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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.

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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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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.

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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.

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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.

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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!

Test Drive: 2021 Volkswagen ID.4

2021 Volkswagen ID.4 1st Edition in Dusk Blue with Black roof

2021 Volkswagen ID.4 1st Edition

Class: Electric Vehicle

Miles driven: 430

Battery capacity: 82 kWh

CG Report Card


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

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

Big & Tall Comfort

Big Guy	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	201 horsepower
Engine Type	Electric motor
Transmission	Automatic
Drive	Rear-wheel drive

EPA-estimate MPGe: 104 city/89 hwy/97 combined

EPA-estimated driving range: 250 miles

Consumer Guide range estimate (ideal conditions): 250+ miles

Base price: $43,995 (not including $1195 destination charge)

Options on test vehicle: none

Price as tested: $45,190

Quick Hits

The great: Excellent passenger and cargo room within tidy exterior dimensions; generous selection of standard safety and technology features

The good: Competitive driving range; pleasant everyday driving manners

The not so good: Relentlessly unconventional control layout with non-intuitive infotainment interface; potential for first-of-its-kind teething problems; some so-so interior materials

More ID.4 price and availability information

John Biel

From the fine folks who made diesel a dirty word now comes electricity.

Volkswagen charges—pun intended—headlong into its future with the 2021 ID.4, the first vehicle built from its modular EV “toolkit” to reach America. While bigger and smaller IDs are available in other markets around the world, the 4 dives right into that current hotbed of U.S. auto retailing, the compact-crossover-SUV segment. It is roomy and decently rangy, but the most memorable thing that Consumer Guide editors took away from the ID.4 driving experience (and not in a good way) was from the infotainment interface.

The new-for-2021 ID.4 is the first designed-from-the-ground-up electric vehicle that Volkswagen has offered in the United States. It’s a space-efficient compact crossover SUV that offers about the same amount of passenger space as Volkswagen’s conventional Tiguan SUV, despite being 4.6 inches shorter in overall length.

The ID.4 is not the first EV-dubya to make landfall in the States. That, of course, was the e-Golf, which was sold here from 2015 to 2019. But it is the first to come on a platform—the MEB—designed from scratch for electrics, and the first to be sold nationally. Even then you won’t be trolling dealer lots for one with your pick of colors and equipment. ID.4s are built on a “reservation” basis—somewhat like Teslas—with future owners being notified of their vehicle’s progress from assembly through to arrival at the dealership. (Unlike Tesla, VW continues to involve its network of local dealers in the ID sales process.)

ID.4 launched in rear-wheel-drive Pro and limited 1st Edition versions, at respective base prices, with delivery, of $41,190 and $45,190. A Pro S starts at $45,690, and twin-motor all-wheel-drive for the two Pro models adds $3680. CG tested a Black-over-Dusk Blue 1st Edition with no extra-cost additions.

Consumer Guide Car Stuff Podcast, Episode 88: EV-Startup Reality Check, Underrated Cars

All ID.4s get a fully digital gauge cluster. The launch-special 1st Edition models come standard with a 12-inch infotainment touchscreen, along with exclusive trim touches such as white interior accents (including the steering wheel and gauge cluster), and cheeky “play” and “pause” emblems on the throttle and brake pedals.

A wheelbase of 108.9 inches is long for the class. The expanse between the wheel centers is occupied by a lithium-ion battery pack of 82 gross kWh and a 201-horsepower electric motor that drives the rear wheels directly behind it. (With AWD, output is 302 horsepower.) Though one of the oft-mentioned benefits of electrics is the instant availability of their maximum torque, the rear-drive ID.4 doesn’t pack gobs of it—a modest 229 lb-ft. It’s enough for safe and sound operation and a towing capacity of 2200 pounds, but no real excitement. It is, of course, deathly quiet in operation. Ride on the fully independent suspension—moderately firm—and handling—easy and direct—seem at the higher end for compact sport-utes, which is almost damning the ID.4 with faint praise.

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The ID.4’s gear selector is unusual–it’s a twist knob that sprouts out of the right side of the instrument panel. The slim center console houses configurable cupholders, a pair of USB data/charging ports, and a wireless charging pad.

