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Road Test: 2021 Ford Mustang EcoBoost Premium

High-Performance Turbo Manual Transmission Fun

In April 2018 Ford announced all its sedans and coupes would be going away by 2020, except for one–the iconic Mustang. High-powered Mustang GT, Mach1 and Shelby GT500 versions are well-known, with the latter model pumping-out 760 pin-you-back-in-your-seat horsepower. Big horsepower gets the headlines and is as sexy as all get out, but what about getting into a Mustang that provides driving exhilaration while also not scaring the heck out of you? Look no further than the 2021 Mustang Coupe with the 2.3-liter EcoBoost.

2021 Ford Mustang EcoBoost Premium — **High-performance four-cylinder fun**

Respectable Power and Performance

Clean Fleet Report spent a week in the rear-wheel drive 2021 Ford Mustang EcoBoost Premium Fastback, powered by a high-performance turbocharged 2.3-liter I4 mated to a six-speed manual transmission with launch control and five selectable drive modes. Producing a fun 330 horsepower and 350 pound-feet of torque, the Mustang high-performance package and the six-speed manual is civil enough for around town driving. And yes, you can spin the tires!

The EPA has rated the EcoBoost 2.3L high-performance at 20 mpg city/27 highway/22 combined. In 240 miles driving around Southern California we averaged 23 mpg, but in a 100-mile run with the adaptive cruise control set at 65 mph, we averaged 31.2 mpg, exceeding the EPA figure. This fuel economy is encouraging, but it will take a wide open road with little traffic and lots of patience to equal it. If fuel economy is your primary focus and you can live without high performance, the standard turbocharged 2.3L puts out 310 horsepower and delivers 21/32/25 with its 10-speed automatic.

Being realistic, no one will be buying a high-performance Mustang for making bread and milk runs. This car begs to be driven with great elan, so real world driving will use more fuel. Fuel economy numbers reported by Clean Fleet Report are non-scientific and represent the reviewer’s driving experience using the dash gauge computer. Your numbers may differ.

Shifting Fun

Clean Fleet Report took delivery of a 2021 Ford Mustang Coupe and knew the week ahead was about to be fun. There are not many manual transmission cars anymore, and getting one with rear-wheel drive and 330 horsepower was a treat. The electric power-assisted rack-and-pinion steering delivered confident road feel, aided by the Pirelli PZero Corsa4 ZR rated 265/40 summer tires on 19-inch, luster nickel-painted aluminum wheels. ZR is a speed rating, which in this case means the tire can handle speeds surpassing 150 mph.

The grip was excellent, thanks in a big part to the independent rear suspension that delivered a controlled driving experience. The optional MagneRide damping system, part of the $1,995 Handling Package, kept the rear tires planted. MagneRide responds to road conditions 1,000 times per second for each damper or shock absorber. First introduced in 2002, versions of this suspension system are found on Camaro, Corvette, Cadillac, Acura, Audi, Land Rover, Ferrari, and Lamborghini models.

Stopping was by the four-wheel power disc brakes, which have a four channel anti-lock braking system with rear sway bars and electronic stability control.

The leather-trimmed gear shifter is perfectly positioned for arm angle and grip size, whether for slow or hard shifting. The clutch has a good feel and smooth engagement, but the shifts can be notchy at certain rpms and if not perfectly rev matched. This is not the smoothest manual we have driven, but it is still a blast going through the gears.

First gear is for getting off the line, but 2nd, 3rd and 4th are where things get interesting. When it is go-time, the turbocharged 2.3L came to life with a throaty note that would grumble and pop from the active valve performance exhaust system. This adaptive system, which amplifies the sound, has exhaust settings such as sport and track, making for a pleasant reminder you are driving a high-performance car. There is even a quiet setting when sneaking out at 5 a.m. to go to a car show. For even a racier sound, check-out what comes from the Mustang GT with the 5.0L V8 engine, which has 100 more horsepower.

Zero-to-60 mph times were right around 5.0 seconds, with linear acceleration and unnoticeable turbo lag. Pushback in the seat comes at 3,000 rpm, and stays consistent and stout through the 6,500-rpm red line. The optional 10-speed rev-matching automatic probably would pull even faster times (it also delivers slightly better fuel economy).

Old-Modern Interior

The 2021 Ford Mustang interior has a comfy, retro feel to it. Digital gauges are large and easy-to-read, with black backgrounds and white letters, and toggle switches are a throw-back to sports cars from the 1960s. Clean Fleet Report’s Mustang came with black leather-trimmed Recaro sport seats that were manually adjustable.

Accent stitching on the seats, console and heated, leather-wrapped steering wheel combine with carbon fiber on the dash for added custom detail. The Recaro seats were supportive and tight fitting, while the rear seats are best for those of a smaller stature. The trunk is surprisingly large, but when folding the split rear seat the Mustang is its most versatile, as the cargo area is exceptionally large. Two on a weekend trip will have no problem fitting all their gear.

