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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

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.

Meet the 2021 Consumer Guide Best Buys

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.

(Click below for enlarged images)

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2021 Acura TLX Gallery

2021 Acura TLX

Written by: The Daily Drive staff on December 11, 2020.

Porsche 911 997 Price, Specs, Photos, & Review

Porsche 911 997

Any Porsche 911 997 for sale is considered to be the best generation of the overall Porsche 911 series. People who dream of owning a Porsche 911, the 997 model is the best choice because the used models of Porsche 997 for sale can be easily found at affordable prices. Interested buyers can also search online for the best Porsche 997 to buy. It was launched back in 2004, and so far, it is commercially the most successful model. Porsche 997 price for used models starts at less than $25,000. This Porsche 997 buyers guide covers all the details and important aspects to opt for the Porsche 997 comprehensively. Let’s jump into it.

What’s New with the Porsche 911 997

In production from 2005-2012, Porsche manufactured 213,004 sports models of the 997 with an even sharper design and powerful look. According to the Porsche 997 reviews, Porsche improved and enhanced 911 997 value at many levels. From new Porsche Sports Exhaust and LED daytime running lights to Larger intakes and revised bumpers and round clear glass headlights, Porsche 911 made a return to exceptional style elements.Moreover, the Porsche 911 997 is equipped with a new PDK dual-clutch transmission and a new engine with direct injection that has introduced new technical benchmarks. Not to mention, the cylinder bore of 997 types was also increased by 3mm for the S (Super or Sports) models with 3.8 liters of displacement. It made the Porsche 911 997 the largest flat engine car in the 911 series thus far.

In 2008 Porsche thoroughly revamped the engine range of 997 types and introduced a new engine with fuel direct injection for the very first time. It not only reduced fuel consumption and emissions dramatically but the performance of the Porsche 911 997 shot upwards as well. Many automobile enthusiasts reported that they didn’t need to go for a manual suspension upgrade because the updated suspension of the Porsche 911 997 worked better than previous models.

Every Porsche 997 looks great with matte black accents

Porsche 911 997 Known Issues

It’s a very common observation that human-made machinery begins to show some worrisome signs over time. It doesn’t matter how reliable the machinery is, and the same is the case with Porsche 997. The most common Porsche 997 issues should be on the buying checkpoint list of people looking for the used 997 for sale. Additionally, there are no particular 997 years to avoid if the owner has taken good care of the car. Below are some of the most common issues of Porsche 997:
· IMS Bearing Failure
· Bore Scoring
· Coil Packs

IMS Bearing Failure
IMS bearing failure in pre-2007 997 Porsche 911’s was occurring because Porsche extended the IMS bearing and put the M97 engine in the 997 series, which was the redesigned type of M96.

Bore Scoring
Bore scoring only affected a very small number of first-generation Porsche 997 models with flat-six engines that can lead to engine failure as well.

Coil Packs
Coil packs are one of the most off-putting things to experience, which has been experienced in 997 models because of being exposed to high temperatures.

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Porsche 911 997 Models

Porsche 911 997 Carrera S and 4S: 2005-2012

The Porsche 997 Carrera S and its four-wheel-drive 4S model are the successors of the earlier 996 Carrera 4S. The most noticeable difference is the engine update from 991.2 to 3.0 filter flat-six engine. The 997 Carrera S and 4S also feature a new intercooler, larger turbos, and new injectors, and you can easily find 997 Carrera S for sale at affordable prices. The additional features that Porsche 997 Carrera S and 4S come with are as follows:
· Lowered suspension with dynamically adjustable dampers: PASM (Porsche Active Suspension Management)
· Increased engine power with increased displacement
· Improved braking system
· 19-inch wheels
· Bi-Xenon headlights
· Sports exhaust
· Aluminum interior trim

Nothing is as imposing as a Porsche 911 997 GT3 RS

Porsche 911 997 Cabriolet

The Porsche 997 Cabriolet is basically the sibling of Carrera 4 with convertible features, and they were developed at the same time. The convertible feature led to a little weight difference, making the 997 Cabriolet only 85 kilograms heavier. Porsche offered the new round headlights of the 997 Cabriolet with black color in order to appeal to more hardcore Porsche fans.

Moreover, the 997 Cabriolet also includes the wind deflector to dampen the wind noise and allow passengers to maintain conversations while in motion. The uncovering and covering process is carried out by an electric system that requires only 20 seconds, but the speed must not be above 50 kilometers per hour.

