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Infiniti Q50 vs Q60: Sedan and Coupe Face-Off

Infiniti Q50 Red Sport 400 (top) vs Infiniti Q60 Red Sport 400

Let’s face it… the luxury-brand midsize sport-sedan and sporty-coupe segments aren’t exactly on fire these days. Even when it comes to performance-focused premium vehicles, the majority of American shoppers prefer crossover SUVs over traditional passenger cars. Infiniti knows this as well as any brand; all of its most-recent product launches—the redesigned-for-2019 QX50, the new-for-2022 QX55, and the redesigned-for-2022 QX60—are crossover SUVs. The Q50 sedan and its Q60 two-door coupe counterpart are the only traditional passenger cars in Infiniti’s model roster, and even within their respective classes (we categorize the Q50 as a premium midsize car and the Q60 as a premium sporty/performance car), they are pretty elderly players. The Q50 dates back to the 2014 model year and has not seen any major revisions other than updated powertrain offerings. The Q60 coupe debuted for 2017, on Q50-based architecture, and likewise has not seen significant updates since.

For 2021, both cars continue to offer a twin-turbo 3.0-liter V6 that makes 300 horsepower in standard form, or a healthy 400 hp in the top-line performance-oriented Red Sport 400 models. A 7-speed automatic transmission is standard on all, and all-wheel drive is available on all models as an option to rear-wheel drive.

Neither car changes much at all for 2022. The Q50 gets a pared-down model lineup, modest trim changes (a Saddle Brown upholstery color is available, open-pore wood trim, and an updated HVAC system with an air purifier). The Q60 is unchanged for 2022, save for the addition of wireless Apple CarPlay as a standard feature.

Given the overall direction the new-vehicle market is headed, and the state of the Infiniti brand as of late, it seems likely that the Q50 and Q60 won’t live to see another generation, at least not in their current form. These Infinitis don’t trump their Audi, BMW, Mercedes-Benz, or Lexus rivals in any significant way, but their attractive styling (particularly when comparing the Q50 to BMW’s “in-your-face” 4-Series models) and luxurious interiors still hold a lot of appeal.

Infiniti Q50 vs Q60: Sedan and Coupe Face-Off

Q50 vs Q60

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Q50 vs Q60

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Q50 vs Q60

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Q50 vs Q60

Though their family resemblance is clear, there are several subtle differences between the Q50’s and Q60’s front-fascia treatments.

Test Drive: 2021 BMW 430i xDrive Coupe

Q50 vs Q60

The Q50 Red Sport 400 comes standard with 19-inch alloy wheels, while the Q60 Red Sport gets standard 20-inch sport alloy wheels. Our Q60 tester was further upgraded with the 20-inch accessory wheels ($1790) shown here.

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Q50 vs Q60

Things are more or less identical under the hood—the Red Sport 400’s twin-turbo 3.0-liter V6 puts out 400 horsepower and emits a satisfying growl at full throttle.

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Q50 vs Q60

Though the Q50 and Q60 interiors both have a convincingly upscale feel thanks to their premium materials and trim details such as carbon-fiber accents and classy contrast stitching, the control layout and twin-screen infotainment system are dated compared to newer-design rivals.

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Q50 vs Q60

Both the Q50 and Q60 have comfortable front seats with bolsters that offer decent support in spirited driving without being confining on long road trips.

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Q50 vs Q60

The lower overall profile of the Q60 is apparent when comparing the door panels.

Test Drive: 2021 Genesis G80 3.5T Prestige

Q50 vs Q60

Not surprisingly, the Q50’s rear seat is more spacious and much easier to access than the Q60’s.

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Q50 vs Q60

Though they look somewhat comparable in these photos, the Q50 handily trumps the Q60 in trunk space: 13.5 cubic feet, compared to 8.7 cubic feet.

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2021 Infiniti Q50 Red Sport 400 in Slate Gray

2021 Infiniti Q50 Red Sport 400 AWD

Class: Premium Midsize Car

Miles driven: 377

Fuel used: 16.4 gallons

CG Report Card


Room and Comfort	B-
Power and Performance	B+
Fit and Finish	B+
Fuel Economy	C
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	C
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	400-hp 3.0-liter
Engine Type	twin-turbo V6
Transmission	7-speed automatic
Drive Wheels	AWD

Real-world fuel economy: 23.0 mpg

Driving mix: 40% city, 60% highway

EPA-estimated fuel economy: 19/26/22 (mpg city, highway, combined)

Fuel type: Premium gas required

Base price: $57,750 (not including $1025 destination charge)

Options on test vehicle: Cargo Package ($270), rear USB charging ports ($145), Infiniti Radiant illuminated kick plates ($485), Infiniti Radiant exterior welcome lighting ($465), Carbon Fiber Package ($1520), premium paint ($695)

Price as tested: $62,355

Quick Hits

The great: Gutsy engine; classy interior; relatively spacious cabin

The good: All-wheel-drive traction is available on every model; decent ride/handling balance, attractive styling

The not so good: Aged basic design; spendy options drive up bottom-line price

More Q50 price and availability information

2021 Infiniti Q60 Red Sport 400 in Majestic White

2021 Infiniti Q60 Red Sport 400 AWD

Class: Sporty/Performance Car

Miles driven: 148

Fuel used: 8.0 gallons

CG Report Card


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

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	B
Tall Guy	B-

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	400-hp 3.0-liter
Engine Type	twin-turbo V6
Transmission	7-speed automatic
Drive Wheels	AWD

Real-world fuel economy: 18.5 mpg

Driving mix: 70% city, 30% highway

EPA-estimated fuel economy: 19/26/21 (mpg city, highway, combined)

Fuel type: Premium gas required

Base price: $60,100 (not including $1025 destination charge)

Options on test vehicle: Illuminated kick plates ($420), Cargo Package ($310), Infiniti Radiant exterior welcome lighting ($465), 20-inch accessory wheel ($1790), Carbon Fiber Package ($2280), premium paint ($695)

Price as tested: $67,085

Quick Hits

The great: Gutsy engine; upscale cabin trim; sexy styling

The good: all-wheel-drive traction; decent ride, good front-seat room

The not so good: Aged basic design; stingy trunk; spendy options drive up bottom-line price

More Q60 price and availability information

Listen to the Car Stuff Podcast

Q50 vs Q60 Gallery

Click below for enlarged images.

