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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.

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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.

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.

Check out the Consumer Guide Car Stuff Podcast

2021 Jeep Wrangler Unlimited 4xe Gallery

(Click below for enlarged images)

2021 Jeep Wrangler Unlimited 4xe

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2021 Jeep Wrangler Unlimited 4xe

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

Quick Spin: 2021 Toyota Tundra TRD Pro

2021 Toyota Tundra TRD Pro in Lunar Rock

2021 Toyota Tundra TRD Pro CrewMax

Class: Large Pickup

Miles Driven: 351

Fuel Used: 27.4 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	A
Tall Guy	A

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

Drivetrain
Engine Specs	381-hp 5.7L
Engine Type	V8
Transmission	6-speed automatic
Drive Wheels	4WD

Real-world fuel economy: 12.8 mpg

Driving mix: 55% city, 45% highway

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

Fuel type: Regular gasoline

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

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

Price as tested: $55,224

Quick Hits

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

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

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

More Tundra price and availability information

CG Says:

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

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

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

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

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

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

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

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

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

Test Drive: 2020 Nissan Titan PRO-4X Crew Cab

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

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

Quick Spin: 2020 GMC Sierra 1500 AT4 Diesel

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

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

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

Quick Spin: 2020 Ram 1500 Laramie

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

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2021 Toyota Tundra TRD Pro Gallery

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2021 Toyota Tundra TRD

5 Cool Things About the Toyota Tundra

2021 Toyota Tundra TRD Pro

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

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Review Flashback: Luxury Sedans of 1973 (Comparison Test)

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

Consumer Guide: ’73 Auto Test

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

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

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

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

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

Review Flashback! 2005 Pontiac Bonneville

Luxury Sedans of 1973 Mercedes-Benz 300 SEL

Review Flashback! 2011 Lincoln Town Car

1973 Luxury Sedans Specs

Review Flashback! 2002 Cadillac Eldorado

1973 Luxury Sedans Ratings

Review Flashback! 2002 Lincoln Blackwood

Prices – 1973 Cadillac de Ville

Review Flashback! 1982 Imperial

Prices – 1973 Chrysler Imperial LeBaron

Review Flashback! 1986 Oldsmobile Toronado

Prices – 1973 Chrysler Imperial LeBaron

Review Flashback! 1997 Cadillac Catera

Prices – 1973 Lincoln Continental

Review Flashback! 1995 Oldsmobile Aurora

Prices – 1973 Mercedes-Benz 300 SEL

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The Luxury Sedans of 1973 Gallery

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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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First Spin: 2021 Cadillac Escalade

2021 Cadillac Escalade Platinum in Crystal White Tricoat

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

More Consumer Guide First Spins

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

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

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

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

Test Drive: 2017 Cadillac Escalade

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

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

Test Drive: Lincoln Navigator Reserve

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

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

First Look: Jeep Grand Wagoneer Concept

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

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

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

First Spin: 2021 GMC Yukon

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

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

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

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

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

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

Test Drive: 2020 Infiniti QX80 Limited

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

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

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

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

Quick Spin: 2020 Ford Expedition MAX Platinum

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

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

Quick Spin: 2020 Nissan Armada Platinum

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

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

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

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

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

Test Drive: 2019 BMW X7

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

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

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

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

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

Test Drive: 2018 Cadillac CT6 with Super Cruise

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

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

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

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

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

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

Quick Spin: 2020 Cadillac XT6 Sport

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

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2021 Cadillac Escalade Platinum Gallery

2021 Cadillac Escalade

Written by: Tom Appel on October 19, 2020.