Every Porsche 911 997 Targa had a retractable glass roof

Porsche 911 997 Targa: 2009-2012

In 2009 Porsche introduced the 997 Targa that includes new wheels, bumpers, revised lights, and colors. Porsche also made a little change in the interior, but the most significant difference is Targa’s engine. The 997 Targa has the same direct fuel injection, but Porsche introduced a new intake manifold that comes with an improved exhaust and dual air filter. The main features of 997 Targa are as follows:

Porsche 911 997 Turbo and Turbo Cabriolet: 2010–2013

997 Turbo and Turbo Cabriolet are considered to be the Porsche’s new kings. They are the most economical and also the fastest of the breed, and they support the same 3.8-liter flat 6 engine. These models can reach the speed of 62 miles per hour in just 3.5 seconds, and you can easily find Porsche 997 Turbo for sale. Some of the most significant features of 997 Turbo and Turbo Cabriolet: 2010–2013 are as follows:

Porsche 911 997 Turbo S: 2010–2013

The 997 Turbo S model was made available in both Cabrio and coupe bodyworks, and it is a flagship model of the 911 range by Porsche. They are available from 6350 to 6750 rpm with even more kick at 530 horsepower. It also offers a short turbo over boost for about 10 seconds that increases the boost from 11.6 to 14.5 PSI (Pounds Per Square Inch). The B6 engines were improved to generate 30 extra horsepower for this model that only consumes 24.8 MPG (Miles Per Gallon). It makes the 997 Turbo S the most efficient car in its class.

Porsche 911 997 GT2

Many users consider The Porsche 997 GT2 the best 911 in terms of value for the money. This model is also readily available, and you find it online by searching “Porsche 997 GT2 for sale.” The first GT2 was launched as a model of 993 generations for GT2 racing. That’s why its price skyrocketed to over $2 million. The 997 GT2 launched as the range-topping model, and it is still one of the fastest 911s. Its main features are:
It is more powerful than the GT3 RS launched a couple of years back.

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Any Porsche 911 997 makes a great race car.

Porsche 911 997 GT3: 2010–2012

Searching for Porsche 997 GT3 for sale is also a very reasonable choice, especially when it comes to aural delight. This model is known as the best-stabilized variant with a proper race-bred powerful engine. There is another 997 model of Porsche GT3, which is 997.2 GT3. It has the same engine and power, but its size is a little compact, and it comes with a hydraulic steering wheel. It is for those people who love the traditional and classic 911 design with a Mezger engine. Some of the main features of 997 GT3 are:

2011 Porsche GT3 RS 4.0 Destroyed In Transport

Any 2nd generation Porsche 911 997 is a bargain

Porsche 911 997 GT3 RS: 2010–2012

The Porsche 997 GT3 RS is very similar to the 997 GT3, but it has a wider rear like the Carrera S. Moreover, its rear wing and engine covering are made of carbon fiber, which saves about 20 kg of weight. It also has a plastic rear window and a comparatively lightweight interior. It is readily available, and it should be easy to find a used Porsche 997 GT3 RS for sale. Some of the most significant features of 997 GT3 RS are:

This Porsche 911 997 GT3 RS has special order paint and graphics.

Porsche 911 997 GT3 Cup: 2009

The 997 GT3 Cup’s 2009 model is yet another speeding bullet from Porsche with some significant modification as compared to its 2007 model. Porsche also adjusted the gear ratios according to its engine’s characteristics, and the transmission has been thoroughly optimized. Additionally, the air venting slits are upgraded to make sure that the heat completely dissipates at the rear.

Twin turbos and a ton of power can be found in every Porsche 911 997 GT2 RS

Porsche 911 997 GT2 RS: 2010

The Porsche 997 GT2 RS is the most powerful 911s that the Porsche has ever manufactured. People who are looking for Porsche 997 GT2 RS for sale must bear in mind that it is quite expensive, but it is worth the money. It is a blended mixture of 911 turbo and a sensible four-wheel-drive car. It offers the following mind-bending specs:

If you dont need turbos, the Porsche 911 997 GTS is the best of both worlds

Porsche 911 997 Carrera GTS: 2011–2012

Back in 2011-12, Porsche launched a new 911 mid-level model, which was below GT3 and above Carrera. Thus, it was named 997 Carrera GTS, and it was available in both cabriolet and coupe variants. It has a wider track and body, and it is the only Carrera model that is rear-wheel drive and has a wide track. It was upgraded with a 3.8-liter engine, and some of its most prominent specs are:

The Porsche 911 997 Speedster was the revival of a classic.

