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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

(Click below for enlarged images)

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.

What Was The Monteverdi Safari?

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

(Click below for enlarged images)

First Spin: 2020 Jeep Gladiator

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

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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.

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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.

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.

Quick Spin: 2020 Subaru Outback Touring XT

2020 Subaru Outback Touring XT in Cinnamon Brown Pearl

2020 Subaru Outback Touring XT

Class: Midsize Car

Miles driven: 553

Fuel used: 22.1 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	A-
Tall Guy	A

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

Drivetrain
Engine Specs	260-hp 2.4L
Engine Type	Turbo 4-cylinder
Transmission	CVT automatic
Drive Wheels	AWD

Real-world fuel economy: 25.0 mpg

Driving mix: 20% city, 80% highway

EPA-estimated fuel economy: 23/30/26 (city, highway, combined)

Fuel type: Regular gas

Base price: $39,695 (not including $1010 destination charge)

Options on test vehicle: None

Price as tested: $40,705

Quick Hits

The great: Roomy, nicely finished cabin; promise of Subaru off-road/foul-weather prowess; comprehensive list of safety, comfort, and technology features

The good: Ample power from turbocharged engine; wagon utility

The not so good: Observed fuel economy falls a bit short of EPA estimates

Why the Subaru Outback is a Consumer Guide Best Buy

CG Says:

Subaru’s popular “SUV-ized” midsize wagon has been redesigned for 2020, and we at Consumer Guide were impressed enough with the new model’s improvements that we added it to our 2020 Best Buys list. The Outback deftly straddles the line between a traditional passenger car and an SUV—while leaning toward the former, since it’s based on the architecture of Subaru’s Legacy midsize sedan (which has also been redesigned for 2020). The Outback’s mix of car and SUV attributes make it a “best of both worlds” proposition for many family-vehicle shoppers.

The Outback wagon is based on a passenger-car platform, but is outfitted with SUV-style features such as rugged body cladding, an integrated roof rack, a raised ride height, and standard all-wheel drive.

Though its raised ride height means the Outback’s on-road handling is a step less nimble than the average midsize car’s, it nonetheless feels balanced and predicable in corners, with responsive, nicely-weighted steering. And since the Outback is a passenger-car-based wagon, the height of its cargo area isn’t quite as tall as the typical SUV’s. So, while you might not be able to carry extra-large cargo items in back, the upside is that the Outback’s roof—and its handy, built-in roof rack—are accordingly lower and easier to access.

Passenger room and comfort is commendable in both the front and rear seats. That high-ish ride height helps ease entry and exit, especially for adults who might not be as spry or flexible as they used to be. The generously sized windows make for fine visibility in all directions.

Quick Spin: 2019 Volvo V90 R-Design

Midline and above Outbacks come standard with a 11.6-inch vertically oriented infotainment touchscreen. Touring models boast handsome Nappa perforated leather upholstery, which gives the cabin a luxurious look and feel.

After previously testing an Outback Onyx Edition XT, we’ve taken a step up the model ladder and sampled the Touring XT—the Outback’s topline trim level. Not surprisingly, the Touring XT comes essentially loaded. Its standard features over the midline Limited model include perforated Nappa-leather upholstery, ventilated front seats (in addition to heated), and a sunroof. The only things it doesn’t come standard with are a wireless device charger (which is available as an accessory option for $245), and accessory items such as all-weather floor mats, a cargo net, and, if you’re really thinking of taking your Outback way out back, under guards for the engine and differential to protect them from damage on rugged off-road terrain.

Test Drive: 2020 Subaru Outback Onyx Edition XT

There’s sufficient room for adults to ride in comfort in the Outback’s back seat. Passengers get HVAC vents in the center console, dual USB charging ports, and heated outboard rear seats (with a low and high setting).

That XT suffix indicates the presence of the Outback’s step-up engine choice: a 260-hp turbocharged 2.4-liter 4-cylinder, which takes the place of the previous-generation Outback’s 256-hp 3.6-liter 6-cylinder. And, it’s quite a step-up in price–$2350, in the case of the Touring (though you also get insulated front-door glass in the bargain). And, the turbo four supplies fine acceleration that’s stronger all-around than the naturally aspirated 182-hp 2.5-liter base engine. The continuously variable transmission (CVT) is mostly seamless in operation, with little of the high-RPM droning that used to be common with this type of transmission. The auto stop/start isn’t the smoothest such system we’ve tested—the engine restarts with a bit of a shudder. The system can be turned off, but it defaults to on every time you start the vehicle.

The Outback XTs are EPA-rated at 23 mpg city/30 highway/26 combined. Our observed numbers fell a bit below those estimates; we averaged 25 mpg even in a test that consisted of 80 percent highway driving.

Test Drive: Buick Regal TourX

There’s 32.5 cubic feet of cargo space behind the rear seats, which expands to 75.7 cubic feet with the rear seatbacks folded down. A hands-free power liftgate–standard on Tourings–is a newly available feature for 2020.

The Touring’s interior ambiance is inviting—a nice mix of upscale and adventure-ready. The leather upholstery is supple, and the seats are comfortable on long-haul drives. We also appreciated the Touring’s standard heated/ventilated front seats, heated steering wheel, and heated outboard rear seats. The DriverFocus Distraction Mitigation System, optional on Limiteds and standard on Tourings, is a rarity among mainstream-brand vehicles. It uses a camera and facial-recognition technology to monitor the driver’s eyes and face, and sounds a warning if it senses the driver is distracted.

Review Flashback! 2005 Saab 9-2X

Outback XT models are powered by a 260-hp turbocharged 2.4-liter 4-cylinder that is paired with a continuously variable automatic transmission (CVT). Machine-finish 18-inch alloy wheels are standard on Tourings.

The vertically oriented, tablet-style STARLINK infotainment screen is impressively large—11.6 inches—and has clear graphics and usefully large icons. However, the virtual climate controls are located at the bottom of the screen, and some of those virtual buttons are small enough to be tricky to use while driving. Kudos to Subaru, however, for retaining a few physical controls, including the volume and tuning knobs.

Subaru’s all-weather hauler is a practical family vehicle that offers a comprehensive list of available comfort, safety, and technology features, along with an outdoorsy, go-anywhere attitude. At an as-tested price of $40,705 all in, the flagship Outback Touring XT presents itself as a compelling value when shopped against decked-out 5-passenger midsize SUVs.

Test Drive: 2019 Subaru Forester Touring

The Subaru Outback is a fine alternative to a traditional two-row midsize crossover SUV. Even in loaded topline trim it is a solid value, and it stacks up well in terms of features and everyday utility.

Check out the Consumer Guide Car Stuff Podcast

2020 Subaru Outback Touring XT

Written by: The Daily Drive staff on August 14, 2020.

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