Test Drive: 2020 Volkswagen Golf TSI

2020 Volkswagen Golf TSI in Tungsten Silver Metallic

2020 Volkswagen Golf TSI

Class: Compact Car

Miles driven: 468

Fuel used: 13.2 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	B
Tall Guy	B

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

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

Real-world fuel economy: 35.3 mpg

Driving mix: 35% city, 65% highway

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

Fuel type: Regular gas

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

Options on test vehicle: none

Price as tested: $24,115

Quick Hits

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

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

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

More Golf price and availability information

John Biel

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

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

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

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

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

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

First Look: 2021 Mazda 3

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

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

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

Quick Spin: 2020 Mazda 3 Hatchback

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

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

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

Test Drive: 2020 Nissan Sentra SR Premium

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

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

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

Test Drive: 2019 Kia Forte EX

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

Check out the Consumer Guide Car Stuff Podcast

2020 Volkswagen Golf Gallery

2020 Volkswagen Golf

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

Test Drive: 2020 Nissan Frontier PRO-4X Crew Cab

2020 Nissan Frontier PRO-4X Crew Cab in Gun Metallic

2020 Nissan Frontier PRO-4X Crew Cab

Class: Compact Pickup

Miles driven: 170

Fuel used: 10.8 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	B
Tall Guy	B

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

Drivetrain
Engine Specs	310-hp 3.8-liter
Engine Type	V6
Transmission	9-speed automatic
Drive Wheels	4WD

Real-world fuel economy: 15.7 mpg

Driving mix: 60% city, 40% highway

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

Fuel type: Regular gas

Base price: $37,490 (not including $1095 destination charge)

Options on test vehicle: none

Price as tested: $38,585

Quick Hits

The great: Peppy new V6 engine; competitive pricing with a decent amount of standard equipment

The good: Simple, straightforward control layout; off-road capabilities of PRO-4X model

The not so good: Basic design is 15 years old; smaller rear-seat area than some class competitors; jittery ride; lots of hard plastic in the interior

More Frontier price and availability information

John Biel

We won’t say it’s old, but the Nissan Frontier compact pickup currently on the market could serve as its own retro special edition. The 2020 truck is fundamentally the 2005 model as visually refreshed for 2009. Yeah, 2009.

Of course, in all that time the Frontier was improved as much as was practical for what had been the bargain buy in a vehicle class that nearly evaporated before staging a strong comeback in the last couple of years. Even now, on the eve of a next-generation Frontier (which is slated to arrive as a 2021 model), it gets a completely new powerteam and some added standard equipment.

As the off-road-focused model of the Frontier lineup, the PRO-4X comes standard with Bilstein off-road shocks, a rear-differential locker, and skid plates to protect underbody components. The beefy roof rack is also standard.

Consumer Guide tried out the new 3.8-liter V6/9-speed automatic Frontier in an off-road-oriented PRO-4X Crew Cab. With the SL trim cut from the line—S and SV models remain—the PRO-4X sits atop the price hierarchy in 2020, starting at $38,595 with delivery. That‘s an increase of about $4500 from ’19, mostly attributable to the change in engine and transmission and the addition of a leather-covered shifter knob and push-button starting as standard equipment. (The base S, which gets all those features plus a manual tilt steering wheel, power windows, and power door locks with driver-side auto-down, jumps approximately $7800 to $27,885 for the price-leader rear-wheel-drive King Cab.)

Test Drive: 2020 Nissan Titan PRO-4X Crew Cab

The Frontier’s aged basic design is especially apparent in its dashboard layout. Some pickup buyers might appreciate the straightforward, old-school design, but others will likely be turned off by the copious amount of hard plastic and the small infotainment screen.

The 3.8 V6 with automatic is the only way to go in 2020. The engine replaces both a 152-horsepower 2.5-liter 4-cylinder and a 261-horse 4.0-liter V6. The trans steps in for the formerly used 5- and 6-speed manuals and a 5-speed automatic. Despite its smaller displacement, the 310-horsepower 3.8 makes nearly 20 percent more power than the old V6 thanks to direct injection and new cylinder heads with integrated exhaust manifold. (However, maximum torque is unchanged at 281 lb-ft.) The new powerteam makes this a pretty quick and responsive truck that’s really eager off the line, and acceptably quiet.