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Written by: Damon Bell on December 21, 2021.

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Test Drive Gallery: 2021 Nissan Kicks SR

2021 Nissan Kicks SR in two-tone Electric Blue Metallic with Super Black roof (a $250 option)

Class: Subcompact Crossover

Miles Driven: 272

Fuel Used: 7.1 gallons

CG Report Card


Room and Comfort	B
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	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	122-hp 1.6-liter
Engine Type	4-cyl
Transmission	CVT automatic
Drive Wheels	Front-wheel drive

Real-world fuel economy: 38.3 mpg

Driving mix: 15% city, 85% highway

EPA-estimated fuel economy: 31/36/33 (city, highway, combined)

Fuel type: Regular Gasoline

Base price: $21,940 (not including $1150 destination charge)

Options on test vehicle: Exterior package with rear-roof spoiler ($435), 2-Tone Paint ($250), carpeted floor mats ($225), illuminated kick plates ($460), Interior Electronics Package ($575), Premium Package ($1200), 17-inch black alloy wheels ($495)

Price as tested: $26,730

Quick Hits

The great: Value pricing, standard safety features

The good: Great fuel economy with decent performance

The not so good: All-wheel drive is not offered, rear seats don’t fold flat with the cargo floor

More Kicks price and availability information

CG Says:

For an example of something that is more than the sum of its parts, look no further than the 2021 Nissan Kicks. Nissan’s subcompact crossover is among the smallest and least powerful vehicles in the growing small-SUV segment, but its overall appeal transcends its relatively humble elements.

Introduced for the 2018 model year, the Kicks enjoys a modest freshening for 2021. The most-obvious update is a revised front fascia that gives the Kicks a bolder look. Cabin appointments, too, are updated, though the effect is subtle. A larger touchscreen for SV and SR trim levels is the most meaningful revision, and Apple CarPlay/Android Auto connectivity are now standard across the line.

The Kicks is motivated by a 122-horsepower 1.6-liter engine mated exclusively to Nissan’s Xtronic CVT automatic transmission. Power is delivered through the front wheels on all models; AWD is not available.

As before, three trim levels are available: S, SV, and SR. Nissan reports that the midline SV and topline SR model comprise the bulk of Kicks sales. This isn’t surprising to us, as even our loaded SR test vehicle equipped with the $1200 Premium Package listed for less than $27,000. For the record, a no-frills base S can be had for less than $21,000 including destination.

We make note of three Kicks attributes that contribute most to its overall appeal: cabin space, sportiness, and fuel economy.

Despite its extra-tidy exterior dimensions, the Kicks’s relatively tall, upright body endows it with better occupant space inside than you might expect. There’s enough space for four average-sized adults here, though tall front-seat occupants may need to slide their seats back far enough to make the legroom tight in back. Still, the Kicks is decently roomy for its class.

Even though it’s working with a relatively modest amount of horsepower, the Kicks is decently quick from a stop and easily able to keep up with city traffic. Sharp handling and quick, communicative steering add to the fun.

And, for the second time in Consumer Guide testing, a test Nissan Kicks has returned fuel economy in excess of the EPA highway mileage estimate. A 2019 Kicks SR returned 37.2 mpg in 80-percent highway driving in our real-world testing, while the test car shown here did even better, returning 38.3 mpg in a similar mix of city/highway driving.

The Kicks has its flaws. Even in topline SR trim, some of the cabin materials are on the basic side. In highway driving, the road noise is relatively high and the ride can turn choppy—the Kicks may not be the best choice for consumers who spend most of their in-car time on long road trips.

However, as a high-value commuter car that’s surprisingly fun to drive, the Kicks deserves a spot on your test-drive list. As we noted earlier, Kicks may not impress on paper, but this likable small crossover is somehow more than you might expect.

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Check out the Consumer Guide Car Stuff Podcast

2021 Nissan Kicks SR Gallery

(Click below for enlarged images)

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Written by: The Daily Drive staff on October 21, 2021.

Quick Spin: 2021 BMW M4 Competition Coupe

2021 BMW M4 Competition Coupe in Isle of Man Green (a $550 option)

2021 BMW M4 Competition Coupe

Class: Premium Sporty/Performance Car

Miles driven: 212

Fuel used: 10.5 gallons

Real-world fuel economy: 20.1 mpg

Driving mix: 50% city, 50% highway

EPA-estimated fuel economy: 16/23/19 (mpg city, highway, combined)

CG Report Card


Room and Comfort	B-
Power and Performance	A
Fit and Finish	A-
Fuel Economy	B-
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	C
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	503-hp 3.0-liter
Engine Type	Turbo 6-cylinder
Transmission	8-speed automatic
Drive Wheels	RWD

Fuel type: Premium gas required

Base price: $74,700 (not including $995 destination charge)

Options on test vehicle: Isle of Man Green metallic paint ($550), Silverstone/Black Full Merino Leather ($2550), M Drive Professional ($900), 19-inch-front/20-inch-rear M double-spoke bi-color wheels style 826M with performance non-run-flat tires ($1300), M carbon ceramic brakes ($8150), M carbon bucket seats ($3800), carbon fiber trim ($950), M Carbon Exterior Package ($4700), M Driver’s Package ($2500)

Price as tested: $101,095

More 4-Series price and availability information

Quick Hits

The great: Thrilling acceleration; tenacious handling; serious stopping power; upscale interior

The good: Better-than-expected rear-seat space; better-than-expected ride quality for a track-ready super-performance machine

The not so good: Racetrack-ready optional front seats aren’t optimal for everyday driving; polarizing front-end styling; options drive up bottom-line price past the six-figure mark

CG Says:

Now here’s a BMW that feels like a BMW from behind the wheel.

The M4 Competition, the raucous Type-A personality of the 4-Series coupes, shows that the Bavarians have not, after all, misplaced the old family recipe for exhilarating drivers’ cars. A little earlier in the 2021 model year Consumer Guide sampled another 4, an entry-level 430i with xDrive all-wheel drive that left us longing for the rewardingly communicative ride and handling that had been synonymous with BMWs. If you’ve got the money—and it will take a bunch more of it—you can find them in the high-performance M4.

Along with the rest of the BMW 4-Series coupe and convertible lineup, the super-performance M4 is redesigned for 2021 with provocative new styling and several new technology features.

