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What is the Lordstown Endurance?

Lordstown Endurance

The Lordstown Endurance is a battery-electric pickup truck developed by Ohio-based electric-vehicle startup Lordstown Motors. Yet to see regular production, the Endurance is unique among electric vehicles in that it is designed to use hub motors instead of axle- or transmission-mounted motors, thus eliminating the need for a transmission, traditional axles, or half shafts.

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What is the Lordstown Endurance?

The Endurance is planned to be offered only as a 5-passenger crew cab, and, at least initially, only with all-wheel drive. Per Lordstown, the four hub motors combine to deliver 600 horsepower. The Endurance is equipped with what is estimated by outside sources as a 109-kWh battery, which provides a Lordstown-claimed driving range of 250 miles. The pickup is rated to tow 7500 pounds, and prices are planned to start at $52,500.

Consumer Guide Car Stuff Podcast, Episode 82: EV Smartphone Apps, 2022 Ford F-150 Lightning

Like many EV startup companies, including Tesla, Lordstown is opting to sell vehicles directly to consumers, sidestepping the traditional franchise dealer system employed by mainstream manufacturers.

Production of the Endurance has been delayed twice as of this writing. The first trucks were scheduled to be delivered by the end of 2021, but Lordstown has recently said that timeframe will not be met, and a new target date for delivery has not yet been set. The company also recently announced that it would need to raise additional cash before it is able to deliver production examples of the Endurance.

Lordstown Motors’ success had been predicated in part by the ability of another EV startup company, Workhorse, to secure a U.S. Postal Service contract to supply electric mail-delivery trucks. Workhorse had contracted with Lordstown to manufacture the mail trucks it had designed, but those plans fell through when the USPS opted to contract with OshKosh Defense instead of Workhorse to manufacture a new-generation postal delivery vehicle.

Lordstown Motors and Workhorse have an interesting history. Lordstown was created in 2018, largely by the ownership of Workhorse, for the sole purpose of acquiring General Motors’ idle Lordstown, Ohio, assembly facility. The purchase of that plant was financed in part by General Motors, which also took a minor equity stake in the project. At one time, the same man—Steve Burns—was the CEO of both Workhorse and Lordstown.

First Spin: 2021 Jeep Wrangler Unlimited 4xe

Lordstown Endurance

Even if Workhorse had been granted the USPS contract, Lordstown would have been left with considerable surplus manufacturing capacity, with which it had planned to build its own vehicles, beginning with the Endurance.

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Lordstown Endurance Gallery

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: Lordstown Endurance

: Lordstown Endurance

: Lordstown Endurance

: Lordstown Endurance

What is the Lordstown Endurance?

Mail-Truck Mainstay: What Was The Grumman LLV?

What is the Lordstown Endurance?

Written by: Tom Appel on June 18, 2021.

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Test Drive: 2021 Toyota Supra 3.0 Premium

2021 Toyota Supra 3.0 Premium in Phantom matte-gray paint (a $1495 option)

2021 Toyota Supra 3.0 Premium

Class: Premium Sporty/Performance Cars

Miles driven: 255

Fuel used: 10.5 gallons

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	B-
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	382-hp 3.0-liter
Engine Type	Turbocharged six-cylinder
Transmission	8-speed Automatic
Drive Wheels	rear

Real-world fuel economy: 24.2 mpg

Driving mix: 40% city, 60% highway

EPA-estimated fuel economy: 22/30/25 (city, highway, combined)

Fuel type: Premium gas required

Base price: $54,590 (not including $995 destination charge)

Options on test vehicle: Driver Assist Package ($1195), Phantom matte-gray paint ($1495)

Price as tested: $58,275

Quick Hits

The great: Nimble handling, communicative steering feel; horsepower boost for ’21 delivers even more invigorating acceleration

The good: Decent fuel economy for a high-performance sports car; relatively affordable compared to similar high-end sports cars

The not so good: Some complicated infotainment controls, low-slung cockpit can make entry/exit tricky, stingy cargo space, no manual transmission available

More Supra price and availability information

Damon Bell

After the Toyota Supra made its long-awaited reappearance for the 2020 model year, Toyota moved it both downmarket and slightly upmarket for 2021. The downmarket move came via the addition of a new entry-level model: the 4-cylinder-powered Supra 2.0, which starts at about $8000 less than a base 3.0 model. The upmarket push comes courtesy of a significant horsepower bump for the 6-cylinder-powered Supras—the 3.0-liter inline six now makes 382 hp instead of 335 hp. The 3.0 models also receive underhood strut-tower braces and revised steering, suspension, and differential tuning.