The additional go should go further, too. EPA fuel-economy estimates are slightly increased for the ’20 Frontier. Models with the part-time 4-wheel drive that’s standard on the PRO-4X are tagged for 17 mpg in the city, 23 mpg on the highway, and 19 mpg combined. Still, this driver averaged just 16.5 mpg after covering 59 miles, 45 percent of which was in city-type use.

Compact Madness! A Gallery of Small-Truck Ads

Legroom is a bit tight in the back seats, and the seat backs sit at an upright angle. Headroom is quite good, however. There are no HVAC vents for rear-seat passengers, but dual cup holders flip down from the center console.

The name may read like an athlete’s-foot remedy, but the PRO-4X is the Frontier representative to the “off-road-special” caucus within the pickup market. It comes with specific 16-inch machine-finish alloy wheels; white-letter all-terrain tires; a locking rear differential; Bilstein high-pressure off-road shock absorbers; and skid plates to shield the undersides of the oil pan, fuel tank, and transfer case. Visual distinctions come down to white-faced gauges ringed in satin-chrome accents and “tire-tread” graphics on the sides of the 5-foot cargo bed. Ride isn’t too bad for this type of truck. In commuting, it came across as a little jittery at highway speeds, but not badly damped, and road cracks and joints didn’t upset it too much. Steering is pretty easy, too. Even for its age, this is not a truck you have to manhandle to get it to do anything.

Quick Spin: 2020 Ford Ranger Lariat SuperCrew

The Frontier itself may be old, but it gets an all-new powertrain for 2020: a 310-hp 3.8-liter V6 that’s paired with a 9-speed automatic transmission. Sixteen-inch alloy wheels on all-terrain tires are standard on the PRO-4X.

Passenger space up front room is pretty good and the seats are comfy. The rear seat has less legroom than you might expect from a crew cab (yes, it’s a compact, but still . . .), and the seat back is kind of upright and not lushly padded. Three friendly adults might be able to occupy the rear seat—an almost flat floor helps—but the middle passenger ought to wear a hardhat because the dome light is directly above. Windows are big, so the driver enjoys excellent vision all around.

The selector dial for driveline settings is within easy reach of the driver’s right hand low on the instrument panel. Convenient dials are used to set temperatures for the PRO-4X’s standard dual-zone climate system; all else is managed by buttons clustered in between them. Outboard passengers have an A- or B-pillar handgrip for when terrain might get rough and bumpy, or to assist entry because step-in is a little high.

Quick Spin: 2020 Toyota Tacoma TRD Pro

The PRO-4X comes only as a crew cab with the short bed; maximum payload capacity is 1020 pounds.

A big glove-box lid belies a narrow box behind it. There’s not much space in the console box, and the only seat-back pouch is on the back of the driver’s seat. There is a pull-down central armrest in back, but cup holders pop out of the back of the console. All four doors have decent storage pockets with bottle holders. Rear seat backs fold flat, and the cushions fold up to reveal storage bins.

In terms of features and appointments, the Frontier is pretty basic. Hard plastic is everywhere, and little effort is made to hide the fact that it’s plastic. The only soft stuff is on the seats, steering-wheel and shifter wraps, console-box lid, and as little of the door armrests as Nissan could get away with. Displays for things like the climate-system temperature readouts and odometer are old-school stick-figure numerals on a lighted orange background. The touchscreen for audio and navigation is small, and controls are simple. Menus? This is a compact pickup truck, not a restaurant. The tailgate is not damped—let it go and it just drops with a clunk.

Despite of its cost, perhaps this is appropriate for the PRO-4X’s image. It is supposed to be the model for rugged, outdoorsy Nissan buyers whose idea of a good time is jeux avec Frontières (you’re welcome, Peter Gabriel fans). Oddly, then, there is some charm in all this—and it will probably disappear when an all-new model comes around.

Forgotten Concept: Nissan Alpha-T

The 2020 model year is set to be the last for this long-running Nissan Frontier generation, but its new V6 engine will live on under the hood of the next-generation Frontier, which is slated to debut as a 2021 model.