The EPA estimates full-charge range at 250 miles and MPGe at 104 in city driving and 89 on the highway. This driver’s test stint, unfortunately cut short at 62 miles by a flat tire that sidelined the vehicle for a couple days, started with an indicated 96-percent charge and 247 miles of range. With air conditioning in use and 55 percent of driving in city-type conditions, he burned off 23 percent of the available charge, with remaining range just below 200 miles when the vehicle had to be parked—though switching off climate control returned indicated range to 212 miles, leaving open the possibility of overshooting the estimates. A full 240-volt “Level 2” charge should take 7.5 hours. A 120-volt “household” charge cord is a standard-equipment item, but buyers are also provided with three years of free DC “fast charging” through the network of Electrify America stations in which VW invested in recent years as penance for the sin of rigging the emissions testing of its once-beloved turbodiesel engines.

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There’s excellent space in both the front and rear seats, with good headroom and legroom for big and tall adults.

Where Volkswagen chose to make the ID.4’s performance feel conventional it did the opposite with the user interface. The Discover Pro Max infotainment system in the test vehicle concentrates audio, climate, navigation, and more on a 12-inch display screen that’s hard to decipher and seems fairly random. (An unlabeled square outlined in purple is the key that unlocks many secrets for those curious enough to wonder, “What does this do?”) Setting radio presets is a game of 3-dimensional chess. Indeed, it’s far easier to undo choices than to make them. Virtually everything happens via haptic contacts that don’t always deliver reassuring feedback. Quick-reach controls for the defrosters aren’t located near the central screen where you might expect; they’re on the pad that holds the light controls to the left of the steering column. The driver has just two power-window buttons. Lowering the rear windows requires activating a haptic button marked “Rear” first. Perhaps the VW Group Vice President for April Fool’s Day Jokes had a hand in this.

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There’s 30.3 cubic feet of cargo volume behind the ID.4’s second-row seats, which grows to 64.2 cu. ft. with the rear seats folded–those numbers are on par with the smaller entrants in the compact SUV class.

We would gladly trade interface weirdness for one-pedal driving. Higher-level regenerative braking—but not enough to fully stop the vehicle—is available by activating “B” mode on the drive selector that sprouts from the instrument pad in front of the driver. Other standards include “ID. Light”—a multicolored LED light strip at the base of the windshield that uses glowing visual and acoustic cues to call attention to things like incoming calls, brake warnings, and charge level—and an “IQ.DRIVE” suite of driver-assist features that includes adaptive cruise control, lane-keeping assist, forward-collision assist with autonomous emergency braking, and blind-spot and rear cross-traffic alerts.

Quick Spin: 2020 Mini Cooper SE Hardtop

Unlike the Ford Mustang Mach-E, there’s no supplemental “frunk” storage space under the ID.4’s hood. The 1st Edition model comes with 20-inch alloy wheels in place of the 19s that are standard on other ID.4s.

There is good head- and legroom in both rows, the flat floor lets you entertain thoughts of squeezing three lithe adults—certainly three kids—across the back seat. The low console has a bin for storage, USB ports, and wireless charging under a retracting cover. There are pouches on the backs of the front seats, pockets in the doors, and cup holders in the console and pull-down rear armrest. Still, the cabin is a little stark with large-grain plastics and little soft-touch material. (A white steering wheel/column and armrests put some spark in the test truck, but these details are peculiar to the sold-out 1st Edition model.)

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The ID.4 uses an infotainment system that’s completely different from other VWs, and not always for the better. We found the interface non-intuitive, and the touch-sensitive controls finicky. The infotainment system’s functions were often slow to load as well (the purple lights below the screen in these photos are the touch sensors).

Generous cargo space—as much as 64.2 cubic feet with the rear seats folded—exists on a floor that can be set at bumper height or inserted into a lower track for additional load-space depth. Rear 60/40 seats fold flush with the floor when at bumper height, and there is a central pass-through behind the rear armrest. Cubbies at the sides of the cargo floor restrain small items.

Volkswagen hopes it has made an electric compact SUV that behaves the way consumers expect a compact ute to behave for a price—after federal EV credits—that will seem “normal” too. But there’s enough different going on in the ID.4 to make it clear it’s not from out of the past.

