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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

Miles driven: 447

Fuel used: 21.5 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	A
Tall Guy	A

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

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

Real-world fuel economy: 20.8 mpg

Driving mix: 65% city, 35% highway

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

Fuel type: Premium gas recommended

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

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

Price as tested: $50,695

Quick Hits

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

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

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

More Genesis GV70 price and availability information

John Biel

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

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

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

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

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

Test Drive Gallery: 2021 Lincoln Corsair Reserve

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

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

Test Drive: 2022 Genesis G70 3.3T Sport Advanced

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

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

First Spin: 2022 Lexus NX

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

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

Quick Spin: 2021 Genesis GV80 3.5T Advanced

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

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

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

Quick Spin: 2021 Volvo XC60 Recharge

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

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

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

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

First Spin: 2022 Infiniti QX55

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

Listen to the Car Stuff Podcast

Genesis GV70 2.5T Advanced Gallery

Click below for enlarged images.

Genesis GV70 2.5T Advanced

Meet the 2022 Consumer Guide Best Buys

Genesis GV70 2.5T Advanced

Car Stuff Podcast

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

Test Drive: 2021 Lincoln Aviator Grand Touring

2021 Lincoln Aviator Grand Touring in Ocean Drive Blue (a $695 option)

2020 Lincoln Aviator Grand Touring

Class: Premium Midsize Crossover SUV

Miles driven: 145

Fuel used: 3.0 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	A
Tall Guy	A

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

Drivetrain
Engine Specs	494-hp 3.0-liter
Engine Type	twin-turbo V6/plug-in hybrid
Transmission	10-speed automatic
Drive Wheels	AWD

Real-world fuel economy: 48.5 mpg on gas/electric, 21.8 mpg on gas engine only

Driving mix: 65% city, 30% highway

EPA-estimated fuel economy: 56 MPGe/23 mpg (in combined city/highway driving)

Fuel type: Premium gas recommended

Base price: $68,900 (not including $1095 destination charge)

Options on test vehicle: Equipment Group 302A ($14,250; includes Lincoln Co-Pilot360 Plus Package, Luxury Package, Class IV Trailer Tow Package, Dynamic Handling Package), Ocean Drive Blue paint ($695)

Price as tested: $84,325

Quick Hits

The great: Satisfying acceleration with potentially excellent fuel economy; pure-electric operation for short trips; lavishly finished interior

The good: Lots of advanced comfort and convenience features; distinctive luxury personality; cushy ride

The not so good: Steep pricing; soft brake-pedal feel; plug-in-hybrid powertrain doesn’t feel particularly refined for a luxury-brand vehicle

More Aviator price and availability information

John Biel

There are premium-midsize SUVS with 3-row seating, and there are premium-midsize SUVs with plug-in-hybrid powerplants, but for model-year 2021 you could throw a fairly small net over the vehicles that are all of those things at once. That subset consists of the Volvo XC90 Recharge and the Lincoln Aviator Grand Touring.

Outside of the ultra-lux Black Label models, the Grand Touring plug-in hybrid is the priciest Lincoln Aviator.

The Recharge is part of a family that impressed Consumer Guide enough to name the XC90 the “Best Buy” in the 2021 premium-midsize class for its spacious and luxuriously trimmed cabin, decent fuel economy from its 4-cylinder engines, and abundance of innovative and unconventional features. The Aviator is the newer design, having bowed for 2020 in tandem with a new-generation Ford Explorer from which it was derived. (Though greatly refreshed for ’20, the current XC90 dates from 2016.) Still, Recharges hold an advantage of eight cubic feet of maximum cargo space over the 77.7 available to Grand Touring owners, they get better gas-engine fuel mileage based on CG testing, and they’re cheaper with starting prices—including delivery—that run from $64,445 to $71,245. However, the Lincoln boasts a commanding lead in power and somewhat better all-electric driving range and towing capacity.

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The Aviator Grand Touring’s cabin is dazzling in both design and materials, particularly in optioned-up form. Ambient interior lighting includes the front and rear cupholders and cubby bin behind the center console (set to green here).

A twin-turbocharged 3.0-liter V6 is the difference maker in the Aviator Grand Touring. When working in tandem with its electric motor, it produces a peak 494 horsepower and 630 lb-ft of torque—a good 94 ponies and 215 lb-ft more than the XC90 Recharge’s turbocharged and supercharged 2.0-liter four and motor make. With its hybrid battery fully charged, the Lincoln gets a projected 21 miles of all-electric operation, a 3-mile advantage over the Volvo, and the Detroiter’s 5600-pound towing capacity is 600 pounds more than its Swedish rival can pull.

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An unconventional push-button gear selector is situated above the climate-control panel, near the center of the dashboard; we found the D (Drive) button to be a bit of a reach from the driver’s seat. The Sync 3 infotainment system has a clean, straightforward layout and the 10-inch touchscreen responds quickly to inputs.

In CG’s time with the Aviator Grand Touring, we charged the battery a couple times but let all gas use roll into a single end-of-test fill. When this reviewer had his turn in the vehicle, the initial indicated 20 miles of EV range finally zeroed out after 21.5 miles of electric driving—credit brake regeneration in the often stop-and-go evening-commute traffic for giving something back—and 23.5 miles overall, the gas engine having kicked in now and then as power needs dictated. From periods of outright EV operation and normal hybrid functioning, 55 percent of CG editors’ collective driving was electric powered. When it came time to visit the gas station after 145 test miles, it took just three gallons to fill the tank. That worked out to 21.8 mpg for miles covered by the gas engine (the XC90 hybrid was a good 8 mpg better in our 2020 test), but for all miles driven it felt like getting 48.5 mpg.

Quick Spin: 2021 Genesis GV80 3.5T Advanced

Our test vehicle wore attractive Sandstone-colored leather upholstery and was outfitted with Lincoln’s Perfect Position 30-way power-adjustable front seats. They offer an almost dizzying array of adjustments, but some of our editors wished for a bit more padding. Second-row seat space is generous.

Once the battery is depleted, it is projected to take about 3.5 hours to attain a full charge from a 240-volt source. To do so with a 110-volt feed would require almost 12 hours. The Grand Touring comes with a charging cord that can be used with either voltage, but it has a large, oddly shaped head that may not be compatible with every style of household electric outlet—it certainly wouldn’t go into a recessed covered plug on the exterior of this tester’s home.

As the numbers suggest, there’s plenty of power in the Aviator Grand Touring but of course that’s with the gas and electric sources working together. In purely electric operation, acceleration is more muted in the vehicle with a base curb weight of 5673 pounds. But bring the full powerteam (including a 10-speed automatic transmission) to bear and the Grand Touring is brisker in town and an easy cruiser on the highway. Rotate the console-mounted drive-mode selector from “Normal” to sportier “Excite” and a quicker throttle and delayed upshifts put an obvious spring in the big fellow’s step. Note that while all Aviators have five drive modes that modify suspension settings, steering, shift points, and ride height, the hybrid adds two more: “Pure EV” for all-electric driving and “Preserve EV” to selectively save stored energy for situations in which it might be most effective.

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The second-row seats slide forward to ease access to the third-row seats, which are best suited for petite passengers.

Ride and handling register on the cushy side most of the time. An adaptive suspension is standard but the test truck added the optional Dynamic Handling Package with “Road Preview” that uses a camera to read the road surface ahead and alert the suspension so that it can adjust to what’s coming, and “Air Glide” air suspension that softens the ride and makes it possible for the Aviator to raise or lower itself for easier entry/exit or to address specific driving conditions. Excite makes ride a little firmer and sharpens handling and steering but doesn’t fully stanch the inherent sponginess. Aviator hybrids come with all-wheel drive. In terms of braking, the Grand Touring displays a bit of the soft, long-travel pedal feel that afflicts many hybrids, and when it finally comes to a stop, that’s accompanied by a pitching motion.

Test Drive: 2021 Infiniti QX80 Premium Select

The Aviator offers competitive cargo room. There’s 18.3 cubic feet of cargo space behind the third-row seats, which grows to 41.8 cu. ft. with the third-row seats folded and 77.7 cu. ft. with both the second and third rows folded.

The Grand Touring that CG tested started at $69,995 with delivery but topped out at $84,325 with its optional equipment group and Ocean Drive Blue paint. However, that still puts it behind the Black Label Grand Touring with a base price of $89,430. Seventy large buys 21-inch alloy wheels, bright quad tips for the dual-exhaust system, smoke-chrome grille, panoramic sunroof, hands-free liftgate, 12-inch digital instrument cluster, 10-inch stand-up touchscreen for the Sync 3 infotainment system, and 4-zone climate control. Leather-upholstered seating is for six with middle-row captain’s chairs and a storage console, but a bench with an additional seating position is available. The Lincoln Co-Pilot360 suite of safety features bundles forward-collision warning with automatic emergency braking, lane-keep assist, and blind-spot and rear cross-traffic alerts.

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The Grand Touring’s twin-turbo 3.0-liter V6 pairs with an electric motor to put out an impressive 494 horsepower and 630 pound-feet of torque. Our tester was outfitted with 21-inch machined aluminum wheels with painted pockets.

Our test Grand Touring had the same levels—and quirks—of room, comfort, and functionality that were in the gas-engine Aviator Reserve we drove in 2020, and we’ll direct you to that review for details. In terms of refinement and general economy, this Lincoln might not be a better buy than the XC90 Recharge. However, it does some things differently that might make all the difference to shoppers.