Of course, aside from chassis improvements, a big difference-maker in the M4 is a turbocharged 3.0-liter straight-6 engine that makes 503 horsepower in Competition guise—30 more than are harnessed to a “base” M4. With 479 lb-ft of torque, ready and abundant power bursts into bloom with help from the 8-speed automatic transmission that sails smoothly through the gear ranges and delivers sharp kickdown when extra speed is called for. (A 6-speed manual gearbox remains standard with the lower-power M4 engine.) The manufacturer claims the rear-wheel-drive M4 Competition can go from stopped to 60 mph in 3.8 seconds. Top speed is capped at 155 mph unless the buyer springs for the $2500 M Driver’s Package that enables another 25 mph. In any case, the M4 sounds great under load without rattling windows at start-up. Though CG’s Isle of Man Green M4 had the package we did not test those limits, which is probably why we averaged 20.1 mpg even with 50 percent city-type driving. EPA fuel-economy estimates are 16 mpg in the city, 23 on the highway, and 19 mpg combined.

Test Drive: 2021 BMW 430i xDrive Coupe

The M4’s cabin gets several trim enhancements that give it an appropriately upscale feel. The “standard” M4 is available with a 6-speed manual transmission, but the M4 Competition comes only with an 8-speed automatic.

With a chassis beefed up with an M Sport rear differential, adaptive suspension dampers, and performance tires on 19-inch-front/20-inch-rear wheels, the M4 Competition rides with a buttoned-down firmness but it’s not a constant jiggle-and-jolt fest. Steering is pleasingly precise, not overly heavy in base “Comfort” mode, and with more feel than in the 430i. Body control is great through quick little bends in the road. The low-profile tires are somewhat noisy on the highway and there’s a little bit of a thwacking sound over small cracks and highway expansion joints. The extra-cost (and $8150 is extra cost) carbon-ceramic brakes are strong; on the test car, they behaved in a more linear fashion than the optional M Sport brakes on the 430i we tested.

6 Cool Things about the 2021 BMW M5 Competition

The M4 has better rear-seat space than you might expect for a high-performance sports coupe.

Of course, at $75,695 (delivery included) to start, one has a right to expect a driving experience better than a car that costs $27,100 less can deliver. In fact, the test car wasn’t done until it ascended to $101,095, taken aloft on the wings of some of the aforementioned extras plus things like M Drive Professional (for track-day tinkerers who want to chart lap times, drift angles, and other performance data) and M carbon bucket seats.

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Likewise, trunk space is better than in the typical high-end sports coupe–there’s 12.0 cubic feet of cargo volume here.

The $3800 seats provide so much secure grip on torso and bottom that we almost felt the need to file a complaint with HR. As an added performance benefit the seats take some weight out of the car. However, the built-up bolstered areas don’t allow for easy slide-in/slide-out movement, there is an odd raised structure in the front center of the cushion, and shorter passengers may find that the fixed headrests are too high for their comfort.

The hard-shell premium seats also lack pouches on back for rear-seat storage. However, they do not compromise the adult-compatible back-seat space that is a 4-Series coupe virtue. In line with others in the line, the M4 also has a practical trunk, a virtual gauge display that some find difficult to read easily, menu-happy remotely controlled iDrive 7.0 infotainment system, and Apple CarPlay/Android Auto smartphone connectivity. Safety features standard across the series include automatic emergency braking with pedestrian detection, lane-keep assist, blind-spot detection, rear cross-traffic alert, rear-collision preparation, speed-limit monitoring, and automatic high-beam headlights.

Test Drive: 2020 BMW M8 Competition Convertible

The M4 Competition is powered by a twin-turbocharged 3.0-liter inline 6-cylinder that pumps out 503 horsepower and 479 lb-ft of torque. Staggered 19-inch-front/20-inch rear wheels come standard on the Competition–an upgrade over the base M4’s 18-inch fronts and 19-inch rears. The M double-spoke wheels on our tester are a $1300 option.

Price of admission to get at the best stuff that BMW has to offer may be a deal-breaker for some people, and anybody who can’t tolerate the thought that someone could at any moment be making snide comments about the looks of their 6-figure automobile might not be a good fit for an M4. (Did we mention the grille that everybody mentions?) However, folks undeterred by those challenges may have the right feel for this BMW.

Test Drive: 2020 BMW M340i

Controversial schnoz aside, the new BMW M4 steps up its game over the previous-generation model. It delivers racetrack-ready performance with better day-to-day practicality and tractability than its superhero specs suggest.

Check out the Consumer Guide Car Stuff Podcast

2021 BMW M4 Competition Coupe Gallery

(Click below for enlarged images

6 Cool Things about the 2021 BMW M5 Competition

Car Stuff Podcast

Written by: The Daily Drive staff on September 27, 2021.

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

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

2021 Ford Mustang Mach 1 vs Shelby GT500

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

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

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

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

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

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

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2021 Ford Mustang Mach 1 vs Shelby GT500

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2021 Ford Mustang Mach 1 vs Shelby GT500

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2021 Ford Mustang Mach 1 vs Shelby GT500

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

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2021 Ford Mustang Mach 1 vs Shelby GT500

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

First Spin: 2020 Ford Mustang Shelby GT500

2021 Ford Mustang Mach 1 vs Shelby GT500

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

Test Drive: 2019 Ford Mustang Shelby GT350

2021 Ford Mustang Mach 1 vs Shelby GT500

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

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2021 Ford Mustang Mach 1 vs Shelby GT500

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

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2021 Ford Mustang Mach 1 vs Shelby GT500

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

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2021 Ford Mustang Mach 1 Premium

2021 Ford Mustang Mach 1 Premium in Fighter Jet Gray

Class: Sporty/Performance Car

Miles driven: 174

Fuel used: 11.7 gallons

CG Report Card


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

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	B-
Tall Guy	B-

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

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

Real-world fuel economy: 14.9 mpg

Driving mix: 75% city, 25% highway

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

Fuel type: Premium gas recommended

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

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

Price as tested: $61,935

Quick Hits

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

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

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

More Mustang price and availability information

2021 Ford Mustang Shelby GT500

2021 Ford Mustang Shelby GT500 in Velocity Blue

Class: Sporty/Performance Car

Miles driven: 91

CG Report Card


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

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	B-
Tall Guy	B-

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

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

Fuel used: 7.2 gallons

Real-world fuel economy: 12.6 mpg

Driving mix: 75% city, 25% highway

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

Fuel type:Premium gas required

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

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

Price as tested: $81,190

Quick Hits

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

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

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

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2021 Ford Mustang Mach 1 vs Shelby GT500 Gallery

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Snake Eyes: A 2020 Ford Mustang Shelby GT500 Gallery

Car Stuff Podcast

Written by: Damon Bell on September 22, 2021.

