription

2020 Chrysler Pacifica Hybrid Limited

Class: Minivan

Miles Driven: 172

Fuel Used: 3.2 gallons

CG Report Card
Room and Comfort A
Power and Performance B+
Fit and Finish B+
Fuel Economy A+
Value A-
Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide's impressions of the entire model lineup.
Big & Tall Comfort
Big Guy 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 260-hp 3.6L
Engine Type V6 plug-in hybrid
Transmission CVT automatic
Drive Wheels Front-wheel drive

Real-world fuel economy: 53.7 mpg

Driving mix: 40% city, 60% highway

EPA-estimated fuel economy: 82 MPGe/30 mpg (city/highway combined)

Fuel type: Regular Gas

Base price: $45,845 (not including $1495 destination charge)

Options on test vehicle: S Appearance Package ($795), Advanced SafetyTec Group ($995), tri-pane panoramic sunroof ($1895)

Price as tested: $51,025

Quick Hits

The great: Class-leading fuel economy; excellent array of family-friendly convenience features

The good: Spacious cabin with upscale trimmings; pleasant road manners

The not so good: Chrysler’s signature Stow ‘n Go second-row seats not available on Hybrid models

More Pacifica price and availability information

John Biel

These days you might have a better chance of seeing a high-performance hybrid supercar than you would a hybrid family hauler minivan. A number of makers of high-end and outright exotic GTs and sports cars have embraced blending internal-combustion and electric power for eye-popping outputs. But for now, there’s only one minivan using that motivating mix: the Chrysler Pacifica. We say “for now” because the redesigned 2021 Toyota Sienna, which is slated to go on sale late this year, will come exclusively as a hybrid—albeit a conventional hybrid instead of the Pacifica’s plug-in-hybrid configuration. We should also note that the Pacifica is getting a substantial freshening, with the addition of available all-wheel drive, for 2021.

Quick Spin: 2020 Chrysler Pacifica Hybrid Limited

The S Appearance Package adds “Black Noise” painted wheels, black grille/body trim, and a black “Stow ‘n Place roof rack.

The Pacifica Hybrid itself is nothing new; it has been in the product mix since 2017, when Pacifica replaced the Town & Country as Chrysler’s minivan. What is new for the plug-in hybrid in 2020? Well, there’s the grille surface. Plus, there’s been some shuffling of trim levels. Otherwise, the Pacifica Hybrid is the same 7-passenger, 260-horsepower it has been—and it’s still an important element in what makes Pacifica the Consumer Guide “Best Buy” pick in the minivan class.

First Look: 2021 Toyota Sienna

Quick Spin: 2020 Chrysler Pacifica Hybrid Limited

Pacifica Limiteds have upscale cabin trim and a wealth of standard features, including a heated steering wheel, heated and ventilated front seats, and a Uconnect navigation/infotainment system with an 8.4-inch touchscreen. The center console houses dual cup holders, a storage bin with a sliding cover, and 12V and USB charging ports.

There are six flavors of Pacifica Hybrid, the Touring, Touring L, and Limited, plus thirty-fifth-anniversary editions of the Touring L and Limited, and a Red S version. Base prices with delivery extend from $41,490 for a Touring to $50,635 for the Red S. CG tested a Hybrid Limited that started at $47,240 was optioned up to $51,025. The 2020 test van was outfitted much like the one CG editors drove in 2019, including the extra-cost S Appearance Package (black, not red), Advanced SafetyTec Group, and panoramic sunroof. However, an upgrade to a 20-speaker Harman Kardon system and the Uconnect Theater with streaming and DVD video gear were both tossed into the ’20 at no charge.

2020 Chicago Auto Show: 2021 Chrysler Pacifica AWD

Quick Spin: 2020 Chrysler Pacifica Hybrid Limited

Inside, the S Package adds Nappa leather seats (with “S” logos on the front seatbacks). Though their underfloor battery hardware means that Pacifica Hybrids can’t offer Chrysler’s Stow ‘n Go second-row seats, the seats still slide fore and aft to favor second- or third-row legroom. Just visible on the front seat backs are the integrated video screens for the Uconnect Theater entertainment system; it’s included at no charge and comes with wireless headphones and remote controls.

