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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: 2022 Mitsubishi Outlander SEL

2022 Mitsubishi Outlander SEL in Alloy Silver Metallic

2022 Mitsubishi Outlander SEL S-AWC

Class: Compact Crossover

Miles Driven: 222

Fuel Used: 9.8 gallons

Real-world fuel economy: 22.6 mpg

Driving mix: 65% city, 35% highway

CG Report Card


Room and Comfort	A
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	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	181-hp 2.5L
Engine Type	4-cylinder
Transmission	CVT automatic
Drive Wheels	All-wheel drive

EPA-estimated fuel economy: 24/30/26 (mpg city/highway/combined)

Fuel type: Regular gasoline

Base price: $33,745 (not including $1195 destination charge)

Options on test car: Accessory tonneau cover ($195), Welcome Package ($160; includes carpeted floor mats, touch-up paint pen, center-console tray mat)

Price as tested: $35,295

Quick Hits

The great: Excellent passenger space/comfort and cargo versatility; broad range of available comfort and driver-assist features

The good: Competitive pricing; topline SEL trim delivers upscale interior ambiance and several desirable features; pleasant driving character; additional flexibility of third-row seating (albeit very cramped)

The not so good: So-so acceleration; only one powertrain is available for now; Mitsubishi brand’s sparse dealer network in some markets

More Outlander price and availability information

John Biel

After stepping aside for a year, a gasoline-engine Outlander compact SUV is back in Mitsubishi showrooms for model-year 2022. It’s totally new of course, but Mitsubishi didn’t have to reinvent the wheel to make it happen. That’s because this Outlander shares its platform and powerteam with the redesigned-for-2021 Nissan Rogue.

The Mitsubishi Outlander is completely redesigned for 2022 on a platform shared with the redesigned-for-2021 Nissan Rogue. The Outlander is a bit bigger all-around the the Rogue, however, with unique styling inside and out.

Don’t think that means the Outlander is just a Rogue in a fresh Mitsubishi wrapper. While they share a 106.5-inch wheelbase, at 185.4 inches long, 74.7 inches wide, and 68.8 inches high the Outlander is a little more than 2 inches bigger in all those dimensions than the Nissan. That gives the Mitsu enough space for its third-row seat, an extremely rare feature in the class that the Nissan doesn’t have. Plus, the Outlander’s all-wheel-drive system is its own, and features more and different terrain settings than those used by the Rogue.

Test Drive: 2021 Nissan Rogue Platinum

Much of the new Outlander’s switchgear and digital displays are shared with the Rogue, but Mitsubishi manages a distinctive look and feel nonetheless. SEL models come nicely equipped with lots of desirable features.

The Outlander didn’t go completely dark during 2021, just its previous 4- and 6-cylinder gas models; a plug-in hybrid kept the nameplate alive for the year. For ’22, though, the only way to go is a 2.5-liter four and continuously variable transmission (CVT) picked up from the ’21 Rogue (the ’22 Rogue loses this 2.5 engine and gets a turbocharged 1.5-liter 3-cylinder instead). In the all-wheel-drive SEL model that Consumer Guide tested, the 181-horsepower engine proved itself a better highway cruiser than an in-town jackrabbit. The engine operates surprisingly quietly for a four, helped to an extent by a better-than-average CVT that doesn’t make the powerplant moan with exertion in pursuit of its power peak.

EPA fuel-economy estimates for the AWD Outlander are 24 mpg in city driving, 30 mpg in highway use, and 26 combined. (Note that projections for higher-trim AWD Rogues are a mile or two per gallon higher.) However, in this tester’s 89.9-mile stint that included 66 percent city-style motoring, the truck averaged 23.2 mpg.

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The Outlander shares its unconventional push/pull gear selector with the Nissan Rogue. The center console is also home to a drive-mode selector knob and a wireless charging pad located in the cubby bin forward of the shifter.

Mitsubishi’s S-AWC all-wheel drive (for “Super All Wheel Control”) is available on all models at an $1800 upcharge from front-wheel drive—though the line-topping SEL Launch Edition has AWD as its lone driveline. Five drive modes—“Tarmac,” “Gravel,” “Snow,” “Normal,” and “Eco”—are available to all at the twist of a knurled console dial, but a “Mud” setting is added to those with S-AWC. All-wheeler Rogues have five modes, one of which is “Sport” for different power delivery. Ride isn’t especially disturbed by highway cracks or expansion joints but the all-season tires sound off with loud thwacks. Handling is easy and maneuverability is good.

The test vehicle had a starting price (with delivery) of $34,940. SEL is the trim level at which body-color bumper and side-sill accents, roof rails, leather seat upholstery, heated rear seats, auto-dimming rearview mirror, key-linked memory of driver’s-seat settings, 3-zone automatic climate control, and a 12.3-inch LCD instrument-cluster display are added as standard equipment. The climate system and instrument display are features new to the Outlander/Rogue.

First Look: 2023 Mazda CX-50

In SEL trim, the Outlander boasts a surprisingly classy cabin ambiance; handsome quilted leather upholstery is standard. Occupant space is quite generous in both the front and rear seats.

Note that most of those items are found inside. Indeed, the test vehicle felt like a step up in cabin execution for Mitsubishi. SEL seats and imitation-leather door panels are done in the currently popular diamond-quilted pattern. There is good distribution of padded surfaces on the dash, doors, and armrests—even a little on the console sides. Driver instruments and info displays show up bright and legible. Large windows make for good outward vision all around.

Quick Spin: 2021 Hyundai Santa Fe Calligraphy

Unlike the Nissan Rogue (and every other compact SUV save for the VW Tiguan), the Outlander offers a third-row seat. That seat is exceptionally cramped, but it can still be useful for small children and/or very short trips. There’s a slim 11.7 cubic feet of cargo space behind the third row. The extra-tall headrests must be removed when the seats are folded down (there’s a handy storage spot for them underneath the cargo floor; see pic in the photo gallery below).

There’s plenty more in packed into the Outlander by the time it gets to SEL territory. Exteriors sport LED headlights and fog lights, 20-inch two-tone alloy wheels, and a hands-free power liftgate with adjustable height limit. The power-folding side mirrors and front seats are heated, and leather covers the shift knob and steering wheel. Infotainment features—navigation included—are displayed on a 9-inch touchscreen and conveniences run to Android Auto and wireless Apple CarPlay smartphone mirroring, wireless smartphone charging, satellite radio, and keyless entry and starting. The biggest of the driver-assistance features is Mi-PILOT (Mitsubishi’s name for Nissan’s ProPILOT system) that pairs adaptive cruise control with automatic lane centering to steer and change speeds with the driver’s hands contacting the steering wheel. Also included are front and rear automatic emergency braking, blind-spot and rear cross-traffic alerts, lane-keeping assist, and front parking sensors.

The audio system works with clarity and ease. The drive selector looks like it a conventional shift lever but only the grip moves forward or backward to go into Drive, Reverse, or Neutral, with Park activated via a button. In our experience, it wasn’t hard to get used to. Climate management consists of two handy dials to set up-front temperature with all other functions entrusted to lots of buttons.

Test Drive: 2022 Hyundai Tucson Limited Hybrid

The Outlander offers fine overall cargo space for a compact SUV; there’s 33.5 cubic feet of space behind the second-row seats, which expands to 78.3 cubic feet with the second-row seatbacks folded.

First- and second-row legroom dimensions vary between the Outlander and Rogue but both offer plenty of room in these areas. The Mitsu’s second row is quite spacious—especially if there’s nobody in the third row, because with seats back, there’s almost no third-row legroom. In truth, children are the only people with a legitimate shot at being able to inhabit the third row.

Personal-item storage is all right, but just. There’s a modest glove box, small console box, slits in the sides of the console, four small door pouches with bottle holders, and pouches on backs of the front seats. Cup holders are placed in the console, the pull-down second-row center armrest (which creates a pass-through when retracted), and in the sidewalls that flank the third seat.