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Test Drive: 2021 Kia Sorento SX Prestige X-Line

2021 Kia Sorento SX Prestige X-Line in Aruba Green

2021 Kia Sorento SX Prestige X-Line

Class: Midsize Crossover SUV

Miles driven: 200

Fuel used: 8.8 gallons

Real-world fuel economy: 22.7 mpg

CG Report Card


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

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	A
Tall Guy	A

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	281-hp 2.5-liter
Engine Type	Turbo 4-cyl
Transmission	8-speed dual-clutch automatic
Drive Wheels	AWD

Driving mix: 75% city, 25% highway

EPA-estimated fuel economy: 21/28/24 (mpg city, highway, combined)

Fuel type: Regular gas

Base price: $42,590 (not including $1170 destination charge)

Options on test vehicle: X-Line Rust Interior Package ($200), carpeted floor mats ($210), carpeted cargo mat with seat-back protection ($115)

Price as tested: $44,285

Quick Hits

The great: Comfortable, spacious cabin for passengers and cargo within smaller exterior dimensions than other three-row midsize SUVs; generous list of comfort and safety features; redesign brings broader model range and available hybrid powertrain

The good: Nicely finished interior; distinctive touches of X-Line trim level

The not so good: Shifts from dual-clutch automatic transmission can feel abrupt; third-row seat is best suited for kids; limited cargo room behind third row

More Sorento price and availability information

John Biel

With the new-generation Kia Sorento that has come out for 2021, the South Korean automaker seems to be admitting that while the idea of 3-row seating in a midsize sport-utility vehicle is a benefit, the reality of it isn’t always so rewarding.

As Consumer Guide’s First Spin report on the fourth-generation Sorento pointed out, the fully updated SUV grows no bigger in total but its wheelbase is stretched by 1.4 inches. The result is to expand second-row legroom by 2.3 inches at the expense of approximately two inches of legroom in the third row. If middle-row passengers in adjustable seats are willing to share this “windfall,” they can liberate enough legroom for average-sized adults to sit knees up in the third row. It’s not an appealing prospect for a trip of any great length, and even getting to or from the hindmost seats can be a chore. The middle-row captain’s chairs that were in the SX Prestige X-Line that CG tested track forward to create access to the third row, but the path is pretty narrow and hard for a grown-up to navigate.

The SX Prestige X-Line is the top model in the redesigned-for-2021 Kia Sorento lineup. The off-road-focused X-Line additions include a slightly raised ride height, a bridge-type roof-rack system, and unique front and rear fascias with better approach and departure angles for climbing over obstacles and rough terrain.

This is why a number of manufacturers now have two midsize SUVs, a “small” and a “large” (in Kia’s case the latter is the Telluride, a CG “Best Buy”), and some don’t even try to put a third row in the junior job.

Our first full test of the new Sorento was at the top of the 5.5 gas-engine trim levels. (There also are two gas-electric hybrids, Sorento’s first such.) We say “5.5” trim levels because the SX Prestige is restricted to front-wheel drive while the tested SX Prestige X-Line is confined to all-wheel drive and sells for $2000 more. Base price with AWD is $43,760 (including delivery), but the test vehicle had an additional $525 in options.

First Spin: 2021 Jeep Grand Cherokee L

The new Sorento’s dashboard layout is attractive and easy to use, and the SX Prestige naturally comes loaded with features–such as heated and cooled seats, a 10.25-inch touchscreen, and a 12.3-inch digital instrument cluster.

The redesigned Sorento is a by-the-book crossover: Its new platform—which Kia says is lighter and stronger than the previous model’s—is shared with the brand’s K5 midsize sedan. Gas-engine models get new powerplants, a 2.5-liter four-cylinder engine with 191 horsepower in lower-line models or—with turbocharging—281 horsepower in higher-grade versions like the one CG tested. The naturally aspirated engine is now hooked to an 8-speed automatic transmission while the turbo is paired with an 8-speed dual-clutch automatic.

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The first and second-row seats offer excellent space for adults. Upscale leather upholstery comes standard in the SX Prestige–choosing the X-Line model makes the $200 Rust Interior Package mandatory. (The upholstery color looks more like “Caramel” or “Butterscotch” than “Rust” to our eyes, but it’s attractive nonetheless.)

The 2.5 turbo delivers 281 horsepower and 311 lb-ft. of torque. When allowed to, this engine provides good power and cruises easily and moderately quietly. In default “Comfort” drive mode, upshifts from dual-clutch automatic feel abrupt and a little jerky in standing-start getaways as it hastens through the gears to get into higher, more economical ranges, so power delivery feels choppy as a result. It’s almost more pleasant to click into “Sport” mode, where gear changes are put off until the engine revs a little higher. (“Smart,” “Eco,” and—with AWD—“Snow” modes are also accessible from the same console dial.) EPA fuel-economy estimates for this powerteam are 21 mpg in the city, 28 mpg on the highway, and 24 combined. This driver’s 69.4-mile stint, with 67 percent city-type operation, showed 20.5 mpg.

The off-road-flavored X-Line has 8.2 inches of ground clearance, 1.3 more than the rest of the Sorento lineup, and SX Prestiges roll on 20-inch alloy wheels (with a matte-gray finish on the X-Line). The test truck’s ride was not terribly upset by uneven pavement. Steering was responsive and not too light. Torque vectoring in the AWD system not only distributes power between the axles but also applies braking to inside wheels during cornering in pursuit of better stability. There is a good sense of body control in the new model. A center-locking differential is also part of the AWD driveline.

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The second-row seats tilt and slide forward to create a small passageway to the third row–which is best suited for kids.

