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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.

Test Drive: 2020 BMW M8 Competition Convertible

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.

Test Drive: 2020 Mercedes-AMG GT C Roadster

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.

Test Drive: 2021 Lexus LC 500 Convertible

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.

Forgotten Concept: Chrysler Imperial

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.

Click below for enlarged images

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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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First Spin: 2021 Cadillac Escalade

2021 Cadillac Escalade Platinum in Crystal White Tricoat

Cadillac’s trademark “Standard of the World” tagline was first employed by the luxury brand after winning the 1908 Dewar Trophy, an honor presented by Britain’s Royal Automobile Club to recognize carmakers for “furthering the interests and advancements of the industry.”

More Consumer Guide First Spins

Though use of the Standard of the World slogan has lapsed from time to time over the past century, Cadillac’s marketing team has kept the familiar words handy, applying them mostly to print advertising at irregular intervals.

Measuring in at 211.9 inches, the standard-length 2021 Escalade is 8 inches longer overall than the previous-gen model.

Sadly, it has been several decades since anyone would claim with any degree of sincerity that Cadillac was, indeed, the Standard of the World. One reason for this is that Cadillac is now positioned as a mainstream premium brand, generally priced and cross-shopped against products from Lincoln and lower-priced offerings from the likes of BMW and Mercedes-Benz. This puts Cadillac in a difficult place from which to make claims of absolute global superiority. Additionally, a generation of lackluster product offerings, including most models designed and sold in the Eighties and Nineties, did considerable damage to Cadillac’s reputation.

At least initially, the first Escalades seemed poised to be another blight on Cadillac’s good name. Though a sales success from its inception in 1998, the big, brash, overtly trucky Escalade was initially regarded by the automotive media—and much of the buying public—as a cheap, easy, and cynical way for Cadillac to cash in on America’s budding hunger for SUVs.

Test Drive: 2017 Cadillac Escalade

Given the plethora of available features, the Escalade’s control layout is laudably simple. Drivers unwilling to use the infotainment touchscreen may avail themselves of the rotary controller located aft of the shift lever on the center console, which can be used for most infotainment functions instead.

Literally a re-trimmed Chevrolet Tahoe with an upscale price tag, the chrome-laden Escalade became a rolling tribute to indulgent living and was quickly embraced by both hip-hop culture and spend-happy suburbanites. Any concern regarding the impact of selling a giant, fuel-thirsty, arguably garish SUV to Cadillac’s reputation as a purveyor of refined luxury vehicles became moot as the Escalade quickly became the single most profitable vehicle in the entire General Motors lineup.

Test Drive: Lincoln Navigator Reserve

The Escalade’s massive OLED dash display screen is notable for its image clarity (twice the pixel density of a 4K TV, according to Cadillac) and for being the first curved LED display used in an automobile.

Funny thing about the Escalade, though: With each new generation, the big Cadillac became less and less a showroom sore thumb, and more the core element by which the brand was defined. Though the Escalade is still closely related to the Chevrolet Tahoe—and Chevy Suburban, as well as the similar GMC Yukon and Yukon XL—Cadillac designers have taken care to see that the Escalade stands alone among GM’s big trucks, by giving it unique interiors, more powerful standard engines, and the sort of premium features that customers would expect to find on true luxury vehicles. And now that crossovers and SUVs account for roughly two thirds of all light-duty vehicle sales, the Escalade seems exactly like the kind of thing you might find at an American luxury-vehicle dealership.

First Look: Jeep Grand Wagoneer Concept

There’s big-adult-friendly space in the second-row seats, which also flip forward for access to the third row.

And, as this is published, Cadillac dealers are welcoming the first wave of fifth-generation Escalades into their showrooms, likely encouraged by the seemingly countless advancements and new features the big profit generator boasts. More importantly, perhaps, the 2021 Escalade represents Cadillac’s best effort in at least a generation to produce a vehicle that is arguably best in class.

The Escalade, like its downmarket Chevrolet and GMC cousins, is a larger vehicle for 2021. The standard-length Escalade rides on a 120.9-inch wheelbase and measures 211.9 inches long overall—respectively, that’s 4.9 inches and 8 inches longer than the previous-gen model. The long-wheelbase Escalade ESV now rides on a 134.1-inch wheelbase (up 4.1 inches) and stretches 227 inches overall (up 2.7 inches). Both variants are now 2.4 inches taller as well.