Test Drive Gallery: 2021 Lexus RX 450h F Sport

The Lincoln Aviator offers a distinctive luxury look and feel inside and out, and the Grand Touring offers the rare combination of a plug-in-hybrid powertrain and three rows of seating.

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Check out the Consumer Guide Car Stuff Podcast

2021 Lincoln Aviator Grand Touring Gallery

(Click below for enlarged images)

Test Drive: 2021 BMW X5 xDrive45e

Car Stuff Podcast

Written by: The Daily Drive staff on October 4, 2021.

Cheap Wheels: 2001 GMC Sierra C3

2001 GMC Sierra C3

Note: The following story was excerpted from the August 2020 issue of Collectible Automobile magazine.

Even if you’re only vaguely aware of GMC products in general and Sierra full-sized pickups in particular, you probably know the brand’s most stylish and luxurious examples have long worn the Denali nameplate. Denali made its debut as GMC’s top-of-the-line 1998 Yukon sport-utility vehicle. Before GMC got around to cataloging a Sierra Denali, however, there was the mostly forgotten (not by us, obviously) 2001 Sierra C3.

2001 GMC Sierra C3

The Sierra was redesigned for 1999 with styling that evolved from the now-classic 1988 design. Significantly, Sierras wore different front sheetmetal than Chevrolet’s near-identical Silverado. Important updates included new 4.8- and 5.3-liter V-8s that replaced the old truck’s 305- and 350-cubic-inch “small-block” engines. Four-wheel disc brakes were new too.

To spice things up in 2001, GMC introduced a well-equipped, and vaguely performance-oriented full-size pickup, the unusually named Sierra C3. Based on the 1⁄2-ton Sierra 1500, it was priced from about $39,000, and only offered as an extended-cab model with a short Fleetside bed and full-time all-wheel drive. C3 rode a 143.5-inch wheelbase and was 227.7 inches long with a curb weight of approximately 5000 pounds. The AWD system normally allocated 38 percent of the torque to the front wheels and 62 percent to the rear, but could transfer nearly all available torque to whichever axle had traction.

Under the hood, C3 boasted a 6.0-liter V-8 rated at 325 bhp and 370 pound-feet of torque. It was an engine that wasn’t available on other 1⁄2-ton Sierras, and it mated to a four-speed automatic. Other upgrades included “sport” suspension tuning, a locking rear differential, and all-season touring tires on 17-inch alloy wheels. A heavy-duty 8700-pound-rated tow package with a trailer-hitch platform, a seven-wire trailer harness, and transmission oil cooler was standard.

The C3 exterior received model-specific styling touches. Perhaps most noticeable was the perforated grille insert that somewhat recalled the appearance of a foil cutting screen on a Braun electric shaver. Other additions included projector-beam headlamps, a body-color front bumper with round fog lamps, side steps, and a tonneau cover. Most trim was color matched to the body paint.

The cabin was very well equipped. Heated leather front bucket seats with power adjustment sat on either side of the center console. The driver’s seat included a memory function. In the back, a fold-up bench seat provided seating for three. The AM/FM/cassette stereo included a six-disc CD changer and steering-wheel controls, along with rear-seat controls and headphone jacks. Other niceties were a rear defogger, universal garage-door opener, and an outside temperature display.

As things turned out, Sierra C3 was one-year-and-out. It was effectively replaced by the 2002 Sierra Denali that was generally similar but about $5000 costlier. The price jump was largely explained by the inclusion of General Motors’s short-lived “Quadrasteer” four-wheel steering system—a story for another day.

Cheap Wheels: 1990 Pontiac Grand Prix STE Turbo

Pros:

Since almost no one remembers what a C3 is, today’s prices shouldn’t be that different from more run-of-the-mill 2001 Sierras.
Contemporary reviewers liked the 6.0-liter V-8’s ample power and throttle response, but budget for gas mileage in the low teens.

Cons:

In 2001, extended-cab trucks had rear-hinged access doors that aren’t as handy as the four traditional independently opening doors expected today.
If you need true off-road capability, C3’s all-wheel-drive setup isn’t meant for that.

Final Drive:

America clearly loves full-sized pickups, and increasingly seeks stylish, well-equipped, and, yes, even luxurious trucks. Little remembered almost two decades on, the GMC Sierra C3 was at the leading edge of this trend.

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What Was The GMC Sierra C3?

2001 GMC Sierra C3

Car Stuff Podcast

Written by: Don Sikora II on August 12, 2021.

Quick Spin: 2021 Volkswagen Arteon SEL R-Line

2021 Volkswagen Arteon SEL R-Line in King’s Red Metallic (a $395 option)

2021 Volkswagen Arteon SEL R-Line

Class: Premium Midsize Car

Miles driven: 375

Fuel used: 17.1 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	A
Tall Guy	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	268-hp 2.0-liter
Engine Type	Turbo 4-cylinder
Transmission	8-speed auto
Drive	AWD

Real-world fuel economy: 21.9 mpg

Driving mix: 80% city, 20% highway

EPA-estimated fuel economy: 20/31/24 (mpg city, highway, combined)

Fuel type: Premium gas recommended

Base price: $43,395 (not including $1195 destination charge)

Options on test vehicle: King’s Red Metallic paint ($395)

Price as tested: $44,985

Quick Hits

The great: Sleek, striking styling; ample cargo space and versatility of hatchback body style

The good: Classy, nicely equipped cabin; respectable acceleration from turbo 4-cylinder engine

The not so good: Only one powertrain is available; some finicky controls

More Arteon price and availability information

CG Says:

The Volkswagen Arteon is a nice car in search of an audience. Introduced for 2019 as a hatchback-sedan replacement for the erstwhile midsize CC “4-door coupe,” it boasted better passenger space and improved cargo versatility while maintaining the tradition of the CC’s classy surroundings. (The Arteon is the only current VW that Consumer Guide classifies as a “premium” version of its vehicle type.) None of that seems to have done the car much good with the buying public, though. According to industry journal Automotive News, calendar-year sales of the Arteon grew by a whopping 47 percent from 2019 to 2020—to all of 3602 units. It’s far and away the brand’s least popular product line sold in the U.S.

Launched as a 2019 model, the Arteon undergoes a mild refresh for 2021 that includes revised exterior styling.

Twenty twenty-one Arteons hope to move the needle further with revised styling throughout and a new infotainment system. The lineup has contracted and undergone revision as well. For this test, Consumer Guide drove an SEL R-Line with 4MOTION all-wheel drive. It is now the only trim level with the choice of front- or all-wheel motivation, with a front-drive SE below it and an AWD SEL Premium R-Line above it. All SEL and Premium models come with standard sporty R-Line appearance features.

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The Arteon’s dashboard design is as sleek and stylish as its exterior. Control-layout updates include touch-sensitive climate controls in place of the previous dial setup–a change that’s not necessarily for the better, in our book.

In terms of outward appearance, the test car had a new lower front fascia with a black surface that visually linked the cooling ducts at the far ends, and a new LED light bar integrated in the grille. (Both details kick in at the SEL level.) Inside, there was better integration of the infotainment stack into the instrument panel, and lower-profile heating/cooling vents spread across the dash. The new arrangement does away with an analog clock formerly found in the top center of the dash above the 8-inch info screen, and the handy control dials for the 3-zone climate system. All climate settings are now made through touch-sensitive controls. At least external power and tuning knobs remain to help make it easy to make audio-preset selections.

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Despite its fairly rakish roofline, the Arteon offers good space for six-footers in both the front and rear seats.

For some reason known only to the folks in Wolfsburg, selection of drive modes has gotten more complicated. There is a “Mode” button on the console that, when tapped, activates a display on the infotainment screen with touch points for available drive modes. At this point the driver has to look away from road to screen to identify the “button” for the desired mode and tap it—but don’t hit a bump at that moment or you might mis-hit! A console dial with closely grouped icons would be quicker, easier, and perhaps safer.

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The Arteon’s slick “hidden” hatchback layout makes for much better cargo space and versatility than the typical midsize sedan. There’s 27.2 cubic feet of cargo space behind the rear seats, and that number grows to 56.2 cu. ft. when the rear seat backs are folded down. A removable hard cover keeps cargo-area contents out of sight.

In other respects, the ’21 Arteon is like those that preceded it with a lively 268-horsepower 2.0-liter turbocharged 4-cylinder engine, effective 8-speed automatic transmission, adjustable damping for the fully independent suspension, comfortable amounts of front and rear passenger room, and a healthy 27.2 cubic feet of cargo space under the rear hatch. CG editors collectively wrung 21.9 mpg from the car in a test heavy with city miles (one even neared 23 mpg), which is similar to their experience with a 2019 SEL Premium with 4MOTION, and about in line with EPA fuel-economy estimates for this powerteam. Note that premium fuel is recommended for the Arteon.

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The Arteon’s only engine is a turbocharged 2.0-liter 4-cylinder that puts out 268 horsepower and is paired with an 8-speed automatic transmission. SEL R-Lines come standard with 19-inch alloy wheels.

