Fuel Economy – TruckersLegion.com – Sharing Posts and Information On Cars that Match Your Interests

Test Drive: 2022 Genesis GV70 2.5T Advanced

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

2022 Genesis GV70 2.5T AWD Advanced

Miles driven: 447

Fuel used: 21.5 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	A
Tall Guy	A

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

Drivetrain
Engine Specs	300-hp 2.5L
Engine Type	Turbo 4-cylinder
Transmission	8-speed automatic
Drive Wheels	All-wheel drive

Real-world fuel economy: 20.8 mpg

Driving mix: 65% city, 35% highway

EPA-estimated fuel economy: 22/28/24 (mpg city, highway, combined)

Fuel type: Premium gas recommended

Base price: $41,000 (not including $1045 destination charge)

Options on test vehicle: Cardiff Green paint ($500), Select Package ($4000), Advanced Package ($4150)

Price as tested: $50,695

Quick Hits

The great: Posh, comfortable cabin; quietness; long list of available comfort and convenience features

The good: Respectable acceleration from 4-cylinder engine; confident, distinctive styling; competitive pricing

The not so good: Our mediocre observed fuel economy trailed EPA estimates; some control-interface quirks

More Genesis GV70 price and availability information

John Biel

Perhaps Genesis mislabeled its brand-new premium-compact SUV by calling it the GV70. It is derived from the platform of the G70 sedan and styled in the same vein. But the available engines, rotary-dial gear selector, and console dial for the infotainment system are straight out of the midsize G80 sedan and GV80 sport-utility. Maybe the newcomer ought to really be called the GV75.

Of course, there are numbers that truly are more important to shoppers and we’ll get to them by and by. What really counts is that with the GV70 Genesis has created an excellent, value-packed entry in this busy market segment.

The Genesis GV70 launches for 2022 as the second crossover SUV in the growing Genesis-brand product lineup; in size and price, it slots in below the midsize Genesis GV80, which debuted for 2021.

Riding a wheelbase of 113.2 inches and ranging 185.6 inches from bumper to bumper, the 5-passenger GV70 is, respectively, 3.1 and 9.1 inches shorter in those categories than the GV80 that’s set up to carry seven in some models. Where the G70 premium-compact sedan offers the choice of a 2.0-liter turbocharged four or a 3.3-liter twin-turbo V6, the GV70 engines are a similarly aspirated 2.5-liter four and 3.5-liter V6.

All-wheel drive is standard in every GV70. Prices (with delivery) begin at $42,045 for the base 4-cylinder version and rise to $63,545 for the V6 Sport Prestige. Consumer Guide sampled a 2.5-equipped Advanced—it sits second from the top of four 4-cylinder models—with a starting price of $50,195. Only a spray of Cardiff Green paint nudged the final tab to $50,695.

Test Drive Gallery: 2021 Lincoln Corsair Reserve

The GV70’s interior is dazzling in terms of both design and materials. The infotainment system can be controlled via a center-console dial (which is unfortunately easy to grab when you intend to use the rotary-dial gear selector mounted just aft of it) or the extra-wide, 14.5-inch high-definition touchscreen.

Typically for a Genesis, trim levels are treated as packages added to the core model. To get two steps up from the base vehicle, CG’s tester first had to absorb Select equipment (19-inch alloy wheels, panoramic sunroof, 16-speaker Lexicon premium audio, ventilated front seats, and brushed-aluminum interior accents). Then came the Advanced package with leather upholstery, heated steering wheel, interior trim with a “Waveline” pattern, surround-view monitor, blind-spot view monitor, front parking-distance warning, rear parking-collision avoidance, Remote Smart Parking Assist (to jockey the vehicle in and out of tight spaces while the driver stands outside), and advanced rear-occupant alert.

Test Drive: 2022 Genesis G70 3.3T Sport Advanced

There’s ample space in the GV70’s front seats, but the rear-seat legroom and headroom can be tight for adults.

All that is the frosting on the cake. It builds on GV70 basics like LED headlights and taillights, heated exterior mirrors, heated front seats with power adjustment, dual-zone automatic climate control, front and rear 12-volt power outlets, and hands-free liftgate. Tech items include an infotainment system with 14.5-inch screen, navigation, satellite and HD radio, and Apple CarPlay/Android Auto compatibility; dual front and rear USB ports; wireless device charging; and fingerprint recognition for one-touch starting. Safety and driving assists consist of adaptive cruise control, forward collision avoidance with pedestrian and cyclist detection, lane-keeping and following assist, rear parking-distance warning, and blind-spot and rear cross-traffic monitoring.