First Spin: 2021 GMC Yukon

The Escalade’s wheelbase stretch for 2021 greatly improves passenger space in the third-row seats–legroom grows by 10 inches.

The added length pays off in terms of passenger room and comfort. Except for front-row head- and legroom, both of which decline by less than an inch for 2021, passenger room is more generous. Standard-length Escalades now boast up to 42 inches of second-row legroom (a 3-inch improvement) and 35 inches of third-row legroom (up 10 inches.) The ESV shares the standard-length Escalade’s second-row dimensions, but boasts 37 inches of third-row legroom, up 2 over the ’20 ESV.

Predictably, cargo volume has expanded for 2021 as well. The big news (pun intended) is the added cargo volume aft of the third-row seatbacks. Standard-length models now accommodate up to 25.5 cubic feet of stuff (up from 15.2), and ESVs up to 42.9 feet (up from 39.3).

Also new for 2021 is Escalade’s rear suspension. Replacing the previous generation’s solid-axle/coil-spring arrangement is a sophisticated independent multilink system which, in part, allowed Cadillac to lower the cargo-area load floor, creating some of that additional cargo space discussed above.

Returning for 2021 is GM’s Magnetic Ride Control (MRC) adaptive suspension system. Found also on other GM vehicles (including the Chevrolet Corvette), MRC uses sensors to “read” the road and make real-time shock-absorber adjustments accordingly. The MRC is supplemented on higher trim levels by Cadillac’s new Air Ride Adaptive Suspension, which, among other functions, lowers the vehicle for easy entry and exit, and raises the vehicle for added off-road clearance when needed.

Also returning for 2021 is Escalade’s burly 6.2-liter V8, which is again rated at 420 horsepower and 460 lb-ft of torque. Newly optional is a 3.0-liter turbodiesel six, which is rated at 277 horsepower and matches the V8 exactly for torque. Both engines mate to a 10-speed automatic transmission and a limited-slip rear axle, and offer available all-wheel drive. The EPA rates Escalades equipped with the V8 engine at 15 mpg in the city, 20 on the highway, and 17 combined. Those numbers each drop by one on AWD models. Diesel-engine estimates are not yet available.

Test Drive: 2020 Infiniti QX80 Limited

The new Escalade marks the first time AKG–a maker of high-end microphones, headphones and audio systems–has ventured into automotive audio. A 12-speaker system is standard, and a 36-speaker system is available.

If you’ve heard any of the buzz preceding the launch of Caddy’s new big rigs, you’ve liked heard about the “OLED” curved instrument panel. The OLED (Organic Light Emitting Diode) screens cover a whopping 38 inches of dashboard space, and include a trip-computer panel to the left of the instrument panel, the instrument panel itself, and the console infotainment screen in what looks convincingly like a single flowing panel. The “organic” part of OLED is the curve of the panels, which wrap gently around the driver, providing better sightlines and arguably easier touch operation. Per Cadillac, the Escalade is the first vehicle to employ a curved LED panel.

All of this tech is used to good effect. Cadillac boasts that the resolution of the OLED display is sharper than that of a 4K TV, a claim which seems reasonable to us; the screens also seem nearly impervious to washing out in bright sunlight.

The infotainment-touchscreen look and operation will feel familiar to anyone who has experienced either earlier versions of Cadillac’s CUE operating system or Apple CarPlay. For drivers unwilling to smudge the touchscreen, a BMW iDrive-like rotary knob can be employed for most functions instead.

Quick Spin: 2020 Ford Expedition MAX Platinum

As expected, the Escalade offers excellent cargo space, and it’s especially improved in the regular-length models for 2021. There’s 25.5 cubic feet behind the third row, 72.9 behind the second row, and 121.0 behind the first row.

It’s the huge instrument panel (IP) which impresses most. The IP can be used in any of four modes, two of which present various combinations of information. Another appears as a conventional gauge cluster, including a large, round speedometer. The fourth mode allows the driver to view the same navigation-screen map as displayed on the main infotainment screen, but at a different scale—which proved surprisingly handy when this editor chose to sneak through a subdivision in search of a shortcut around traffic during one especially challenging commute.

Quick Spin: 2020 Nissan Armada Platinum

The right-side cargo-area wall is home to a handy electrical outlet, seat-back-fold release-latch buttons for the second-row seats, and power folding/raising buttons for the third-row seats.