Save for the limited-production A91 Edition model, the 3.0 Premium is the top Supra trim level. The voluptuous, muscular bodywork looks especially striking in extra-cost Phantom matte-gray paint.

Those updates obviously sweeten the pot for sports-car enthusiasts, and they come at a nominal price premium—the base MSRP of the 3.0 Premium creeps up by just $600 for 2021. We should note, however, that hotter engine isn’t really new… it’s the same powerplant that the BMW Z4 M40i version of the BMW Z4—the two-seat convertible with which the Supra shares its basic platform and powertrains—has had since it debuted for 2020.

Quick Spin: 2021 Toyota Supra 2.0

Despite the Toyota badge on the steering wheel, the BMW origin of the Supra’s dashboard is clear. The center console wears carbon-fiber trim and houses an electronic parking brake and rotary-knob infotainment control interface.

Toyota lists a 0-60-mph time of 3.9 seconds flat for the 2021-model-year 3.0s—a couple tenths quicker than the 2020 models. Though we were relying on our memory of the 2020 Supras we drove both on the track and on the street, and not a back-to-back comparo, the 2021 felt appreciably faster and more responsive.

Test Drive: 2019 BMW Z4 sDrive30i

The Supra’s hatchback design provides a larger cargo-area aperture and a more space than a traditional trunk/trunk lid. There’s 10.2 cubic feet of cargo volume, though the space is narrow and rather shallow too.

One thing that isn’t on the roster of updates for 2021 is a manual gearbox—as in 2020, the only transmission offered in the Supra (and the Z4) is an 8-speed automatic. Rumors circulated last year that Toyota was looking at the possibility of offering the Supra with a manual, but so far, nothing official has been announced.

Toyota FT-1 Concept: Don’t Call It a Supra

Technically, the Supra’s full name is “GR Supra.” The GR stands for Gazoo Racing, a Toyota motorsports division.

As expected, the Supra’s low stance and seating position can make entry and exit a challenge. However, as two-seat sports cars go, the cabin is a bit more hospitable to big-and-tall folks than many of the Supra’s rivals once you’re inside. The “double-bubble” roofline frees up a precious bit of extra headroom, and the legroom is fairly generous for the segment as well. Likewise, the Supra’s ride is far from supple, but it’s comfortable and absorbent enough for daily use—at least for our backsides.

For some sports-car purists, the lack of a third pedal and the commonality with the Z4 are big marks against the Supra. The reality is that manual-transmission vehicles—even sporting, enthusiast-oriented ones—sell in very small numbers, as do purpose-built two-door sports cars. Partnerships between automakers help spread out development costs and make low-volume vehicles profitable. It’s a sign of how far Japanese enthusiast vehicles have come when a key criticism of a Toyota-branded sports car is that it doesn’t feel Japanese enough.

John Biel

The reanimated Toyota Supra is no one-word supercar, but is it a super car? Yeah, you can believe that.

The 3.0 Premium I drove was undeniably ready off the line in street traffic, and when prodded on the expressway the BMW-powered coupe dug in its heels and charged strongly. Do that in “Sport” mode and you’ll be rewarded with a sonorous exhaust chorus sure to cheer your hot rod soul.

That added horsepower will be the flashy attention-getter, but there’s been some movement in the torque figures. Torque grows by just three lb-ft, to 368. It finds that peak at 1800 rpm, 200 revs later than in 2020, but now it lasts an extra 500 rpm, to 5000, for a net gain of 300 rpm in the best part of the car’s torque band.

Test Drive: 2020 Chevrolet Corvette Stingray Coupe

The Supra’s turbocharged 3.0-liter 6-cylinder gets a bump from 335 to 382 horsepower. Nineteen-inch forged aluminum wheels are standard on 3.0 models; 4-cylinder Supras get cast aluminum 18s.

I didn’t mind at all knowing when the 8-speed automatic transmission was shifting, and most of the time it’s more audible than physical anyway. The powerteam gave me nearly 23 mpg after a run of 107.8 miles that was almost perfectly split between city-type and highway operation.

Ride is sports car firm—some will say hard—but drivers enjoy nicely progressive steering and well-controlled cornering response. Tire noise rises on the highway, and infotainment is provided through BMW’s somewhat complex console-controlled iDrive system. A low roof and short side windows put the squeeze on driver vision, but the view through the back window is better than you’ll find in many other slope-roof GTs.

