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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.

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

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

Test Drive: 2022 Genesis G70 3.3T Sport Advanced

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

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

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.

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

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

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

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

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.

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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.

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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.

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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.

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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.

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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 BMW M4 Competition Coupe

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

2021 BMW M4 Competition Coupe

Class: Premium Sporty/Performance Car

Miles driven: 212

Fuel used: 10.5 gallons

Real-world fuel economy: 20.1 mpg

Driving mix: 50% city, 50% highway

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

CG Report Card


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

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

Big & Tall Comfort

Big Guy	C
Tall Guy	B-

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

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

Fuel type: Premium gas required

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

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

Price as tested: $101,095

More 4-Series price and availability information

Quick Hits

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

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

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

CG Says:

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

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

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

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

Test Drive: 2021 BMW 430i xDrive Coupe

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

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

6 Cool Things about the 2021 BMW M5 Competition

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

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

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

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

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

Test Drive: 2020 BMW M8 Competition Convertible

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

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

Test Drive: 2020 BMW M340i

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

Check out the Consumer Guide Car Stuff Podcast

2021 BMW M4 Competition Coupe Gallery

(Click below for enlarged images

6 Cool Things about the 2021 BMW M5 Competition

Car Stuff Podcast

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

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

2021 Ford Mustang Mach 1 vs Shelby GT500

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

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

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

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

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

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

More Mustang news and reviews

2021 Ford Mustang Mach 1 vs Shelby GT500

Test Drive: 2020 Ford Mustang EcoBoost

2021 Ford Mustang Mach 1 vs Shelby GT500

Future Collectibles: 2019 Ford Mustang Bullitt

2021 Ford Mustang Mach 1 vs Shelby GT500

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

Snake Eyes: A 2020 Ford Mustang Shelby GT500 Gallery

2021 Ford Mustang Mach 1 vs Shelby GT500

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

First Spin: 2020 Ford Mustang Shelby GT500

2021 Ford Mustang Mach 1 vs Shelby GT500

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

Test Drive: 2019 Ford Mustang Shelby GT350

2021 Ford Mustang Mach 1 vs Shelby GT500

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

Pony-Car Madness! 10 Classic Mustang Ads

2021 Ford Mustang Mach 1 vs Shelby GT500

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

Photo Feature: 1963 Ford Mustang II Concept Car

2021 Ford Mustang Mach 1 vs Shelby GT500

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

Future Collectibles: 2015 Ford Mustang 50 Year Limited Edition

2021 Ford Mustang Mach 1 Premium

2021 Ford Mustang Mach 1 Premium in Fighter Jet Gray

Class: Sporty/Performance Car

Miles driven: 174

Fuel used: 11.7 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	B-
Tall Guy	B-

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

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

Real-world fuel economy: 14.9 mpg

Driving mix: 75% city, 25% highway

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

Fuel type: Premium gas recommended

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

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

Price as tested: $61,935

Quick Hits

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

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

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

More Mustang price and availability information

2021 Ford Mustang Shelby GT500

2021 Ford Mustang Shelby GT500 in Velocity Blue

Class: Sporty/Performance Car

Miles driven: 91

CG Report Card


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

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

Big & Tall Comfort

Big Guy	B-
Tall Guy	B-

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

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

Fuel used: 7.2 gallons

Real-world fuel economy: 12.6 mpg

Driving mix: 75% city, 25% highway

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

Fuel type:Premium gas required

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

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

Price as tested: $81,190

Quick Hits

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

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

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

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Check out the Consumer Guide Car Stuff Podcast

2021 Ford Mustang Mach 1 vs Shelby GT500 Gallery

(Click below for enlarged images

Snake Eyes: A 2020 Ford Mustang Shelby GT500 Gallery

Car Stuff Podcast

Written by: Damon Bell on September 22, 2021.

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.

For GREAT deals on a new or used Nissan check out Gulfport Nissan TODAY!

Quick Spin: 2021 Dodge Charger SRT Hellcat Redeye

2021 Dodge Charger SRT Hellcat Redeye in “Smoke Show” gray

2021 Dodge Charger SRT Hellcat Redeye Widebody

Class: Large Car

Miles Driven: 209

Fuel Used: 16.6 gallons

Real-world fuel economy: 12.6 mpg

Driving mix: 70% city, 30% highway

EPA-estimated fuel economy: 12/21/15 (mpg city/highway/combined)

CG Report Card


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

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

Big & Tall Comfort

Big Guy	B
Tall Guy	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	797-hp 6.2 liter
Engine Type	Supercharged V8
Transmission	8-speed automatic
Drive Wheels	Rear-wheel drive

Fuel type: Premium gasoline

Base price: $69,995 (not including $1495 destination charge)

Options on test car: Customer Preferred Package 2BZ ($8600; includes Redeye instrument-panel badge, 220-mph primary speedometer, satin-black Dodge taillamp badge, Redeye decklid badge, satin-black Charger decklid badge, Redeye fender badges, Redeye grille badge, SRT Power Chiller), Carbon/Suede Interior Package ($1595), Navigation & Travel Group ($995), Black/Demonic Red seats ($295), 305/35ZR20 front and rear 3-season tires ($695), 20-inch x 11.0-inch Brass Monkey wheels ($1095), Gas Guzzler tax ($2100)

Price as tested: $86,865

Quick Hits

The great: Brawny muscle-car styling; super-sedan performance

The good: Spacious cabin and trunk; broad range of personalization options; competent handling for the size and heft

The not so good: Aged basic design; seriously thirsty for premium gas

More Charger price and availability information

CG Says:

Can you put a price on horsepower? Specifically, insane levels of it? If you’re Dodge, the answer is yes, and the figure is $107.50. That’s how much per pony you’ll pay to move up from a 717-horsepower Charger SRT Hellcat Widebody to a 797-horse Hellcat Redeye Widebody.