Also available is Augmented Reality Navigation, which displays a forward-facing camera view on the IP screen and overlays the real-time video image with graphic—and very easy to follow—navigation arrows and prompts. This can be especially helpful when trying to determine what lane on the highway to stay in, or which off-ramp to take. The Augmented Reality system can also be handy when driving directly into the sun, as the filtered image is free of haze and glare.

Other controls are largely convenient and easy to manipulate. Kudos to Cadillac for keeping the console area clean and uncluttered.

Speaking of the interior, Consumer Guide’s access to the new Escalade thus far has been limited to a standard-length Platinum model with 4WD. The top-line trim level’s cabin presents well, with plenty of high-grade leather, luxurious-looking real-wood trim, and tastefully applied bright accents. We did notice a few spots—the lower seat sides when viewed from outside the truck—where some materials cost-cutting seems to have taken place, but from a seated position in the vehicle, the cabin looks, well, world class.

On the road the V8 engine shines, providing plenty of power and working well with the polished 10-speed automatic transmission. The once-prominent exhaust note seems to have been squelched a bit for 2021—though a welcome burble can he heard when taking off from a stop, or when passing or merging. Otherwise, the Escalade cabin is impressively quiet; in fact, it is among the quietest vehicles we’ve reviewed in some time.

Test Drive: 2019 BMW X7

It took us a minute to find the Escalade’s power-rear-liftgate button–it’s “hidden” in the Cadillac crest badge.

Ride quality, too, is impressive. The Escalade offers four drive modes: Tour, Sport, Off-Road, and Tow/Haul. Tour is the default standard mode, and in this setting the Escalade’s ride quality is sublime. Selecting the Sport mode firms things up a bit, with little detriment to ride quality. In Sport mode, the Escalade is surprisingly easy to hustle through traffic, and the reduced lean in corners is welcome. We would be loath to suggest this big Caddy is actually sporty, but it gets around well given its mass. We suggest keeping the Escalade in Sport mode until you hit the highway, and falling back to Tour mode for optimal ride comfort. Note that our experience is limited at this point to an Escalade equipped with the Air Ride Adaptive Suspension. We hope to report on a less-well-equipped example sometime soon.

The Escalade list of safety and driver assistance features is almost too long to list, but in addition to the expected features are front pedestrian detection and braking, rear pedestrian alert, automatic emergency braking, rear camera mirror, rear cross-traffic alert, lane-change alert with blind-spot alert, and lane-keep assist with lane-departure warning. Also, a high-definition surround-view camera can be activated at any time to assist with low-speed, tight-spot maneuvering.

Cadillac’s enhanced Super Cruise semi-autonomous driving system will also be available on the 2021 Escalade, but was not included on our test truck. You can read about our experience with an earlier version of this system here.

Cadillac claims it has largely held the line on Escalade pricing, but that doesn’t prevent us from wincing a little when reading the window sticker. The Escalade is offered in five trim levels for 2021: Luxury ($76,195), Premium Luxury ($82,995), Sport ($85,595), Premium Luxury Platinum ($99,995), and Sport Platinum (also $99,995). All of these starting prices are sans options and the $1295 destination charge.

Test Drive: 2018 Cadillac CT6 with Super Cruise

The Escalade’s standard 6.2-liter V8–which is essentially carried over from the previous-gen model–is rated at a healthy 420 horsepower. Twenty-two-inch 10-spoke polished wheels are standard on the Premium Luxury Platinum.

For each trim level, moving to the long-wheelbase ESV adds exactly $3000 to the bottom line; adding all-wheel drive also tacks on a $3000 premium. The Sport models are new for 2021; they don’t include any performance upgrades, but do add specific trim elements such as a unique mesh grille texture, black grille surround, and black bodyside moldings.

Consumer Guide’s well-equipped 4WD Platinum came to $110,565. For the record, we averaged a reasonable 17.7 mpg in a test that consisted of a slight majority of highway driving. So, we were right on par with the Escalade’s EPA-estimated economy.

A quick note about the new AKG audio system: We’re not audiophiles, but to this editor’s ears, this is one of the best car-audio systems currently available. Note that we’ve only been exposed to the top-line 36-speaker Studio Reference system, and not the standard 19-speaker arrangement found in lower trim levels.

So, is Escalade the large-luxury-SUV Standard of the World? Having spent little time with SUVs such as the Bentley Bentayga and Rolls-Royce Cullinan, we’re not entirely comfortable passing that judgement. That said, the 2021 Escalade is certainly the vehicle in Cadillac’s lineup most worthy of a “best-in-class” nomination.