First Spin: 2022 Hyundai Santa Cruz

The Outlander loses its V6 engine with its redesign; for now, the sole powertrain is a 181-hp 2.5-liter 4-cylinder paired with a continuously variable automatic transmission. SEL models come standard with 20-inch alloy wheels.

Cargo space with the third-row seats in use is tight—just 11.7 cubic feet (there is some organized small-item storage under the floor). It expands to 33.5 cubic feet with the seats down. The rearmost seats fold flat, but you’ll have to remove the tall, paddle-like headrests. Sidewall flipper levers make it possible to remotely drop the 40/20/40-split second-row seats for more than 70 cubic feet of cargo capacity.

While the reduction in engine choices appears to be a shortcoming for the new Outlander, it has gained other features that should tickle the fancies of today’s car buyers (and a new plug-in-hybrid version is slated to return soon, probably as a 2023 model). Its passenger room and seating/cargo flexibility add another layer of appeal.

Test Drive: 2021 Kia Sorento SX Prestige X-Line

The redesigned-for-2022 Mitsubishi Outlander inherits plenty of strengths from its Nissan Rogue platform, and tops them off with distinctive looks, an upscale interior, and an occasional-use third-row seat–all at competitive prices.

2022 Mitsubishi Outlander SEL Gallery

Click below for enlarged images.

2022 Mitsubishi Outlander SEL

Test Drive: 2021 Nissan Rogue Platinum

2022 Mitsubishi Outlander SEL

Car Stuff Podcast

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

Quick Spin: 2021 Genesis GV80 3.5T Advanced

2021 Genesis GV80 3.5T Advanced Plus in Cardiff Green (a $500 option)

2021 Genesis GV80 3.5T AWD Advanced Plus

Class: Premium Midsize SUV

Miles driven: 496

Fuel used: 29.5 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	B
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	375-hp 3.5L
Engine Type	Twin-turbo V6
Transmission	8-speed automatic
Drive Wheels	All-wheel drive

Real-world fuel economy: 16.8 mpg

Driving mix: 65% city, 35% highway

EPA-estimated fuel economy: 18/23/20 (mpg city, highway, combined)

Fuel type: Premium gas required

Base price: $65,550 (not including $1045 destination charge)

Options on test vehicle: Cardiff Green metallic paint ($500)

Price as tested: $67,095

Quick Hits

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

The good: Satisfying acceleration; confident, distinctive styling

The not so good: Mediocre observed fuel economy; steering and ride composure aren’t quite at the level of class leaders

More Genesis GV80 price and availability information

CG Says:

When Korean automaker Hyundai launched its Genesis luxury division for the 2017 model year with a lineup of traditional passenger cars, many industry observers thought that the lack of SUV offerings hampered the fledgling brand’s chances for success. The Genesis G90, G80, and G70 sedans are all fine vehicles that stack up very well to pricier rival models, but the bottom line is that cars just aren’t selling as well as crossover SUVs are, and a brand can’t be a serious player in the luxury or mainstream categories without an SUV lineup.

Hyundai’s Genesis luxury brand gets its first SUV in the form of the new-for-2021 GV80–a midsize crissover aimed at established competitors such as the BMW X5, Lexus RX, and Mercedes-Benz GLE-Class.

It didn’t take too long for Genesis to remedy that situation. The new-for-2021 GV80 launched as Genesis’s first SUV, and the smaller GV70 is launching as a 2022 model. We got our first taste of the GV80 as a 2.5T Prestige AWD model, which is the top version of the GV80 with the standard 300-horsepower turbocharged 2.5-liter 4-cylinder engine—you can check out our review of that vehicle here.

First Spin: 2022 Jeep Wagoneer and Grand Wagoneer

The GV80 boasts a clean, sophisticated dashboard layout with classy materials and an extra-wide infotainment screen. The center console is home to a rotary-dial gear selector and an unusual circular infotainment control interface. (The infotainment screen itself also has touchscreen functionality, which we found easier to use than the console interface).

This time around, we got to sample the GV80’s step-up engine choice—a 375-hp 3.5-liter turbo V6—in an all-wheel-drive Advanced+ model. We’ve experienced this engine before in the 2021 Genesis G80 sedan, and appreciated its authoritative acceleration and all-around refinement. In terms of quietness and smoothness, as well as acceleration, it’s a notable upgrade from the base 2.5 four. However, rear-world fuel economy declines from the 4-cylinder GV80’s already mediocre numbers. In tests that consisted of a similar mix of city/highway driving, we averaged just 16.8 mpg in our V6 GV80 tester, compared to 19.2 mpg in the 4-cylinder version. The majority of the GV80’s comparable class rivals do better.

Test Drive: 2021 BMW X5 xDrive45e

The front seats and second-row seats are comfortable and nicely trimmed, with plenty of space for most adults.

Genesis is following a curious strategy for the GV80’s available third-row seat—it’s available only on the 3.5T Advanced+ model. So, if you want third-row seating with a 4-cylinder engine, or with the premium full-lux features of the Prestige trim (which include 22-inch wheels, soft-close doors, 3D digital gauge cluster, power-adjustable ventilated second-row seats, and upgraded leather upholstery), you’re out of luck.

Test Drive: 2021 Infiniti QX80 Premium Select

The GV80 offers a third-row seat, but only in the 3.5T Advanced+ model, where it’s standard. Space in the third row is rather cramped, so it’s best suited for kids or occasional short-trip use.

For many buyers, that won’t be a big issue. That third-row area is rather cramped, so the seats are best suited for children or occasional use for short trips. And when the third-row seats are in use, the rear cargo area isn’t particularly spacious—it’s big enough for a medium-sized grocery run and not much more. Still, we appreciate having the passenger/cargo-hauling versatility of a third row for situations when an extra seat or two is necessary, like giving your kid’s classmate a ride to baseball practice.

Test Drive: 2022 Acura MDX Advance

The turbocharged 3.5-liter V6 engine pumps out a healthy 375 horsepower, for satisfyingly robust acceleration. Twenty-inch alloy wheels are standard on Advanced models; Prestige models get flashier 22-inch wheels.

Comparing the as-tested prices of our two GV80 test vehicles is illuminating. Aside from the Advanced and Prestige trim-level upgrades, the only options are extra-cost paint colors and accessory items such as a reversible cargo tray and a rear bumper applique. So, even though it forgoes the Prestige-trim features of our two-row 4-cylinder GV80 test vehicle, the bottom-line price of this three-row V6 is $2270 more: $67,095, compared to $64,825. The prodigious V6 power and third-row seat should be worth that premium to a good number of shoppers, and overall, the GV80 compares favorably price-wise with its European competition.

First Spin: 2021 Lincoln Nautilus

It took a while to arrive, but the Genesis GV80 is an attention-getting entry in the premium midsize SUV class. It offers distinctive styling, a nicely trimmed cabin, and a generous selection of luxury features, along with strong acceleration in the 3.5T models. However, fuel economy is subpar, and the ride composure is a step behind class rivals.

Check out the Consumer Guide Car Stuff Podcast

2021 Genesis GV80 3.5T Advanced Gallery

(Click below for enlarged images)

2021 Genesis GV80 3.5T

Test Drive: 2021 Genesis GV80 2.5T Prestige

2021 Genesis GV80 3.5T

Car Stuff Podcast

Written by: The Daily Drive staff on August 25, 2021.

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Road Test: 2021 Mazda CX-5 Signature AWD

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Toyota Priuses Head-to-Head: Prime vs AWD-e

2021 Toyota Prius Prime Limited (left) vs 2021 Toyota Prius XLE AWD-e

With hybrid vehicles of all sorts now commonplace in the American new-vehicle market, the Toyota Prius doesn’t get the respect (or sales numbers) it once did. These days, most major manufacturers offer numerous hybrids, plug-in hybrids, or both—and increasingly, these hybrids are versions of regular-line vehicles, not stand-alone, hybrid-only models. The majority are also SUVs—the type of everyday family vehicle American buyers are choosing in greater numbers than 4-door sedans of any stripe.