Chrysler pairs a less-powerful version of the corporate 3.6-liter gas V6 with twin electric motors to generate the aggregate 260 ponies. An “electrically variable” transmission functions without the feel of stepped gears. EPA estimates for combined city/highway driving are 82 MPGe and 30 mpg of gasoline consumption.

We experimented with different operating styles this time to get a feel for how they might affect mileage. One editor who drove about two thirds of our test miles regularly charged the 16-kWh battery. Fifty-five percent of his distance was covered with the van operating in electric mode and at the end of his stint his gas use worked out to 48.5 mpg. A second editor’s shorter run of not quite 60 miles used just a single charge, and 66 percent of his run was under electric power, which stretched fossil-fuel economy to 68.33 mpg. (However, his gasoline use just for the miles when the gas engine was working averaged 23.55 mpg.)

What Is Midgrade Gas?

Quick Spin: 2020 Chrysler Pacifica Hybrid Limited

There’s a deep cargo well behind the third-row seats, which fold flat into the floor to create a large cargo area with 87.5 cubic feet of space behind the second-row seats. The second-row seat backs also fold down for a bit more space.

Fully charged, the Pacifica Hybrid is good for an estimated 32 miles of electric operation before it has to switch over to the gas engine—though the V6 will jump in when a high demand for power arises. For instance, the second of our editors mentioned above started out with an indicated 98-percent charge and went 28.5 miles—mostly in steady but speedy highway driving—before the gas engine took over, but an instrument readout showed 26.4 of those miles were driven electrically. Depletion of the charge is relatively slow below 60 mph, but begins to vanish pretty rapidly at higher speeds. The Hybrid is capable of easy, quiet Interstate cruising, but standing-start performance is a little tamer than in all-gas models. Transitions from electric to gas power are fairly subtle.

The Pacifica rides and handles well, and the Limited is a well-appointed minivan. Interior materials have a premium look and feel. The instrument dials and the 8.4-inch touchscreen for the convenient Uconnect 4C infotainment system show several hybrid-specific readouts related to power use and range. Personal-item storage choices are numerous and varied—if you can’t find a place for it in the Pacifica, you probably don’t need it.

Guide to Electric Vehicle Charging

Quick Spin: 2020 Chrysler Pacifica Hybrid Limited

The Pacifica Hybrid is powered by a 3.6-liter V6 engine paired with twin electric motors; the combo puts out a total of 260 horsepower. The electric charge port is located on the driver’s-side front fender.

Abundant leg- and headroom greets passengers in the front- and middle-row seats, with easy passage to the third row between the second-row buckets. The rearmost seats are adult-friendly. With the rear seats retracted and the middle seats removed (the placement of the hybrid-system battery prevents them from being folded into the floor), a cargo area of 140.5 cubic feet opens up.

Convenience and comfort are the least anyone can ask of a worthwhile minivan. The unique difference of the Pacifica Hybrid goes a step beyond.

5 Ways Hybrids are Different

Quick Spin: 2020 Chrysler Pacifica Hybrid Limited

By making shorter individual trips and plugging in to charge the battery between those trips, we improved our 2020 Pacifica Hybrid test vehicle’s average fuel economy compared to the nearly identical 2019 model we tested previously. If your lifestyle includes similarly short trips and permits frequent plugging in to maximize pure-electric operation, you can achieve similarly excellent numbers… but even in “regular” hybrid mode, the Pacifica Hybrid is a laudably efficient minivan.

Check out the Consumer Guide Car Stuff Podcast

2020 Chrysler Pacifica Hybrid

2020 Chrysler Pacifica Hybrid Limited Gallery

2020 Chrysler Pacifica Hybrid

Written by: The Daily Drive staff on June 24, 2020.