The SEL R-Line with 4MOTION starts at $44,590 with delivery, which is $1800 more than its front-drive sibling. Only King’s Red Metallic paint, one of three extra-cost colors available, added to the bottom line of the test car. Aside from previously mentioned items, the SEL R-Line comes with the XDS Cross Differential (it uses the brakes to help maintain power to the outside wheel to improve cornering), 19-inch alloy wheels, black trunklid spoiler, adaptive LED headlights, power panoramic sunroof, leather-wrapped R-Line steering wheel, leather upholstery, heated power-adjustable front seats, 60/40-split rear seat, illuminated and carpeted cargo area, multicolor ambient lighting, “Digital Cockpit” instrument display, keyless entry and starting, satellite radio, navigation, wireless charging, App-Connect smartphone integration, and VW Car-Net remote services. Adaptive cruise control with stop=and-go capability and a raft of the latest driving aids and safety monitors are included as well.

Maybe it’s because people don’t associate Volkswagen with cars that cost like an Audi, BMW, or Lexus. Maybe it’s because of the rise of SUVs at the expense of sedans. For whatever reason, the VW Arteon remains overlooked.

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American consumers have apparently decided that the Volkswagen Arteon doesn’t offer enough performance and/or luxury to be a viable rival to higher-priced premium-brand cars such as the Audi A5 Sportback, or lower-priced mainstream-brand alternatives such as the sportier versions of the Honda Accord, Kia K5, or Toyota Camry. Still, we think this unique, category-straddling hatchback sedan has enough virtues that it should sell better than it does.

Check out the Consumer Guide Car Stuff Podcast

2021 Volkswagen Arteon SEL R-Line Gallery

(Click below for enlarged images)

Test Drive: 2021 Acura TLX

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

Quick Spin: 2021 Volvo XC60 Recharge

Volvo XC60 Recharge T8 Inscription in Denim Blue Metallic (a $645 option)

2021 Volvo XC60 Recharge T8 Inscription

Class: Premium Compact Crossover

Miles Driven: 362

Fuel Used: 10.0 gallons

Real-world fuel economy: 36.2 mpg

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	400-hp 2.0L
Engine Type	4-cyl turbocharged and supercharged plug-in hybrid
Transmission	8-speed automatic
Drive Wheels	AWD

Driving mix: 65% city, 35% highway

EPA-estimated fuel economy: 57 MPGe/27 mpg (city/highway combined)

Fuel type: Premium gasoline recommended

Base price: $61,000 (not including $995 destination charge)

Options: Climate Package ($750), Advanced Package ($1900), metallic paint ($645), Bowers and Wilkins premium audio system ($3200), 4-corner air suspension ($1800), 20-inch 8-spoke black alloy wheels ($800), Air Quality with Advanced Air Cleaner ($250)

Price as tested: $71,340

Quick Hits

The great: Standard safety features; very high-class interior materials

The good: Strong acceleration; fuel-economy potential and eco versatility of plug-in hybrid powertrain

The not so good: Complicated touchscreen controls; optional equipment quickly drives up the bottom-line price; not quite as nimble or athletic-feeling as some performance-focused class rivals

More XC60 price and availability information

CG Says:

One option you can’t get for the Volvo XC60 Recharge—the new name for the brand’s plug-in hybrids—is a big “We’re No.1!” foam finger to slip over the roof. Too bad: Of the four plug-ins that can be found in the premium compact-crossover category for 2021, the XC60 easily tops them all for total-system horsepower at 400—or even 415 in the Polestar Engineered version. In your faces, Audi Q5 55 TFSI e quattro (362 hp), BMW X3 xDrive30e (288 hp), and Lincoln Corsair Grand Touring (266 hp)!

The Volvo XC60 lineup doesn’t undergo any major changes for 2021, but one of the updates is a new name for the plug-in-hybrid model: Recharge (a moniker that Volvo also uses on the pure-electric version of its XC40 subcompact SUV).

However, if you drive an XC60 Recharge filled up with Inscription equipment, like Consumer Guide did, chest-bumping, trash-talking exuberance feels decidedly out of place in its sedate surroundings. The test vehicle’s seats with off-white Blonde perforated Nappa leather and the light driftwood inlays on the dash and console imparted a sense of laid-back cool furthered by a comfortable ride and the pervasive quiet of electric-motor operation.

Quick Spin: 2021 BMW 330e

The XC60’s cabin is one of the most luxurious in the premium compact SUV class, particular in top-line Inscription trim. The center console is home to Volvo’s signature twist-knob engine start/stop switch, an Orrefors “Crystal Eye” gearshift lever, and the available wireless charging pad (which is located forward of the dual cupholders).

All XC60 hybrids use Volvo’s T8 powerplant, a pairing of 313-horsepower (328 in Polestar) turbocharged and supercharged 2.0-liter 4-cylinder engine with an 87-horse electric motor. Torque is a healthy 472 lb-ft. Recharges are all-wheel-drive vehicles in which the gas engine powers the front wheels and the electric motor drives those in back, with the aid of an 8-speed automatic transmission. They can be operated in a choice of modes including basic “Hybrid,” all-electric “Pure,” and fully engaged “Power.” There is an “AWD” mode that locks in all-wheel drive when necessary and an “Individual” setting that blends elements from other modes.

Test Drive: 2021 Toyota RAV4 Prime SE

There’s good space for big and tall adults in the XC60’s front seats, and decent room for average-sized adults in back.

A consistent feature of XC60 hybrids that CG has driven—previous tests were on 2018 and ’19 models—is good in-town performance when in Pure and Hybrid modes. (Should the charge from the 11.6-kWh battery be depleted while driving in Pure, the truck smoothly slips into Hybrid mode.) For livelier acceleration, Power mode makes full-time use of the gas engine. Throttle response is much quicker in all ranges, though the internal-combustion engine is somewhat loud under acceleration and a little throbby at idle.

Test Drive: 2020 Volvo S60 T8

A generously sized panoramic sunroof is standard equipment even on base XC60 models.

With a full battery charge, Pure mode enables an advertised 19 miles of all-electric driving range—which many owners should find handy for gasless errand running and perhaps even work commuting. However, the range indicator in the instrument cluster showed us projected electric ranges just over 20 miles, and with braking regeneration feeding bursts of charge back to the battery, we were able to go a little further still before the gas engine had to join the party. A “level 2” 240-volt charger will replenish a spent battery in about 2 hours, 45 minutes.

Test Drive: Land Rover Range Rover Sport Plug-in Hybrid

The XC60 Recharge doesn’t sacrifice any cargo-carrying space compared to its regular gas-engine kin: There’s a respectable 63.3 cubic feet of space with the rear seat backs folded down.

EPA energy-economy estimates for the version tested are 57 MPGe with electric and gas operation; the gas-only component is pegged at 27 mpg in combined city/highway use. CG editors’ individual gas use (with no factoring for electric-power miles driven) varied widely from the high 20s to the low 40s mpg.

The driving modes also have an effect on ride softness and steering feel. Both get perceptibly tauter in Sport, for instance. Four-corner air suspension, an $1800 option that was on the test vehicle, changes firmness and ride height depending on the chosen driving mode. It also has the ability to lower the rear of the vehicle to ease cargo loading. (Switches for this are built into the cargo bay.)

XC60 Recharge starting prices (with delivery) range from $54,595 for the Inscription Expression to $71,290 for the Polestar Engineered. The Inscription in this test began at $62,095 but hit $71,340 with options. Regardless of price or power source, all XC60s now come with standard blind-spot alert, hands-free power liftgate, and steering-linked LED headlights. The Inscription also has “Oncoming Lane Mitigation” to steer the vehicle back into its lane should it cross the center stripe when an oncoming vehicle is detected; City Safety collision-avoidance for everything up to large animals; forward-collision and lane-departure warning and mitigation; drowsy/distracted driver alert; and road-sign information. The dual-zone climate-control system is about the easiest thing to access through the otherwise fairly inscrutable Sensus Connect touchscreen in the center of the dash. The plush cabin offers good room in both seating rows, convenient personal-item storage facilities, and 60/40 rear seats that fold flat to expand the cargo area.

First Spin: 2022 Infiniti QX55

The XC60 Recharge’s charging port is located on the driver’s side front fender, and the supplied 120v charging cable can be stowed in a compartment beneath the rear cargo floor.

Buyers will pay a lot for the privilege, but this Volvo hybrid has most everything they could want in a luxury SUV. Just no outsized foam finger.

First Spin: 2021 Lincoln Nautilus

Its pricing is steep (especially in optioned-up form), and its handling isn’t quite as nimble as some sporty European rivals’. However, the Volvo XC68 Recharge plug-in hybrid offers a genuinely upscale feel inside and out, as well as a powertrain that combines gutsy acceleration with very respectable fuel economy and pure-EV capability for short trips.

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2021 Volvo XC60 Recharge T8 Inscription Gallery

(Click below for enlarged images)

2021 Volvo XC60 Recharge

Quick Spin: 2020 Volvo XC90 T8 Inscription

2021 Volvo XC60 Recharge

Written by: The Daily Drive staff on April 19, 2021.