The new Escalade is certainly everything returning shoppers could want in a huge Cadillac SUV. For 2021, the truck is now brimming with high-tech features and a heightened level of refinement that may well lure European big-truck intenders out of their rides. Color us impressed.

Quick Spin: 2020 Cadillac XT6 Sport

The redesigned-for-2021 Escalade brings a whole new level of technology, luxury features, and all-around refinement to Cadillac’s biggest, bling-iest SUV.

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2021 Cadillac Escalade Platinum Gallery

2021 Cadillac Escalade

Written by: Tom Appel on October 19, 2020.

Test Drive: 2020 Volkswagen Golf TSI

2020 Volkswagen Golf TSI in Tungsten Silver Metallic

2020 Volkswagen Golf TSI

Class: Compact Car

Miles driven: 468

Fuel used: 13.2 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	B
Tall Guy	B

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

Drivetrain
Engine Specs	147-hp 1.4L
Engine Type	Turbo 4-cylinder
Transmission	6-speed manual
Drive Wheels	Front-wheel drive

Real-world fuel economy: 35.3 mpg

Driving mix: 35% city, 65% highway

EPA-estimated fuel economy: 28/36/31 (city, highway, combined)

Fuel type: Regular gas

Base price: $23,195 (not including $920 destination charge)

Options on test vehicle: none

Price as tested: $24,115

Quick Hits

The great: Ride and handling balance; logical control layout; quick, responsive steering; excellent manual transmission and shifter

The good: Interior materials and assembly quality; passenger and cargo space

The not so good: Rear corner visibility; only one trim level available for 2020

More Golf price and availability information

John Biel

The Volkswagen Golf gives off the impression that it’s about to skip town in a hurry. For 2020, it has gotten rid of a few things it can’t carry—wagons, electrics, and the high-performance R model—and it has stuffed all it can hold into one bundle, a new TSI. Listen . . . is that the back window to the fire escape being raised?

The lovable little hatchback that first appeared in America 45 years ago as the Rabbit sure seems destined to jump a midnight freight to parts unknown. While VW has introduced an all-new eighth-generation Golf, the company hasn’t yet confirmed that it will offer that car in the U.S., save for the sporting, popular GTI (which also continues for ’20) and perhaps a revived Golf R.

The Golf’s clean, European styling gives it an upscale feel and helps is stand out in the mainstream compact-car class. Standard features include automatic headlamps with LED running lights, LED taillights, and heated power mirrors.

In 2019 the “basic” Golf came in S and SE trim levels. The TSI that Consumer Guide editors tested is something of a cross between them. Though priced less than a ’19 SE, the TSI—which starts at $24,115 with delivery—salvages some of its standard features, including 16-inch alloy wheels, heated washer nozzles for the rain-sensing windshield wipers, panoramic sunroof, leatherette upholstery, heated front seats, and “KESSY” keyless entry and starting. Plus, the ’20 Golf comes with an updated VW Car-Net telematics system and the addition of Wi-Fi capability.

The Golf boasts a sporty, straightforward dashboard layout with simple, easy-to-use controls. A slick-shifting 6-speed manual transmission is standard; an 8-speed automatic is an $800 option.

Other standard equipment is like what was found on the 2019 Golf S. Unfortunately, that includes the lesser of the audio systems, the 6-speaker Composition with a 6.5-inch color touchscreen, AM/FM radio, and a USB port. The remainder consists of automatic halogen headlights, LED taillights, heated power-adjusted side mirrors with integral turn signals, an adjustable cargo floor, manual climate system, leather-wrapped sport steering wheel and gearshift knob, tilt/telescoping steering column, 6-way partial power-adjustable front seats, adjustable console armrest, twin illuminated visor vanity mirrors, multifunction trip computer, Bluetooth audio streaming for compatible devices, three 12-volt power outlets, forward-collision warning, autonomous emergency braking, blind-spot alert, and rear cross-traffic alert.

First Look: 2021 Mazda 3

Though the Golf is essentially a mono-spec car for 2020, that single trim level comes well-equipped, with a nicely finished cabin. Standard features include leatherette upholstery, heated front seats, and a panoramic sunroof. Rear seat space is decent for the class–average-size adults can fit, though legroom can be tight behind a tall front-seater.