First Spin: 2022 Lexus NX

The GV70’s cargo volume is a bit better than most premium compact SUV rivals–there’s 28.9 cubic feet behind the second-row seats, which grows to 56.8 cubic feet when the second-row seat backs are folded.

The Advanced’s luxury additions fill out a cabin that’s pretty lush for the price, with lots of soft-touch material—even far down on the doors past the point at which lots of other manufacturers default to plastic. Knurled surfaces adorn the ends of the wiper and light-control stalks, steering-wheel thumb buttons, and the transmission selector dial. Metal accents brighten the doors, dash, console, and steering wheel. The big infotainment display atop the instrument panel is vibrant, easily legible, and can show two things at once (for instance radio settings and navigation map). Fortunately, it is a touchscreen, which means you don’t have to use the remote console controller—and this one reminds us a little of the Lexus Remote Touch get-up that we’ve never particularly liked. By the way, it’s uncanny how easy it is to reach this round controller when you really want the trans selector. Easy-working temperature dials mix with numerous buttons for climate control.

Quick Spin: 2021 Genesis GV80 3.5T Advanced

A 300-hp turbocharged 2.5-liter 4-cylinder is GV70’s base engine; a 375-hp turbo 3.5-liter V6 is also available. Choosing the Select package upgrades the standard 18-inch wheels to 19-inch alloys.

Comfortable seats welcome four adults. The front row is roomy; the second row slightly less so—but it would be wrong to call it cramped. Headroom is quite good, too, and driver sightlines are fairly unobstructed. Personal-item storage is accomplished in a large glove box, decent covered console bin, door pockets with bottle holders, and net pouches behind the front seats. Exposed cup holders are found in the console and the pull-down center armrest in the rear seat.

Overall cargo space is good, even if the rakish rear shape might stand in the way of certain loading options. The cargo bay holds at least 28.9 cubic feet of stuff. Drop the 60/40-split rear seats, which fold absolutely flush with the load floor, and a further 28 cubic feet open up.

Quick Spin: 2021 Volvo XC60 Recharge

The GV70’s attractively athletic body shape is highlighted by nicely executed styling details, such as the Genesis brand’s signature shield-shaped grille and slim “Quad Lamp” LED headlights and taillights.

The 2.5 engine, rated at 300 horsepower and 311 lb-ft of torque, is attached to an 8-speed automatic transmission. This powerteam is an eminently competent pairing for moderately lively performance that gets a little zestier (and a touch louder) in “Sport” mode, with its quicker throttle response and more patient upshifts. Still, you can happily cruise all day in subtler “Comfort” mode. “Eco” and “Custom” settings are available as well. We wish the GV70 was a little stingier with gas—premium, wouldn’t you know. EPA ratings are 22 mpg in city driving, 28 on the highway, and 24 combined. When this driver put 81.5 miles on the test vehicle—with 69 percent city-style operation—it returned just 20.3 mpg.

With a suspension that’s a retuned version of the G70’s front struts and multilink rear, ride quality is luxury-brand good, with fine bump absorption and isolation from road noise. Steering is nicely weighted and responsive in the Comfort setting. Maybe the more resistant Sport-mode steering is a help on twisty roads where you wouldn’t want to overdo inputs, but in lazier urban-expressway driving it just feels heavy. Brakes are easy to modulate and predictably reliable.

The inaugural GV70 finds its strength in numbers—the number of things it does right. That would be true no matter what number Genesis assigned to it.

First Spin: 2022 Infiniti QX55

The new-for-2022 Genesis GV70 might be the Genesis brand’s most impressive vehicle so far; it delivers an athletic driving character, attractive styling inside and out, and a high level of luxury and available technology features, all at prices that handily undercut its primary European luxury-brand rivals.

Listen to the Car Stuff Podcast

Genesis GV70 2.5T Advanced Gallery

Click below for enlarged images.

Genesis GV70 2.5T Advanced

Meet the 2022 Consumer Guide Best Buys

Genesis GV70 2.5T Advanced

Car Stuff Podcast

Written by: The Daily Drive staff on December 22, 2021.

Test Drive 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.