Quick Spin: 2021 GMC Yukon AT4

2021 GMC Yukon AT4 in Satin Steel Metallic (a $495 option)

2021 GMC Yukon AT4

Class: Large SUV

Miles driven: 647

Fuel used: 41.0 gallons

CG Report Card


Room and Comfort	A-
Power and Performance	A-
Fit and Finish	B+
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	355-hp 5.3L
Engine Type	V8
Transmission	10-speed automatic
Drive Wheels	4-wheel drive

Real-world fuel economy: 15.7 mpg

Driving mix: 35% city, 85% highway

EPA-estimated fuel economy: 16/20/18 (mpg city, highway, combined)

Fuel type: Regular gas

Base price: $64,800 (not including $1295 destination charge)

Options on test vehicle: AT4 Premium Plus Package ($9145), Satin Steel Metallic paint ($495), second-row heated bucket seats ($370), power-sliding center console ($350) AT4 Premium Plus Package Savings (-$1000)

Price as tested: $75,455

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: Long list of standard and available features; satisfying acceleration

The not so good: Extra-large dimensions can make close-quarters maneuvering a challenge

CG Says:

Your friends here at Consumer Guide have made this point before, but it bears repeating: You can tell that a vehicle type has gained broad mainstream appeal when manufacturers can market new specialty models hailed for their ability to do what it was once assumed they all did by nature.

The 2021 Yukon AT4, a newcomer to GMC’s clan of large body-on-frame SUVs, is such a model. Much is made of the fact that the AT4 is specially equipped to be off-road capable—which is what all Yukons (and similar SUVs) were presumed to be before they were turned into high, wide luxury station wagons more at home in urban rush hours than in up-country leisure time.

Along with its full redesign for the 2021 model year, the Yukon lineup gains an off-road-oriented AT4 trim level that includes features such as a unique front fascia (with integrated tow hooks), a front skid plate, and a heavy-duty air filter.

Now the fine folks who also bring you the $73,000-plus Yukon Denali are selling a “roots” SUV outfitted with a lower-front section and skid plate shaped to increase obstacle approach angle to nearly 32 degrees, red front recovery hooks, and all-terrain tires on model-specific 20-inch alloy wheels. The sole engine choice is a 5.3-liter V-8 with 355 horsepower and 383 lb-ft of torque breathing through a heavy-duty air filter, and hooked to a 10-speed automatic transmission. An “Autotrac” automatic 2-speed transfer case with shift-on-the-fly capability is standard, as is hill-descent control—all for $66,095 to start, including delivery.

Test Drive: 2020 Audi SQ8

The Yukon’s dashboard layout is clear and straightforward; we acclimated quickly to the push/pull-button gear selector arrangement, and appreciated the quick response times and large icons of the touchscreen infotainment system.

In these respects, the AT4 is GMC’s match for the $60,495 Chevrolet Tahoe Z71, but they differ in more than just grillework. For instance, the AT4 comes with Magnetic Ride Control that constantly changes damping calibrations based on road conditions and a heated steering wheel, both of which cost extra on the Chevy. The Jimmy’s leather front seats, Jet Black with AT4-exclusive Brandy accents, aren’t only heated but ventilated too—the latter a touch that isn’t even available for the Z71. Certain options like torque-channeling Active Response 4-wheel drive and a 15-inch head-up display are precluded from the Chevy, too. Distinct black-chrome accents round out the AT4’s exterior.

Test Drive: 2021 Chevrolet Tahoe Z71

There’s excellent space in the Yukon’s second-row seats, and the third-row space is much improved with the redesign. AT4s get exclusive Brandy upholstery accents on their Jet Black leather-appointed seats.

Like all ’21 Yukons and Yukon XLs (and, for that matter, the Chevy Tahoes and Suburbans that share Consumer Guide “Best Buy” status with them), the AT4 features a longer wheelbase and body, and a new independent rear suspension. Gains in passenger and cargo room spring from both of those developments. Roomy seating—even in the third-row—is augmented by as much as 122.9 cubic feet of cargo space on a large, flat cargo floor. That’s helpful for taking along everything you need when getting away from it all.

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Cargo volume is a Yukon strong point. There’s 25.5 cubic feet of cargo space behind the third-row seats, 72.6 cubic feet with the power-folding third-row seat backs retracted, and 122.9 cu. ft. with both the second and third rows folded.

With Magnetic Ride Control that reads the road up to 1000 times a second and the optional adaptive air suspension that came in the test truck’s Premium Plus Package, the AT4 rides and handles about as impressively as its tonier siblings that we’ve tested. It acquitted itself extremely well on snow-filled streets during an intense stretch of Chicago winter.

Power delivery from the 5.3-liter V8 and 10-speed trans is smooth and abundant. With the Max Trailering Package, an AT4 can tow as much as 8200 pounds. “Dynamic Fuel Management” permits the engine to run on two, four, six, or all eight cylinders based on power need. EPA estimates for the AT4 are 16 mpg in city driving, 20 mpg on the highway, and 18 combined. Our experience with this powerteam in the AT4 and Z71 show those projections to be fairly accurate.

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The 5.3-liter EcoTec3 V8 puts out 355 horsepower–enough to move this hefty vehicle with respectable authority. Twenty-inch aluminum wheels with Carbon Gray Metallic accents on all-terrain tires are standard equipment.

The overall look and feel inside is much more utilitarian than in the Denali, but access to many of its technology and convenience features, either as standard or optional equipment, should head off thoughts of buyer’s remorse. The GMC Infotainment system and tri-zone automatic climate control are straightforward in operation. Storage for personal items is abundant.

The buying public’s desire for rugged vehicles with family car attributes changed the sport-utility vehicle over time. The GMC Yukon AT4 can remind some of that customer base of what it’s been missing.

2021 GMC Yukon AT4, Satin Steel Metallic

All of GM’s redesigned 2021 full-size SUVs are impressive vehicles, and the GMC Yukon AT4 offers a compelling mix of off-road-ready capabilities and an upscale feel inside and out.

Check out the Consumer Guide Car Stuff Podcast

2021 GMC Yukon AT4 Gallery

(Click below for enlarged images)

First Spin: 2021 GMC Yukon

Written by: The Daily Drive staff on April 13, 2021.

First Spin: 2021 Ram 1500 TRX

2021 Ram 1500 TRX

By Don Sikora II

After packing a sizable collection of facemasks and two squeeze bottles of hand sanitizer, we set off to drive Ram’s new off-road-ready TRX pickup at a socially distanced event near Lake Tahoe. Clearly, most of us would love to forget 2020, but if you are into high-performance off-road trucks, the 2021 Ram 1500 TRX will definitely fall into the category of things you’ll be happy to remember.

More off-road vehicle news and reviews

The first thing you notice about the TRX is the exterior styling. The current-generation Ram 1500 was redesigned for the 2019 model year, and it’s quite a looker—its gracefully smooth lines are modern, yet maintain stylistic kinship with the revolutionary 1994 Dodge Ram 1500. In addition, Ram’s designers have gotten very good at creating distinctive styling cues for each trim level. The best example of this in the current Ram pickup lineup might be the off-road-themed Rebel model, and that’s where the TRX story begins.

The new-for-2021 Ram 1500 TRX is one of the brawniest off-road pickups ever. The 702-hp supercharged 6.2-liter Hemi V8 can propel this 6400-lb beast to 0-60-mph runs of just 4.5 seconds and 12.9-second quarter-mile times.

The 2016 Ram Rebel TRX concept vehicle debuted at that year’s State Fair of Texas, and introduced the basic idea of a powerful truck capable of off-road speeds of over 100 miles an hour. The concept truck also established the visuals that the production model runs with. Picture a muscled-up desert racer and you’ll get the general idea… and it’s an idea that Ram’s designers have enthusiastically embraced.

The 2021 TRX is offered only as a 4-door Crew Cab model with the short 5-foot 7-inch bed. The most obvious changes from everyday Ram 1500s are the dramatically bulged fenders—the new front fenders are made from a composite material, and out back the TRX-unique bedsides are stamped steel. All four corners also have composite flares to help cover the TRX’s 6-inch wider track and sizable 35-inch all-terrain tires. These alterations add up to make the TRX eight inches wider than other Ram 1500 models.

More Ram pickup news and reviews

The TRX’s interior has an especially upscale feel when optioned up with the TR Level 1 or TR Level 2 Equipment Group. All TRXs have steering-wheel-mounted aluminum paddle shifters and a unique console-mounted shift lever in place of the rotary-dial shifter on other Ram 1500s.

The hood is a new TRX-specific aluminum unit with a functional scoop—fans of classic Mopar muscle cars may think it looks a bit like the scoop on the 1970 Plymouth AAR ‘Cuda. The aggressive-looking vents that flank the TRX’s hood scoop are non-functional. The new satin-black grille assembly is designed to maximize airflow to the engine—the huge RAM letters are formed in outline only, allowing additional air to pass through.

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The TR Level 1 Equipment Group adds features such as leather upholstery, heated front seats and steering wheel, and a surround-view camera.

The TRX wears all-new steel bumpers with integrated tow hooks, and the front bumper incorporates a skid-plate section. The TRX’s extreme width means it must be equipped with additional marker lights, per federal mandate. So, compact LED marker lights have been neatly integrated into the hood scoop, each fender flare, and the gap between the tailgate and rear bumper.

For now, the 2021 TRX comes in your choice of six colors: Flame Red or Bright White for no extra charge, Hydro Blue or Diamond Black Crystal for $100 extra, and Granite Crystal or Billet Silver for $200 extra. Later in the model year, Ignition Orange will be added. The limited-production Launch Edition TRX—only 702 will be built, and they’re already sold out—includes “Anvil” battleship-gray paint in its $12,150 package price.

