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Road Test: 2021 Ford Mustang EcoBoost Premium

High-Performance Turbo Manual Transmission Fun

In April 2018 Ford announced all its sedans and coupes would be going away by 2020, except for one–the iconic Mustang. High-powered Mustang GT, Mach1 and Shelby GT500 versions are well-known, with the latter model pumping-out 760 pin-you-back-in-your-seat horsepower. Big horsepower gets the headlines and is as sexy as all get out, but what about getting into a Mustang that provides driving exhilaration while also not scaring the heck out of you? Look no further than the 2021 Mustang Coupe with the 2.3-liter EcoBoost.

2021 Ford Mustang EcoBoost Premium — **High-performance four-cylinder fun**

Respectable Power and Performance

Clean Fleet Report spent a week in the rear-wheel drive 2021 Ford Mustang EcoBoost Premium Fastback, powered by a high-performance turbocharged 2.3-liter I4 mated to a six-speed manual transmission with launch control and five selectable drive modes. Producing a fun 330 horsepower and 350 pound-feet of torque, the Mustang high-performance package and the six-speed manual is civil enough for around town driving. And yes, you can spin the tires!

The EPA has rated the EcoBoost 2.3L high-performance at 20 mpg city/27 highway/22 combined. In 240 miles driving around Southern California we averaged 23 mpg, but in a 100-mile run with the adaptive cruise control set at 65 mph, we averaged 31.2 mpg, exceeding the EPA figure. This fuel economy is encouraging, but it will take a wide open road with little traffic and lots of patience to equal it. If fuel economy is your primary focus and you can live without high performance, the standard turbocharged 2.3L puts out 310 horsepower and delivers 21/32/25 with its 10-speed automatic.

Being realistic, no one will be buying a high-performance Mustang for making bread and milk runs. This car begs to be driven with great elan, so real world driving will use more fuel. Fuel economy numbers reported by Clean Fleet Report are non-scientific and represent the reviewer’s driving experience using the dash gauge computer. Your numbers may differ.

Shifting Fun

Clean Fleet Report took delivery of a 2021 Ford Mustang Coupe and knew the week ahead was about to be fun. There are not many manual transmission cars anymore, and getting one with rear-wheel drive and 330 horsepower was a treat. The electric power-assisted rack-and-pinion steering delivered confident road feel, aided by the Pirelli PZero Corsa4 ZR rated 265/40 summer tires on 19-inch, luster nickel-painted aluminum wheels. ZR is a speed rating, which in this case means the tire can handle speeds surpassing 150 mph.

The grip was excellent, thanks in a big part to the independent rear suspension that delivered a controlled driving experience. The optional MagneRide damping system, part of the $1,995 Handling Package, kept the rear tires planted. MagneRide responds to road conditions 1,000 times per second for each damper or shock absorber. First introduced in 2002, versions of this suspension system are found on Camaro, Corvette, Cadillac, Acura, Audi, Land Rover, Ferrari, and Lamborghini models.

Stopping was by the four-wheel power disc brakes, which have a four channel anti-lock braking system with rear sway bars and electronic stability control.

The leather-trimmed gear shifter is perfectly positioned for arm angle and grip size, whether for slow or hard shifting. The clutch has a good feel and smooth engagement, but the shifts can be notchy at certain rpms and if not perfectly rev matched. This is not the smoothest manual we have driven, but it is still a blast going through the gears.

First gear is for getting off the line, but 2nd, 3rd and 4th are where things get interesting. When it is go-time, the turbocharged 2.3L came to life with a throaty note that would grumble and pop from the active valve performance exhaust system. This adaptive system, which amplifies the sound, has exhaust settings such as sport and track, making for a pleasant reminder you are driving a high-performance car. There is even a quiet setting when sneaking out at 5 a.m. to go to a car show. For even a racier sound, check-out what comes from the Mustang GT with the 5.0L V8 engine, which has 100 more horsepower.