The SX Prestige comes off as fairly plush. Comfortable leather-upholstered seats are heated and ventilated in front. The steering wheel is heated, too. Soft and padded surfaces are broadly distributed—even on the tops of the rear doors. Overhead there’s a panoramic sunroof; in back the power liftgate is hands-free. In addition to all-wheel drive, the X-Line has its own front- and rear-bumper fascias, and a raised bridge-type roof-rack design.

There’s a 12.3-inch digital instrument cluster and a 10.25-inch infotainment touchscreen. Navigation, UVO link remote services, and Android Auto/Apple CarPlay connectivity are among the tech features. So are a wireless charger, USB charge ports in all three rows, and keyless entry and starting. A Bose premium audio system with satellite radio is included as well. The system is easy to use, with external tuning and volume knobs and easy-to-reach function buttons. The dual-zone climate system has a few plainly marked function buttons, with repeated-push levers for temperature settings as the only small quibble we could have with the arrangement. Entering Sport mode changes the instrument-panel graphics.

Quick Spin: 2020 Toyota Highlander Hybrid Platinum

Test Drive: 2021 Kia Sorento SX Prestige X-Line

There’s 12.6 cubic feet of cargo space behind the Sorento’s third-row seats–enough for a small grocery run, but that’s about it. Fold the third row, and the cargo volume grows to between 38.5 to 45.0 cubic feet, depending on the position of the second-row seats. With both the second- and third-row seatbacks folded, cargo space grows to 75.5 cubic feet.

A package of Kia Drive Wise driver-assist features consists of automatic emergency braking with junction-turn and cyclist detection, blind-spot detection, Safe Exit Assist, rear cross-traffic alert and avoidance, lane keeping and following, Highway Drive Assist light-autonomy function, adaptive cruise control, and rear-occupant alert. A surround-view monitor and blind-spot view monitor (that shows in the instrument cluster on the side where a turn signal is activated) round out the safety enhancements.

Interior storage is excellent with a large glove box, sizable covered console box with an organizer tray, an exposed tray/wireless charging pad under the device inputs at the front of the console, net pouches on the backs of the front seats, door pockets with bottle holders in the front doors, and bottle holders in the rear doors. Cup holders are provided in the console, high on the rear doors, and in the sidewalls next to the third-row seats.

First Spin: 2021 Kia Sorento

SX Prestige models are powered by a turbocharged 2.5-liter 4-cylinder that makes 281 horsepower and is paired with an 8-speed dual-clutch automatic transmission. X-Lines get 20-inch matte-finished alloy wheels.

With all seats up, rear cargo space is very limited. There is hidden storage in a bin under the floor panel. Handy pulls on the back of the 50/50-split third-row seats retract them into the floor, and with the seats down there’s almost four times as much flat-floor load space. Drop the second-row seats and up to 75.5 cubic feet of load space is available, though not flush with the rest of the cargo floor and, of course, there are gaps in between the individual seats.

Kia certainly has made a better midsize SUV out of the Sorento. It just can’t make it any more than a kiddie-hauler 3-row ute.

Quick Spin: 2021 Chevrolet Blazer RS

The Kia Sorento’s impressive redesign for 2021 brings lots of great new features, and the fashionable new SX Prestige X-Line trim level adds an extra degree of off-road/rough terrain capability without compromising the on-road ride.

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2021 Kia Sorento SX Prestige X-Line Gallery

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2021 Kia Sorento SX Prestige X-Line

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

2021 Kia Sorento SX Prestige X-Line

Written by: The Daily Drive staff on July 12, 2021.

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Test Drive: 2021 Lexus IS 350 F Sport

2021 Lexus IS 350 AWD F Sport in “Iridium” silver (a $425 option)

2021 Lexus IS 350 AWD F Sport

Class: Premium Compact Car

Miles driven: 375

Fuel used: 18.0 gallons

Real-world fuel economy: 20.8 mpg

Driving mix: 80% city, 20% highway

EPA-estimated fuel economy: 19/26/22 (mpg city/highway combined)

CG Report Card


Room and Comfort	C+
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	C-
Tall Guy	C

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	311-hp 3.5L
Engine Type	V6
Transmission	6-speed automatic
Drive Wheels	AWD

Fuel type: Premium gas recommended

Base price: $44,900 (not including $1025 destination charge)

Options on test car: Intuitive Park Assist with Auto Braking, Rear Pedestrian Detection, and Panoramic View Mirror ($1400); F Sport Dynamic Handling Package ($3800); triple-beam LED headlamps ($1250); Navigation/Mark Levinson Audio Package ($2750); Premium Paint ($425); power tilt-and-slide moonroof ($1100); illuminated trunk sill ($450); rear bumper applique ($85); illuminated door sills ($425); all-weather floor liner and trunk tray ($290); door-edge guards ($140)

Price as tested: $58,040

Quick Hits

The great: Satisfying acceleration; athletic handling; cabin looks and feels sporty and high-end

The good: Improved infotainment interface for 2021; all-weather capability of AWD

The not so good: Small door openings; limited rear-seat passenger space; despite nicely executed updates, some limitations of the aging basic design and powertrain show through

More IS price and availability information

John Biel

If Lexus is just marking time in the premium-compact class, at least it’s doing so with a new watch. The IS sedan is redone—to a degree—for 2021 in ways that make what’s down deep an aging car into one that Lexus hopes will represent the brand well for at least a few more years.

With all the hot action in compact vehicles taking place in the crossover segment, it’s hard to justify a sizeable investment in a fresh platform or powertrains for a sedan. Lexus didn’t do that with the IS. But it has refined body and chassis construction, revamped the infotainment system, and reduced the model lineup.

The Lexus IS lineup undergoes a heavy refresh for 2021. Among the updates are a fortified body/chassis structure for extra rigidity, updated suspension components, and a full styling revamp that includes a sleek full-width taillight.

For this test, Consumer Guide drove an IS 350 F Sport with all-wheel drive. That alone touches on one thing that’s new for ’21. All 350s, whether rear-drive or AWD, now come with F Sport equipment—there is no non-F. Conversely, the F Sport version formerly available for the IS 300s has been dropped. That’s how the product line was trimmed by half. The test car started at $45,925 with delivery but the sticker blossomed to $58,040 with copious options.

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The basic dashboard layout is carried over from 2020, but a new and improved touchscreen infotainment system is a key upgrade. It includes Apple CarPlay/Android Auto functionality, and offers an available 10.3-inch widescreen display (shown here). The console-mounted touchpad infotainment interface remains as well.