The Bright White pre-production test truck we drove during the press event was outfitted with the optional TRX exterior graphics ($495), along with the lower-body two-tone paint ($250). Some Ram fans may be disappointed that the lockable RamBox bedside storage compartments and the Multifunction Tailgate aren’t available on the TRX.

To our eyes, all the changes work well together and create a striking exterior—a look that’s sporty and aggressive without going over the top. While in the driver’s seat, looking in a side mirror and catching a glimpse of the curvaceous rear fender was a visual treat.

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The TRX boasts plenty of specialized suspension hardware that contributes to its off-road prowess–such as forged-aluminum upper and lower front control arms, Bilstein shock absorbers, and a sophisticated BorgWarner transfer case.

Since we already mentioned the hood’s functional scoop, let’s move on to one of TRX’s other defining features—the engine underneath that scoop. It’s a supercharged 6.2-liter Hemi V8, much like the monster mill that debuted in the 2015 Dodge Challenger SRT Hellcat. In TRX tune, the blown Hemi is rated at an attention-grabbing 702 horsepower and 650 lb-ft of torque. It mates to Ram’s beefy 8HP95 8-speed automatic transmission. The hood scoop, along with the TRX’s unique grille, feed the engine cool outside air. Ram engineers say the TRX’s air-filter assembly is the largest in the segment, and that its filter elements can trap four times as much dust as its nearest competitor. TRX-specific changes to the engine include a new oil pan and a high-mounted alternator, the latter of which helps make the TRX capable of fording through up to 32 inches of water.

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Ram had a color-coded rolling chassis on display at the TRX press event to show off how much of the TRX’s frame is unique. The blue components of the frame are all new, and the green areas have been “up gauged” for extra strength compared to the standard RAM 1500 frame. The black parts are shared with other Ram 1500 models.

Ram says the TRX will run 0-60 mph in 4.5 seconds, and 0-100 mph in 10.5. If you want to take this beast to the drag strip, expect a quarter-mile time of about 12.9 seconds at 108 mph. The muscular Hemi is surprisingly smooth, and throttle response is excellent. We were also impressed with how easy the throttle was to modulate—to its credit, the go pedal is not an on/off switch. Some distinctive supercharger whine and exhaust bark are heard under acceleration, but that’s all part of the Hellcat-like experience; we’d guess the noise will be music to most TRX owners’ ears.

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Eighteen-inch alloy wheels on beefy Goodyear Wrangler tires are standard, but these beadlock-ready 18-inchers are available as an $1895 option.

We also experienced TRX’s power using the standard Launch Control feature. At full throttle, the traction and acceleration are jaw-dropping; the experience is akin to the pushed-back-in-your-seat feeling you get when taking off in a jetliner. We braked before reaching the cones that marked an eighth of a mile from the starting line, and the speedometer had us at 73 mph. Oh, did we forget to mention this run was on gravel? Also, now seems like a good time to point out that this truck’s curb weight is 6350 pounds—that’s about as heavy as three 2020 Mitsubishi Mirage hatchbacks.

Our Launch Control-enabled run occurred shortly after we drove a Ram-supplied Ford F-150 Raptor on the event, and made a spirited but comparatively drama-free sprint down an interstate-highway on-ramp. The Raptor’s 450-horsepower EcoBoost turbocharged V6 is no slowpoke, but it’s down 252 horsepower(!) compared to the TRX. No surprise, then, that the Ram is clearly the seat-of-the-pants acceleration champ between these two, and by a wide margin.

Of course, all this power comes at a stiff price when you stop at the gas station and fill the 33-gallon tank. Premium gasoline is required, and estimated fuel economy is 10 mpg city, 14 mpg highway, and 12 mpg combined. Oof. Eight selectable drive modes—Auto, Sport, Snow, Tow, Custom, Mud/Sand, Rock, and Baja—dial in specific powertrain, suspension, and steering parameters to suit driving conditions… and we noticed that “Eco” wasn’t included among those.

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A bed-mounted spare-tire carrier is a $995 option.

The TRX’s supercharged Hemi lives and works in a beefed-up steel ladder frame that is 74-percent new compared to other Ram 1500 models. The TRX-specific suspension’s front setup uses forged-aluminum upper and lower control arms and a ZF-supplied axle. The front wheels are located 20 millimeters further forward than other Ram 1500s, which lengthens the wheelbase by about a half-inch.

The rear suspension retains Ram’s now-traditional five-link coil-spring layout, but again the heavy-duty components are all new. The huge rear coils are nearly two feet long, and the solid rear axle is a Dana 60 with full-floating hubs and an electronic locking differential. The Dana also receives an axle-hop damper for improved control and traction. The transfer case is a full-time BorgWarner 48-13 unit with upgraded internals. Critical chassis components are protected by a collection of five skid plates.

All four corners use active Bilstein Black Hawk e2 shocks with nitrogen-charged remote reservoirs. Wheel travel is more than 13 inches all around, compared to about nine inches on standard Ram 1500 models. In the back, TRX’s increased wheel travel was achieved without reducing the bed’s cargo capacity.

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The TRX’s functional hood scoop is also home to three LED clearance lights.

The TRX rolls on specially designed Goodyear Wrangler Territory All-Terrain 325/65R18 tires mounted on 9-inch-wide cast-alloy rims. The optional wheels ($1895) are the same size, but are beadlock ready. A full-size spare with a matching wheel and 35-inch tire is standard, and it mounts under the bed. Our test truck had the optional in-bed spare tire carrier ($995), which looks race-ready but obviously compromises the bed’s usability.

On the press event, we had the opportunity to drive TRX off-road at Wild West Motorsports Park near Sparks, Nevada. There, we were able to get a taste of the truck’s capabilities on dusty, rock-littered trails, and then took a few laps on the dirt race track—which included a couple of jumps that got all four wheels off of the ground. The TRX includes a Jump Detection system to identify when the vehicle is airborne and adjust the powertrain control system to help avoid any damage upon landing. We also climbed a steep, ragged rock hill with the help of two spotters. This activity allowed us to take advantage of the truck’s low-range gearing, 11.8 inches of ground clearance, and optional rock rails ($995).

Our on-road drives consisted of a mix of tight-and-twisty two lanes, along with short stretches of a wide, boulevard-like suburban highway and Interstate 80. The TRX held its own in the twisties, but it’s obviously no sports car—you never forget it’s a big truck with a 145.1-inch wheelbase and an overall length of 232.9 inches. Steering feel is good, and ride quality is surprisingly supple and controlled—comfortable, even. One niggle appeared on the chewed-up concrete of I-80, where there was a faint, yet persistent, hint of motion present that our test truck couldn’t quite smother. Still, on-road comfort is commendable, given this truck’s serious off-road equipment. We didn’t have the opportunity to pilot our test truck in any congested urban areas—the only tight spot was a small parking lot at a break stop in historic Virginia City, Nevada. Here, the TRX’s ample size and relatively wide turning radius quickly became apparent.

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The extra-large air-filter setup means you can’t see a whole lot of the Hemi under the TRX’s hood, but Ram’s designers hid an “Easter egg” dig at the Ford F-150 Raptor under the intake cover–a T Rex snacking on a doomed velociraptor.

Last, but certainly not least, is the interior. The TRX comes standard with cloth-and-vinyl trim that’s based on the Rebel’s cabin. Moving up to the TR Level 1 Equipment Group ($3420) adds 8-way power front seats, black leather upholstery, heated front seats and steering wheel, and several other convenience features. Ram representatives told us that a Level 1 TRX interior is trimmed similarly to the 1500 Limited model. Our test truck was outfitted with the top-line TR Level 2 Equipment Group ($7920); this includes everything from the Level 1 Group and adds a long list of goodies such as ventilated front seats; three-level heated front seats; memory functions for the driver’s seat, door mirrors, radio, and power-adjustable pedals; a 60/40 folding rear bench seat; blind-spot monitoring; power tailgate release; and LED bed lighting.

Our test truck was decked out even further. The TRX Carbon Fiber Package ($1295) added real carbon-fiber trim, along with a flat-bottomed steering wheel covered in a mix of perforated leather and Alcantara suede. It also had the Advanced Technology Group ($1095), which adds a heads-up display, a rearview mirror with a digital-camera display, and a LED CHMSL (center high-mounted stop light) that also contains the rearview-mirror camera and lights that illuminate the pickup bed. Though our test truck didn’t have it, Ram also offers a TRX Red Interior Accents package ($1495) for a bit more interior pizazz.

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“Gettin’ air” is part of what the TRX is designed to do. It’s got a seriously reinforced frame and heavy-duty suspension components that give it more than a foot of suspension travel.

The TRX’s posh cabin—at least in optioned-up form—was a very pleasant surprise. The overall appearance is impressively high-end, with an attractive mix of luxury, sport, and high-tech elements. The black leather and Alcantara look and feel great, and we appreciated the tasteful gray accent stitching. Not surprisingly, passenger room is plentiful—the front seats have additional bolstering, but remain roomy and comfortable for the plus-size gentleman. We found the heads-up display quite useful, especially the speed limit and navigation information it displayed. Its white graphics were very legible overall, but wearing our polarized Ray-Ban sunglasses caused some of the HUD graphics to wash out so they weren’t fully visible. Another pleasant surprise was how quiet the TRX’s interior is while cruising. Surprisingly little noise from the aggressive all-terrain tires makes it into the cabin, and most of the noise from the brawny V8 and its sporty exhaust fades away.

