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Quick Spin: 2021 Nissan Sentra SR

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

2021 Nissan Sentra SR

Miles driven: 181

Fuel used: 6.3 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	B
Tall Guy	B

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

Drivetrain
Engine Specs	149-hp 2.0-liter
Engine Type	4-cyl
Transmission	CVT
Drive Wheels	FWD

Real-world fuel economy: 28.7 mpg

Driving mix: 50% city, 50% highway

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

Fuel type: Regular gas

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

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

Price as tested: $25,910

Quick Hits

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

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

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

More Sentra price and availability information

CG Says:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Test Drive: 2021 Toyota Corolla SE Apex Edition

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

Check out the Consumer Guide Car Stuff Podcast

2021 Nissan Sentra SR Gallery

(Click below for enlarged images)

2021 Nissan Sentra SR

Meet the 2021 Consumer Guide Best Buys

2021 Nissan Sentra SR

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

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Test Drive: 2021 Hyundai Elantra SEL

2021 Hyundai Elantra SEL in Shimmering Silver Pearl

2021 Hyundai Elantra SEL

Class: Compact Car

Miles driven: 757

Fuel used: 21.6 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	A-
Tall Guy	B

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

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

Real-world fuel economy: 35.0 mpg

Driving mix: 35% city, 65% highway

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

Fuel type: Regular gas

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

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

Price as tested: $25,100

Quick Hits

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

The good: Generous level of standard features, value pricing

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

More Elantra price and availability information

John Biel

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Test Drive: 2020 Nissan Sentra SR Premium

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

Check out the Consumer Guide Car Stuff Podcast

2021 Hyundai Elantra SEL Gallery

(Click below for enlarged images)

Meet the 2021 Consumer Guide Best Buys

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

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Test Drive: 2020 Audi SQ8

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

2020 Audi SQ8 Prestige

Class: Premium Large SUV

Miles driven: 778

Fuel used: 44.4 gallons

Real-world fuel economy: 17.5

CG Report Card


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

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

Big & Tall Comfort

Big Guy	A
Tall Guy	A

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

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

Driving mix: 25% city, 75% highway

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

Fuel type: Premium gas required

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

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

Price as tested: $107,490

Quick Hits

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

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

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

More Q8 price and availability information

John Biel

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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Listen to the very entertaining Consumer Guide Car Stuff Podcast

2020 Audi SQ8 Gallery

(Click below for enlarged images)

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

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

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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

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Test Drive: 2020 Buick Encore GX Essence

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

Test Drive: 2020 Land Rover Defender 110 SE

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

2020 Land Rover Defender 110 SE

Class: Premium Compact SUV

Miles driven: 182

Fuel used: 12.6 gallons

Real-world fuel economy: 14.4 mpg

CG Report Card


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

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

Big & Tall Comfort

Big Guy	A
Tall Guy	A

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

Drivetrain
Engine Specs	395-hp 3.0 liter
Engine Type	turbo 6-cyl
Transmission	8-speed automatic
Drive Wheels	AWD

Driving mix: 55% city, 45% highway

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

Fuel type: Premium gas required

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

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

Price as tested: $72,180

Quick Hits

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

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

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

More Land Rover Defender price and availability information

John Biel

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

Land Rover Defender 110 SE, Pangea Green

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

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

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

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

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

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

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

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

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

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First Spin: 2020 Jeep Gladiator

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

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

Test Drive: 2020 Chevrolet Corvette Stingray Coupe

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

2020 Chevrolet Corvette Stingray Coupe

Class: Premium Sporty/Performance Car

Miles driven: 616

Fuel used: 26.5 gallons

Real-world fuel economy: 23.2 mpg

Driving mix: 25% city, 75% highway

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

CG Report Card


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

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

Big & Tall Comfort

Big Guy	C-
Tall Guy	C

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

Drivetrain
Engine Specs	495-hp 6.2L
Engine Type	V8
Transmission	8-speed automatic
Drive Wheels	RWD

Fuel type: Premium gas recommended

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

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

Price as tested: $79,315

Quick Hits

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

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

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

More Corvette price and availability information

Damon Bell

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

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

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

Test Drive: 2020 Chevrolet Corvette Convertible

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

More Than 6 Decades of the Corvette in Pictures

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

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

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

The 1984 Corvette and the Mysterious 15-Inch Wheels

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

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.