Consumer Guide’s test car had great stealth-plane looks painted in extra-cost Phantom Matte Gray paint, a color exclusive to the 3.0 Premium in 2021, but between washings it really shows dirt. Otherwise, the Supra is set up right for making clean getaways.

Test Drive: 2020 Nissan 370Z NISMO

The Toyota Supra delivers exotic looks, track-worthy performance, and decent occupant space for a high-end two-seat sports car. It’s not as plush as its BMW Z4 counterpart, but it’s also more affordable.

Listen to the Consumer Guide Car Stuff Podcast

2021 Toyota Supra 3.0 Premium Gallery

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Cheap Wheels: 1986-1992 Toyota Supra

Written by: The Daily Drive staff on May 28, 2021.

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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.

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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.

Quick Spin: 2020 Volkswagen Jetta GLI

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.

Test Drive: 2020 Kia Forte GT

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.

Test Drive: 2021 Toyota Corolla SE Apex Edition

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.

First Spin: 2021 Mazda 3 2.5 Turbo

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.

For GREAT deals on a new or used Toyota check out Toyota of Glendora 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.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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2020 Audi SQ8 Gallery

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

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

For GREAT deals on a new or used Nissan check out Nissan of Sumter TODAY!

Quick Spin: 2021 Lexus UX 250h F Sport

2021 Lexus UX 250h F Sport in Nebula Gray Pearl

Class: Premium Subcompact Crossover

Miles driven: 304

Fuel used: 9.9 gallons

Real-world fuel economy: 30.7 mpg

Driving mix: 60% city, 40% highway

EPA-estimated fuel economy: 41/38/39 (city/highway/combined)

Fuel type: Regular gas

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	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	181-hp 2.0-liter
Engine Type	4-cyl hybrid
Transmission	CVT automatic
Drive Wheels	AWD

Base price: $37,100 (not including $1025 destination charge)

Options on test vehicle: Wireless charger ($75); windshield de-icer ($100); auto-dimming inner mirror w/ compass and Homelink ($325); head-up display ($500); Intuitive Parking Assist ($565); power liftgate with kick sensor ($600); F Sport Premium Package ($975); F Sport heated steering wheel w/ paddle shifters ($150); illuminated door sills ($425); carpet cargo mat ($110); roof-rack cross bars ($400); mudguards ($165); door-edge guards ($150)

Price as tested: $42,665

Quick Hits

The great: Build quality; good dollar value compared to most class competitors

The good: Distinctive styling inside and out; quiet cabin

The not so good: Cramped rear seat; so-so cargo space; finicky infotainment controls; roof design compromises rear visibility; F Sport trim more for looks than actual performance; disappointing-for-a-hybrid observed fuel economy in cold weather

More UX price and availability information

CG Says:

Roughly a year ago, when Consumer Guide tested a 2020 Lexus UX 250h Luxury, we posed this question: What really is “luxury” in an automobile? Now, having spent time with a 2021 UX 250h F Sport, we have the same query about the concept of “sport.”

The UX’s radically sculpted looks aren’t for everyone, but its tidy exterior dimensions make it a good urban runabout.

Our takeaway from testing the high-line version of the premium-subcompact crossover SUV from Lexus was that luxury is more or less how a manufacturer defines it. That seems to be true about sportiness as well. Where the UX Luxury staked its claim based more on accumulated standard features than on a plush ambience, the F Sport invests more in an athletic image than in any clear performance advantage.

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The UX’s cabin has a swoopy dashboard layout and excellent fit and finish. UX 250h models include a graphic readout that displays real-time power delivery from the gasoline engine and electric motor.

The 250h F Sport has the same hybrid powerplant (2.0-liter 4-cylinder gas engine, two electric motors to drive the rear wheels at speeds below 44 mph, 181 total system horsepower), continuously variable transmission, selectable drive modes, and all-wheel drive as the UX’s base and Luxury versions. Thus, pleasant road manners and the seat-of-the-pants sense of performance—CG testing of a 2019 250h F Sport with the same powerteam clocked 0-to-60 mph in 8.4 seconds—don’t vary much between them.

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The UX’s Remote Touch touchpad infotainment interface is tricky to use while driving. We’re not big fans of the thumbwheel audio controls located on the leading edge of the center-console armrest either.