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Each TRX gets a metal emblem on the center armrest lid with its specific vehicle identification number.

Interior items worth a special mention include the attractive leather trim on the dashboard, and the fantastic flat-bottomed steering wheel, which felt ergonomically ideal to our hands. Also notable is the standard 12-inch UConnect 4C customizable touchscreen with navigation and satellite radio. The touchscreen responds quickly to inputs and boasts sharply defined color graphics. By comparison, the smaller navigation screen in the F-150 Raptor we drove during the event looked like an old-school video game.

We kept the TRX’s 9.2-inch-wide digital-camera rearview mirror in its video display mode for our drive, which we found a bit jarring at first. (The mirror can also be switched to a normal reflective-glass rearview mirror.) It’s odd not seeing your reflection in the “mirror,” but we quickly acclimated, and appreciated the clear, sharp view on a very sunny day. We’re curious about how well the system works in inclement weather and at night. We should mention that we didn’t encounter any problems viewing the touchscreen or digital mirror while wearing polarized sunglasses.

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If a 702-hp off-road pickup isn’t ostentatious enough for you, hood and bedside decals are optional.

Interestingly, the TRX does not have Ram’s now-expected rotary shift knob; it uses a more traditional shift lever on the large center console and a pair of paddle shifters on the steering wheel. A narrow-but-deep storage slot runs the width of the console in front of the shifter, and is home to the “Ramcharger” wireless charging pad.

The TRX’s dash includes plenty of physical control buttons, and there are numerous menus and even more virtual buttons accessible via the large touchscreen. The various controls are more elaborate than can be easily understood during a test drive or even on a day-long ride. Recognizing this situation, Ram has announced the TRX will debut a new “Know & Go” mobile app that’s designed to help owners discover and understand their vehicle’s features.

The TRX is the priciest Ram 1500 model; it starts at $71,690, including the $1695 destination charge. Our optioned-up test truck stickered at a cool $89,860. Spending some time with the TRX build tool on Ram’s website shows that checking all the boxes can push the bottom-line price north of $97,000. For a rough comparison, Consumer Guide’s 2019 Ford F-150 Raptor SuperCrew test truck priced out at $74,995, including $17,520 worth of options.

Ram calls the TRX the “Apex Predator of the Truck World.” Clearly there is some Tyrannosaurus Rex-versus-Raptor chest pounding in those words, aimed directly at the TRX’s Dearborn-born rival. We aren’t going to bestow any grand titles, but after a day behind the wheel of the TRX, we came away impressed. It’s clear this truck offers off-the-lot performance that was unimaginable in the not-so-distant past. And the very appealing and luxurious softer side of TRX was perhaps the biggest surprise—one that should extend this highly specialized model’s appeal beyond hardcore off-roaders.

Mountain of Torque: Remembering the Short-Lived “Big-Block” Chevrolet Avalanche

The 2021 Ram 1500 TRX is frighteningly expensive and frighteningly thirsty for premium gasoline, but it boasts astonishing off-road capabilities, and it’s flat-out faster than most golden-age muscle cars. It’s also more comfortable and, when optioned up, much more luxurious inside than you might expect for such a no-holds-barred machine.

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2021 Ram 1500 TRX Gallery

2021 Ram 1500 TRX

Written by: The Daily Drive staff on October 26, 2020.

Test Drive: 2020 Cadillac CT4-V

2020 Cadillac CT4-V in Evergreen Metallic (a $625 option)

2020 Cadillac CT4-V

Class: Premium Compact Car

Miles driven: 223

Fuel used: 9.9 gallons

Real-world fuel economy: 22.5 mpg

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	325-hp 2.7-liter
Engine Type	Turbo 4-cyl
Transmission	10-speed automatic
Drive Wheels	AWD

Driving mix: 35% city, 65% highway

EPA-estimated fuel economy: 20/28/23 (city, highway, combined)

Fuel type: Premium gas recommended

Base price: $44,495 (not including $995 destination charge)

Options on test vehicle: Driver Awareness Plus Package ($800), Evergreen Metallic paint ($625), Cold Weather Package ($600), red brake calipers ($595), all-wheel drive ($500)

Price as tested: $48,610

More CT4 price and availability information

Quick Hits

The great: Competitive pricing; crisp handling paired with decent ride quality

The good: 2.7-liter engine delivers satisfying power; configurable drive modes help tailor driving personality to suit driver preference and road conditions

The not so good: Interior materials and overall refinement come up a bit short of class leaders’; cramped rear seat; AWD takes a bit of a toll on fuel economy

John Biel

Opting for the performance model in any vehicle line that offers one commonly comes with a list of “yeah, buts.” There will be added purchase cost. Ride may be a little rougher than the average commuter and passengers prefer. Fuel economy almost always suffers, and costlier premium-grade gas is usually required for optimal performance.

The CT4-V (or V-Series) sits atop the CT4’s model lineup–its starting MSRP is $44,495, making it the only CT4 trim level with a base price above $40,000. The V’s standard equipment list includes features such as a mechanical limited-slip differential, performance traction-management system, and a sport-tuned suspension.

Yeah, all those things can be said for the 2020 Cadillac CT4-V (which, confusingly, Cadillac also calls “V-Series”), the hotted-up version of Caddy’s brand-new premium-compact sedan. But when those of us at Consumer Guide who drove a CT4-V weeks after testing a cushier CT4 Premium Luxury talked it over, we realized that we liked the “V” better. A little extra horsepower never hurts, and the V-Series has that. However, we were also impressed by ride and handling characteristics that seemed more dialed in.

Quick Spin: 2020 Lexus ES 300h Ultra Luxury

Even in top-line trim, the CT4’s interior isn’t quite as upscale as its European competition, but it has a clean, sporty look nonetheless. We appreciated the easy-to-use physical buttons and knobs instead of touch-sensitive controls, but the unusual “push-pull” shift lever can be a bit awkward for some drivers.

The CT4-V has a starting price (with delivery) of $45,490. However, our tester was an all-wheel-drive version that costs $1100 more—$500 for the AWD driveline and $600 for a “mandatory-option” Cold Weather Package with heated front seats and steering wheel. With all options, including the Driver Awareness Plus Package, Evergreen Metallic paint, and red-painted brake calipers, the test car came to $48,610.

Test Drive: 2020 Cadillac CT4 Premium Luxury

The CT4’s front seats offer decent space, even for big and tall occupants, but rear-seat space is at a premium–which is typical for the premium compact car class. Legroom quickly grows tight behind a tall front-seater.

What that buys is a 325-horsepower 2.7-liter 4-cylinder engine with a “dual-volute” turbocharger. That’s 15 more horsepower than the optional 2.7 that was in our CT4 Premium Luxury makes. There’s also 30 lb-ft more torque, 380 lb-ft at 2000-4000 rpm. V-Series Acceleration is brisk and well parsed by the effective and smooth 10-speed automatic transmission. EPA estimates for fuel economy are 20 mpg in city driving, 28 in highway running, and 23 mpg combined, but this reviewer didn’t quite hit the combined figure at 22.71 mpg even though just 16 percent of the 60.6 miles he covered were in city-type operation.

Test Drive: 2020 BMW M340i

Cargo volume isn’t a strong point of most premium compact cars, and the CT4 comes up a bit short of some class rivals. There’s a middling 10.7 cubic feet of trunk space, and the load floor is a bit uneven.

There’s also a considerably different chassis and running-gear complement with a sport-tuned suspension, mechanical limited-slip rear differential, 235/40R18 summer tires mounted on 18-inch Pearl-Nickel-finish alloy wheels, and uprated Brembo disc brakes in front. (The rear-drive V-Series also has Magnetic Ride Control electronic variable damping not included on the all-wheeler.) Ride is a little stiffer on the hard-sided, low-profile run-flat rubber, but the stickier tires aid dry-surface grip. The test car handled nicely in quick transitions and stayed pleasingly flat turning through a little complex of esses we sometimes drive. Brake action and response are quick and confidence inducing.

Some of the extra that Cadillac wrings out of the CT4 V-Series comes via higher-order technology. The Performance Traction Management varies traction, stability, and chassis control through a “Track” mode with five incremental settings: “Wet,” “Dry,” “Sport,” “Race 1,” and “Race 2.” Launch control is provided for hotshoes who want to get off the dime without slip-sliding away. Drivers can create a custom blend of ride and performance characteristics from the various drive modes, then access that package whenever desired by pressing a “V-Mode” thumb button on the steering wheel.

As the only CT4 with a base price above $40,000, V-Series extras don’t stop on the spec sheet. It looks the part with black body highlights including the diamond-mesh grille and extensions to the body-color rocker moldings, a body-color rear spoiler, bright-tipped quad exhaust outlets, and neutral-density gray-tinted taillamp lenses. Drivers grip a leather-wrapped steering wheel with a thicker rim and dimpled hand grips. When the urge to shift hits, the driver can take advantage of paddles behind the steering wheel or the “Electronic Precision Shift” lever on the console. Other model-specific standard features are:

power seatback side bolsters on the front seats
4-way power driver and front-passenger lumbar control
manual driver and front-passenger cushion extenders
alloy pedal faces
carpeted floor mats with V-Series logo
dark-finish front-door sill-plate covers
Bose 14-speaker surround-sound audio system
wireless charging
rotary infotainment controller

As in some other CT4s, the V also comes with the Cadillac User Experience (CUE) infotainment system, Apple CarPlay/Android Auto compatibility, satellite and HD radio, dual-zone climate control, 8-way power front seats with driver’s-seat memory, forward-collision alert, and automatic emergency braking Notable, to some degree, is what the V-Series doesn’t have for the price. Things like leather upholstery, navigation, and blind-spot and rear cross-traffic alerts are extra-cost options (the latter two as part of the $800 Driver Awareness Plus Package).