Test Drive: 2019 Nissan Kicks SR

2021 Nissan Kicks SR

Test Drive: 2022 Volkswagen Taos SE

2021 Nissan Kicks SR

First Spin: 2022 Toyota Corolla Cross

2021 Nissan Kicks SR

Quick Spin: 2021 Chevrolet Trailblazer Activ

2021 Nissan Kicks SR

Test Drive: 2021 Ford Bronco Sport Outer Banks

2021 Nissan Kicks SR

Best Small Crossovers of 2021

2021 Nissan Kicks SR

First Spin: 2021 Buick Envision

2021 Nissan Kicks SR

Quick Spin: 2021 Subaru Crosstrek Limited

2021 Nissan Kicks SR

First Spin: 2021 Mazda CX-30 2.5 Turbo

2021 Nissan Kicks SR

Check out the Consumer Guide Car Stuff Podcast

2021 Nissan Kicks SR Gallery

(Click below for enlarged images)

Test Drive Gallery: 2020 Toyota C-HR Limited

Car Stuff Podcast

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

Test Drive Gallery: 2021 GMC Yukon Denali

2021 GMC Yukon Denali in Midnight Blue Metallic (a $495 option)

2021 GMC Yukon Denali 4WD

Class: Large SUV

Miles driven: 208

Fuel used: 14.3 gallons

CG Report Card


Room and Comfort	A-
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	420-hp 6.2L
Engine Type	V8
Transmission	10-speed automatic
Drive Wheels	4-wheel drive

Real-world fuel economy: 14.5 mpg

Driving mix: 70% city, 30% highway

EPA-estimated fuel economy: 14/19/16 (mpg city, highway, combined)

Fuel type: Premium gas recommended

Base price: $71,400 (not including $1295 destination charge)

Options on test vehicle: Denali Ultimate Package ($11,255), Midnight Blue Metallic paint ($495), power-sliding center console ($350) Denali Ultimate Package Savings (-$1000)

Price as tested: $83,795

More Yukon 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: Classy interior trim; long list of standard and available features; satisfying acceleration

The not so good: Brawny V8 is thirsty for premium fuel; extra-large dimensions can make close-quarters maneuvering a challenge

CG Says:

Denali is a pretty big deal. The highest mountain peak in North America, the Alaskan mountain is also the third most prominent peak on the planet—it’s also the globe’s third highest.

Denali is also a big deal for General Motors’ truck brand GMC. First employed in the late Nineties, the Denali sub-brand now accounts for almost one third of all GMC vehicle sales, as well as considerable added revenue.

The top-tier trim level, currently available on every GMC model, brings unique exterior trim, plus upgraded interior trim and additional equipment. Choosing the Denali trim level on any GMC model also means paying a hefty upgrade fee for the privilege—more than $17,000 over a base SLE model in the case of the Yukon.

Consumer Guide was privileged to get a second look at the standard-length 2021 GMC Yukon in Denali trim. You can read our original review here. Our impressions of the large SUV remain unchanged: If you need the space, power, and utility, the GMC Yukon, or one of GM’s other large SUVs, is one of the best choices in the large SUV class.

Aside from the price, the only truly bad news about our test Yukon Denali was the fuel economy. This time around we averaged 14.5 mpg in routine driving, a little better than the 14.1 observed during our previous evaluation. While that figure is in line with other vehicles in the class, it can be a tough pill to swallow as costly premium gasoline is recommended for the Denali’s standard 6.2-liter V8.

But for power, ride comfort, cabin appointments and quietness, as well as general functionality, the Yukon in any trim level impresses. And if the Denali with its big V8 seems a little extravagant, lesser trim levels equipped with the standard—and capable—5.3-liter V8 are no less impressive.

Test Drive: 2021 GMC Yukon Denali

2021 GMC Yukon Denali

First Spin: 2021 Cadillac Escalade

2021 GMC Yukon Denali

Test Drive: 2021 Jeep Grand Cherokee L Overland

2021 GMC Yukon Denali

First Spin: 2022 Jeep Wagoneer and Grand Wagoneer

2021 GMC Yukon Denali

Test Drive: 2021 Infiniti QX80 Premium Select

2021 GMC Yukon Denali

Quick Spin: 2021 GMC Yukon AT4

2021 GMC Yukon Denali

Test Drive: 2021 Chevrolet Tahoe Z71

2021 GMC Yukon Denali

Test Drive: 2021 Hyundai Palisade Calligraphy

2021 GMC Yukon Denali

Check out the Consumer Guide Car Stuff Podcast

2021 GMC Yukon Denali Gallery

(Click below for enlarged images)

First Spin: 2021 Cadillac Escalade

Car Stuff Podcast

Written by: The Daily Drive staff on October 13, 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.