First Look: 2022 Nissan Ariya

The ID.4 boasts a comfortable, space-efficient cabin and pleasant, everyday-commuter driving manners that make it a practical package. However, it’s plagued by several “unconventional for the sake of unconventional” control interfaces that we found frustrating and annoying, and didn’t fully acclimate to during our two-week test period.

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2021 Volkswagen ID.4 1st Edition Gallery

(Click below for enlarged images)

Guide to Electric Vehicle Charging

Written by: The Daily Drive staff on July 8, 2021.

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.

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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.

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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.

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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!

What is the Lordstown Endurance?

Lordstown Endurance

The Lordstown Endurance is a battery-electric pickup truck developed by Ohio-based electric-vehicle startup Lordstown Motors. Yet to see regular production, the Endurance is unique among electric vehicles in that it is designed to use hub motors instead of axle- or transmission-mounted motors, thus eliminating the need for a transmission, traditional axles, or half shafts.

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What is the Lordstown Endurance?

The Endurance is planned to be offered only as a 5-passenger crew cab, and, at least initially, only with all-wheel drive. Per Lordstown, the four hub motors combine to deliver 600 horsepower. The Endurance is equipped with what is estimated by outside sources as a 109-kWh battery, which provides a Lordstown-claimed driving range of 250 miles. The pickup is rated to tow 7500 pounds, and prices are planned to start at $52,500.

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Like many EV startup companies, including Tesla, Lordstown is opting to sell vehicles directly to consumers, sidestepping the traditional franchise dealer system employed by mainstream manufacturers.

Production of the Endurance has been delayed twice as of this writing. The first trucks were scheduled to be delivered by the end of 2021, but Lordstown has recently said that timeframe will not be met, and a new target date for delivery has not yet been set. The company also recently announced that it would need to raise additional cash before it is able to deliver production examples of the Endurance.

Lordstown Motors’ success had been predicated in part by the ability of another EV startup company, Workhorse, to secure a U.S. Postal Service contract to supply electric mail-delivery trucks. Workhorse had contracted with Lordstown to manufacture the mail trucks it had designed, but those plans fell through when the USPS opted to contract with OshKosh Defense instead of Workhorse to manufacture a new-generation postal delivery vehicle.

Lordstown Motors and Workhorse have an interesting history. Lordstown was created in 2018, largely by the ownership of Workhorse, for the sole purpose of acquiring General Motors’ idle Lordstown, Ohio, assembly facility. The purchase of that plant was financed in part by General Motors, which also took a minor equity stake in the project. At one time, the same man—Steve Burns—was the CEO of both Workhorse and Lordstown.

First Spin: 2021 Jeep Wrangler Unlimited 4xe

Lordstown Endurance

Even if Workhorse had been granted the USPS contract, Lordstown would have been left with considerable surplus manufacturing capacity, with which it had planned to build its own vehicles, beginning with the Endurance.

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Lordstown Endurance Gallery

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: Lordstown Endurance

: Lordstown Endurance

: Lordstown Endurance

: Lordstown Endurance

What is the Lordstown Endurance?

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What is the Lordstown Endurance?

Written by: Tom Appel on June 18, 2021.

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Photo Feature: 1941 Dodge WC-18 Ambulance

1941 Dodge WC-18 Ambulance

Note: The following story was excerpted from the August 2012 issue of Collectible Automobile magazine

Of the many things Chrysler Corporation manufactured for American and Allied military services during World War II, perhaps the ones most likely to be still seen today are four-wheel-drive trucks produced by Dodge. They were manufactured in an array of body types for myriad battlefield tasks, and military-vehicle collectors still covet and preserve examples that have survived the ravages of war and time.

1941 Dodge WC-18 Ambulance Gallery

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Written by: John Biel on June 8, 2021.

First Spin: 2021 Jeep Wrangler Unlimited 4xe

2021 Jeep Wrangler Unlimited 4xe Sahara

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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2021 Jeep Wrangler Unlimited 4xe Gallery

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2021 Jeep Wrangler Unlimited 4xe

Quick Spin: 2020 Jeep Wrangler Unlimited EcoDiesel

2021 Jeep Wrangler Unlimited 4xe

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