Quick Spin: 2020 Genesis G70 3.3T Sport

The CT4-V’s turbo 2.7-liter 4-cylinder gets a 15-hp bump over the Premium Luxury model’s 2.7, for a total of 325 hp. Eighteen-inch alloy wheels with a painted Pearl Nickel finish are standard, but red brake calipers are a $595 upgrade.

In terms of space and user convenience, a CT4 is a CT4 is a CT4. There’s a comfortable degree of passenger room in front, and tolerable legroom in back for two adults. Driver vision could be better. Cabin storage for personal items is average (rear doors lack pockets or even bottle holders). Driving controls show up cleanly, and CUE is pretty easy to work. Audio and other functions can be handled directly on the 8-inch touchscreen, but if you prefer, there’s a console dial for remote control of the system. It takes lots of buttons to run the climate system, including repetitive-push temperature and fan-speed switches. The trunk floor is uneven throughout, with different portions at different heights, and overall capacity of 10.7 cubic feet trails others in the class. Rear seats fold in a 60/40 split, but a bulkhead behind the seats could complicate loading of some long loads.

Is the Cadillac CT4-V less than perfect in some ways? Yeah . . . but there’s no denying that it is an entertaining driver that’s competitively priced, and that makes it worthy of consideration from anyone in the market for a small premium sedan.

Test Drive: 2020 Alfa Romeo Giulia Ti Lusso

It’s currently the sportiest, spendiest model in the Cadillac CT4 lineup, but the CT4-V is still a strong value-for-the-dollar proposition compared to the primary rivals in its class. If 325 horsepower isn’t enough for you, note that a super-performance CT4-V Blackwing model–which should offer at least 400 horsepower–is in the works.

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2020 Cadillac CT4-V Gallery

2020 Cadillac CT4-V

Written by: The Daily Drive staff on October 23, 2020.

First Spin: 2021 Toyota Camry

2021 Toyota Camry XLE AWD

Seemingly undaunted by conventional wisdom that says the sedan is dead, Toyota is pressing ahead with a physically freshened and technologically improved Camry for 2021.

Toyota still sells plenty of these midsize passenger cars—indeed, it has been the country’s best-selling sedan for years. The current eighth-generation Camry dates to 2018, when the fully redesigned product line adopted a stiffer Toyota New Global Architecture platform and styling that attempted to shake off a reputation for innocuous blandness. The nameplate expanded its reach in 2020 with the additions of a performance-tinged V6-powered TRD model and an all-wheel-drive option.

Our first taste of the 2021 Camry’s updates came in the form of a XLE model with all-wheel drive. AWD was added to the Camry lineup midway through the 2020 model year.

Among the highlights of the ’21 Camry are some give and take in the model hierarchy. The family of 4-cylinder gas-engine Camrys loses its entry-level front-wheel-drive L version; the LE is the new starter model there. Meanwhile, the hybrid branch of the family adds a line-topping XSE. The full 2021 lineup with base prices (including $995 delivery fee) looks like this:

LE (FWD), $25,965
LE (AWD), $27,365
SE (FWD), $27,480
SE (AWD), $28,880
SE Nightshade (FWD), $28,180
SE Nightshade (AWD), $29,580
XLE (FWD), $30,865
XLE (AWD), $32,265
XLE V6 (FWD), $35,990
XSE (FWD), $31,415
XSE (AWD), $32,815
XSE V6 (FWD), $36,540
TRD (FWD), $33,180
LE Hybrid (FWD), $28,265
SE Hybrid (FWD), $29,780
XLE Hybrid (FWD), $33,165
XSE Hybrid (FWD), $33,715

All models come equipped with Toyota Safety Sense 2.5+, an updated suite of driver-assistance technologies that includes automatic emergency braking, pedestrian detection, lane-departure alert with steering assist, lane-tracing assist, automatic headlight high-beam control, road-sign recognition, and dynamic radar cruise control. The system can now detect a preceding bicyclist in the daytime and pedestrians in low-light situations. It also can provide alerts and emergency braking at intersections when an oncoming vehicle or pedestrian is detected during left turns. Those with the full-speed version of the cruise control (gas-engine XLEs and XSEs, TRD, and all Hybrids) are now designed for smoother passing of slower vehicles once the driver initiates a signaled lane change.

Test Drive: 2020 Toyota Camry TRD

The biggest change to the Camry’s dashboard is a switch to a “tablet style” infotainment screen that sticks out from the rest of the dashboard. XSE and XLE models get a 9-inch touchscreen; other Camrys have a 7-inch touchscreen.

Outward appearances see the LE and XLE with a new front fascia that has a redone lower-intake area, plus new 17- and 18-inch wheel designs, respectively. Changes to the SE/XSE fascia feature are a recontoured bottom bar and side-vent grilles that match the honeycomb design of the main grille. Inside, the infotainment display screen moves out of the center of the dashboard to rise in the freestanding tablet style that has become popular throughout the auto industry in recent years. A 9-inch screen is found on all XLE- and XSE-trim models; others get a 7-inch screen. In addition, cabin accent trim is new, with linear dark moldings, wood inlays, or patterned metal depending on the model.

Test Drive: 2020 Nissan Altima SL AWD

Even in upscale XLE trim, the Camry’s interior ambiance isn’t quite as classy as the top-line trim levels of the Honda Accord or Mazda 6, but the cabin is spacious and comfortable nonetheless.

The rest of the Camry package, in terms of dimensions and powerteams, stands pat. The 2.5-liter “Dynamic Force” 4-cylinder engine in gas-only models makes 206 horsepower and 186 lb-ft of torque for the dual-outlet-exhaust XSE, but 203 horsepower and 184 lb-ft in other models. (With all-wheel drive, respective horsepower ratings are lower by one.) The 3.5-liter V6 is rated at 301 horsepower and 267 lb-ft. Both are paired with an 8-speed automatic transmission. Hybrids depend on a 176-horse/163-lb-ft version of the four plus a 118-horsepower electric motor fed by a lithium-ion battery located under the rear seat to generate a total system output of 208 horsepower. Hybrid power is channeled through an electronically controlled continuously variable transmission with “manual-shift” capability either through steering-wheel paddles or the console lever. EPA fuel-economy ratings for SE, XLE, and XSE hybrids are 44 mpg in the city, 47 mpg on the highway, and 46 combined, but respective figures for the LE are 51, 53, and 52.

In Defense of the Sedan: A Minneapolis Family Road Trip in the 2019 Mazda 6

The Camry’s trunk volume is about par for the course in the midsize-sedan segment–it offers 15.2 cubic feet of space.

Aside from items already mentioned, LE buyers get color-keyed power exterior mirrors, manual air conditioning (except on Hybrid, where dual-zone automatic climate control is standard), 4.2-inch vehicle-information display, fabric-upholstered seats, 8-way power-adjustable driver’s seat, 60/40-folding rear seat with center armrest and cup holders, remote keyless entry (and push-button starting on Hybrid), 6-speaker audio system, satellite radio, and Android Auto/Apple CarPlay/Amazon Alexa compatibility.

SEs add a black “sport mesh” grille, color-keyed sport rocker panels and rear spoiler, single-zone automatic climate control, tire-pressure monitoring system, leatherette-and-fabric seat trim, and leather-trimmed steering wheel. SE Nightshades have additional exterior black highlights. XSEs adds to the SE’s sporty feel with LED headlights, touch-sensor exterior door handles, quad-tip dual exhaust, dual-zone automatic climate control, wireless charging, 7-inch vehicle-info display, leather upholstery, 8-way power passenger seat, heated front seats, “Eco”/“Normal”/“Sport” driving modes, push-button starting, auto-dimming rearview mirror, ambient interior lighting, blind-spot monitor, and rear cross-traffic alert. The XSE V6 also comes with a panoramic moonroof, head-up display, and 9-speaker JBL audio. XSE Hybrid lacks the dual exhaust but has an extra “EV” driving mode.

The luxury-focused XLE lacks the XSE’s rocker panels and deck spoiler, but features a bright-accented grille, and the V6 has dual single-tip exhausts. TRD specifics include a specially tuned cat-back exhaust system, aero kit with front air splitter, lower stance on a stiffened suspension, larger disc brakes with red calipers, and red interior highlights—even on the instruments.

Test Drive: 2020 Hyundai Sonata Hybrid Limited

All AWD Camrys are powered by a 2.5-liter 4-cylinder; it’s rated at 202 horsepower in all trim levels except the sporty XSE model, where it’s rated at 206 hp. XLE models like our test vehicle get 18-inch wheels with a new design.

Consumer Guide’s first exposure to the 2021 Camry was shorter than one of its usual vehicle tests, confined to a single weekend with a pre-production XLE with all-wheel drive. Even with the added weight (approximately 165 pounds) that comes with AWD, overall performance remained close to what we’ve experienced in the front-drive 4-cylinder Camry: decent acceleration from a stop and easy highway cruising with good passing and merging power. There’s slightly quicker response from Sport mode, with modestly firmer steering, too. As for ride, the XLE is tuned for comfort, but it’s not overly soft on its 18-inch wheel-and-tire package. Topping off after 73 miles (60 percent in city driving) worked out to 24.1 mpg, which is not superlative. EPA estimates for this model are 25 mpg in city driving, 34 in highway operation, and 28 combined.