Quick Spin: 2021 Nissan Sentra SR

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.)

Quick Spin: 2020 Volkswagen Jetta GLI

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.

Test Drive: 2020 Kia Forte GT

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.

Quick Spin: 2020 Volkswagen Jetta GLI

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.

Test Drive: 2020 Kia Forte GT

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

(Click below for enlarged images)

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.

For GREAT deals on a new or used Mercedes check out Mercedes Benz of Flagstaff TODAY!

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.

Test Drive: 2021 Dodge Durango SRT Hellcat

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

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

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

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

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

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 Nissan of Sumter TODAY!

Test Drive: 2020 Chevrolet Corvette Stingray Coupe

2020 Chevrolet Corvette Stingray Coupe in Sebring Orange Tintcoat (a $995 option)

2020 Chevrolet Corvette Stingray Coupe

Class: Premium Sporty/Performance Car

Miles driven: 616

Fuel used: 26.5 gallons

Real-world fuel economy: 23.2 mpg

Driving mix: 25% city, 75% highway

EPA-estimated fuel economy: 15/27/19 (city, highway, combined)

CG Report Card


Room and Comfort	B
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	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	495-hp 6.2L
Engine Type	V8
Transmission	8-speed automatic
Drive Wheels	RWD

Fuel type: Premium gas recommended

Base price: $58,900 (not including $1095 destination charge)

Options on test vehicle: 2LT Coupe Preferred Equipment Package ($7300), Z51 Performance Package ($5000), GT2 bucket seats ($1495), Front Lift Adjustable Height w/ memory ($1495), body-color exterior accents ($995), Sebring Orange Tintcoat paint ($995), 19-inch front/20-inch rear Carbon Flash painted aluminum wheels with machined edge ($995), black composite rockers (dealer-installed, $550), orange seat belts ($395), Carbon Flash Metallic painted outside mirrors ($100)

Price as tested: $79,315

Quick Hits

The great: Unbeatable level of performance for the dollar; broad range of available features and appearance options offer excellent customizability

The good: Respectable ride quality for a high-performance supercar

The not so good: Poor rear visibility; low-slung seats can make entry/exit tricky; some enthusiasts will bemoan lack of a manual transmission

More Corvette price and availability information

Damon Bell

The introduction of any new-generation Corvette is a big deal in the automotive world, and it’s an even bigger deal when that new-generation Vette represents a major reimagining of the car itself and the fulfillment of a long-rumored architectural change—that being the shift from a traditional front-engine layout (which the production Corvette has had ever since its introduction in 1953) to a mid-engine design, with the powerplant behind the passenger compartment.

The C8 Corvette has an aggressive, highly sculpted look from any angle. Door-latch-release buttons are hidden underneath the leading edge of the bodyside-scoop openings. The rear-deck spoiler is included in the 2LT option group.

And that’s just what happened with the launch of the eighth-generation (or C8) Corvette for the 2020 model year. We previously reported on our experience with a C8 convertible in 1LT trim—you can check out that review here. Our coupe test vehicle was more lavishly equipped, and as a result it was almost $9K more than our convertible tester (this despite that fact that the convertible commands a starting-price premium of $7500 over the coupe). However, that money buys some very welcome features.

Test Drive: 2020 Chevrolet Corvette Convertible

The C8’s cabin ambiance is a step up from previous-generation Corvettes. The cockpit is cozy at best, but the squared-off steering wheel helps free up a bit of leg space, and the extra-slim HVAC vents still put out a good amount of air.

The two main packages are the 2LT Preferred Equipment Package ($7300) and the Z51 Performance Package ($5000). The 2LT group adds a long list of comfort and convenience features: Chevrolet’s “Infotainment 3 Premium” touchscreen system with navigation, 14-speaker Bose premium audio system, head-up display, HD front curb-view camera, memory driver and passenger convenience package, rear camera mirror, performance data and video recorder, heated and ventilated seats, power lumbar control and power seat bolsters, heated steering wheel, advanced theft-deterrent system, universal home remote, wireless charging, heated power outside mirrors with integrated turn signals (auto dimming on the driver’s side), rear cross traffic alert, side blind-zone alert, and cargo nets.