Still, the Prius has a lot to offer, in addition to the obvious benefits of its standout fuel economy. Considering its compact-car footprint, it provides respectable room for adults in both the front and rear seats, and its hatchback-sedan layout improves its cargo-hauling versatility over a traditional 4-door sedan. In any of its forms, the Prius is no performance machine. The suspension and steering are set up for everyday commuting, not enthusiastic cornering. Acceleration is a bit tepid compared to the average new vehicle, particularly in highway driving. But as an around-town commuter, it keeps up with the flow of traffic just fine—thanks in part to the immediate response of its electric motor(s).

And, the Prius comes in multiple flavors that make it more attractive to buyers with specific wants and needs. The current generation of the Prius debuted for 2016, and the Prius Prime plug-in-hybrid version was added for 2017. All-wheel-drive Prius “AWD-e” models followed for 2019.

The larger battery in Prius Prime models enables them to offer an estimated 25 miles of pure-electric driving—enough range for gas-free daily commuting for many Americans. And when its plug-in battery charge is used up, the Prime simply switches to normal gas/electric-hybrid operation like other Priuses. So, long road trips are no problem—no range anxiety or concerns about finding a charging station.

The Prius AWD-e models add an electric motor to power the rear wheels, to deliver improved traction in slippery and/or snowy conditions—just the ticket for eco-conscious buyers in cold-weather or high-altitude climes. The motor always powers the rear wheels when accelerating from a stop up to 6 mph, then disengages unless wheel slip is detected, in which case it powers them up to 43 mph. This allows for a “boost” at launch while shutting off the motor when it’s not needed in order to improve fuel economy.

We tested both a Prius Prime Limited and a Prius XLE AWD-e and decided to line them up head-to-head to see how they compare. Check out our pics below, as well as our observed fuel economy, optional-equipment lists, and report-card info on our two test cars.

You’ll pay more, of course, for the added functionality of either the powertrain or the plug-in-hybrid powertrains—and the latter commands the larger price premium. Our Prime test vehicle was about $3600 more than our AWD-e tester, but most of that gap is attributed to the up-level equipment of the Prime’s top-line Limited trim (a trim level that the AWD-e does not offer). Though the equipment levels don’t line up exactly, the base-price gap drops to about $1100 when comparing the Prime and AWD-e LE models (the base trim level for both) and just $425 when comparing XLE models.

Test Drive: 2020 Toyota Prius Limited

Prime vs AWD-e

The Prius Prime gets a slightly more aggressive look via quad LED headlights and a blacked-out, inset front-fascia design.

Test Drive: 2021 Honda Accord Hybrid Touring

The Prius Prime’s rear end styling is a bit swoopier as well. It’s highlighted by an unusual compound-curve rear window (which thankfully doesn’t affect the view astern) and a sleek-looking full-width taillight arrangement.

Quick Spin: 2020 Toyota Corolla Hybrid LE

Both the Prime and regular Prius models have an unusual vertical “mini-window” beneath the main rear window. This provides a bit of extra rear visibility, but the large crossbar splitting the view can be disorienting.

First Spin: 2021 Toyota Camry

Not much different here, in terms of visuals or horsepower. Both the Prime and the AWD-e have the same 121-hp 4-cylinder hybrid powertrain, but the Prime feels a bit zippier overall.

Test Drive: 2021 Toyota Venza XLE

A vertically oriented 11.6-inch touchscreen is standard equipment on Prius Prime XLE and Limited models, but it’s unavailable on the Prius AWD-e. The plus-size screen is able to display multiple readouts—such as the navigation-system map and hybrid power-flow readings—at the same time, a nice feature.

Quick Spin: 2021 BMW 330e

Here’s a subtle but significant downside to the Prius Prime—in order provide space for the larger battery pack, the Prime’s rear cargo floor is raised by a couple inches over the non-plug-in Prius versions. That doesn’t sound like a lot, but it reduces the Prime’s cargo capacity more than you might think—there’s 19.8 cubic feet of room behind the rear seats, compared to 27.4 cubic feet in the AWD-e (which offers the same cargo capacity as the front-wheel-drive Prius). That can be the difference between a large box or other cargo item fitting, or not fitting.

Test Drive: 2021 Mini Cooper SE Countryman ALL4 PHEV

2021 Toyota Prius Prime Limited

2021 Toyota Prius Prime Limited in Blue Magnetism

Class: Compact Car

Miles driven: 229

Fuel used: 2.3 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	B-
Tall Guy	B

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

Drivetrain
Engine Specs	121-hp 1.8-liter
Engine Type	4-cylinder plug-in hybrid
Transmission	CVT automatic
Drive Wheels	front

Real-world fuel economy: 99.5 mpg

Driving mix: 70% city, 30% highway

EPA-estimated fuel economy: 54 mpg/133 MPGe (both in combined city/hwy driving)

Fuel type: Regular gas

Base price: $34,000 (not including $995 destination charge)

Options on test vehicle: Carpet mat package ($259), door edge guards ($125), rear bumper applique ($79), illuminated door sills ($299)

Price as tested: $35,757

Quick Hits

The great: Outstanding fuel economy with pure-electric capability on short trips

The good: Around-town throttle response, ride quality, cargo space and versatility, relatively affordable pricing

The not so good: Not all drivers like unconventional control layout, limited highway-speed merging and passing power, larger battery compromises cargo-hauling capacity

More Prius price and availability information

2021 Toyota Prius XLE AWD-e

2021 Toyota Prius XLE AWD-e in Magnetic Gray Metallic

Class: Compact Car

Miles driven: 442

Fuel used: 8.8 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	B-
Tall Guy	B

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

Drivetrain
Engine Specs	121-hp 1.8-liter
Engine Type	4-cylinder hybrid
Transmission	CVT automatic
Drive Wheels	AWD

Real-world fuel economy: 50.2 mpg

Driving mix: 55% city, 45% highway

EPA-estimated fuel economy: 51/47/49 (mpg city, highway, combined)

Fuel type: Regular gas

Base price: $29,575 (not including $995 destination charge)

Options on test vehicle: Advanced Technology Package ($800), carpet floor mats/carpet cargo mat ($259), door edge guards ($125), rear bumper applique ($69), cargo net ($49), illuminated door sills ($299)

Price as tested: $32,171

Quick Hits

The great: Outstanding fuel economy with all-weather traction of all-wheel drive

The good: Around-town throttle response, ride quality, cargo space and versatility

The not so good: Not all drivers like unconventional control layout, limited highway-speed merging and passing power

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Check out the Consumer Guide Car Stuff Podcast

2021 Prime vs AWD-e Gallery

(Click below for enlarged images)

Prime vs AWD-e

5 Ways Hybrids are Different

Prime vs AWD-e

Written by: Damon Bell on June 23, 2021.

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First Spin: 2021 Jeep Wrangler Unlimited 4xe

2021 Jeep Wrangler Unlimited 4xe Sahara

Jeep has a complicated and fascinating history going back about 80 years, to the battlefields of World War II. Civilian Jeeps, or CJs, were available almost immediately after WWII hostilities ceased, and today’s Wrangler can trace its lineage directly back to that first CJ-2A. Now, for 2021, Wrangler enters a new era with the addition of a plug-in-hybrid variant: the 4xe.

The 4xe is built on the platform of the current-generation Wrangler, which debuted as a 2018 model and has proliferated by adding a Gladiator pickup version for 2019, EcoDiesel-powered models for 2020, and 470-hp Hemi-V8-powered Rubicon 392 models for 2021. The 4xe launches in two trim levels: Sahara (MSRP: $47,995) and Rubicon ($51,695). A topline High Altitude model ($53,815) is slated to debut a bit later in the model year. All three trims are offered only in 4-door Wrangler Unlimited form. The destination fee adds $1495, and the 4xe is eligible for a $7500 federal tax credit, as well as other eligible state and local credits and incentives.