First Spin: 2021 Mazda 3 2.5 Turbo

2021 Mazda 3 2.5 Turbo

When the Mazda 3 lineup was redesigned for the 2019 model year, Mazda gave its sporty compact hatchback and sedan lots of new stuff: sleek new styling (with a striking bobtailed shape for the hatchback body style), new technology features, a notably more upscale look and feel, and, for the first time, the availability of all-wheel drive. What the 2019 Mazda 3 DIDN’T get, however, was more horsepower or a new engine—its sole powerplant was a 186-hp 2.5-liter 4-cylinder that was carried over from the previous-generation 3.

That changes for 2021, as the 3 gets two newly available engines in addition to the existing naturally aspirated 2.5. There’s now a base 2.0-liter 4-cylinder that makes 155 horsepower and 150 pound-feet of torque, and (our main focus here) a turbocharged 2.5-liter 4-cylinder engine that’s rated at 250 horsepower and 320 lb-ft of torque on premium gasoline, and 227 hp and 310 lb-ft of torque when running on regular gas.

The Mazda 3’s swoopy, bobtailed-hatchback styling looks a bit more aggressive with blacked-out trim elements and understated Polymetal Gray Metallic paint. The rear spoiler is part of the Premium Plus Package.

The 2.0-liter four engine (which is available only with the front-wheel-drive sedan) enables Mazda to offer the 3 at a slightly lower starting price. The turbo 2.5, however, is fully in step with Mazda’s ambitions to reposition itself as a premium brand. It’s only available in a topline 2.5 Turbo trim level that comes standard with all-wheel drive and upscale trim.

And, let’s get this out of the way too—the 2.5 Turbo’s sole transmission is a 6-speed automatic with steering-wheel-mounted paddle shifters. Though we can hear the moans of traditional enthusiast drivers from here, the economic case for engineering and certifying a manual transmission just doesn’t pencil out, given the limited sales potential of manuals in today’s market. The good news is that the steering-wheel paddle shifters here are some of the best we’ve used; they summon quick upshifts and downshifts—the latter is just the ticket when you’re heading into a corner.

First Look: 2021 Mazda 3

The Mazda 3’s cabin has a genuinely upscale look and feel, and the Premium Plus Package adds several welcome safety and convenience features. However, rear seat is cramped for adults in terms of both headroom and legroom.

While we’re talking about hardcore enthusiasts: If you were hoping that this new powered-up Mazda 3 would a revival of the raucous 2007-2013 Mazdaspeed 3… well, it’s not. Instead of a stiff-riding, uncompromising hot rod that’s tuned for at-the-limits driving at a track day or autocross, the 2.5 Turbo has been engineered to feel nimble, poised, and responsive in everyday driving situations. With this car, Mazda engineers aren’t chasing numbers on a spec sheet—they’re more interested in the seat-of-the-pants feel and an everyday-pleasurable driving experience. Mazda likes to call this “Jinbai Ittai” (a Japanese term to describe the unity between a horse and rider), and the goal with the 2.5 Turbo was a grown-up version of this feeling.

The turbo engine is the same basic powerplant that’s used in Mazda’s CX-5 and CX-9 SUVs and the Mazda 6 midsize sedan, but engineers made a few minor packaging changes, such as a redesigned air intake tract and switch from an air-to-air turbo intercooler to an air-to-water unit, for use in the smaller 3 chassis.

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Though the sloped roofline cuts into capacity, there’s still decent space in the Mazda 3 Hatchback’s rear cargo area–20.1 cubic feet behind the rear seats, and 47.1 cubic feet with the rear seats folded down.