How Lexus defines sport in the F Sport is mostly through a specific split-five-spoke design for the 18-inch alloy wheels that are standard throughout the UX lineup, modified front and rear bumpers, diamond-mesh grille surface, LED fog and cornering lamps, stouter-bolstered sport seats, perforated-leather-wrapped F Sport steering wheel and shift knob, “performance-inspired” instrument display, 8-inch vehicle-information display, active sound control, and aluminum front-door scuff plates and pedal faces. Only the inclusion of paddle shifters and a tuned suspension give the “physical plant” a little stronger sense of purpose.

It’s a smaller complement of standard convenience features that mostly separates the 250h F Sport, which sells for $38,125 with delivery, from the hybrid Luxury that starts at $2700 more. Both have “NuLuxe” leatherette upholstery. Door panels lack sculpting or detailing, and the tops of those in back are hard, unyielding plastic. There’s but one rear-seat storage pouch, attached to the back of the front passenger seat. Rear doors lack storage pockets and bottle holders. At least there is well-executed fit and finish to those things that Lexus has chosen to include. Passenger accommodations are identical: comfortable space and seating up front, but a more restrictive rear seat. Similarly, all UX hybrids suffer from a cargo floor that’s raised to clear the hybrid battery, cutting load capacity and causing the 60/40-split second-row seats to rest below the level of the deck when they are folded. Note that a new standard feature for all ’21 hybrids is an adjustable deck board for the cargo bay.

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The available Circuit Red upholstery makes for an especially sporty interior ambiance. There’s good space for even big-and-tall occupants in the front seats, but the back seat is stingy in terms of both legroom and headroom.

There is the same Lexus Remote Touch Interface for the infotainment system, with its central touchpad operation, of which we’re hardly fans. (It’s hard to work precisely in a moving car.) Operation of the automatic dual-zone climate system is handled by clearly marked buttons, though we’d prefer direct-setting dials to input desired temperatures and fan speed. For ’21, blind-spot and rear cross-traffic alerts are standard across the board, augmenting the existing Lexus Safety System+ 2.0 that includes forward-collision warning and mitigation with pedestrian detection, lane-keep assist, adaptive cruise control, road-sign assist, and automatic high-beam headlights.

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The UX 250h is powered by a 2.0-liter 4-cylinder engine paired with a CVT automatic transmission and two electric motors for a total output of 181 hp.

One unfortunate departure from past experience displayed by our F Sport tester was in fuel economy. In a stretch of harsh winter weather, we averaged 30.7 mpg with 59 percent of our driving in city-type operation. That’s way off the EPA combined estimate of 39 mpg, and far from the 38-plus our editors recorded in their tests of UX hybrids in 2019 and ’20.

UX has the only hybrids found in the premium subcompact SUV class. Any 2021 UX 250h costs $2200 more than a front-drive, gas-engine UX 200 of comparable trim level, but on the whole starting prices are attractive for the segment, and with the chance to add desirable options—even for the base model that makes no claims of being luxurious or sporty.

Test Drive: 2020 Lexus UX 250h Luxury

The Lexus UX is more about style than rear-seat-passenger and cargo space, but it’s more affordable when similarly equipped than most of its rivals, and it offers the only “full-hybrid” model in the premium subcompact SUV class.

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2021 Lexus UX 250h F Sport Gallery

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Test Drive: 2020 Buick Encore GX Essence

Written by: The Daily Drive staff on March 9, 2021.

Test Drive: 2020 Land Rover Defender 110 SE

2020 Land Rover Defender 110 SE in Pangea Green (a $710 option) with white contrast roof (a $870 option)

2020 Land Rover Defender 110 SE

Class: Premium Compact SUV

Miles driven: 182

Fuel used: 12.6 gallons

Real-world fuel economy: 14.4 mpg

CG Report Card


Room and Comfort	B+
Power and Performance	B+
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	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	395-hp 3.0 liter
Engine Type	turbo 6-cyl
Transmission	8-speed automatic
Drive Wheels	AWD

Driving mix: 55% city, 45% highway

EPA-estimated fuel economy: 17/22/19 (mpg city, highway, combined)

Fuel type: Premium gas required

Base price: $62,250 (not including $1350 destination charge)

Options on test vehicle: Driver Assist Pack ($1020), Cold Climate Pack ($700), Advanced Off-Road Capability Pack ($735), Off-Road Pack ($1345), sliding panoramic sunroof ($1750), white contrast roof ($870), Pangea Green ($710), tow-hitch receiver ($650), 14-way heated memory front seats ($500), Sirius XM satellite radio ($300)

Price as tested: $72,180

Quick Hits

The great: Airy, spacious cabin; high-tech features; satisfying power

The good: Adventurous, concept-vehicle-style styling inside and out

The not so good: Mediocre observed fuel economy well below EPA estimates; steep pricing; side-hinged rear swing gate with spare tire can be cumbersome

More Land Rover Defender price and availability information

John Biel

It’s not unusual for an automotive legend to spawn a modern sequel these days. Anybody who has seen, say, a Volkswagen New Beetle, a Toyota FJ Cruiser, or a Jeep Gladiator knows that to be true. However, when the replacement for an icon gets reinterpreted, that’s a pretty rare thing.