Power comes from the 147-horsepower turbocharged 1.4-liter 4-cylinder engine that was new to the Golf in 2019. With its peak 184 lb-ft of torque on duty at just 1400 rpm, the engine shakes off a momentary breath of turbo lag for lively street driving. It’s a fairly quiet mill, even in sustained highway cruising, but a little short on passing power. The test car was equipped with the 6-speed manual transmission that is standard but can be replaced by an extra-cost 8-speed automatic. The only problem with the happily cooperative manual was a squeaky clutch pedal that whistled a little “wee-ooo” whenever it moved in either direction. EPA fuel-economy estimates for this powerteam are 28 mpg in city driving, 36 mpg on the highway, and 31 combined, but this driver recorded 43.6 mpg upon filling up after a 74-mile stint with 55 percent city-type operation.

Weighing in at just 2939 pounds (with the manual trans), the TSI’s handling remains as nicely nimble as any recent Golf, especially around town. Steering is easy and quickly responsive, and cornering lean is well managed. The ride from the fully independent suspension is compliant without totally sacrificing the firm ride familiar in European cars, and braking is good.

Quick Spin: 2020 Mazda 3 Hatchback

The Golf’s hatchback body layout provides fine cargo versatility–there’s 17.4 cubic feet of cargo space behind the back seats, and 53.7 cu. ft. when the rear seatbacks are folded down.

Throughout its history, the Rabbit/Golf has delivered impressive roominess for a small car. The seventh-generation job, which dates to 2015, is no different. In back, there is a 17.4-cubic-foot load space on a wide, flat floor that can be adjusted to accommodate taller items. Even at its “normal” level, there’s clearance for broad, flat items to rest atop the spare tire below. Open bins at the rear corners of the cargo hold are handy for containing small incidentals, and one of the electrical inputs is installed in back. Lots more space becomes available when the 60/40-split rear seats are retracted (they fold almost flat); with the front passenger seat pushed forward, this tester was able to fit a window screen that was a little more than 5 feet long in the car. A central pass-through in the middle of the rear seat provides more flexibility.

Front passengers have good head- and legroom, and settle into comfortable and supportive seats. Two adults seated in the rear row will find close but not cramped legroom, plus plentiful headroom. Driver vision is fairly open, save to the rear corners, where the wide roof pillars form a considerable block.

Test Drive: 2020 Nissan Sentra SR Premium

The turbocharged 1.4-liter 4-cylinder puts out 147 horsepower, and provides sufficient acceleration for everyday driving. (Those with a need for more speed should check out the performance-oriented Golf GTI, a perennial Consumer Guide Best Buy in our sporty/performance car class.) Sixteen-inch alloy wheels are standard equipment.

The dashboard and front doors present considerable soft, pliable surfaces, though rear door panels are topped by grained plastic. Storage pockets in all four doors have a flocked lining, an uncommon touch at this price level. Other cabin storage facilities are a big glove box, a tiny console cubby, a small covered bin with the USB port at the front of the console, a pull-out tray to the left of the steering column, and a pouch on the back of each front seat. Exposed cup holders reside in the console and the pull-down armrest in the center of the rear seat. Yes, the Golf infotainment system is much more basic than those of many rivals, but it is very easy to use and it has Apple CarPlay/Android Auto smartphone compatibility. The climate system is similarly direct: Three convenient dials set temperature, fan speed, and mode, and a small cluster of buttons handle anything else.

Affordable, functional, and generally fun to drive, a car like the Golf would be sad to lose if it takes a powder. Maybe we should keep a light in the window.

Test Drive: 2019 Kia Forte EX

The current-generation Golf is pretty much at the end of its road. An all-new eight-generation Golf has launched in Europe, but sadly, it appears unlikely that the main-line, non-performance models will come to the U.S.

Check out the Consumer Guide Car Stuff Podcast

2020 Volkswagen Golf Gallery

2020 Volkswagen Golf

Written by: The Daily Drive staff on August 27, 2020.

Here’s Every Bonneville Speed Week Photo Gallery We’ve Got From 2020! Check Them All Out Here!