Test Drive: 2020 Nissan 370Z NISMO

The digital gauge cluster is excellent–it boasts crisp, clear graphics and multiple display-layout options.

The Z51 package adds upgraded performance suspension, brakes, exhaust (which adds another 5 horsepower and 5 more pound-feet of torque), and rear axle ratio with an electronic limited-slip rear differential. Also included are a rear spoiler, high-performance run-flat tires, and a heavy-duty cooling system. Our test vehicle was further outfitted with the GT2 bucket seats, a novel height-adjustable front suspension, and a number of paint and trim upgrades that pushed the bottom-line price well past the $58,900 base MSRP, but still under $80K—which qualifies as a bargain for a performance vehicle of this caliber.

Test Drive: 2020 Aston Martin Vantage Coupe

The push-pull gear selector fairly easy for our testers to acclimate to; the climate-control buttons, less so.

We took our Corvette coupe on a 520-mile road trip, and then put on almost 100 more miles of city driving, which gave us a good opportunity to experience the C8’s livability and practicality as well as its performance. And that performance, of course, is stellar. Acceleration is superhero-quick, and cornering ability is outstanding, with virtually no body lean in fast turns. The 8-speed dual-clutch automatic transmission reminds us a bit of the Nissan GT-R’s 6-speed dual-clutch transmission—great at quick upshifts and downshifts in vigorous performance driving, but sometimes less content, and less refined, when simply trundling around town. Ride quality is more than respectable, given the handling prowess on hand.

Quick Spin: 2020 Dodge Challenger R/T Scat Pack Widebody

The optional GT2 bucket seats are supportive and long-haul comfortable.

The Z51’s exhaust sounds delightfully snarly, and it actually caused a bit of cognitive dissonance for us. We’ve driven a few mid-engine exotics, such as the Audi R8 and Acura NSX, and their exhaust notes have a Euro/tech-oriented sound, so our “muscle memory” of those vehicles meant that the brawny, US of A muscle-car bellow of the Corvette really took us aback. However, the rear-mounted engine, and the single pane of glass between the cockpit and the engine compartment, means that some less lusty mechanical sounds—occasional whirrs, hisses, and clanks—find their way into the cabin too. Also, tire noise is greatly affected by the kind of road surface you’re driving on. We hit some rough freeway pavement during our road trip, which made things quite noisy inside the cabin.

Like previous Corvettes, the C8’s cockpit is rather cozy. Your tester is 6’6”, and he had juuuust enough space overall, though wearing a helmet comfortably in the driver’s seat is probably a no-go. The upgraded GT2 seats are supportive and long-haul comfortable, though entry/exit is the expected drop-in/climb-out affair, due to the low-slung ride height and low-mounted seats. Also, the doors need to be opened wide for big-and-tall occupants to get in and out—which can be tricky in tight quarters.

A couple other tall-person problems: The glovebox door opens right onto our knees in the passenger’s seat, and the squared-off steering wheel (an important space saver, given the cockpit’s cozy dimensions) blocked our view of the top edge of the digital gauge cluster. Thankfully, the configurable head-up display included in the 2LT equipment group does a great job of conveying a broad range of information at a glance.

Test Drive: 2020 BMW M8 Competition Convertible

A standard carry-on-size suitcase just fits in the Corvette’s front trunk.

The unusual, longitudinally oriented push-button gear selector works well for the most part… we got used to it pretty easily. However, the longitudinally oriented climate controls are a little funky at first. The buttons are arranged along a pronounced “ridge” that cascades down from the center of the dashboard, bisecting the cockpit. That line of buttons is about a foot and a half long… a lot of real estate to scan quickly to locate the button you’re looking for. We didn’t find it that natural during our time with the car, but owners will probably acclimate.

Test Drive: 2020 Mercedes-AMG GT C Roadster

The Corvette’s rear trunk is right next door to the engine compartment, so it gets warm on long drives. There’s room for a couple golf bags or a carry-on suitcase and more back there, though we had to fiddle with the positioning of our suitcase to get the trunk lid to close properly.

The drive-mode selector, which offers Tour, Weather, Sport, and Track modes, is prominently placed and lavishly detailed. It has a separate upholstered wrist rest (complete with contrast stitching and an embossed Corvette-flag logo) and a metal adjustment knob with a lot of resistance… it seems as though the Vette’s engineers really wanted to make you feel like you were doing something when using that knob. Maybe they were thinking they needed a center-console consolation prize of sorts to make up for the lack of an available manual transmission?