Zero-to-60 mph times were right around 5.0 seconds, with linear acceleration and unnoticeable turbo lag. Pushback in the seat comes at 3,000 rpm, and stays consistent and stout through the 6,500-rpm red line. The optional 10-speed rev-matching automatic probably would pull even faster times (it also delivers slightly better fuel economy).

Old-Modern Interior

The 2021 Ford Mustang interior has a comfy, retro feel to it. Digital gauges are large and easy-to-read, with black backgrounds and white letters, and toggle switches are a throw-back to sports cars from the 1960s. Clean Fleet Report’s Mustang came with black leather-trimmed Recaro sport seats that were manually adjustable.

Accent stitching on the seats, console and heated, leather-wrapped steering wheel combine with carbon fiber on the dash for added custom detail. The Recaro seats were supportive and tight fitting, while the rear seats are best for those of a smaller stature. The trunk is surprisingly large, but when folding the split rear seat the Mustang is its most versatile, as the cargo area is exceptionally large. Two on a weekend trip will have no problem fitting all their gear.

The 12-speaker, including a trunk-mounted subwoofer, infotainment system includes navigation, Ford SYNC and SiriusXM/FM/CD/HDAM with MP3 playback capability. USB ports with iPod connectivity, Apple CarPlay, Android Auto, music streaming via Bluetooth wireless technology, and hands-free phone capability complete the system. All this is viewed through a 12-inch, high-resolution LCD touch screen. The Ford PassConnect includes 4G LTE WiFi.

The Classic Mustang Look

A long hood with a short trunk lid sums-up the classic Pony Car design made famous in the 1960s by the Mustang, Chevrolet Camaro and Dodge Challenger (and a few others who have disappeared from the scene). The 2021 Mustang coupe has the distinctive fastback design, and is done in a retro-modern style, harkening back to the 1965 Mustang. From the LED head and fog lights to the signature sequential turn-signal taillights, the 2021 Mustang is a good-looking car. The slight hood bulges have functional air intakes. For even more fun, our Mustang came in a very bright Grabber Yellow!

Convenience and Safety

The 2021 Ford Mustang has available convenience features such as illuminated sill plates and Mustang “pony” puddle lights, ambient interior lighting, autodim rear view mirror, rain-sensing windshield wipers, a tilt and telescoping steering column, hill start assist, power and heated exterior mirrors, power windows with one-touch up and down, keyless start and entry, passive entry system and a theft deterrent system.

Safety systems include dual front, seat-mounted side, driver knee, and full side curtain air bags. The Ford Co-Pilot360 is an advanced driver assist system (ADAS), which includes forward collision warning, lane keeping and driver alert warning, lane keep assist, blind spot with cross traffic alert, rear view camera, rear parking distance warning, pre-collision assist with emergency braking and pedestrian detection.

The 2021 Mustang has a 5-Star safety rating, the highest by the National Highway Traffic Safety Administration (NHTSA). The Insurance Institute for Highway safety, IIHS, has awarded the Mustang Good ratings for crash worthiness.

Pricing and Warranties

The 2021 Ford Mustang comes in 10 models, with the listed prices excluding options, but including the $1,195 destination and handling fee.

EcoBoost Fastback $28,400

Convenience and Safety — **The Recaros matched the car’s performance well**

EcoBoost Fastback Premium $33,420

EcoBoost Convertible $33,900

EcoBoost Convertible Premium $38,920

GT Fastback $37,480

GT Premium Fastback $41,480

GT Convertible Premium $46,980

Mach 1 $54,595

Mach 1 Premium $56,495

Shelby GT500 $74,095

Clean Fleet Report’s 2021 Ford Mustang EcoBoost Premium coupe had a base price of $32,175. With $13,150 in options and the $1,195 destination and delivery fee, the MSRP came to $46,520.