Aug 15, 2020Chad Reynolds1320 Spotlight, Apex Spotlight, BangShift Galleries, Event Coverage, Gallery, LAND SPEED RACES, Land Speed Races, XL Gallery, XL Spotlight

Bonneville Speed Week 2020 is in the books, with George Poteet and the Speed Demon team once again taking home the Hot Rod Trophy, which is impressive as hell considering the challenging conditions at Bonneville National Speedway this year. With this year’s strange climate of COVID and everything else, the number of cars and fans at Speed Week was definitely down, but that might have been a blessing for some as the number of cars going down the race track each day meant it probably stayed in better shape than it would have otherwise. And even though Speed Demon is full of the latest and greatest technology, including very effective traction control, you can’t go down a marginal track as fast as a good one. Period. Traction control doesn’t make you fast, it just helps refine the power a little in the tougher spots.

Don’t for a second think that all our coverage was of Speed Demon though, we’ve got jillions of photos of hot rods, customs, race cars, and more on the salt, and it doesn’t matter what you like you are going to find it in one of these cool photo galleries.

CLICK ANY ONE OF THE PHOTOS BELOW TO GO TO THE GALLERY IT IS FROM.

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Test Drive: 2020 BMW 840i Coupe

2020 BMW 840i Coupe in Aventurin Red Metallic (a $1950 option)

2020 BMW 840i Coupe

Class: Premium Sporty/Performance Car

Miles driven: 251

Fuel used: 8.9 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	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	335-hp 3.0-liter
Engine Type	Turbo 6-cyl
Transmission	8-speed automatic
Drive Wheels	RWD

Real-world fuel economy: 28.0 mpg

Driving mix: 45% city, 65% highway

EPA-estimated fuel economy: 23/30/25 (city, highway, combined)

Fuel type: Premium gas recommended

Base price: $87,900 (not including $995 destination charge)

Options on test vehicle: Aventurin Red Metallic paint ($1950), Driving Assistance Package ($1100), Drivers Assistance Pro Package ($1700), M Sport Package ($4850), Comfort Seating Package ($500), 20-inch M V-spoke wheels with run-flat tires ($1300), Integral Active Steering ($1150)

Price as tested: $101,445

More 8-Series price and availability information

Quick Hits

The great: Classy cabin; confident 6-cylinder power with surprisingly good fuel economy for a high-dollar grand touring coupe

The good: About as agile as a big, heavy luxury coupe can get

The not so good: Rear seat is too small for most passengers–even kids; this “budget” 6-cylinder model can still be optioned past the 6-figure mark

John Biel

BMW planted a seed in 2019, and now the 8-Series seems to have reached full bloom in 2020.

The premium sporty/performance replacements for the 6-Series coupe and convertible launched in V8-and-all-wheel-drive M850i xDrive form. The new model year brings a Gran Coupe sedan, high-performance M and M Competition versions of all three body styles, and 6-cylinder 840i variants with the choice of rear- or all-wheel drive. Consumer Guide got its first taste of the 8-Series six in an 840i coupe, an $88,895 car (with delivery) that topped out at $101,445 with options.

The 8-Series Coupe’s bodywork is sexy and sleek in the best grand-touring tradition, and despite the extra-rakish roofline, rearward visibility is better than in some class rivals.

Displacing 3.0 liters and rated at 335 horsepower, the turbocharged straight six is a familiar sight under the hoods of current BMWs. It is famously smooth and flexible in tandem with the fine standard 8-speed automatic transmission. With 368 lb-ft of torque that peaks at 1600 rpm and sticks around to 4500 revs, the 840i puts a shoulder into its work right away and keeps pushing for effortless acceleration. BMW states the 840i coupe will go from rest to 60 mph in 4.7 seconds—and buyers willing to shell out $2900 more for xDrive all-wheel drive can cut that to 4.4 seconds. Moving from the default “Comfort” drive mode to “Sport” or “Sport+” sharpens the throttle’s reflexes a little bit, and alters the transmission shift timing, but there’s already enough confident, quiet power in the base setting.

Quick Spin: 2019 Lexus LC 500

Our test vehicle came outfitted with “Cognac Extended Merino Leather,” a no-cost option that added to the regal interior ambiance. Seats are long-haul comfortable but they’re set low, so entry and exit is a “drop-in/climb-out” affair.

As for fuel economy, the EPA figures the rear-drive 840i for 23 mpg in the city, 30 mpg on the highway, and 25 in mixed driving. This driver’s limited test—68 miles; 35 percent city-type operation—averaged 25.7 mpg, but CGers’ aggregate mileage crested 28 mpg.

All 8-Series cars share a basic platform, even if that other “coupe” in the family is 9.1 inches longer (on a 7.9-inch-longer wheelbase), 1.4 inches wider, and 2.3 inches taller than its 2-door sibling. That includes aluminum-member multilink independent suspensions at either end.