Test Drive: 2020 Cadillac CT5-V

The removable targa-roof panel securely locks into latches in the rear trunk area for easy storage, but it takes up almost all the trunk’s space.

Forward visibility is fantastic, thanks in no small part to the cab-forward cockpit and short nose enabled by the mid-engine layout… though if you’re accustomed to previous Corvettes, looking out over that short hood will take a little getting used to. The view out the rear is subpar, however—a common issue with mid-engine sports cars. GM’s rear camera mirror (it’s included in the 2LT package) helps in certain driving situations, but we found the video camera view somewhat disorienting (and even a little headache-inducing) while driving. Thankfully the mirror can be easily toggled back and forth between a traditional rearview mirror and the video camera display. The generously sized, well-placed outside rearview mirrors also do their part to aid rear visibility.

The “front lift adjustable height w/ memory” feature ($1495) and HD front curb-view camera (included in the 2LT package) are handy features that give real peace of mind when navigating tight spots. The height-adjustable front suspension allows the Vette to traverse steep driveways and speed bumps and such without scraping, and it can even be linked to GPS data to “remember” where such obstacles are and activate automatically.

The Corvette’s dual-trunk setup helps its practicality overall, but there are still some compromises you’ll have to make. There’s 12.6 cubic feet of space in total, but it’s split between the front trunk (the “frunk”) and rear trunk. That time-honored trunk-space metric—a couple sets of golf clubs—will fit in the rear trunk, but there was barely enough room for our standard rollerboard carry-on suitcase (we had to load it in with its backside to the rear of the vehicle before the trunklid would close). Also, the rear trunk also gets rather warm on longer drives, since it’s right next door to the engine. If you live a good distance from the grocery store, maybe put your ice cream and frozen foods in the frunk.

More Than 6 Decades of the Corvette in Pictures

The $1495 height-adjustable front suspension is a useful option that helps avoid scraping the Corvette’s nose on steep driveways and speed bumps and the like. An HD front curb-view camera is included in the 2LT package; it includes front as well as left- and right-side front-wheel views that make it easier to avoid scuffing the nose or a wheel rim.

The removable targa-roof panel is great when you want some open-air fun, but removing it and stowing it is a two-person job… and even then it’s a little awkward. The top section neatly locks into place in the rear trunk, but that basically takes up all the trunk’s cargo capacity, save for a couple jackets or coats.

The Corvette sees just a few detail changes for 2021, such as wireless Apple CarPlay and Android Auto capability, new colors and body-stripe options, and the availability of the Magnetic Selective Ride Control suspension without the Z51 Performance Package. There are even hotter Corvette variants on the horizon as we move further into the C8 era—including electric-motor AWD versions, if the rumors are true—and those will be a big deal too.

The 1984 Corvette and the Mysterious 15-Inch Wheels

The C8 Corvette is an ambitious and successful re-imagining of America’s sports car. The new mid-engine layout is a radical change, but it provides new levels of performance potential–and Chevrolet engineers took pains to ensure that the traditional Corvette virtues of relative affordability and practicality didn’t fall by the wayside.

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2020 Chevrolet Corvette Stingray Coupe Gallery

(Click below for enlarged images)

The 1984 Corvette and the Mysterious 15-Inch Wheels

Written by: The Daily Drive staff on February 5, 2021.

Test Drive: 2020 Toyota RAV4 TRD Off Road

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

2020 Toyota RAV4 TRD Off Road

Class: Compact Crossover

Miles driven: 809

Fuel used: 24.9 gallons

Real-world fuel economy: 32.4 mpg

CG Report Card


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

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

Big & Tall Comfort

Big Guy	B-
Tall Guy	B-

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

Drivetrain
Engine Specs	203-hp 2.5L
Engine Type	4-cylinder
Transmission	8-speed automatic
Drive Wheels	AWD

Driving mix: 10% city, 90% highway

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

Fuel type: Regular gas

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

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

Price as tested: $42,567

More RAV4 price and availability information

Quick Hits

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

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

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

John Biel:

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

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

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

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

Test Drive: 2019 Mitsubishi Outlander PHEV

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

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

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

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

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

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

Test Drive: 2019 Subaru Forester Touring

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

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 Toyota check out Findlay Toyota TODAY!