The 12-speaker, including a trunk-mounted subwoofer, infotainment system includes navigation, Ford SYNC and SiriusXM/FM/CD/HDAM with MP3 playback capability. USB ports with iPod connectivity, Apple CarPlay, Android Auto, music streaming via Bluetooth wireless technology, and hands-free phone capability complete the system. All this is viewed through a 12-inch, high-resolution LCD touch screen. The Ford PassConnect includes 4G LTE WiFi.

The Classic Mustang Look

A long hood with a short trunk lid sums-up the classic Pony Car design made famous in the 1960s by the Mustang, Chevrolet Camaro and Dodge Challenger (and a few others who have disappeared from the scene). The 2021 Mustang coupe has the distinctive fastback design, and is done in a retro-modern style, harkening back to the 1965 Mustang. From the LED head and fog lights to the signature sequential turn-signal taillights, the 2021 Mustang is a good-looking car. The slight hood bulges have functional air intakes. For even more fun, our Mustang came in a very bright Grabber Yellow!

Convenience and Safety

The 2021 Ford Mustang has available convenience features such as illuminated sill plates and Mustang “pony” puddle lights, ambient interior lighting, autodim rear view mirror, rain-sensing windshield wipers, a tilt and telescoping steering column, hill start assist, power and heated exterior mirrors, power windows with one-touch up and down, keyless start and entry, passive entry system and a theft deterrent system.

Safety systems include dual front, seat-mounted side, driver knee, and full side curtain air bags. The Ford Co-Pilot360 is an advanced driver assist system (ADAS), which includes forward collision warning, lane keeping and driver alert warning, lane keep assist, blind spot with cross traffic alert, rear view camera, rear parking distance warning, pre-collision assist with emergency braking and pedestrian detection.

The 2021 Mustang has a 5-Star safety rating, the highest by the National Highway Traffic Safety Administration (NHTSA). The Insurance Institute for Highway safety, IIHS, has awarded the Mustang Good ratings for crash worthiness.

Pricing and Warranties

The 2021 Ford Mustang comes in 10 models, with the listed prices excluding options, but including the $1,195 destination and handling fee.

EcoBoost Fastback $28,400

Convenience and Safety — **The Recaros matched the car’s performance well**

EcoBoost Fastback Premium $33,420

EcoBoost Convertible $33,900

EcoBoost Convertible Premium $38,920

GT Fastback $37,480

GT Premium Fastback $41,480

GT Convertible Premium $46,980

Mach 1 $54,595

Mach 1 Premium $56,495

Shelby GT500 $74,095

Clean Fleet Report’s 2021 Ford Mustang EcoBoost Premium coupe had a base price of $32,175. With $13,150 in options and the $1,195 destination and delivery fee, the MSRP came to $46,520.

The 2021 Ford Mustang EcoBoost High Performance comes with these warranties:

Bumper-to-Bumper – Three years/36,000 miles

Powertrain – Five years/60,000 miles

Roadside Assistance – Five years/60,000 miles

Corrosion – Five years/Unlimited miles

Observations: 2021 Ford Mustang EcoBoost Premium High Performance Coupe

The 2021 Mustang EcoBoost High Performance is a fine-driving, riding and handling car. The power is fun to play with, and when mated to a six-speed manual, a blast to drive. The high tech suspension system, adjustable exhaust, summer tires and multiple drive modes are what make this a driver’s car.

The performance from the turbocharged high-performance four-cylinder was more than adequate for a sporty drive, whether on mountain curves or cruising leisurely your favorite highway or road. The 2.3L High Performance offers 20 more horsepower than the base EcoBoost engine (Ford dropped the V6 as the base engine in 2021), while not making it necessary to go for the Mustang 5.0L V8 for extra performance.

When visiting your Ford dealer, tell the rep you want to drive the Mustang EcoBoost High Performance. Then, for comparison take a spin in the Mustang GT or Mach 1. This way you will know which of the iconic Mustangs could be right for you.

Make sure to opt-in to the Clean Fleet Report newsletter (top right of page) to be notified of all new stories and vehicle reviews.

Story by John Faulkner. Photos by Lex Adams.

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Disclosure:

Clean Fleet Report is loaned free test vehicles from automakers to evaluate, typically for a week at a time. Our road tests are based on this one-week drive of a new vehicle. Because of this we don’t address issues such as long-term reliability or total cost of ownership. In addition, we are often invited to manufacturer events highlighting new vehicles or technology. As part of these events we may be offered free transportation, lodging or meals. We do our best to present our unvarnished evaluations of vehicles and news irrespective of these inducements.