Our First Look and First Spin reports on the 2021 IS have documented the appearance and dimension modifications made to the car, as well as the chassis tweaks in pursuit of greater rigidity with less weight. The new thing that will be in drivers’ faces every time they slip behind the wheel is the altered multimedia unit. The system newly incorporates Apple CarPlay and Android Auto smartphone compatibility to go with Amazon Alexa functionality. Just as significantly, display and operation are now on a touchscreen—though the console touchpad that used to be the sole control method remains active and at the disposal of masochists. The screen now sits more than 5 inches closer to the driver to facilitate direct, easy fingertip input, including pinch and zoom capability. Standard are an 8-inch screen, 10-speaker audio system, satellite radio, and Wi-Fi hotspot, but CG’s test car was built with a $2750 option package that included a 10.3-inch screen, 17-speaker Mark Levinson surround-sound audio, and navigation.

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The IS has never been particularly generous in terms of passenger space. The front seat is cozy, especially for big and tall occupants, and the rear seat is best suited for kids. Circuit Red upholstery makes for an extra-sporty ambiance.

In another tech upgrade, the standard Lexus Safety System+ goes to version 2.5 with the addition of low-light pedestrian detection, daytime bicyclist detection, Intersection Turning Assist, Emergency Turning Assist for the existing collision-mitigation system, lane-tracing and road-sign assists, and curve-speed reduction for the adaptive cruise control. These are in addition to the existing lane-departure alert with steering assist and automatic headlight high-beam control.

Test Drive: 2021 Genesis G80 3.5T Prestige

Trunk space is 10.8 cubic feet–not great, but on par with most premium compact car class rivals. An all-weather trunk mat is an extra-cost accessory.

The IS 350 F Sport looks the part of a sport sedan with its own blacked-out version of the spindle-shape grille, front bumper with aerodynamic enhancements, specific rear bumper, and rear lip spoiler. The 19-inch alloy wheels (a gain of one inch for ’21) have a dark-metallic finish. Inside are heated and ventilated specially bolstered front sport seats with 10-way-driver and 8-way-passenger power adjustment, heated leather-wrapped steering wheel, geometric-pattern interior accents, and pedal faces trimmed in aluminum. A circular sliding-bezel instrument display changes with the driving mode. A cool-air intake (with sound generator), specific exhaust, and distinct suspension tuning round out the picture.

For a look and feel that are sportier yet, there is the $3800 Dynamic Handling Package with adaptive variable suspension and enhanced Drive Mode Select. The adaptive suspension incorporates sensors to monitor G-forces and adjust damping in turns for improved body control. The mode selections include a second “Sport” setting—“Sport S+” that firms the suspension to better resist body lean—and programmable “Custom.” Other items in the group are matte-black BBS wheels, carbon-fiber rear spoiler, and ash trim for the steering wheel and cabin accents.

With less unsprung weight to wrestle thanks to the changes in chassis components, the IS F Sport improves on what already was sharp handling paired with the added benefit of enjoyable ride. Even in base “Normal” mode ride stays composed without resorting to sponginess, and bump absorption is good. The all-wheel-drive system can push front-wheel torque distribution from 30 percent to a maximum 50 percent as conditions dictate.

As always, a 3.5-liter V6 is under the hood of the 350s, still at 311 horsepower. Acceleration is good, just not great, so it helps that the 6-speed automatic transmission kicks down quickly to assist highway passing. (Rear-drive ISes use an 8-speed trans.) Paddle shifters are included for those who seek a little more engagement. EPA fuel-economy estimates for the test car’s powerteam are 19 mpg in city driving, 26 mpg in highway use, and 22 combined. This tester’s 64.4-mile stint with 45 percent city-style operation averaged a commendable 24.4 mpg.

Quick Spin: 2021 BMW 330e

IS 350s are powered by a 3.5-liter V6 that makes 311 horsepower and is paired with a 6-speed automatic transmission in AWD models (rear-drive models get an 8-speed automatic). It’s one of the oldest powertrains in the premium compact car class, but it provides smooth, respectable power nonetheless. F Sport models equipped with the Dynamic Handling Package get exclusive BBS-brand 19-inch lightweight wheels in a matte-black finish.

The IS cabin is nicely put together with good distribution of soft-touch materials, though “NuLuxe” leatherette is the only available upholstery material. A lot of buttons and repetitive-push temperature controls are required for the dual-zone climate system. The sport seats place a good grip on front passengers. With a core design that dates to 2014, the story hasn’t changed for passenger room since then: Only big or tall adults riding in front may find things a little close but anybody will be squeezed in back if the front seats need to be tracked back to any great degree, and tight rear footwells don’t make exits easy.

Storage in the cabin is limited, with modest glove and console boxes and no pockets in the rear doors. The 10.8-cubic-foot-capacity trunk narrows considerably between the wheel houses. Rear seats are split 60/40. When retracted, the seat backs rest flat but at a level well above that of the trunk floor.

Time is money, it is said. By updating the timeworn IS design Lexus is still able to offer a premium-compact sedan at a competitive price.

Test Drive: 2021 Acura TLX

Newer-design rivals offer more up-to-date powertrains and available technology features, but given the age of its basic platform, the Lexus IS stacks up better overall than you might think–and its numerous upgrades for 2021 give it a more finely honed look and driving feel at a lower price point than most comparably equipped German rivals.

Check out the Consumer Guide Car Stuff Podcast

2021 Lexus IS 350 F Sport Gallery

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2021 Lexus IS 350 F Sport

First Spin: 2021 Lexus IS

2021 Lexus IS 350 F Sport

Written by: The Daily Drive staff on June 21, 2021.