Test Drive: 2020 Mercedes-Benz GLB250

2020 Mercedes-Benz GLB250 4Matic in Polar White

2020 Mercedes-Benz GLB250 4Matic

Class: Premium Compact Crossover

Miles driven: 185

Fuel used: 7.8 gallons

Real-world fuel economy: 23.7 mpg

Driving mix: 60% city, 40% highway

EPA-estimated fuel economy: 23/31/26 (city, highway, combined)

Fuel type: Premium gas required

CG Report Card


Room and Comfort	B+
Power and Performance	B+
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	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	221-hp 2.0-liter
Engine Type	Turbo 4-cyl
Transmission	8-speed automated manual
Drive Wheels	AWD

Base price: $38,600 (not including $995 destination charge)

Options on test vehicle: Black/red-leather upholstery ($1450), natural-grain black linden wood trim ($325), AMG Line sport steering wheel ($360), black 20-inch AMG multi-spoke wheels ($1050), heated and ventilated front seats ($1030), panorama sunroof ($1500), suspension with adjustable damping ($990), SiriusXM satellite radio with free trial period ($460), Burmester surround-sound system ($850), 64-color ambient interior lighting ($310), wireless charging ($200), Driver Assistance Package ($2250), Parking Assistance Package ($1090), Exterior Lighting Package ($900), Multimedia Package ($1150), Night Package ($400), AMG Line Package ($2240), Premium Package ($1650)

Price as tested: $57,800

Quick Hits

The great: Fine passenger space within tidy exterior dimensions; luxurious cabin

The good: Crisp acceleration; high-tech dashboard layout and infotainment system

The not so good: Level of standard equipment is rather stingy, and options really drive up the bottom-line price

More GLB-Class price and availability information

John Biel

So, you’re looking for a crossover SUV, small—but not too small—maybe with three rows of seats. It should have all the conveniences you can imagine . . . and pay for. Oh, and it’s got to be a Mercedes-Benz.

This is your lucky year.

The GLB-Class is a new addition to Mercedes-Benz’s crossover SUV lineup for 2020. Size-wise, price-wise, and alphabet-wise, it slots between the subcompact GLA-Class and compact GLC-Class in Mercedes’s model roster.

The fine folks in Stuttgart have launched a brand-new premium compact crossover for 2020, the GLB, that you can order with 3-row seating and so much tech and comfort stuff that you might need another SUV to help cart it all home. There’s a choice of front- or all-wheel drive, but only one fairly frugal powerteam—at least for now.

Consumer Guide got its first taste of the GLB250 as a 5-passenger 2-row model with 4MATIC all-wheel drive. Base price with delivery of such a vehicle is $39,595 (subtract $2000 for front drive but add $850 for two third-row seats). However, the test truck was festooned with enough extras to reach a total retail price of $57,800.

Steve and Johnnie Road Test: 2020 Lexus NX 300 F Sport

The GLB250 offers lots of high-tech interior features… if you’re willing to pay extra for them. A 10.25-inch digital gauge cluster and 10.25-inch center display screen are included in the $1650 Premium Package. The $1150 Multimedia Package adds a full-feature navigation system with MBUX augmented reality–a feature that adds digital navigation-aid graphics to the video display from a forward-facing camera. The center console is home to a touchpad infotainment-system controller with a wrist support; this interface requires a bit of acclimation.

The GLB delivers good interior room within its tidy overall dimensions—it’s 182.4 inches long on a 111.4-inch wheelbase. There was comfortable clearance for passengers’ heads and legs in both rows of the model that CG tested, though there’s only enough room across the rear for two adults. Seats are comfortable and supportive, with leg-supporting cushion extenders in front. Rear seat backs are manually adjustable for optimal comfort.

In back, the cargo area doesn’t look all that big at first glance, but the 22-cubic-foot space is fairly squared off, maximizing its usefulness. (We’ll guess that the need to accommodate three seating rows ruled out any notions of rakish roof and tailgate designs that would reduce load space.) The second-row 40/20/40 rear seats fold flat with the cargo floor, adding another 40 cubic feet of capacity, but with a small gap between the surfaces. The cargo bay has tie-down hooks, with straps and net pouches to contain small items. There’s a 12-volt power point for added convenience.

Test Drive: 2020 Acura MDX A-Spec

Test Drive: 2020 Mercedes-Benz GLB250, Black/Red Leather

The extra-cost black/red leather upholstery on our test vehicle gives the cabin an extra-sporty ambiance. Thanks in part to the tall, upright roofline, occupant space is very good in both the front and rear seats.