Check out the Consumer Guide Car Stuff Podcast

2020 Nissan Frontier PRO-4X Crew Cab Gallery

Written by: The Daily Drive staff on August 12, 2020.

Is Porsche Taycan the Best Performance Electric Vehicle (EV) in the Market?

For many years Tesla has been dominating the performance EV market until Taycan came along which unquestionably increased the competition for all performance EVs manufacturers.

Taycan is very different to any other Porsche; it is also the fastest car Porsche has ever produced. Taycan drives effortlessly with no sound apart from the mellow sound produced by the electric motors which are engineered to put this car in motion as fast as it can; to be precise 0-60mph in just 2.6 seconds making this the one of the best performance electric vehicle(EV) currently available in the market.

The design DNA of Taycan is like a classic Porsche, the back side of the car is a compact version of Panamera with classic fender design snaking along the sides to the front; letting the drive know that they are in a Porsche!!! Taycan Turbo S produces 751 horsepower and 1050N-m of torque with a cap on top speed of 162 mph. The car has a power system of 800-volt which speeds up the charging and distribute optimal power in Taycan.

Here are some specs of the Porsche Taycan:

	Taycan 4S	Taycan 4s Performance	Taycan Turbo	Taycan Turbo S
Battery	390kW	420kW	500kW	560kW
Torque	640N-m	650N-m	850N-m	1050N-m
Acceleration	3.8sec(0-60mph)	3.8sec(0-60mph)	3sec(0-60mph)	2.6 sec (0-60mph)
Range	253miles	288miles	280miles	256miles
Horsepower	523hp	563hp	671hp	751hp
Weight	2140kg	2220kg	2305kg	2295kg
Price	$103,800	$109,370	$150,00	$185,000

Taycan is also a very safe car with some saying that it is an over-engineered EV packed with a lot of technology. Taycan scored 70% for pedestrian protection, 83% for child protection and 85% for adult protection. In addition to regular safety features other EV are equipped with these days, Taycan has enhanced night vision, rear-cross traffic alert and autonomous emergency braking system.

Tesla its main rival has been dominant in the EV market for some years now. Tesla latest performance variant of model S can do 0-60mph only in just 2.3 sec. Tesla recorded its famous Nürburgring(Germany) track lap time in 7 minutes and 23 seconds which is 19 seconds faster than the previous scoreboard leader Taycan which recorded the lap time in 7 minutes and 42 seconds in September last year.

Taycan is Porsche’s response to the performance EV market which has without doubt increased the bar for its competition. It is not the fastest yet but unarguably one of the fastest and best-looking performance EVs you can buy today.

2021 Porsche Taycan EV – Photo Gallery

For GREAT deals on a new or used Chevrolet check out Martin Chevrolet TODAY!

Test Drive: 2020 BMW 840i Coupe

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

2020 BMW 840i Coupe

Class: Premium Sporty/Performance Car

Miles driven: 251

Fuel used: 8.9 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	B
Tall Guy	B

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

Drivetrain
Engine Specs	335-hp 3.0-liter
Engine Type	Turbo 6-cyl
Transmission	8-speed automatic
Drive Wheels	RWD

Real-world fuel economy: 28.0 mpg

Driving mix: 45% city, 65% highway

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

Fuel type: Premium gas recommended

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

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

Price as tested: $101,445

More 8-Series price and availability information

Quick Hits

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

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

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

John Biel

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

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

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

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

Quick Spin: 2019 Lexus LC 500

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

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

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

Test Drive: 2019 BMW M850i Convertible

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

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

Test Drive: 2019 Mercedes-Benz AMG CLS53

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

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

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

Test Drive: 2019 Land Rover Range Rover Sport SVR

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

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

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

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

Garage Space: 25 Late-Model Collectible Cars

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

Check out the Consumer Guide Car Stuff Podcast

BMW 840i Coupe

2020 BMW 840i Coupe

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