The new-for-2021 4xe fuses the Jeep Wrangler’s celebrated off-road prowess with a plug-in-hybrid powertrain.

Compared to the regular gas-powered Wrangler Sahara, the Sahara 4xe adds several items to the standard equipment list. These include Dana 44 HD wide axles, Selec-Trac full-time 4-wheel drive with 2.72:1 low-range gearing, 20-inch wheels, leather-trimmed bucket seats, LED exterior lights, Uconnect 4C navigation system with an 8.4-inch display, and a 9-speaker Alpine-brand audio system. The Rubicon 4xe adds Rock-Trac heavy-duty full-time 4WD with 4:1 low-range gearing, 17-inch wheels, and the same LED lighting, stereo, and navigation upgrades as the Sahara 4xe. The High Altitude receives unique interior and exterior appearance touches, and its running gear is like the Sahara’s, with Selec-Trac 4WD and 20-inch wheels. All 4xe models get blue exterior-trim accents, but on the Rubicon the accents are more extensive and extend to blue contrast stitching in the interior.

First Spin: 2020 Jeep Gladiator

Save for a few details, such as a unique instrument cluster and drive-mode selector buttons for the hybrid system, the 4xe’s dashboard layout is the same as its regular gas-engine counterparts.

The 4xe’s gasoline engine is a 2.0-liter turbocharged 4-cylinder, and it’s largely unchanged from the unit that’s been optional in recent Wranglers. For duty in the 4xe, the traditional electric starter and alternator are replaced by a front-mounted motor/generator unit that handles the engine’s start/stop feature via a belt running to the engine crankshaft.

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

The gauge cluster includes real-time hybrid-assist gauge and a battery state-of-charge display. The Uconnect infotainment system gets hybrid-system controls and readouts, including a gas/electric power-flow display.

The transmission is a 4xe-specific variant of the 8-speed TorqueFlite automatic used in most Wranglers. Here, the conventional torque convertor is replaced with a large electric motor and two clutches. The front clutch can completely disengage the gas 4-cylinder from the electric motor for electric-only operation. The second clutch is behind the electric motor, and it controls engagement with the transmission.

The 2.0-liter turbo is rated at 270 horsepower and 295 lb-ft of torque. The electric motor that’s integrated with the transmission delivers 134 horsepower and 181 lb-ft of torque. Combined output is 375 horsepower and 470 lb-ft of torque. Jeep says that peak powertrain output is available at all times, regardless of the battery pack’s state of charge. For comparison, the previous Wrangler torque champ—the 3.0-liter EcoDiesel engine—is rated at 260 horsepower and 442 lb-ft of torque. The new-for-2021 Wrangler Rubicon 392 runs a 6.4-liter Hemi V8 rated at 470 horsepower and 470 lb-ft of torque. So, we’re pleasantly surprised that the 4xe matches the muscular 392 when it comes to torque.

The 4xe’s battery pack is a 400-volt 17-kWh unit that contains 96 lithium-ion cells that use NMC (nickel manganese cobalt) graphite chemistry. The pack has its own automatic heating/cooling system and is mounted inside an aluminum housing in the interior, underneath a 4xe-specific rear seat. Jeep says all components of the hybrid system are sealed and waterproof, so the 4xe can ford water that’s approximately 30 inches deep—just like other Wranglers.

The battery pack’s charging port is located on the driver’s-side front cowl, just forward of the windshield. Level 1 charging using standard household 120V service takes approximately 12.5 hours; Level 2 charging with 240V service takes about 2.5 hours. LED battery-charge indicators near the charging port and atop the dashboard help keep tabs on battery status while the vehicle is charging.

4xe’s hybrid system is dubbed E Selec, and it has three selectable drive modes: Hybrid, Electric, and eSave. In Hybrid mode (the default setting), the system blends torque from the gas engine and the electric motor. Energy from the battery pack is used first, with the gas engine kicking in once battery power is depleted.

Quick Spin: 2021 Jeep Gladiator Overland Diesel

The 4xe’s 17-kWh battery pack can be charged in about 12.5 hours when using a standard 120v household outlet, or around 2.5 hours when plugged into a 240V Level 2 charger.

As its name implies, Electric mode operates only on battery power until the battery is depleted. However, if the driver aggressively applies the throttle pedal, the gas engine will kick in. The EPA estimates that a fully charged Wrangler 4xe can go 21 miles solely on electric power. Jeep says that, because of the nature of off-road driving, a fully charged 4xe can run on electric power for 3 to 4 hours on an off-road trail in Electric mode.

Quick Spin: 2020 Jeep Wrangler Unlimited EcoDiesel

The 4xe uses the same rugged, off-road-ready chassis as other Wranglers. The plug-in-hybrid system’s components are highlighted in blue on this display chassis.

In eSave mode, the gas engine is prioritized, so the electric power can be conserved for use later. Owners might want to use this mode to save battery charge for planned electric-only off-roading, or for entering areas that restrict the use of gasoline-powered vehicles. This mode offers the choice of Battery Save or Battery Charge modes via a menu accessible through the Uconnect screen. As is typical for gas/electric hybrids, the 4xe uses regenerative braking to help generate electric power to recharge the battery pack, and also includes a more-aggressive, driver-selectable “Max Regen” setting.

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The battery pack is nestled above the frame rails, underneath the rear seat. Like the rest of the hybrid system’s components, the pack is sealed and waterproof, so the 4xe’s water-fording capability is the same as other Wranglers.

At the 4xe’s press-preview drive event in Austin, Texas, we got behind the wheel of both the Sahara and Rubicon 4xe models. In city and highway driving, the Sahara’s throttle response is excellent, and acceleration is completely adequate for daily commuting. When driving in Electric mode with Max Regen braking activated, we managed 22.9 electric-only miles (beating the EPA estimate by nearly 2 miles) before the battery depleted, and then the gas engine and Hybrid mode engaged automatically. The gas engine itself is very smooth and nearly silent at modest throttle, and the start/stop feature works unobtrusively. When underway in Hybrid mode, the gas engine transitions on and off seamlessly. More-aggressive use of the throttle brings the powertrain alive, and it’s as peppy as you’d expect for something with 375 horsepower. The TorqueFlite automatic is commendably smooth as well; during our drive the transmission never seemed to be caught in the wrong gear.

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The 4xe Sahara comes standard with 20-inch x 8-inch painted-aluminum wheels on 275/55R20 all-season tires.

With the Max Regen regenerative-braking setting off, the brake-pedal feel is very natural. With Max Regen on, regenerative braking is quite dramatic upon lifting off the throttle pedal, and the need to apply the brake pedal is greatly diminished. The choice here is likely personal (and we appreciated having the choice), but we quickly acclimated to Max Regen.

On the road, the Wrangler 4xe exhibited no unexpected quirks. Ride quality was comfortable on the central Texas roads of our drive route, and the road noise from the 20-inch Bridgestone all-season tires was reasonably well controlled (expect more racket from the Rubicon’s knobby all-terrain tires). Some wind rush is audible through the soft top, but it wasn’t bothersome. Sure, Wrangler isn’t as refined or quiet as the best crossover SUVs, but that gap isn’t as big as it used to be—we think many shoppers will find the Wrangler perfectly livable day-to-day.

The basic Wrangler’s upright layout means its driving position is fairly unique. It takes a little while to get used to being so close to the windshield, and we really wish the driver’s seat would go back a bit further. This 6’2” tester had adequate legroom, but would have liked more room to stretch during longish stints behind the wheel. Head and elbow room is generous, but the seat back was a little harder than we would have liked, and the seat feels like you’re sitting on it rather than in it. Outward visibility is ok to the front and sides, but only so-so to the rear—the rear-mount spare tire and the central brake light above it block a good chunk of the view astern.