The GLB250 powertrain is a turbocharged 2.0-liter 4-cylinder engine paired with an 8-speed automated-manual transmission. Rated at 221 horsepower and 258 lb-ft of torque, the powerplant is more than good enough for alert around-town driving and safe, swift highway operation while in default “Comfort” mode. “Sport” makes it perceptibly quicker answering accelerator inputs, while the automated manual really stands its ground against upshifts—so much so that it’s almost annoying at low speeds, where it can keep the engine revving a little shy of the shift point as you’re trying to be a responsible citizen on the streets of your neighborhood. The EPA expects the GLB250 4MATIC to make 23 mpg in the city, 31 mpg on the highway, and 26 in combined operation; we averaged 23.7 mpg over 185 miles of driving, 60 percent of which was in city-type conditions.

Summoning Sport mode conjures up a ride firm enough to let in some jolts you might not feel in Comfort, but it is better controlled. (Note that the test vehicle was equipped with extra-cost 20-inch wheels and adjustable-damping suspension.) The CLB250 handles smoothly with good response to steering inputs, and braking action is good too.

Among the standard-equipment features not replaced by options on CG’s tester were:

LED headlamps and taillamps
power liftgate
aluminum roof rails
power driver’s seat with 3-position memory
dual-zone automatic climate control
4-way manually adjustable steering column
heated power side mirrors
illuminated entry system
3 years of Mercedes me connect services
remote starting (via Mercedes me mobile app)
SmartKey with push-button starting
Mercedes-Benz User Experience (MBUX) infotainment with voice control and touchpad controller
five USB-C ports
Apple CarPlay/Android Auto compatibility
hands-free Bluetooth interface and audio streaming
HD radio

Our test vehicle wasn’t equipped with the available third-row seat, but given the tidy cargo area behind the second row, the GLB’s third row is best suited for small children. The GLB is one of the smaller vehicles in its class, but it offers very respectable cargo space: 20.1 cubic feet behind the second-row, and 62 cu. ft. with the second row folded.

Heated and ventilated leather seats (in place of MB-Tex upholstery), satellite radio, and wireless charging are among extra-cost items that might be built in to some luxury-nameplate vehicles. Also available (as part of a $2250 Driver Assistance Package) are features such as Active Steering Assist, Evasive Steering Assist, Active Lane Change and Active Lane Keeping assists, Active Blind Spot Assist, and Active Emergency Stop Assist.

As equipped, there was a premium look and feel to the cabin with the aforementioned red-and-black leather and optional natural-grain lindenwood trim. There’s no skimping on soft-to-the-touch surfaces in the cabin, including the entire upper half of the dash and all four doors. Cabin storage alternatives are a decently-sized glove box, modest console box with split-top armrest lid, net pouches on the front-passenger side of the floor tunnel and on the backs of the front seats, and four door pockets with bottle holders. Exposed cup holders are set in the console and the pull-down rear armrest.

Test Drive: 2020 Lincoln Corsair Reserve

The GLB250’s powertrain is a 221-hp turbocharged 2.0-liter 4-cylinder paired with an 8-speed dual-clutch automatic transmission. It supplies satisfying power, but it can feel a bit high-strung at times. Twenty-inch, black-finished AMG multi-spoke wheels are a $1050 option.

The Premium Package that was installed in CG’s tester brought in a massive screen with a digital instrument cluster and center display for infotainment that are 10.25 inches apiece. Thumb buttons on the steering-wheel spokes control the driver-information functions, but the touchpad on the console and surrounding buttons reign over a complex audio/nav/app display. This reviewer set up audio presets without much fuss, but using the pad to move around the screen requires more attention than a driver should be devoting to it. Separate climate controls have lots of buttons, including repetitive flipper switches for temperature selection.

If you are in fact looking for a well-turned-out and useful SUV like the one described at the start, bring your dreams—and a bit of cash—to the Mercedes store. You’ll find what you want.

Test Drive: 2020 Mercedes-Benz GLC 300

With its extra-long wheelbase, boxy roofline, and short rear overhang, the Mercedes-Benz GLB-Class strikes a unique profile in its class, and delivers a good amount of utility within its compact exterior dimensions. Plenty of cutting-edge technology features and luxurious trimmings are available, but adding them drives up the bottom-line price.

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2020 Mercedes-Benz GLB250 Gallery

2020 Mercedes-Benz GLB250

Written by: The Daily Drive staff on September 15, 2020.