Test Drive: 2019 BMW M850i Convertible

The center console is home to drive-mode buttons, an electronic parking brake, and the control knob for the iDrive interface. Climate controls are fairly straightforward, and the extra-wide infotainment screen is a plus.

While too big and too heavy—listed curb weight is 3933 pounds—to deliver sports-car agility, the 840i nonetheless responds alertly to steering inputs, a sensation that comes up a notch in the Sport settings. Also on hand to help is rear-wheel Integral Active Steering, included with xDrive but an $1150 option that was added to our test car. An M Sport differential is included to aid traction. Body motion is well controlled in lane changes and cornering. Meanwhile, the suspension steps smartly over road imperfections, recognizing their presence but denying them the opportunity to disrupt cabin calm. Coasting along on the highway, even an overworked urban expressway, the touring is grand.

Test Drive: 2019 Mercedes-Benz AMG CLS53

There’s a respectable 14.8 cubic feet of cargo space in the 8-Series coupe’s trunk, although the aperture is a bit on the small side.

The 2-door models in the 8-Series range are effectively 2+2s with a back seat that’s better suited for additional cargo space than it is for more companionship. A sharply receding roofline and rear seat cushions that can nearly touch the front seats see to that. (No adult—probably no person—could have sat behind this 5-foot-10.5-inch reviewer where he had the driver’s seat set.) The fortunate two up front are privy to good legroom on comfortable, cosseting heated Merino-leather seats with cushion extenders. Rear roof pillars are commendably thin, and help to maximize over-the-shoulder vision for the driver. Slope-roof coupe designs sometimes result in mail-slot rear-window views, but the 840i’s rear aspect is a bit more open than most.

Regardless of body style, 8s have the same instrument panel. Controls start with “Live Cockpit Professional,” BMW’s combination of a 12.3-inch digital instrument cluster and a 10.25-inch centered screen for the iDrive 7.0 infotainment system, including navigation. Voice commands, touchscreen contact, or remote control from a dial on the console work the system. While the current iDrive is more intuitive to use than earlier iterations were, it remains somewhat complicated, and the remote is a distraction when used on the go. Connectivity needs are treated with standard Apple CarPlay smartphone compatibility, wireless charging, and a Wi-Fi hotspot are included, too.

Test Drive: 2019 Land Rover Range Rover Sport SVR

The 840i’s gutsy 335-hp 6-cylinder feels even stronger than its horsepower rating would suggest, and delivered fine fuel economy in our tests. Even with the optional 20-inch wheels on run-flat tires, the ride was commendably absorbent.

Additional built-in luxuries are a heated steering wheel and door armrests, 14-way power-adjustable front seats, remote engine start, keyless entry and starting, Harman Kardon surround-sound audio, and satellite radio. Connected Package Pro adds real-time traffic information and BMW Remote Services telematics. The Active Guard system includes safe-driving aids such as front-collision warning and city-collision mitigation, but blind-spot detection and lane-departure warning are part of the Driving Assistance Package option that contributed $1100 to the total cost of the test car.

Interior storage options include a large glove box and a console box with a split-top lid that is hinged at the sides to allow entry from either seating position. There are long door pockets and twin covered cup holders in the console. Trunk space is serviceable, certainly roomy enough for weekend-getaway luggage, and the 60/40 rear seats fold flat to extend the load floor.

The BMW 840i is a sophisticated yet still fun-to-drive expression of a premium sports coupe, and further evidence of how the 8-Series has blossomed.

Garage Space: 25 Late-Model Collectible Cars

Plus-size luxury/sport coupes are among the more decadent vehicles around, but the BMW 840i Coupe delivers satisfying acceleration AND decent fuel economy. And if you’re careful with options, you can stay under six figures.

Check out the Consumer Guide Car Stuff Podcast

BMW 840i Coupe

2020 BMW 840i Coupe

Written by: The Daily Drive staff on May 28, 2020.

First Look: 2021 Toyota Venza

2021 Toyota Venza

With its new midsize crossover scheduled to arrive in showrooms in a couple months or so, and the 2020 New York Auto Show currently postponed from its original April date to the end of August, Toyota shifted plans and revealed its all-new 2021 Venza SUV via a “Spring New Product Showcase” online broadcast today.