We can’t fault the interior room and comfort, or the fit and finish. The infotainment system—optioned up to the premium audio with navigation in the test car—was fairly easy to work, but for the time-consuming wait for station lists to load before we could input radio presets. Even though the screen placement has been changed, it still has handy surface buttons at the sides like the old unit had. The trunk is big—a couple’s weekly grocery haul almost looked lost back there—but when the rear seats are retracted for added space, they rest a few inches above the level of the trunk floor.

The changes made to the 2021 Camry represent a measured stride, not a great leap forward. However, there’s no sign that Toyota has lost a step in the midsize-sedan field.

5 Forgotten Toyota Models

The Toyota Camry’s updates for 2021 don’t amount to much more than a nip here and a tuck there, but they help keep this popular midsize sedan at the forefront of its class.

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2021 Toyota Camry Gallery

2021 Toyota Camry

Written by: John Biel on October 20, 2020.

Test Drive: 2020 BMW M8 Competition Convertible

2020 BMW M8 Competition Convertible in Brands Hatch Grey Metallic

2020 BMW M8 Competition Convertible

Class: Premium Sporty/Performance Car

Miles driven: 236

Fuel used: 14.6 gallons

Real-world fuel economy: 16.2 mpg

Driving mix: 70% city, 30% highway

CG Report Card


Room and Comfort	B
Power and Performance	A
Fit and Finish	A
Fuel Economy	C+
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	617-hp 4.4L
Engine Type	Turbocharged V8
Transmission	8-speed automatic
Drive Wheels	All-wheel drive

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

Fuel type: Premium gas required

Base price: $155,500 (not including $995 destination charge)

Options on test vehicle: Driving Assistance Package ($1100), Driving Assistance Professional Package ($1700), M Carbon Ceramic Brakes ($8150), M Driver’s Package ($2500), M Carbon Exterior Package ($5400), neck warmer ($500), Bowers & Wilkins premium surround-sound audio ($3400), Gas Guzzler Tax ($1000)

Price as tested: $180,245

More 8-Series price and availability information

Quick Hits

The great: Incredible acceleration, braking, and handling, especially for a car of this size and weight

The good: Luxuriously appointed cabin; muscle-car V8 soundtrack; sleek top-down style

The not so good: Fuel economy; steep pricing; poor rear visibility with the top up

John Biel

Reviewing the specifications for the M8 Competition, it will seem as though BMW poured everything into its grand tourer but the kitchen sink. If there was a scullery tub in there, it would probably have a carbon-fiber basin with dark-chrome faucet and handles, water flow electronically metered every millisecond to maintain consistent temperature, direct injection of dishwashing liquid, and a fill time to within six inches from the top of 2.7 seconds.

The M8 Competition’s cockpit is impeccably finished in high-quality materials, with standard carbon-fiber trim and plenty of exclusive “M” trim accents that set it apart from other 8-Series models.

The car is a rolling showcase of systems, settings, and sensors in the service of high-speed luxury driving. The M8s, in coupe and convertible and “base” and Competition versions, are 2020 newcomers to the premium sporty/performance 8-Series lineup that began replacing the 6-Series in 2019. Consumer Guide tried out the costliest of all M8s, the Competition convertible that starts at $157,495 after delivery and $1000 in Gas Guzzler tax. However, a fuller display of the vehicle’s upgraded and microprocessed bells and whistles is available through a number of individual and packaged options. That’s how CG’s test car came to have a price of $180,245.

Test Drive: 2020 Mercedes-AMG GT C Roadster

The console is home to various drive-mode buttons–including one that adjusts the note of the M Sport exhaust–and the infotainment controls.

All M8s come with a 4.4-liter twin-turbocharged V8, an 8-speed automatic transmission, and xDrive all-wheel drive. There’s an “Active M” differential to partition power between the rear wheels, “M Mode” selection of electronic vehicle-control interventions, adaptive LED headlights with automatic high beams, heated and ventilated Merino-leather sport seats, “Live Cockpit Professional” instrument display, iDrive 7 infotainment system, Apple CarPlay smartphone compatibility, wireless charging, Wi-Fi hotspot, Harman-Kardon surround-sound audio, satellite radio, keyless entry and starting, remote starting, driver-fatigue monitor, and frontal-collision warning and mitigation. M8 Competitions throw in firmer suspension settings and stiffer engine mounts, adjustable-note M Sport exhaust, a “Track” setting for M Mode that shuts down all driver-assistance systems, specially detailed seat belts, and distinct 20-inch bi-color alloy wheels.

BMW says the powerplant in the M8s is the most powerful production engine it has ever made. With its turbochargers parked down between the cylinder banks and spun by cross-bank exhaust manifolds that shorten the distance exhaust gasses have to travel to the turbos, it makes 600 horsepower at 6000 rpm to start, but the Competition ups the ante to 617 ponies. Torque is the same 553 lb-ft in either variation, peaking as low as 1800 rpm. However, in the Competition, that maximum twist is maintained up to 5860 rpm, 160 revs beyond the point that the base engine begins dropping off.

Test Drive: 2021 Lexus LC 500 Convertible

Our test vehicle came standard with striking Sakhir Orange/Black full Merino leather upholstery. A collapsible wind blocker snaps in across the rear-seat area; it does a decent job of controlling top-down wind buffeting.

Drivers can select and save different engine and chassis characteristics (and access these combinations by tapping little red “M1” and “M2” levers atop the steering-wheel arms). Cycling through the engine menu to the “Sport+” setting—“Efficient” and “Sport” are the other choices—elicits a raucous exhaust blare at a press of the starter button, and menacing exhaust raps off throttle. Response to accelerator inputs is immediate and lusty. Considering its curb weight of 4560 pounds, the M8 Competition convertible is a quick car (the manufacturer cites 3.0 seconds to get from zero to 60 mph and includes launch control as a standard feature). Top speed is limited at 155 mph unless a buyer pays out $2500 for the M Driver’s Package option that raises the ceiling to 189 and buys the owner a day of training at one of the two BMW Performance Center schools in the U.S. This tester didn’t get anywhere near that loftier limit in expressway driving; he did average 17.9 mpg after driving 88 miles with 40 percent city-type motoring.

Test Drive: 2020 BMW 840i Coupe

There’s 12.4 cubic feet of space in the M8 Convertible’s trunk, but the fixture that contains the lowered top can make it tricky to fit larger items.

Ride is, of course, always firm but not jarringly hard, even in Sport+, which was a surprise. Indeed, in base “Comfort” mode there’s pretty good suspension compliance. Grip-sustaining performance tires are wrapped around staggered-width wheels (rear rims are one inch wider than those in front). Steering and braking come down to a binary choice between Comfort and Sport. Bringing all the M8’s go to a stop has been thought out as well as anything else on the car, and CG’s tester was outfitted with the $8150 M carbon ceramic brakes that use a more heat-resistant material for the 4-wheel discs and employ slightly upsized rotors in front. Going to Sport conjures more forceful, almost grabby brake action.

Driving a couple of 8-Series convertibles—CG’s first was a 2019 M850i—confirms that BMW has done a good job of creating a solid open-car body structure. It takes 15 seconds to open or close the multilayer fabric top, which stows out of sight under the deck. These operations can happen while on the move at speeds up to 30 mph. In top-down driving, the wind blocker was effective at cutting down buffeting at free-flowing tollway speeds. When fully buttoned up, the cabin is pretty quiet, though over-the-shoulder visibility is quite restricted.

A sumptuous interior comes with standard carbon fiber highlights. Front passengers enjoy highly comfortable seats, with an available neck warmer for pleasant cruising in crisper climes. There are rear seats—at least that’s what those two things back there look like they are except for an abject lack of legroom. There’s actually a little bit more rear-seat headroom in the convertible than in the coupe, but that just points up the extreme limits of the closed car, not any great credit to the soft top. The trunk holds just 12 cubic feet of cargo that has to fit around the fixture that contains the lowered top, so the 60/40-split rear seats can make themselves useful as load space.

Review Flashback! 2012 Lexus LFA

The M8 Competition is powered by a ferocious-yet-refined twin-turbocharged 4.4-liter V8 that cranks out 617 horsepower. Twenty-inch M Star-spoke bi-color wheels on high-performance tires are standard equipment.

Live Cockpit Professional displays driving and infotainment information on a pair of screens. Some info also shows on the head-up display, which emphasizes the horizontal-bar tachometer readout when the engine is in Sport Plus. The current iDrive system is more intuitive than earlier versions but still takes a lot of attention to use. Climate controls rely on an array of push buttons.

The BMW M8 Competition convertible is an eminently rewarding, even thrilling, driver with an indulgent environment for two. Even if there were room for it, the kitchen sink isn’t needed.

Test Drive: 2020 Lexus RC F

Few cars meld grand-tourer sophistication with raw performance potential the way the BMW 8-Series does, and the M8 Competition models bring that potential up to true super-car levels without sacrificing day-to-day comfort.

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2020 BMW M8 Competition Convertible Gallery

2020 BMW M8 Competition Convertible

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