Our focus is on vehicles that offer the best fuel economy in their class, which leads us to emphasize electric cars, plug-in hybrids, hybrids and diesels. We also feature those efficient gas-powered vehicles that are among the top mpg vehicles in their class. In addition, we aim to offer reviews and news on advanced technology and the alternative fuel vehicle market. We welcome any feedback from vehicle owners and are dedicated to providing a forum for alternative viewpoints. Please let us know your views at publisher@cleanfleetreport.com.

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Test Drive: 2022 Genesis GV70 2.5T Advanced

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

2022 Genesis GV70 2.5T AWD Advanced

Class: Premium Compact SUV

Miles driven: 447

Fuel used: 21.5 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	A
Tall Guy	A

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

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

Real-world fuel economy: 20.8 mpg

Driving mix: 65% city, 35% highway

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

Fuel type: Premium gas recommended

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

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

Price as tested: $50,695

Quick Hits

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

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

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

More Genesis GV70 price and availability information

John Biel

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

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

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

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

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

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

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

Test Drive: 2022 Genesis G70 3.3T Sport Advanced

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

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

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

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

Quick Spin: 2021 Genesis GV80 3.5T Advanced

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

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

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

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

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

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

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

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

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Genesis GV70 2.5T Advanced Gallery

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Genesis GV70 2.5T Advanced

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Genesis GV70 2.5T Advanced

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

Test Drive Gallery: 2021 Nissan Kicks SR

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

Class: Subcompact Crossover

Miles Driven: 272

Fuel Used: 7.1 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	B+
Tall Guy	B+

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

Drivetrain
Engine Specs	122-hp 1.6-liter
Engine Type	4-cyl
Transmission	CVT automatic
Drive Wheels	Front-wheel drive

Real-world fuel economy: 38.3 mpg

Driving mix: 15% city, 85% highway

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

Fuel type: Regular Gasoline

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

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

Price as tested: $26,730

Quick Hits

The great: Value pricing, standard safety features

The good: Great fuel economy with decent performance

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

More Kicks price and availability information

CG Says:

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

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

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

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

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

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

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

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

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

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

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2021 Nissan Kicks SR Gallery

(Click below for enlarged images)

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

Test Drive Gallery: 2021 GMC Yukon Denali

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

2021 GMC Yukon Denali 4WD

Class: Large SUV

Miles driven: 208

Fuel used: 14.3 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	A
Tall Guy	A

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

Drivetrain
Engine Specs	420-hp 6.2L
Engine Type	V8
Transmission	10-speed automatic
Drive Wheels	4-wheel drive

Real-world fuel economy: 14.5 mpg

Driving mix: 70% city, 30% highway

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

Fuel type: Premium gas recommended

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

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

Price as tested: $83,795

More Yukon price and availability information

Quick Hits

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

The good: Classy interior trim; long list of standard and available features; satisfying acceleration

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

CG Says:

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

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

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

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

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

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

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2021 GMC Yukon Denali Gallery

(Click below for enlarged images)

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Quick Spin: 2021 BMW M4 Competition Coupe

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

2021 BMW M4 Competition Coupe

Class: Premium Sporty/Performance Car

Miles driven: 212

Fuel used: 10.5 gallons

Real-world fuel economy: 20.1 mpg

Driving mix: 50% city, 50% highway

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

CG Report Card


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

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

Big & Tall Comfort

Big Guy	C
Tall Guy	B-

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

Drivetrain
Engine Specs	503-hp 3.0-liter
Engine Type	Turbo 6-cylinder
Transmission	8-speed automatic
Drive Wheels	RWD

Fuel type: Premium gas required

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

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

Price as tested: $101,095

More 4-Series price and availability information

Quick Hits

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

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

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

CG Says:

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

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

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

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

Test Drive: 2021 BMW 430i xDrive Coupe

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

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

6 Cool Things about the 2021 BMW M5 Competition

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

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

Test Drive: 2021 Toyota Supra 3.0 Premium

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

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

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

Test Drive: 2020 BMW M8 Competition Convertible

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

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

Test Drive: 2020 BMW M340i

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

Check out the Consumer Guide Car Stuff Podcast

2021 BMW M4 Competition Coupe Gallery

(Click below for enlarged images

6 Cool Things about the 2021 BMW M5 Competition

Car Stuff Podcast

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

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

2021 Ford Mustang Mach 1 vs Shelby GT500

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

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

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

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

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

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

More Mustang news and reviews

2021 Ford Mustang Mach 1 vs Shelby GT500

Test Drive: 2020 Ford Mustang EcoBoost

2021 Ford Mustang Mach 1 vs Shelby GT500

Future Collectibles: 2019 Ford Mustang Bullitt

2021 Ford Mustang Mach 1 vs Shelby GT500

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

Snake Eyes: A 2020 Ford Mustang Shelby GT500 Gallery

2021 Ford Mustang Mach 1 vs Shelby GT500

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

First Spin: 2020 Ford Mustang Shelby GT500

2021 Ford Mustang Mach 1 vs Shelby GT500

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

Test Drive: 2019 Ford Mustang Shelby GT350

2021 Ford Mustang Mach 1 vs Shelby GT500

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

Pony-Car Madness! 10 Classic Mustang Ads

2021 Ford Mustang Mach 1 vs Shelby GT500

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

Photo Feature: 1963 Ford Mustang II Concept Car

2021 Ford Mustang Mach 1 vs Shelby GT500

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

Future Collectibles: 2015 Ford Mustang 50 Year Limited Edition

2021 Ford Mustang Mach 1 Premium

2021 Ford Mustang Mach 1 Premium in Fighter Jet Gray

Class: Sporty/Performance Car

Miles driven: 174

Fuel used: 11.7 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	B-
Tall Guy	B-

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

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

Real-world fuel economy: 14.9 mpg

Driving mix: 75% city, 25% highway

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

Fuel type: Premium gas recommended

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

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

Price as tested: $61,935

Quick Hits

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

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

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

More Mustang price and availability information

2021 Ford Mustang Shelby GT500

2021 Ford Mustang Shelby GT500 in Velocity Blue

Class: Sporty/Performance Car

Miles driven: 91

CG Report Card


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

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

Big & Tall Comfort

Big Guy	B-
Tall Guy	B-

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

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

Fuel used: 7.2 gallons

Real-world fuel economy: 12.6 mpg

Driving mix: 75% city, 25% highway

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

Fuel type:Premium gas required

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

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

Price as tested: $81,190

Quick Hits

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

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

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

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Check out the Consumer Guide Car Stuff Podcast

2021 Ford Mustang Mach 1 vs Shelby GT500 Gallery

(Click below for enlarged images

Snake Eyes: A 2020 Ford Mustang Shelby GT500 Gallery

Car Stuff Podcast

Written by: Damon Bell on September 22, 2021.

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Test Drive: 2021 Kia Sorento SX Prestige X-Line

2021 Kia Sorento SX Prestige X-Line in Aruba Green

2021 Kia Sorento SX Prestige X-Line

Class: Midsize Crossover SUV

Miles driven: 200

Fuel used: 8.8 gallons

Real-world fuel economy: 22.7 mpg

CG Report Card


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

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

Big & Tall Comfort

Big Guy	A
Tall Guy	A

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

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

Driving mix: 75% city, 25% highway

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

Fuel type: Regular gas

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

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

Price as tested: $44,285

Quick Hits

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

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

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

More Sorento price and availability information

John Biel

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

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

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

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

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

First Spin: 2021 Jeep Grand Cherokee L

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

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

Quick Spin: 2021 Volkswagen Atlas Basecamp

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

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

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

Test Drive Gallery: 2021 Mazda CX-9 Signature

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

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

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

Quick Spin: 2020 Toyota Highlander Hybrid Platinum

Test Drive: 2021 Kia Sorento SX Prestige X-Line

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

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

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

First Spin: 2021 Kia Sorento

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

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

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

Quick Spin: 2021 Chevrolet Blazer RS

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

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Check out the Consumer Guide Car Stuff Podcast

2021 Kia Sorento SX Prestige X-Line Gallery

(Click below for enlarged images)

2021 Kia Sorento SX Prestige X-Line

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

2021 Kia Sorento SX Prestige X-Line

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

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Test Drive: 2021 Lexus IS 350 F Sport

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

2021 Lexus IS 350 AWD F Sport

Class: Premium Compact Car

Miles driven: 375

Fuel used: 18.0 gallons

Real-world fuel economy: 20.8 mpg

Driving mix: 80% city, 20% highway

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

CG Report Card


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

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

Big & Tall Comfort

Big Guy	C-
Tall Guy	C

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

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

Fuel type: Premium gas recommended

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

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

Price as tested: $58,040

Quick Hits

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

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

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

More IS price and availability information

John Biel

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

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

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

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

Test Drive: 2021 Cadillac CT5 Premium Luxury

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

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

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

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

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

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

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

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

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

Quick Spin: 2021 BMW 330e

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

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

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

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

Test Drive: 2021 Acura TLX

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

Check out the Consumer Guide Car Stuff Podcast

2021 Lexus IS 350 F Sport Gallery

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2021 Lexus IS 350 F Sport

First Spin: 2021 Lexus IS

2021 Lexus IS 350 F Sport

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

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.

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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.

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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.

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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

(Click below for enlarged images)

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.

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

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

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

Test Drive: 2021 Hyundai Elantra SEL

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

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

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

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

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

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

Test Drive: 2021 Toyota Corolla SE Apex Edition

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

Check out the Consumer Guide Car Stuff Podcast

2021 Hyundai Elantra Limited Gallery

(Click below for enlarged images)

Meet the 2021 Consumer Guide Best Buys

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