Porsche 911 997 Speedster: 2011

The most prominent aspect regarding the specific appeal of the Porsche 997 Speedster is the shape of its body. It is overwhelmed by the windshield of a black frame, a fabric top covering double hump, and a compact size. It also comes in a four-wheel-drive variant, which is about 1.7 inches wider from the rear end. This model is also considered to be one of the most expensive ones, comparatively. Its basic features are as followed:

Since the introduction of the 4.0-liter engine, it has been the mainstay of the Porsche GT3 Series

Porsche 911 997 GT3 RS 4.0: 2011

The Porsche 997 GT3 RS 4.0 is the explanation of the flawed concept of those people who think that Porsche should have ended the 911 concept. This model is the cumulative power of all the Porsche 911 models, and it represents brilliance. Its rear engine provides the users with a unique tactility and traction advantages. Some of the specs and features of the magnificent Porsche 997 GT3 RS 4.0 are as followed:

Porsche 911 997 Specs

Porsche 911 997 Carrera Specs
$77,800
321 hp
273 lb-ft
3.6 L Flat-6
4.7 seconds
180 mph
3,120 lb

Porsche 911 997 Carrera S Specs
$90,500
355 hp
295 lb-ft
376 hp with X51 Powerkit
306 lb ft with X51 Powerkit
3.8 L Flat-6
4.5 seconds
188 mph
3,142 lb

Porsche 911 997 Carrera Cabriolet Specs
$87,000
321 hp
273 lb-ft
3.6 L Flat-6
4.9 seconds
180 mph
3,307 lb

Porsche 911 997 Carrera S Cabriolet Specs
$97,700
355 hp
295 lb-ft
3.8 L Flat-6
4.7 seconds
188 mph
3,329 lb

Porsche 911 997 Carrera 4 Specs
$82,500
321 hp
273 lb-ft
3.6 L Flat-6
4.8 seconds
177 mph
3,241 lb

Porsche 911 997 Carrera 4S Specs
$93,200
355 hp
295 lb-ft
376 hp with X51 Powerkit
306 lb-ft with X51 Powerkit
3.8 L Flat-6
4.5 seconds
185 mph
3,263 lb

Porsche 911 997 Carrera 4 Cabriolet Specs
$93,200
321 hp
273 lb-ft
3.6 L Flat-6
5.0 seconds
177 mph
3,428 lb

Porsche 911 997 Carrera 4S Cabriolet Specs
$103,900
355 hp
295 lb-ft
3.8 L Flat-6
4.7 seconds
185 mph
3,450 lb

Porsche 911 997 Targa 4 Specs
$90,400
321 hp
273 lb-ft
3.6 L Flat-6
5.0 seconds
177 mph
3,373 lb

Porsche 911 997 Targa 4S Specs
$101,100
355 hp
295 lb-ft
376 hp with X51 Powerkit
306 lb-ft with X51 Powerkit
3.8 L Flat-6
4.7 seconds
185 mph
3,395 lb

Porsche 911 997 Turbo
$132,800
473 hp
457 lb-ft
3.8 L twin-turbocharged Flat-6
3.5 seconds
194 mph
3,461 lb

Porsche 911 997 Turbo S
$160,700
530 hp
516 lb-ft
3.8 L twin-turbocharged Flat-6
3.1 seconds
196 mph

Porsche 911 997 Turbo Cabriolet
$142,800
480 hp
460 lb-ft
3.8 L twin-turbocharged Flat-6
3.6 seconds
194 mph

Porsche 911 997 Turbo S Cabriolet
$172,100
530 hp
516 lb-ft
3.8 L twin-turbocharged Flat-6
3.1 seconds
196 mph

Porsche 911 997 GT3
$115,700
409 hp
299 lb-ft
3.8 L Flat-6
4.0 seconds
194 mph
3,075 lb

Porsche 911 997 GT3 RS
$135,500
409 hp
299 lb-ft
3.8 L Flat-6
3.8 seconds
193 mph
3,020 lb

Porsche 911 997 GT3 RS 4.0
$180,000
500 hp
339 lb-ft
4.0 L Flat-6
3.8 seconds
193 mph

Porsche 911 997 GT2 RS
$245,000
523 hp
502 lb-ft
3.6 L twin-turbocharged Flat-6
3.4 seconds
205 mph

Every Porsche GT3 RS is a blast to drive.