The Dodge Charger gets yet another horsepower infusion for 2021 in the form of the Hellcat Redeye Widebody model. The engine is plucked from the Charger’s Challenger coupe sibling, which added a Redeye trim level for 2019. Unlike the Challenger, the Charger Hellcat Redeye comes standard with the Widebody fender flares.

Introduced on the 2019 Challenger coupe, the Redeye package is extended to the Charger large sedan for 2021. It’s no surprise, considering that the two platform siblings have been wearing each other’s clothes during much of their long existence. Dodge claims this makes the Charger Hellcat Redeye the most powerful and fastest mass-produced sedan the world—“fastest” defined by a claimed top speed of 203 mph and “mass-produced” seemingly what sliver of the tens of thousands of ’21 Chargers will be Redeyes. (Calendar-year sales of Chargers from 2018 through 2020 averaged 84,862 according to figures reported in Automotive News.)

Test Drive: Dodge Challenger SRT Hellcat Redeye

You won’t mistake it for a BMW or a Mercedes-Benz, but a good selection of upscale trim touches and comfort/convenience features give the Charger Hellcat Redeye an appealing luxury-sport ambiance.

The Redeye—with a starting price of $82,190 that includes delivery and Gas Guzzler Tax—is effectively created out of an $8600 package added to the Hellcat Widebody. In addition to the 80 extra horsepower, Redeyes incorporate the SRT Power Chiller (it diverts air-conditioning refrigerant from the cabin to a chiller unit linked to the supercharger heat exchangers), a 220-mph speedometer with red-tinged graphics, Redeye-specific identification inside and out, and satin-black “Dodge” and “Charger” badges on the decklid.

First Spin: Dodge Challenger SRT Hellcat Redeye and Dodge Challenger R/T Scat Pack

The UConnect 4C infotainment system has a 8.4-inch touchscreen. “SRT Performance Pages” displays enable dialing in specific drive-mode and launch-control settings, and include helpful readouts for high-performance driving.

The gap in horsepower is what it is because the non-Redeye ’21 Hellcat gets a boost of 10 steeds to the 717 first made available for the limited-edition 2020 Charger Daytona Fiftieth Anniversary Edition. All Hellcats come with the Widebody 3.5-inch fender flares that clear room for 20×11-inch wheels in a number of available styles shod with 305/35ZR20 Pirelli P-Zero performance tires. Both ’Cats feature a newly designed performance hood with a functional induction scoop and dual heat-extraction vents.

Performance Madness! 10 Classic Muscle Car Ads

Appropriately enough, the Charger Hellcat Redeye’s snarling-cat fender badges have a red eye to let sharp-eyed viewers know there’s 797 hp under the hood.

With 707 lb-ft of torque at 4500 rpm, the Charger Redeye sloughs off its nearly 4600-pound curb weight for instant, rumbly action. Launch Control to manage tire slip, Launch Assist to tamp down wheel hop, and Line Lock to brake the front wheels while the rears are free to do a tire-heating burnout are included for the benefit of drivers thinking of drag racing the family car. (Dodge cites 0-to-60-mph acceleration of 3.6 seconds and quarter-mile capability of 10.6 seconds.) The transmission is an 8-speed automatic with quick-responding paddle shifters.

In overall look and layout, the 2021 Charger is much the same as it has been since the nameplate’s last freshening for 2015. Adding the Redeye is just the latest trick Dodge has pulled from its bag full of them to keep the big fellow on enthusiasts’ radar.

First Spin: 2020 Ford Mustang Shelby GT500

It’s a predictable formula, but it appears to be working for Dodge: Throw more horsepower at it, and give it big, meaty tires and brawny-looking fender flares. The basic Dodge Charger platform is quite long in the tooth, but it continues to deliver one-of-a-kind muscle-car attitude and, in top-line Hellcat Redeye trim, truly blistering performance.

Check out the Consumer Guide Car Stuff Podcast

2021 Dodge Charger SRT Hellcat Redeye Gallery

(Click below for enlarged images)

Test Drive: 2021 Dodge Durango SRT Hellcat

Written by: The Daily Drive staff on June 28, 2021.

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.

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

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.

More Review Flashback! fun

Review Flashback: Luxury Sedans of 1973

Luxury Sedans of 1973

Review Flashback! 2004 Chrysler 300M

Luxury Sedans of 1973 – Cadillac de Ville

Review Flashback! 1974 Dodge Monaco

Luxury Sedans of 1973 – Chrysler Imperial LeBaron

Review Flashback! 2004 Mercury Marauder

Luxury Sedans of 1973 – Lincoln Continental

Review Flashback! 2005 Buick Park Avenue

Luxury Sedans of 1973 – Mercedes-Benz 300 SEL

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Luxury Sedans of 1973 Mercedes-Benz 300 SEL

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1973 Luxury Sedans Specs

Review Flashback! 2002 Cadillac Eldorado

1973 Luxury Sedans Ratings

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Prices – 1973 Chrysler Imperial LeBaron

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Prices – 1973 Lincoln Continental

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Prices – 1973 Mercedes-Benz 300 SEL

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The Luxury Sedans of 1973 Gallery

(Click below for enlarged images)

Review Flashback! The Premium Coupes of 1988

Written by: Tom Appel on February 2, 2021.

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.

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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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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.