Future Car: 2025 Ram Dakota

A topline High Altitude model is slated to join the 4xe lineup later this year.

The everyday on-road driving experience is obviously important, but any Jeep Wrangler is also about off-road capability. Our drive took us northwest of Austin to a rock-strewn ranch outside of Llano, Texas, where Jeep had prepared an off-road course. There, we switched into a Rubicon 4xe set in Electric mode. In addition, the Rock-Trac 4WD system was placed in 4LO, and the tires were partially deflated. The off-road route took us through standing water about 30 inches deep, some short sections of trail, and up and down a few rock formations. With instructions from Jeep Jamboree guides, at different times we activated the rear locking differential alone or in combination with the front locker. We also sampled Selec-Speed Control, a handy off-road cruise-control feature which incorporates hill-ascent and hill-descent control. Selec-Speed Control enables the driver to set the vehicle’s speed in 0.8-mile-per-hour increments by using the transmission shift lever in the manual gate.

The most challenging section of the off-road course took us up a large rock formation that was inclined at approximately 45 degrees. This was approached with both lockers activated. Once we reached the top, the guides helped us get the Jeep repositioned to descend the formation via a section with an angle of decline of about 50 degrees. This was all accomplished with little drama beyond some scraping of the Rubicon’s standard skid plates on the rock’s face. In electric-only mode, torque is available immediately, and there is no worrying about getting the engine up to speed to make the power you need to get up an incline. We’ve done enough off-road driving at similar preview events to appreciate that the 4xe’s Electric mode can make off-roading a bit easier to navigate and less stressful, especially for casual enthusiasts. Another benefit: With the gas engine off you can better hear the nature around you, and also more easily listen to any guides helping you make your way along the trail.

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In addition to the charging port, Wrangler 4xes can be identified by a subtle badging and, on Rubicons, a unique hood graphic and bright-blue tow hooks front and rear.

Excellent fuel economy is typically a given with plug-in hybrids, but the 4xe has a lot working against it here, as the realities of a 5100-lb-plus curb weight, big grippy tires, and aerodynamics only slightly sleeker than those of a really tall brick come into play. Using only gasoline, the 4xe’s EPA-estimated combined city/highway fuel economy is 20 mpg—not impressive at all for a hybrid. In fact, this number is surpassed by the majority of Wrangler variants, with the EcoDiesel topping the lineup at 25 mpg combined. Even the non-plug-in Wrangler Unlimited with the 2.0 turbo and 8-speed automatic gets a combined rating of 22 mpg. So, strictly on the metric of gas-only fuel economy, the 4xe is no great breakthrough—it’s actually a bit disappointing.

So, what’s going on here? We’d wager that the 4xe’s added weight is the main culprit. Remember the heavy-duty Dana axles, the battery pack with heating and cooling, and all the other goodies we talked about? All that stuff weighs something, and it adds up fast. According to Jeep’s official specifications, a regular Wrangler Sahara with the 2.0-liter 4-cylinder and 8-speed automatic has a curb weight of 4406 pounds—nearly 700 pounds lighter than a base Sahara 4xe.

First Look: 2022 Jeep Wagoneer and Grand Wagoneer

The Wrangler’s legendary off-road capabilities carry over intact in the 4xe, and the plug-in-hybrid system provides real benefits in extreme off-roading.

When using both gas and electric power, the picture improves—combined city/highway economy is an estimated 49 MPGe. And, don’t forget the 21-mile all-electric range. If your daily commute is 20 miles or less and you have easy access to Level 2 charging—and you’re diligent about plugging in—your gas-station fill-ups could be few and far between. The bottom line is that your results and experience could vary widely when it comes to the 4xe’s fuel economy (or relative lack thereof). We’re anxious to get a Wrangler 4xe through our fleet at our Chicagoland headquarters for fuel-economy testing.

Our press-event Sahara 4xe tester had a base price of $49,490 with destination. It was further outfitted with Firecracker Red paint ($245), Cold Weather Group ($995), rear park assist ($995), remote proximity keyless entry ($645), “premium” Sunrider soft top ($595), Cargo Group ($195), and a storage bag for the soft-top windows ($75). Add in the $795 Advanced Safety Group, which includes automatic high-beam control, forward collision warning, adaptive cruise control, and brake assist, and the total as-tested price was $54,030.

It’s a bit complicated to compare 4xe pricing to a non-plug-in-hybrid Wrangler in the same trim level because equipment levels differ somewhat. To get an idea of the 4xe’s price premium, we used the Jeep website’s build tool to option up a base Wrangler Unlimited Sahara (base MRSP: $38,925) as close to the base 4xe as we could, which raised the price to $45,650 before destination. Then we added more options to match those on our test Sahara 4xe, which brought the total with destination to $52,705. So, the 4xe we drove was roughly $1325 more than a similarly equipped Unlimited Sahara with the 2.0-liter gas turbo and 8-speed automatic. And remember, these prices are before the 4xe’s potential $7500 federal tax credit and other credits for which you might qualify. The tax credit obviously makes 4xe more compelling, but realistically this math really only works if you’re already looking near the top of the Wrangler lineup.

Thus far, Jeep representatives are tight-lipped about any plans for a 4xe version of the 2-door Wrangler or the Wrangler-based Gladiator pickup. Jeep is selling plug-in-hybrid 4xe versions of the Compass and pint-sized Renegade in Europe, but those two aren’t available here in the States. However, Jeep has said they will offer a 4xe version of the next-generation Grand Cherokee, which enters production later this year, and the cover of the 2021 Wrangler 4xe brochure proclaims it to be “The first of many plug-in hybrids in the U.S. from the Jeep brand.”

In previous reviews, we’ve mentioned that Jeep Wranglers aren’t known for bargain pricing, and that’s certainly still the case here. Still, a price premium of less than $1500 for a plug-in-hybrid powertrain is reasonable, and overall we are quite impressed with the hybrid operation of the 4xe. The approximately 20 miles of electric-only range can significantly reduce the need for gas for some customers, and of course the gas engine enables long trips like any other traditional Wrangler… even if the fuel economy is nothing to write home about. The hybrid powertrain is very well behaved, and 375 horsepower from what’s essentially a 2.0-liter turbo four would have been unimaginable in the not-so-distant past. And, perhaps most importantly, all of Wrangler’s off-road strengths remain intact in the 4xe. Our gut tells us almost any Wrangler purchase is made more with the heart than the head, and we’re guessing that calculation remains intact for 4xe as well.

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The addition of a plug-in-hybrid powertrain doesn’t transform the Jeep Wrangler into a true fuel-sipping eco-machine, but it does enable pure-electric commuting if you’re diligent about plugging in. And “instant-on” torque of the electric motors enhances the Wrangler’s already-excellent off-road chops.

Check out the Consumer Guide Car Stuff Podcast

2021 Jeep Wrangler Unlimited 4xe Gallery

(Click below for enlarged images)

2021 Jeep Wrangler Unlimited 4xe

Quick Spin: 2020 Jeep Wrangler Unlimited EcoDiesel

2021 Jeep Wrangler Unlimited 4xe

Written by: Don Sikora II on April 26, 2021.