Mazda engineers also aimed to give the 2.5 Turbo engine the power-delivery characteristics and feel of a naturally aspirated V6. Based on our test-drive experience… mission accomplished. The power delivery is wonderfully smooth and linear. Turbo lag is basically non-existent, and the low-end torque is respectable as well, with decent “pull” below 4000 rpm. A 6-speed automatic transmission is already something of an anachronism in today’s market of CVTs and 7-,8-,9-, and 10-speed gearboxes, but the 3’s automatic is polished partner to the turbo engine. It’s wonderfully responsive, and as mentioned above, the excellent paddle shifters provide a higher level of driver control if you’re so inclined.

The engine’s exhaust note is nice for a 4-cylinder, but no one will mistake it for an exotic powerplant or a performance-tuned V6. And again, in keeping with the upscale aim of this car, the engine noise is so nicely muted that it almost never intrudes. Some buyers might consider it almost TOO quiet for an enthusiast-oriented car.

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The turbocharged 2.5-liter engine is rated at the same 227 horsepower (on regular gas; 250 hp on premium) as it is in the other Mazdas it’s installed in. A subtle badge on the rear hatch announces its presence in the Mazda 3 Hatchback.

The 2.5 Turbo’s EPA fuel-economy ratings are 23 mpg city/31 highway/26 combined in hatchback form, and 23/32/27 in sedan form… those combined numbers are just one mpg less than the comparable non-turbo 2.5 models. In a test that consisted of 114 miles of about 65 percent city driving, we averaged 24.0 mpg—on par with the EPA estimates.

Mazda slightly retuned the 2.5 Turbo’s suspension to compensate for the extra weight of the turbo engine, and retuned the steering to deliver a bit more feedback, but the overall focus was on everyday ride composure as much as absolute cornering prowess—aggressive sport suspension tuning wasn’t part of the program. That’s fine by us; the Mazda 3 is already one of the best-handling mainstream compact cars. The standard suspension setup offers a darn-near ideal mix of handling acumen and bump absorption for a compact car.

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Eighteen-inch black alloy wheels are standard equipment.

Likewise, the steering feel is wonderfully balanced; it’s smooth and offers excellent communication and feedback for a connected feel. Mazda engineers are intensely focused on “human-centric” chassis tuning. They studied natural human motions and muscle reactions to dial in a “minimum-jerk” feel to the 3’s steering, for an “organic” response to the driver’s inputs and to minimize the need for mid-corner steering corrections. Also aiding in this natural feel is Mazda’s G Vectoring Control system, which varies engine torque in response to steering inputs to subtly shift weight to the front wheels for better cornering performance and ride stability. The 2.5 Turbo’s GVC-system settings are changed for crisper performance when the driver selects the Sport drive mode.

Despite the changes under the skin, 2.5 Turbo’s exterior styling tweaks are subtle… essentially blacked-out trim elements, a larger exhaust pipe, a turbo badge on the decklid or hatch, and an available front air dam and rear spoiler on the hatchback body style.

Base versions of the Mazda 3 compete against mainstream rivals such as the Honda Civic and Toyota Corolla, but Mazda hopes that the 2.5 Turbo might snag customers who are shopping entry-level luxury-brand compacts such as the Acura ILX, Audi A3, and Mercedes-Benz A-Class. And measured against those cars, the 2.5 Turbo stacks up very well. The base MSRP of the 2.5 Turbo sedan is $29,990, and the hatchback is $1000 more. Our hatchback test vehicle was equipped with the Premium Plus Package, which bumps up the starting price to $33,750 and includes a host of premium features (the asterisked items are new this year):

Test Drive: 2020 Nissan Sentra SR Premium

leather upholstery
front and rear parking sensors
360-degree-view monitor (newly upgraded to all-digital system, with view-mode selector button)
Traffic Jam Assist (adds slow-traffic steering assist at 0-40 mph)*
auto-dimming exterior mirror
traffic sign recognition
front air dam
Mazda navigation system with 3-year traffic and Travel Link trial
Rear Smart City Brake Support*
rear cross-traffic braking*
HomeLink universal garage door opener
black rear-hatch-mounted spoiler

Tack on the $945 destination fee and a $125 stainless rear bumper guard, and the bottom line of our test vehicle was $34,820… steep for a mainstream-brand compact car, but very competitive with the luxury-brand competitors to which the 2.5 Turbo favorably compares.