Land Rover Defender 110 SE, Pangea Green

The new Land Rover Defender tips its hat to the burly, boxy profile of the original, but its look is much more sophisticated and modern, with avant-garde styling details that look like they belong on an auto-show concept vehicle.

The Land Rover Defender compact sport-utility that arrived on the market during 2020 is just such a curiosity. It trades on the image and reputation of the Defender that was last sold in the U.S. in 1997 (though it continued in other global markets until 2016), but that vehicle line dated to the early Eighties as the successor to the legendary original Land Rover found wherever the road ends the world over since 1948.

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The new Defender’s dash is stylish and functional, with a digital gauge cluster and high-mounted HVAC vents. A storage shelf stretches across most of the dashboard (there’s even an open area behind the infotainment touchscreen).

It was early 2021 before Consumer Guide Automotive editors could get a crack at one, a 2020 4-door 110 model. Fortunately, with minimal differences for 2021, it remains relevant. The 5-passenger SE-trim test truck had a starting price of $63,600 with delivery (a figure that rises by $450 for ’21) but came to $72,180 with a considerable load of options.

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We found the unconventional dashboard-mounted shifter a bit awkward to use. There’s a generously sized console-armrest storage bin, and an open area on the console itself below the USB charging ports and power outlet.

When the Defender last reached the USA, it had body-on-frame construction and solid axles. The new model replaces them with an aluminum unibody design—Land Rover says it is the stiffest body it has ever produced—and 4-wheel independent suspension. The 110 has a 118.9-inch wheelbase and can seat up to seven passengers with an optional third-row seat. Its “little brother” is the 2-door Defender 90 on a 101.9-inch wheelbase and room for as many as six, thanks to a center jump seat that allows 3-abreast seating in front.

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The high-mounted seats are comfortable and attractively upholstered. The tall, upright roofline makes for excellent headroom in both the first and second rows, and legroom is decent as well.

Slab sides, flat side glass, a tailgate-mounted spare tire, and “skylight” windows along the sides of the roof forge stylistic links to the former Defender and its forebear. The cabin is off-road chic. CG’s tester had an earthy color combination, with mossy-green Khaki materials on the seats, console, armrests, and portions of the dashboard against Ebony panels. There’s just a bit of soft—but sturdy-looking and feeling—material here and there, yet areas of exposed painted-metal show through the doors. SE seats are trimmed in leather but with hardy woven-textile facings. The washable hard-rubber surface of the cargo floor continues up the backs of the 40/20/40-split seats.

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The Defender’s side-hinged swing gate can be cumbersome in tight spots, but it’s cargo volume is quite good for the class: 34 cubic feet behind the rear seats, and 78.8 cubic feet with the rear seats folded to create a flat load floor.

SE standard equipment starts with a mild-hybrid inline 6-cylinder engine and 8-speed automatic transmission. Exterior features are 20-inch alloy wheels, LED headlights with automatic high-beam assist, LED taillights, fog lights, heated power-folding exterior mirrors (auto dimming on the driver’s side), rain-sensing windshield wipers, and black roof rails. Interior comforts and conveniences include power-adjustable memory seats, leather-wrapped steering wheel, interactive vehicle-information display, dual-zone climate control, “ClearSight” rearview mirror (that shows a camera view of what’s behind the vehicle), keyless entry and starting, navigation, 10-inch infotainment display screen, Meridian sound system with HD radio, and Apple CarPlay/Android Auto smartphone connectivity. Built-in safety and driving aids are automatic emergency braking, surround-view camera, 360-degree parking assist, blind-spot and rear cross-traffic monitors, lane-keeping assist, driver-condition monitor, traffic-sign recognition, and safe-exit monitor.

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A 296-hp turbo 2.0-liter 4-cylinder is standard, but our tester was equipped with the Defender’s step-up engine choice: a gutsy 395-hp turbo 3.0 6-cylinder with mild-hybrid capability. Twenty-inch alloy wheels are standard equipment.