Quick Spin: 2021 Toyota Tundra TRD Pro

2021 Toyota Tundra TRD Pro in Lunar Rock

2021 Toyota Tundra TRD Pro CrewMax

Class: Large Pickup

Miles Driven: 351

Fuel Used: 27.4 gallons

CG Report Card


Room and Comfort	A-
Power and Performance	B+
Fit and Finish	B-
Fuel Economy	D
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	381-hp 5.7L
Engine Type	V8
Transmission	6-speed automatic
Drive Wheels	4WD

Real-world fuel economy: 12.8 mpg

Driving mix: 55% city, 45% highway

EPA-estimated fuel economy: 13/17/14 (city, highway, combined)

Fuel type: Regular gasoline

Base price: $53,050 (not including $1395 destination charge)

Options on test car: Spray-on bedliner ($579)

Price as tested: $55,224

Quick Hits

The great: Build quality; cavernous cabin provides ample passenger room and storage space

The good: Smooth power delivery; simple, straightforward controls; distinctive TRD Pro styling touches

The not so good: “Trucky” ride quality; lousy fuel economy, even for the class; lacks most of the high-tech available features of domestic-brand rivals

More Tundra price and availability information

CG Says:

If you had to guess, would you say Lunar Rock is:

Impossible to hear in the airless void of space.
A Toyota paint color.
All of the above.

The TRD Pro sits at the top of the Tundra model lineup, alongside the ritzy Platinum and 1794 trim levels. Debossed “TRD PRO” lettering in the bed sides and an extra-burbly TRD dual-exhaust system are among the standard features.

Of course, the correct answer is “C.” As for the paint, you can find it on the Tundra TRD Pro, the most-off-road-ready large pickup currently in Toyota showrooms. The almost-pastel grayish green replaces Army Green as a TRD Pro color choice—and that’s about the biggest change (aside from a little boost in price) that’s been made to the 2021 model.

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The Tundra’s dashboard layout is really showing its age compared to the newer designs of the rest of the large pickup category, but the controls are simple and straightforward, and the cabin’s build quality is high.

The Tundra went Pro in 2014, sat out the 2018 season, then returned rejuvenated to the lineup for ’19. Its key external features include a raised suspension with specially tuned Fox shock absorbers with remote fluid reservoirs for the rear units, TRD dual exhaust and front skid plate, 18-inch BBS forged-aluminum black-finish wheels, LED fog lights, blacked-out Toyota-label grille, and “TRD PRO” debossing on the bed sides. The interior contains leather-trimmed front bucket seats with TRD Pro identification sewn into the backs and red contrast stitching.

Both of the Tundra’s 4-door cab styles are available for the TRD Pro: The roomier CrewMax with 5.5-foot-long cargo bed and the Double Cab that trades some rear-seat space for a 6.5-foot bed. Consumer Guide tested a CrewMax that starts at $54,645 with delivery. (The Double Cab sells for $4275 less.) Only the addition of a spray-on bedliner pushed the total to $55,224.

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There’s ample front-seat space in any Tundra, and the CrewMax extra-long crew-cab body style offers excellent rear legroom. TRD Pros get leather upholstery with red contrast stitching and embroidered TRD Pro logos on the front seats.

CrewMax passenger room is abundant in both rows, and the back seat easily hosts three adults. Step-in is fairly high, and without running boards or step rails that might interfere with operation in rough terrain, shorter passengers may find it a bit of work getting in and out. The seats are long-drive comfortable—and about the plushest things within considering that soft-surface areas in the cabin are limited to part of the tops of the doors, armrests, and the console-box lid. Interior storage is king-sized and well distributed throughout. Cushions of the 60/40-split rear seat flip up for extensive storage space on the floor. Operation of the standard premium audio system through the 8-inch touchscreen is uncomplicated. (Satellite radio, navigation, and Apple CarPlay/Android Auto smartphone compatibility are included.) The dual-zone climate-control system benefits from two convenient rotary dials for temperature settings.

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The Tundra is offered with only one powertrain: a 381-hp “i-Force” 5.7-liter V8 paired with a 6-speed automatic transmission. TRD Pros come standard with tough-looking BBS-brand 18-inch forged-aluminum wheels.

As of 2020, Tundra’s powerteam checklist had dwindled to a long-serving 381-horsepower 5.7-liter V8 and 6-speed automatic transmission. No surprise for an off-roader, the TRD Pro driveline is electronically controlled 4-wheel drive, though an inconvenient part-time system. With 401 lb-ft of torque and an aggressive rear axle ratio, the Pro is eager off the line, yet cruises easily on the highway. A tromp of the accelerator is rewarded by prompt kickdown from the transmission and a “’scuse me, coming through” warning blast from the exhaust. Tow rating for the TRD Pro CrewMax is 9200 pounds, but the 170-pound-lighter Double Cab can pull an additional 700. While some distance away from big-pickup ride leader Ram, an unladen Pro still does all right for itself with its leaf-spring rear suspension. Driving it as they did toward the end of an especially snowy stretch with deep accumulations, CG editors found its 4-wheel drive undaunted by the conditions. The only worries were at the gas station where they were seeing 14 or fewer mpg from a vehicle that the EPA rates at 13 mpg in the city, 17 on the highway, and 14 combined.

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The Tundra TRD Pro gets a unique grille insert with TOYOTA lettering, LED headlights with LED accent lights, Rigid Industries LED fog lights in the front bumper, and a TRD front skid plate. Blizzard-like conditions in Chicagoland during our late-February session with our test vehicle meant that we had a pickup bed full of snow for a couple days.

Trailer brake and sway controls are included. Safety-enhancing driving aids—forward collision warning and mitigation with pedestrian detection, lane-departure warning, automatic high beams, adaptive cruise control—are part of the standard Toyota Safety Sense P system.

By the way, the Tundra TRD Pro also comes in Super White, Magnetic Gray Metallic, or Midnight Black Metallic—in case you’re not over the Moon for Lunar Rock.

Quick Spin: 2020 Ram 1500 Laramie

The special features of the TRD Pro model add to the appeal of the Toyota Tundra, as does Toyota’s reputation for quality and reliability. However, this truck’s basic design is well over a decade old, and it’s really showing its age compared to domestic-brand rivals that offer better fuel economy and scads of innovative, cutting-edge features. An all-new generation of the Toyota Tundra is in the works, and it’s scheduled to debut as a 2022 model.

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2021 Toyota Tundra TRD Pro Gallery

(Click below for enlarged images)

2021 Toyota Tundra TRD

5 Cool Things About the Toyota Tundra

2021 Toyota Tundra TRD Pro

Written by: The Daily Drive staff on March 31, 2021.

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Review Flashback: Luxury Sedans of 1973 (Comparison Test)

All things are relative. While no one would expect any of the vehicles featured below to shine in terms of braking performance, the Editors of Consumer Guide called out the Chrysler Imperial for its dubious stopping ability. And that’s just one of the many insights buried in the test report below.

Consumer Guide: ’73 Auto Test

This comparison test appeared in the Consumer Guide: ’73 Auto Test magazine, which hit newsstands in June of that year. Featured below are:

Cadillac Sedan de Ville
Chrysler Imperial LeBaron
Lincoln Continental
Mercedes-Benz 300 SEL

Of these, the Mercedes is sort of the odd man out. The 300 SEL evaluated here was considerably smaller, lighter, and vastly more expensive than the other vehicles reviewed. That said, the Benz justified its staggering price with a first-place finish in the comparison, earning praise for its impressive ride and handling, among other things. It did not score well for power, however. Even though the 300 SEL boasted the most horsepower of the four cars tested, it provided the least amount of torque… and be it 1973 or 2021, Americans like their torque.

If you recall having spent time with one or more of these rolling tributes to vehicular indulgence, tell us about it. The place to leave comments is down below.

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Written by: Tom Appel on February 2, 2021.