The 2021 Ford Mustang EcoBoost High Performance comes with these warranties:

Bumper-to-Bumper – Three years/36,000 miles

Powertrain – Five years/60,000 miles

Roadside Assistance – Five years/60,000 miles

Corrosion – Five years/Unlimited miles

Observations: 2021 Ford Mustang EcoBoost Premium High Performance Coupe

The 2021 Mustang EcoBoost High Performance is a fine-driving, riding and handling car. The power is fun to play with, and when mated to a six-speed manual, a blast to drive. The high tech suspension system, adjustable exhaust, summer tires and multiple drive modes are what make this a driver’s car.

The performance from the turbocharged high-performance four-cylinder was more than adequate for a sporty drive, whether on mountain curves or cruising leisurely your favorite highway or road. The 2.3L High Performance offers 20 more horsepower than the base EcoBoost engine (Ford dropped the V6 as the base engine in 2021), while not making it necessary to go for the Mustang 5.0L V8 for extra performance.

When visiting your Ford dealer, tell the rep you want to drive the Mustang EcoBoost High Performance. Then, for comparison take a spin in the Mustang GT or Mach 1. This way you will know which of the iconic Mustangs could be right for you.

Make sure to opt-in to the Clean Fleet Report newsletter (top right of page) to be notified of all new stories and vehicle reviews.

Story by John Faulkner. Photos by Lex Adams.

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Disclosure:

Clean Fleet Report is loaned free test vehicles from automakers to evaluate, typically for a week at a time. Our road tests are based on this one-week drive of a new vehicle. Because of this we don’t address issues such as long-term reliability or total cost of ownership. In addition, we are often invited to manufacturer events highlighting new vehicles or technology. As part of these events we may be offered free transportation, lodging or meals. We do our best to present our unvarnished evaluations of vehicles and news irrespective of these inducements.

Our focus is on vehicles that offer the best fuel economy in their class, which leads us to emphasize electric cars, plug-in hybrids, hybrids and diesels. We also feature those efficient gas-powered vehicles that are among the top mpg vehicles in their class. In addition, we aim to offer reviews and news on advanced technology and the alternative fuel vehicle market. We welcome any feedback from vehicle owners and are dedicated to providing a forum for alternative viewpoints. Please let us know your views at publisher@cleanfleetreport.com.

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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.

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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.

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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.

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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.

Road Test: 2021 Mazda CX-5 Signature AWD

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Test Drive: 2021 Acura TLX

2021 Acura TLX SH-AWD Advance in Fathom Blue Pearl

2021 Acura TLX AWD with Advance Package

Class: Premium Midsize Car

Miles driven: 180

Fuel used: 8.9 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	B
Tall Guy	B

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

Drivetrain
Engine Specs	272-hp 2.0L
Engine Type	Turbo 4-cyl
Transmission	10-speed automatic
Drive Wheels	All-wheel drive

Real-world fuel economy: 20.2 mpg

Driving mix: 60% city, 40% highway

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

Fuel type: Premium gas recommended

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

Options on test vehicle: None

Price as tested: $49,325

More Acura price and availability information

Quick Hits

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

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

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

John Biel:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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2021 Acura TLX Gallery

2021 Acura TLX

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

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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.

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.

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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.

High-Performance Turbo Manual Transmission Fun

Respectable Power and Performance

Shifting Fun

Old-Modern Interior

The Classic Mustang Look

Convenience and Safety

Pricing and Warranties

Observations: 2021 Ford Mustang EcoBoost Premium High Performance Coupe

2021 Volkswagen ID.4 1st Edition

Quick Hits

John Biel

2021 Volkswagen ID.4 1st Edition Gallery

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2021 Acura TLX AWD with Advance Package

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John Biel:

2021 Acura TLX Gallery

2020 Volkswagen Golf TSI

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John Biel

2020 Volkswagen Golf Gallery

2020 Nissan Frontier PRO-4X Crew Cab

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John Biel

2020 Nissan Frontier PRO-4X Crew Cab Gallery

2020 BMW 840i Coupe

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John Biel

BMW 840i Coupe