Some of the options added to the test truck delivered enhanced versions of certain standard items. Among them were adaptive cruise control and—in the Advanced Off-Road Capability Pack—All-Terrain Progress Control, Terrain Response 2, and configurable Terrain Response that allow drivers to tailor powertrain and chassis performance to the vehicle’s surfaces and surroundings.

The P400 3.0-liter straight six is turbocharged to deliver 395 horsepower at 5500 rpm and 406 lb-ft of torque at 2000 rpm. It’s a generally quiet engine that exhibits good jump away from stops with enough strength to tow up to 8201 pounds. With the help of the smoothly operating transmission, it performs well on the highway, maintaining good cruising speed with the readiness to pass smartly when asked. Even augmented with a 48-volt mild-hybrid system, fuel economy is not one of the 6-cylinder Defender’s strengths. EPA ratings are 17 mpg in the city, 22 mpg in highway operation, and 19 combined. However, this driver notched just 13.6 mpg from a 67.3-mile test stint of which 40 percent was city-type driving.

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Defender-logo puddle lamps and unique LED taillights add to the Defender’s distinctive upscale look and feel.

Defender rides well for being Land Rover’s most off-road-oriented SUV. The 110 handles easily, with the Adaptive Dynamics system continually reading wheel and body movements to control body roll, and it is pleasantly maneuverable. The standard electronic air suspension can shift ground clearance from 8.6 inches to a more off-road-helpful 11.5 inches.

There is fine head- and legroom in both seating rows of the 5-passenger 4-door model, and a flat floor makes 3-across seating possible, at least for kids. Fairly tall windows and an upright roof design contribute to good driver vision around the vehicle. It’s quite well isolated from exterior noise, too. One bothersome aspect to the test truck was a maladjusted left-rear door that wasn’t keen on opening without a really good yank.

The PIVI Pro Infotainment has touchscreen tuning. Inputting audio presets makes sense with some study. Favorites are saved at the tap of a star icon, but station choices are arrayed all over the screen. It’s not the easiest-to-use system we’ve seen, but it’s not nearly the hardest. The climate system has handy dials for temperature settings and a small cluster of plainly marked buttons for functions like fan, mode, and defrosters. The vehicle-info screen between the speedometer and tachometer dials is large and easily manipulated through thumb buttons on the steering wheel.

As for storage, glove and console boxes are skimpy, but a tray runs the width of the instrument panel (save for the area taken by the steering column). There’s floor-level open space, and pockets in all four doors. The side-hinged tailgate opens from the left—opposite of “curb loading” in left-hand-drive markets. There’s useful cargo space in back, with more available with the rear seats retracted—though they don’t drop full flat. There is a little underfloor bin for small-item storage, and a long tray on the inside of the tailgate.

There are more luxuries to be had—for a price—and starting tabs for some Defenders top $80,000. But this Land Rover certainly concentrates on delivering off-road bona fides designed to do its ancestors proud.

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The new Land Rover Defender 110’s profile view shows off its boxy profile, roof-mounted “safari windows,” rear-mounted spare tire, and extra-short front and rear overhangs–all features of the iconic original, but brought into the 21st century with a high level of sophistication–and a rather steep as-tested price tag to match.

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2020 Land Rover Defender 110 SE Gallery

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First Spin: 2020 Jeep Gladiator

Written by: The Daily Drive staff on March 1, 2021.

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

2021 February Southern California Quarantine Cruise: The Last Blast Of Images From The Sun Drenched Event

Feb 27, 2021Brian Lohnes1320 Event Coverage, 1320 Gallery, Apex Event Coverage, Apex Gallery, BangShift 1320, BangShift APEX, BangShift Galleries, BangShift News, CAR SHOWS, Car Shows, Event Coverage, Gallery

We’re back with our last installment of killer photos from the 2021 February SoCal Quarantine Cruise. As we have been saying, this event brought out some of the coolest cars in the southern California area to enjoy a day out cruising and just being around fellow hot rodders and gearheads. We’ll keep checking out these events as long as they go on, but like all of you, we hope that their days are numbered and more traditional events can start to make a comeback in the coming months.

Enjoy this last look at the SoCal Quarantine Cruise!

Hit the images below to expand them and then scroll on to check them all out –

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Lights Out 12 Drag Racing Photo Coverage: Pit Photos Of People, Cars, Engines, and Thrashing!

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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.

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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.

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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.

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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.

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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.

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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?

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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.

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The 1984 Corvette and the Mysterious 15-Inch Wheels

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