Test Drive: 2021 Acura TLX

2021 Acura TLX SH-AWD Advance in Fathom Blue Pearl

2021 Acura TLX AWD with Advance Package

Class: Premium Midsize Car

Miles driven: 180

Fuel used: 8.9 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	B
Tall Guy	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	272-hp 2.0L
Engine Type	Turbo 4-cyl
Transmission	10-speed automatic
Drive Wheels	All-wheel drive

Real-world fuel economy: 20.2 mpg

Driving mix: 60% city, 40% highway

EPA-estimated fuel economy: 21/29/24 (city, highway, combined)

Fuel type: Premium gas recommended

Base price: $48,300 (not including $1025 destination charge)

Options on test vehicle: None

Price as tested: $49,325

More Acura price and availability information

Quick Hits

The great: Classy, distinctive interior trimmings; nicely balanced ride and handling; generous list of comfort and technology features

The good: Respectable power from turbo 4-cylinder engine; smooth 10-speed transmission

The not so good: Rear-seat space is just OK; not as customizable as most class rivals

John Biel:

The Acura TLX is all new for 2021 and it is, Acura will have you know, its own car. No slicked-up treatment of a concurrent Honda, the premium midsize sedan is built on a body-and-chassis architecture that is exclusive to the brand. It does borrow a powerteam from the RDX premium compact SUV, but that represents a complete change from what powered the previous-generation TLX.

The sporty, sophisticated dashboard design is a TLX strong point. Sleek wood accents, satin-finish metal trim elements, and classy ambient nighttime lighting help provide a convincingly high-end ambiance.

TLXs come in four states of trim: base, with Technology Package, A-Spec, and with Advance Package. All are available with a choice of front-wheel drive or Acura’s “Super Handling All-Wheel Drive” (SH-AWD), the latter at a $2000 premium. A higher-performance all-wheel-only Type S was slated for a spring ’21 launch. Consumer Guide editors sampled an Advance with SH-AWD, a car that starts at $49,325 with delivery.

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The TLX’s front row is spacious, and the seats are comfortable and supportive. The True Touchpad infotainment interface benefits from an ergonomically placed wrist-rest pad, but using the system requires acclimation and practice–and we’d also recommend getting a quick tutorial from your Acura dealer.

Wider by 2.2 inches and lower by 0.5 inch than its predecessor, the TLX is restyled with a longer dash-to-axle span to conjure up the look of a rear-drive sport sedan in what’s fundamentally a transverse-engine front-drive car. It is fronted by a wider interpretation of Acura’s “Diamond Pentagon” grille and “JewelEye” LED headlights. The hood, front fenders, and front bumper are part of the new model’s extensive complement of aluminum parts.

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The front seats are adjusted all the way back in this photo, but even with them set further forward, the TLX’s rear seat is a bit cramped for tall passengers.

Underneath the skin is a body structure that has been made 50 percent more rigid overall and benefits from front and rear underfloor braces. The front suspension changes to double wishbones from MacPherson struts. In the latest version of SH-AWD, torque makes a speedier front-to-rear transfer when necessary, with up to 70 percent of all available twist available to the rear axle. The TLX Advance features standard adaptive damping in which a continuously adjustable valve in each damper raises or lowers fluid pressure based on sensor data, altering fluid flow rates within the tubes and softening or stiffening damping force as road conditions change.

An “Integrated Dynamics System”—Acura’s term for “Comfort, “Normal,” “Sport,” and new configurable “Individual” drive modes—influences things like throttle response, shift points, steering resistance, and damping. There’s subtle difference in driving feel between Comfort and Normal modes, but Sport brings out a clearer change in steering and suspension characteristics—though we wouldn’t go as far as calling the limit of the adaptive damping “race car-stiff” as Acura claims. The car rides quite well, even in Sport, and there’s enough steering feedback for drivers to feel sufficiently in touch with the road below. Handling is good, even in quick corners.

The 2.0-liter turbo 4-cylinder engine generates 272 horsepower at 6500 rpm and 280 lb-ft of torque at 1600-4500 rpm. That’s a little less horsepower than was available from the 3.5-liter V6 in the 2020 TLX Advance, but almost 5 percent more faster-acting torque. The engine is satisfyingly powerful for the vast majority of driving needs with the able assistance of the utterly smooth 10-speed automatic transmission. Sport brings out a clear change in shift points, delaying them to squeeze extra power from each range. The exhaust report can be a little bratty under acceleration, and in those moments undercuts the Acura premium-brand image. TLXs with SH-AWD are rated by the EPA at 21 mpg in the city, 29 mpg on the highway, and 24 combined. When this driver topped off after 64.6 miles, with 48 percent city-style operation, he saw 21.9 mpg.

Naturally, as the king of the pricing hill (at least until the Type S arrives), the Advance has the best of the standard equipment offered in the vehicle line. That includes things like a power moonroof, heated and ventilated front seats, wireless charging, 17-speaker Acura/ELS premium audio, satellite radio, navigation, dual-zone climate control, Wi-Fi hotspot, Apple CarPlay/Android Auto smartphone compatibility, AcuraLink connected services, 7-inch information display in the instrument cluster, collision mitigation and pedestrian detection with emergency braking, adaptive cruise control, lane-departure warning and lane-keeping assist, and blind-spot and rear cross-traffic monitors. Traffic-sign recognition and traffic-jam assist are newly standard for TLXs, too.

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The TLX’s trunk space–13.5 cubic feet–is on par with most class rivals.

Beyond that, the Advance stands out from other models with the adaptive dampers, Pewter Gray Metallic machine finish for its 19-inch alloy wheels, LED puddle lights, power-folding exterior mirrors, rain-sensing windshield wipers, and windshield-wiper deicer. Inside are sport seats with perforated Milano premium leather; 16-way power front seats with power adjustments for lumbar support, thigh extension, and side bolsters; heated steering wheel and rear seats; open-pore wood trim on the console and door panels; head-up warning; surround-view camera system; and a 10.5-Inch head-up instrument display.

An airy, open-feeling cabin provides great driver vision. Attractive and plush front seats are decidedly comfortable. There’s plenty of head- and legroom in front; rear legroom is good but not outstanding, and headroom isn’t as good for tall folks. The big driveline hump rules out a third adult passenger in back. Door tops are thinly padded, but there’s lots of soft-surface material in other places.

I didn’t lose my mind trying to figure out how to input radio presets with the help of the “True Touchpad Interface.” This device is a bit more accurate than something like the late Lexus system—there’s no dragging a fingertip or manipulating a mouse across the active control area while trying to drive—but I still found myself sometimes wondering why a spot on the 10.2-inch display screen was not activating in response to where I thought I was touching the console pad. A padded handrest does a good job of keeping errant mitts from contacting the touchpad and unintentionally changing stations or screen views.

Meet the 2021 Consumer Guide Best Buys

The TLX’s turbocharged 2.0-liter 4-cylinder puts out a healthy 272 horsepower. A high-performance Type S model is set to join the TLX lineup in spring 2021; it will be powered by a 355-hp turbocharged 3.0-liter V6. TLXs with all-wheel drive and the Advance Package come standard with 19-inch alloy wheels on Michelin Primacy all-season tires.

Cabin storage options are varied and usefully sized. Trunk capacity of 13.5 cubic feet is a slight decrease from before. The flat floor narrows quite a bit between the wheel houses. Rear 60/40 seats fold flat, with a smooth transition from trunk floor to retracted seats, but a bulkhead at the threshold constricts the opening somewhat. There’s some hidden storage in a foam organizer under the floor.

The TLX has a record of being Acura’s best-selling sedan. By being its own car for 2021, it should remain a car lots of people will want to own.

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The redesigned-for-2021 TLX wears familiar Acura styling themes, but applies them to striking new long-hood/short-deck body proportions. In addition to its distinctive design, the new TLX offers athletic driving manners, a very nicely finished cabin, and a generous list of tech-forward features–it continues as a Consumer Guide Best Buy this year.

(Click below for enlarged images)

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2021 Acura TLX Gallery

2021 Acura TLX

Written by: The Daily Drive staff on December 11, 2020.