Quick Spin: 2021 Hyundai Elantra Limited

2021 Hyundai Elantra Limited in Phantom Black

2021 Hyundai Elantra Limited

Class: Compact Car

Miles driven: 180

Fuel used: 5.5 gallons

CG Report Card


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

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	A-
Tall Guy	B

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	147-hp 2.0L
Engine Type	4-cylinder
Transmission	CVT
Drive Wheels	Front-wheel drive

Real-world fuel economy: 32.7 mpg

Driving mix: 70% city, 30% highway

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

Fuel type: Regular gas

Base price: $25,450 (not including $995 destination charge)

Options on test vehicle: Carpeted floor mats ($155)

Price as tested: $26,600

Quick Hits

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

The good: Generous level of standard features, value pricing

The not so good: Middling acceleration; polarizing styling; so-so interior materials for a top-line model

More Elantra price and availability information

John Biel

Even if you climb to the top of the 2021 Hyundai Elantra model mountain, your bill for a gas-engine Limited will still fall comfortably short of $27,000. That’s essentially loaded, too—only a dozen individual accessories, with prices ranging from $30 to $295, exist to tease some extra cash out of a buyer’s wallet. But is the Elantra Limited truly a bargain?

The Elantra’s redesign for 2021 brings provocative new exterior styling and a host of new features.

At $26,445 with delivery, a Limited with the 2.0-liter 4-cylinder engine starts at a considerable $4550 more than an SEL like the one that Consumer Guide previously tested. But with option packages that filled in more than half of the Limited’s above-and-beyond standard equipment and a set of accessory carpeted floor mats, CG’s SEL came to a final price of $25,100, while its follow-up Limited test car hit $26,600 with only the $155 mats added to it.

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Even in the topline Limited, the Elantra’s interior wears some noticeably budget-grade materials, but the dramatic design makes for an striking ambiance nonetheless. Highlights include a fully digital gauge cluster, HVAC vents integrated into a full-width trim strip, and a passenger grab handle that cascades down from the center of the dash.

Comparing apples to apples, then, what the extra $1500 bought for the Limited that could not be replicated on the SEL came down to:

leather upholstery
navigation
dynamic voice recognition
Hyundai Blue Link guidance package
customizable ambient interior lighting
chrome window trim
LED headlights
reverse parking-distance warning and collision-avoidance assist
Highway Drive Assist (a lane-centering and vehicle-distancing system for highway use)

Test Drive: 2021 Hyundai Elantra SEL

There’s decent space for adults in both the front and rear seats. Limited models come standard with leather upholstery.

To be sure, there are plenty of other premium goodies built into the Limited. A partial list includes 17-inch alloy wheels, 8-speaker Bose audio system, power sunroof, forward collision-avoidance assist, 10.25-inch digital gauge cluster, wireless charging, and Hyundai Digital Key smartphone app. However, aside from the leather seats, there is no great leap of plushness in the fairly utilitarian cabin, and the same 147-horsepower engine and continuously variable transaxle found in the SEL hammer away under the hood. With the Limited’s larger gauge cluster, Apple CarPlay/Android Auto functionality requires a wired connection to a smartphone, whereas lesser models with the base 8-inch infotainment touchscreen actually have more “modern” wireless capability. (Of course, considering that the SEL we sampled was optioned with the 10.25-inch cluster, this was a wash between the two test cars.)

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The Elantra’s base powertrain is a 147-hp 2.0-liter 4-cylinder paired with a continuously variable transmission. Seventeen-inch alloy wheels are standard on Limited models.

As a reminder, the ’21 Elantra initiates the fully redesigned seventh generation of Hyundai’s compact sedan. It is 2.2 inches longer, one inch wider, and 0.8-inch lower on a 0.8-inch-longer wheelbase compared to the previous model. The suspension is composed of MacPherson struts and a stabilizer bar up front with a torsion-beam axle in the back. Styling is dramatically new if somewhat polarizing for its sharply drawn lines.

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The Elantra’s front and rear fasciae both wear dramatic design touches; there’s a bold “parametric-jewel-pattern” grille up front, and a full-width taillight at the rear. Crisp body lines and edgy shapes abound.

Powertrain performance, passenger room and comfort, cargo-carrying capability, and control operation in the Limited are effectively identical to what CG experienced in the new Elantra SEL, and we’ll direct readers to that review for the mostly favorable specifics. Overall, it’s car that we like for its interior room, ride comfort, and level of features for the price. To boot, there is the availability of a hybrid in two trim levels (at a $2655 premium). The decision as to whether or not the Limited is a good deal seemingly rests the shopper’s level of love for gadgets. Those who value hanging on to a little more of their money might lean SEL instead.

Test Drive: 2021 Toyota Corolla SE Apex Edition

Despite its head-turning styling, the Hyundai Elantra isn’t the most dynamically engaging compact car with its base engine, but even in upscale Limited trim, it’s a good dollar value. And, Hyundai also offers the sportier N-Line model with a 201-hp turbo engine, and, for 2022, an even sportier N model (with 276 hp) is slated to debut.

Check out the Consumer Guide Car Stuff Podcast

2021 Hyundai Elantra Limited Gallery

(Click below for enlarged images)

Meet the 2021 Consumer Guide Best Buys

Written by: The Daily Drive staff on May 20, 2021.

Quick Spin: 2021 Nissan Sentra SR

2021 Nissan Sentra SR in Electric Blue Metallic/Super Black two-tone (a $250 option)

2021 Nissan Sentra SR

Class: Compact Car

Miles driven: 181

Fuel used: 6.3 gallons

CG Report Card


Room and Comfort	B
Power and Performance	B-
Fit and Finish	B
Fuel Economy	B-
Value	B+

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	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	149-hp 2.0-liter
Engine Type	4-cyl
Transmission	CVT
Drive Wheels	FWD

Real-world fuel economy: 28.7 mpg

Driving mix: 50% city, 50% highway

EPA-estimated fuel economy: 28/37/32 (city, highway, combined)

Fuel type: Regular gas

Base price: $21,750 (not including $925 destination charge)

Options on test vehicle: SR Premium Package ($2270); Lighting Package ($500); two-tone paint ($250); carpeted floor mats with trunk mat ($215)

Price as tested: $25,910

Quick Hits

The great: Value pricing; passenger space in both front and rear seats

The good: Generous list of available comfort, safety, and technology features; dynamic styling

The not so good: Steering feel isn’t very communicative; only one powertrain available

More Sentra price and availability information

CG Says:

To twist up an old expression, the more things stay the same, the less they change. That’s one way to look at the 2021 Nissan Sentra.

The larger and better seller of Nissan’s two compact sedans, the Sentra was redesigned for 2020 (as was the junior Versa). Typically, that means marginal change for year two—if any at all—and that’s certainly true of the ’21 Sentra. You’ll find standard Apple CarPlay/Android Auto connectivity on all models now that it has been added to the entry-level S model.