Our main gripes with the Mazda 3 remain the cramped rear-seat space and the so-so rear visibility in the hatchback models. With many buyers continuing to shift to crossover SUVs, the remaining passenger cars are now focusing more on sportiness and handling than practicality (Mazda reps told us that buyers concerned with rear-seat space and cargo volume can opt for its CX-30 compact SUV). And, while we’re being pampered, we wish the 3 offered ventilated front seats in addition to its heated seats.

Still, Mazda hit the target it set for itself with the 3 2.5 Turbo—the horsepower infusion changes the character of the basic 3, and legitimates pushes the car further upscale. And even though it’s counter to Mazda’s brand-positioning goals, we would welcome a de-contented version that makes the goodness of the turbo engine available at a lower price point.

Test Drive: 2019 Honda Insight Touring

The addition of the 2.5-liter turbo engine gives the 2021 Mazda 3 2.5 Turbo an advantage of up to 64 horsepower over its naturally aspirated 2.5-liter sibling. By Mazda’s own design, the power infusion doesn’t turn the 3 into an aggressive high-performance machine, but pushes it further upmarket–making it a legitimate competitor to premium-brand rivals.

(Click gallery pics below for enlarged images)

Follow Damon on Twitter

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2021 Mazda 3 2.5 Turbo Gallery

Written by: Damon Bell on November 20, 2020.

Consumer Guide Car Stuff Podcast, Episode 50: LEGO Cars, 2021 Nissan Rogue

Consumer Guide Car Stuff Podcast

Whether you drive a car, need a car, or just occasionally bum a ride with friends, you’ve come to the right place. Join the editors of Consumer Guide Automotive as they break down everything that’s going on in the auto world. New-car reviews, shopping tips, driving green, electric cars, classic cars, and plenty of great guests. This is the Consumer Guide Car Stuff Podcast.

Episode: 50

Broadcast date: October 11, 2020

Guest: Cherise Threewitt

LEGO Cars, 2021 Nissan Rogue

Host Tom Appel and co-hosts Jill Ciminillo and Damon Bell start the show by talking about Jaguar’s recent decision to discontinue its XE compact sedan and the station-wagon version of its XF midsize car, before moving on to Damon’s press-preview test drive of the redesigned-for-2021 Nissan Rogue. Freelance auto writer Cherise Threewitt joins us for a fun chat about her informative article on LEGO’s various automotive building sets, and the design processes that bring them to market. Tom has a tricky quiz on wheelbases (yes, wheelbases) for Damon and Jill, and Damon runs down the latest articles on the Consumer Guide Daily Drive blog–including a test-drive review of the 2020 Mercedes-AMG GT C Roadster.

The Consumer Guide Car Stuff Podcast is broadcast every Sunday on Chicago’s WCPT AM 820 at 1:00 PM CST.

Discussed this week:

First Spin: 2021 Nissan Rogue

Cherise Threewitt’s Homepage

An insider’s guide to LEGO cars, from bite-sized to life-sized

Test Drive: 2020 Mercedes-AMG GT C Roadster

Forgotten Concept: Toyota CX-80

Follow the crew:

The CG Daily Drive Blog

Car Stuff Facebook Page

Consumer Guide on Twitter

Tom on Twitter

Damon on Twitter

Jill on Twitter

Cherise Threewitt on Twitter

Drive, She Said (Jill’s blog)

Tom on the radio:

Tom on the Nick Digilio Show

Tom on Green Sense Radio

Tom on the Stan Milam Show

The Crew

: Damon Bell

: Jill Ciminillo

: Tom Appel

LEGO Cars

Written by: The Daily Drive staff on October 9, 2020.

For GREAT deals on a new or used Nissan check out Mossy Nissan Chula Vista TODAY!

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.