2021 Toyota Venza

If the Venza name sounds familiar, it should. The moniker was previously applied to a midsize crossover that Toyota sold in the U.S. for model years 2009 through 2015. That Venza was a bit more carlike than the crossover revealed today, but still along the lines of 5-passenger crossover rivals such as the Ford Edge and Nissan Murano.

2021 Toyota Venza

The 2021 Venza presents more like a conventional crossover, and will slot in Toyota’s SUV lineup between the compact RAV4 (which was redesigned for 2019) and Highlander 3-row midsize SUV (which was redesigned for 2020). At 186.6 inches in overall length, the Venza is about 5 inches longer than the RAV4, and 8 inches shorter than the Highlander. The Venza’s 105.9 wheelbase is the same as the RAV4.

Design-wise, the Venza is less utilitarian-looking than the RAV4, employing a more sweeping, aerodynamic silhouette than its smaller sibling.

Test Drive: 2019 Toyota RAV4 Adventure

2021 Toyota Venza

Venza will be offered in LE, XLE, and topline Limited Trim levels. A 12.3-inch touchscreen is the central focal point in XLE and Limited cabins, and the infotainment system is Amazon Alexa, Apple CarPlay, and Android Auto compatible. A 10-inch head-up display is also available.

All Venzas come standard with Toyota’s Safety Sense 2.0 suite of safety and driver-assistance features, which includes a pre-collision system with low-light pedestrian and bicycle detection, adaptive cruise control, lane-departure warning with lane-keep assist, automatic high-beam headlamps, and road-sign assist.

First Spin: 2020 Toyota Highlander

Every 2021 Venza will be equipped with all-wheel drive and a hybrid powertrain.

Venza will differ from every other U.S.-maker crossover in that it will be available only as a hybrid and only with all-wheel drive. The powertrain is a 2.5-liter 4-cylinder engine mated to three electric motors and a CVT automatic transmission; total system output is 219 horsepower. Official EPA fuel-economy numbers are not yet available, but Toyota expects Venza to achieve a fuel-economy rating of 40 mpg in combined city/highway driving.

The Venza name was last applied to a midsize Toyota crossover sold in the U.S. between 2009 and 2015.

Like many Toyota models, Venza will be available with three drive modes: Normal, ECO, and Sport. Sport mode will sharpen throttle response, and selecting ECO mode will tune the throttle and climate-control system for optimal fuel efficiency.

A novel available feature is Toyota’s new Star Gaze fixed-glass panoramic roof. The roof uses electrochromic technology to switch from transparent to frosted mode at the push of a button; the frosted mode diffuses direct sunlight, but still brightens the cabin.

The revived Venza joins a host of recently introduced 5-passenger crossovers designed to slot in brand lineups between existing compact and “large midsize” models. That list includes the Chevrolet Blazer (new for 2019), Honda Passport (2019), and Volkswagen Atlas Cross Sport (2020).

Toyota hasn’t yet announced pricing, but expect Venza to split the difference between the RAV4 and Highlander, with a small premium for the standard hybrid drivetrain. We expect the 2021 Toyota Venza to start around $30,000 in LE trim, and a well-equipped Limited to go for around $43,000. The Venza is slated to arrive in showrooms this summer.

Test Drive: 2019 Honda Passport Elite

Available Star Gaze fixed panoramic roof shifts from transparent mode (left) to “frosted” setting at the push of a button.

CG Says:

As we move into the “post-sedan” era, it makes sense that automakers are slotting more crossovers into their product lineups. Toyota’s crossover-SUV menu now includes the subcompact C-HR, compact RAV4, 5-passenger midsize Venza, and 3-row midsize Highlander. Plus, a crossover that will slot between the C-HR and RAV4 is said to be in the works.

As the base-price gap between the RAV4 and Highlander is almost $10,000, there is plenty of market space for the Venza, though we don’t expect it to sell nearly as well as the RAV4 and Highlander. For comparison, Chevrolet’s new Blazer accounted for a respectable 60,000 sales in 2019. Solid as that figure is, it is well below the same-year output of Chevy’s 3-row midsize Traverse (150,000), and considerably below the compact Chevy Equinox (350,000).

We expect the Venza to play a similar role in Toyota showrooms. Think of the Venza as sort of a high-volume niche vehicle, and you get the idea.

Test Drive: 2019 Chevrolet Blazer Premier

2021 Toyota Venza

Check out the Consumer Guide Car Stuff Podcast. Click here for an index of episodes.

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Written by: Tom Appel on May 18, 2020.