After its redesign for the 2020 model year, the Nissan Sentra sees only minor changes in standard equipment for 2021.

Another change—inevitably, perhaps—is in prices. The 2021 S and top-line SR start at $320 more than they did in ’20, while the mid-level SV is up by $200. The delivery fee is unchanged, so those increases are all in the car somewhere. Certain options have gone up as well. Some examples: The carpeted floor-mat/trunk-mat package asks an extra $10. The SR Premium Package costs $100 more. At least the Premium Package earns its extra money by adding NissanConnect telematics and remote access (via smartphone) and a Wi-Fi hotspot.

Test Drive: 2021 Hyundai Elantra SEL

The Sentra’s dashboard has a sporty-looking layout with clear, easy-to-use controls. Orange contrast stitching and padded surfaces on the dash help give the SR model an upscale feel for the price.

All things considered, Consumer Guide’s 2021 SR test car was pretty much like the 2020 model it drove. Paint colors were different (but both were two-toned with a black roof) and the ’21 car did add an optional lighting package with external “puddle lights” and interior ambient lighting. At $25,910 including delivery, it cost almost $600 more than the ’20 test car.

The SR Premium Package adds features such as Prima-Tex leatherette upholstery, a 6-way power driver seat with 2-way power lumbar, heated front seats, heated steering wheel, and an 8-speaker Bose premium audio system.

Performance from the 149-horsepower 2.0-liter 4-cylinder engine and continuously variable transmission (CVT)—Sentra’s sole powerteam—is alert but not particularly refined from a start (the engine is noisy when accelerating). The car doesn’t feel overmatched in highway operation, and the Nissan CVT is one of the better of this type of transmission. EPA fuel-economy ratings for the SR—28 mpg city/37 mpg highway/32 mpg combined—slightly lag those of the S and SV models. CG editors averaged 28.7 mpg overall in testing that consisted of about 50 percent city driving—slightly better than the 27.9 mpg they saw from a nearly identical city-highway mix with the 2020 car. Ride and handling quality may not be exceptional, but there is a nice balance between them, so the Sentra is pleasant to drive or ride in.

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The Sentra offers 14.3 cubic feet of trunk space–on par with most class rivals.

Room and comfort are small-car good in both rows, and it might be possible to fit a third adult into the rear seat for a short trip. Standard seats feature sport-cloth upholstery with orange contrast stitching but leatherette comes with the Premium option. Soft, yielding surfaces are found on the dash, door centers, and tops of the front doors, and leather covers the steering wheel and shift knob. The 8-speaker Bose audio system included in the Premium Package was easy to use and program via the standard 8-inch touchscreen, but volume and tuning knobs help, too. Dual-zone climate controls mix convenient temperature-setting dials with repetitive-push buttons for other functions.

Cabin storage amounts to a good-sized glove box, small console box, small door pockets (especially in back), large bin at the front of the console, a pouch on the back of the front passenger seat, and exposed cup holders in the console and pull-down rear armrest. There’s useful trunk space. Rear seats are split 60/40 and fold above the level of the trunk floor. Wheel houses constrict the space where the trunk and rear seat meet, and a bulkhead narrows the opening from the trunk.

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The Sentra’s sole powertrain is a 149-horsepower 2.0-liter 4-cylinder paired with a continuously variable automatic transmission. The SR model comes standard with 18-inch alloy wheels on low-profile tires.

Other SR standard equipment includes 18-inch alloy wheels, a dark-chrome treatment for the grille, LED headlights and fog lights, heated exterior mirrors with black-painted shells, a rear spoiler, lower-bodyside sill extensions, and a chrome exhaust finisher. Safety is enhanced by the Nissan Safety Shield 360 system with automatic emergency braking with pedestrian detection, blind-spot alert, rear cross-traffic alert, lane-departure warning, high-beam assist, and rear automatic braking. An “Intelligent Around View” 360-degree monitor is a Premium Package feature.

The 2020 redesign made the Nissan Sentra into a compelling compact-sedan choice. Even though the car hardly changes, that stays the same for 2021.

Test Drive: 2021 Toyota Corolla SE Apex Edition

The Nissan Sentra’s driving dynamics aren’t quite as, well, dynamic as its styling, but it’s a practical, well-rounded compact sedan that offers a generous list of comfort and convenience features at competitive prices.

Check out the Consumer Guide Car Stuff Podcast

2021 Nissan Sentra SR Gallery

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2021 Nissan Sentra SR

Meet the 2021 Consumer Guide Best Buys

2021 Nissan Sentra SR

Written by: The Daily Drive staff on April 29, 2021.

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Test Drive: 2021 Hyundai Elantra SEL

2021 Hyundai Elantra SEL in Shimmering Silver Pearl

2021 Hyundai Elantra SEL

Class: Compact Car

Miles driven: 757

Fuel used: 21.6 gallons

CG Report Card


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

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	A-
Tall Guy	B

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	147-hp 2.0L
Engine Type	4-cylinder
Transmission	CVT
Drive Wheels	Front-wheel drive

Real-world fuel economy: 35.0 mpg

Driving mix: 35% city, 65% highway

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

Fuel type: Regular gas

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

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

Price as tested: $25,100

Quick Hits

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

The good: Generous level of standard features, value pricing

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

More Elantra price and availability information

John Biel

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Test Drive: 2020 Nissan Sentra SR Premium

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

Check out the Consumer Guide Car Stuff Podcast

2021 Hyundai Elantra SEL Gallery

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Meet the 2021 Consumer Guide Best Buys

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

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Test Drive: 2020 Audi SQ8

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

2020 Audi SQ8 Prestige

Class: Premium Large SUV

Miles driven: 778

Fuel used: 44.4 gallons

Real-world fuel economy: 17.5

CG Report Card


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

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	A
Tall Guy	A

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	500-hp 4.0-liter
Engine Type	Twin-turbo V8
Transmission	8-speed automatic
Drive Wheels	AWD

Driving mix: 25% city, 75% highway

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

Fuel type: Premium gas required

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

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

Price as tested: $107,490

Quick Hits

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

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

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

More Q8 price and availability information

John Biel

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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Listen to the very entertaining Consumer Guide Car Stuff Podcast

2020 Audi SQ8 Gallery

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

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

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