Test Drive: 2020 Rolls-Royce Dawn Black Badge

2020 Rolls-Royce Dawn Black Badge in Jubilee Silver

2020 Rolls-Royce Dawn Black Badge

Class: Premium Large Car

Miles driven: 213

Fuel used: 14.5 gallons

Real-world fuel economy: 14.7 mpg

Driving mix: 45% city, 55% highway

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

CG Report Card


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

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

Big & Tall Comfort

Big Guy	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	593-hp 6.6L
Engine Type	V12
Transmission	8-speed automatic
Drive Wheels	Rear-wheel drive

Fuel type: Premium gas required

Base price: $356,500 (not including $2750 destination charge)

Options on test vehicle: Black Badge Package ($50,000), Bespoke Interior ($5600), Rolls-Royce Signature Package ($11,275) Mandarin-color top ($5425), Mandarin-color pinstripe applied to wheel centre ($2400), single Mandarin-color coachline pinstripe ($1775), Aero Cowling rear-seat tonneau cover ($25,750), RR embossing to interior door panels ($1975), Selby Grey seat-piping accents ($3175), Driver Assistance 3 Package ($8325), Gas Guzzler tax ($2600)

Price as tested: $477,550

Quick Hits

The great: Top-of-the-heap luxury; built-to-order customizability; serene ride quality

The good: Generous front-seat space; smooth, abundant power from V12 engine

The not so good: Prices fit for royalty; voracious thirst for premium fuel; cramped trunk space for a vehicle this large

Check out our Premium Large Car Best Buys

John Biel

There are, we imagine, strange elements to just about any occupation, tasks that people need to perform that seemingly defy reason, and only on reflection do they get to ask, “Did I really just do that? For money?”

For a Consumer Guide Automotive editor, this “what just happened here?” sense hits whenever something like a 2020 Rolls-Royce Dawn convertible shows up outside the building. Admittedly, there are few cars like it, and that’s the point. We’ll get 100 or more review vehicles a year through Consumer Guide Supreme World Headquarters, so we’re certainly comfortable discussing the features and performance of cars and trucks that Americans purchase by the tens of thousands. Throw a Roller in the mix, however, and it makes you question what you’re doing.

Our Dawn test vehicle was equipped with the $50,000 Black Badge package (which includes blacked-out body trim) and the $25,750 Aero Cowling rear-seat tonneau cover, which includes built-in lockable storage compartments.

Whenever this happens—and it does now and then—we’re out of our comfort zone. Off the bat, the sums involved are staggering relative to the many vehicles we review—even some of the true luxury products. With jaws hanging open, we can’t help staring and pointing at . . . that price: $361,850 (with delivery and $2600 Gas Guzzler Tax), and that’s just for starters. We can’t resist remarking that a single option, a removable “aero” tonneau cover over the rear seats that creates a two-seater look, costs more than an entire Volkswagen Golf TSI, or that the fee for the Black Badge décor-and-performance package that gives the test car its identity would cover a fantastic wedding present for your favorite young couple—two Golf TSIs. We look at the fuel-economy portion of the window sticker and are amazed to the point of amusement at the note that says a Dawn owner is projected to spend $10,000 more in fuel over five years than the owner of “the average new vehicle,” this after having parted with $477,550 to get the car in the first place.

More Rolls-Royce news and reviews

Modern-day Rolls-Royce interiors do a nice job of balancing technology and tradition by offering current convenience features with classic-style switchgear and detailing. “Technical Fibre” carbon-fiber trim inserts take the place of the expected exotic-wood trim, and that Mandarin color is used liberally–even on the convertible top (see gallery below).

All of our unseemly talk of money certainly marks us as being from the “if you have to ask, you can’t afford it” side of the tracks. Wouldn’t someone more—shall we say—familiar with this type of car be better suited to critique it? Perhaps. The thing is, people who fit that description sure as heck don’t work as Internet auto writers (if they have to work at all). It falls to us then.

Even figuring out what to say about the Rolls-Royce Dawn seems to defy sense and meaning. If we roll up our sleeves and dive in to the normal type of CG review, we’ll inevitably mention the smooth but strong 6.6-liter V12 engine, the serene ride quality, and the exceptional materials and fit and finish. But saying so almost seems unnecessary, because 478 grand. We often make judgements on performance and value between the vehicles we review for the benefit of readers who may be weighing a buying decision, but what’s the competitive set for the Rolls, a brand that Automotive News reports sold 1320 cars in the U.S. in 2019? Plus, the world being what it is, we can’t imagine that even the most awed review we could give the Dawn is going to turn the head of the shopper looking for “the one” among the 19 compact SUVs on the market.

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All Dawns have rear-hinged doors that power open or closed–which is good, because the open doors’ handles are a bit hard to grab when seated. Eye-grabbing Mandarin orange leather upholstery is available as part of the $5600 Bespoke Interior package. Both doorjambs have a built-in umbrella that pops out at the press of a button.

All things considered, then, about all we can do is enjoy the ride in something from outside the routine. The 2020 Black Badge is even further “outside” than the last Dawn we briefly drove in 2017.

The Black Badge package renders the car’s body moldings and classic grille in gloss black, with the hideaway “Spirit of Ecstasy” hood ornament in a dark-chrome finish. Wheels are a carbon/alloy composite, 21 inches in diameter. The interior sports light-gray contrast stitching and “RR” monograms in the headrests of the sumptuous natural-grain leather seats (ventilated in front), with technical-fiber trim in place of wood on the dashboard, doors, and console. Meanwhile, a sport exhaust and engine output raised by 30 horsepower make this a slightly less-sedate Rolls-Royce.

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The Dawn’s powerplant is suitably regal and powerful–a BMW-built 6.6-liter V12 that puts out 593 horsepower in Black Badge form. The “RR” badges in the center of the 21-inch carbon/alloy composite wheels are always upright; they’re fixed to the hubs, so they don’t turn with the rest of the wheel. The hand-painted Mandarin orange pinstripe applied to the wheel centers is a $2400 option, and the matching coachline (beltline) pinstripes are another $1775.

Pumped up to 593 horsepower—but with the same 605 lb-ft of torque as in the standard-tune engine—the twin-turbocharged BMW V12 makes the big convertible a little speedier but no noisier, and no less smooth. The utterly unobtrusive 8-speed automatic transmission helps there. The Black Badge engine loses one mpg in EPA highway-mileage ratings, slipping to an estimated 18, but city and combined projections stay the same at 12 and 14 mpg, respectively. CG’s 213-mile test with approximately 45 percent city-style operation worked out to 14.7 mpg.

As expected for a car of this size and purpose, ride is better than handling. It veritably swallows surface irregularities such as railroad tracks with electronic variable damping and rear self-leveling air springs. However, steering is on the slow side, so cornering response is somewhat laggard.

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A power-retractable Spirit of Ecstasy hood ornament is standard, and it too gets the Black Badge dark-finish treatment.

None of that will bother a driver and up to three additional passengers on an open-road cruise, however. All occupants enjoy ample legroom, and good headroom under the raised top. With the top down, front passengers experience little wind buffeting. Our Black Badge test car was considerably more vibrant than our ’17 Dawn, with orange Mandarin upholstery, body striping, and even convertible top (over a Jubilee Silver body). The cabin glistens with many chrome highlights. Switchgear is tight yet effortless to operate. BMW’s iDrive with central control from the console serves as the infotainment system—with the attendant complication. Four-zone climate control is managed by rotating dials for fan speed, waferlike dials for temperature settings, and tiny buttons for things like seat heaters and defrosters.

With the kind of power and luxury built into a Rolls-Royce Dawn, there’s certainly nothing hard about driving one. That’s cushy duty. It’s just a little tough to comprehend, though.

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If the 2020 Rolls-Royce Dawn were a gourmet meal, it would be a decadent feast where highly skilled chefs used all the sugar, butter, salt, and red meat they wanted. It’s pure automotive luxury and indulgence–with a price tag to match.

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2020 Rolls-Royce Dawn Black Badge Gallery

Rolls-Royce Dawn Black Badge

Written by: The Daily Drive staff on October 29, 2020.

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