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.)

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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.

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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.

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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.

First Look: 2021 Kia K5

2021 Kia K5

Kia unveiled an all-new version of its mainline midsize sedan today, and with it a new model name. “Out” is the Optima nameplate, replaced by a badge that Kia uses for this car in global markets: K5. “In” is dramatic new styling, available all-wheel drive, a choice of two turbocharged 4-cylinder engines, and fresh technology features.

2021 Kia K5

The 2021 Kia K5 is built on an all-new “N3” platform, which is a bit lower, wider, and longer in both wheelbase and overall length than the previous-generation Optima’s architecture. Kia says the N3 platform is stronger and quieter too.

2021 Kia K5

Kia says the K5’s striking exterior design incorporates DNA from its high-performance Stinger hatchback sedan, while expanding the brand’s future design language. Highlights of the new look include a “shark-skin” mesh grille, daytime running lights and taillights with a “heartbeat” shape inspired by an EKG pulse monitor, a gloss black applique on the rear trunk that emphasizes the fastback-esque profile, and a striking chrome accent strip that flows from the tops of the side windows to the forward edge of the trunk lid. The interior design is similarly sporty, with a cockpit-like horizontal layout, aircraft-style shift lever, and available flat-bottom steering wheel.

First Look: 2021 Ford F-150

The base engine, which comes in LX, LXS, GT-Line, and EX models, is a turbo 1.6-liter 4-cylinder that makes 180 horsepower and is paired with an 8-speed automatic transmission. Optional on LXS and GT-Line is all-wheel drive in place of the standard front-wheel drive. The AWD system (the first offered in Kia’s midsize sedan) comes with a snow mode for better all-weather performance.

Test Drive: 2019 Kia Optima SX Turbo

The performance-oriented K5 GT gets a turbo 2.5-liter 4-cylinder that makes 290 horsepower and is paired with a new dual-clutch 8-speed transmission; Kia claims a 0-60-mph time of 5.8 seconds. The GT also gets a sport-tuned suspension, 19-inch wheels on Pirelli P-Zero tires, and a Sport + setting on the drive-mode control system.

The Kia Drive Wise suite of safety features is standard on all K5s. Available technology features include natural-language voice-command software, wireless smartphone charging, wireless Apple CarPlay and Android Auto functionality, hands-free Smart Trunk, remote engine start, Bose 12-speaker sound system, and a 10.25-inch high-resolution touchscreen in place of the standard 8-inch touchscreen.

The 2021 Kia K5 is built in Kia’s West Point, Georgia, assembly facility alongside the Telluride midsize SUV. The K5 goes on sale this summer, with GT and all-wheel-drive versions following later in the fall.

First Look: 2021 Lexus IS

2021 Kia K5

CG Says:

Domestic manufacturers may be turning away from traditional sedans as of late, but import brands are remaining committed to this declining, but still vital, market segment. Kia’s press presentation for the K5 noted that there were 1.5 million midsize cars sold in America last year. With crossover SUVs taking over as the default family vehicles of choice, we’ve seen the latest iterations of traditional midsize sedans get more style-forward and performance-focused. The 2021 Kia K5 is in keeping with that trend. The K5 shares is basic architecture with the redesigned-for-2020 Hyundai Sonata, but there are significant differences in powertrain/feature availability between the two, and the interior and exterior styling is likewise completely different. The K5 strikes us as the sportier, more driver-oriented choice.

We’re not quite sold on Kia’s decision to ashcan the Optima name in favor of K5. Though the change better aligns with Kia’s global presence with this car, there was nothing wrong with the Optima name, and alphanumeric monikers have had a spotty success rate in the U.S. market. Names aside, the K5 strikes us as a winner overall.

First Look: 2021 Nissan Rogue

2021 Kia K5

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Written by: Damon Bell on June 30, 2020.

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Test Drive: 2020 BMW 840i Coupe

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

2020 BMW 840i Coupe

Class: Premium Sporty/Performance Car

Miles driven: 251

Fuel used: 8.9 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	B
Tall Guy	B

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

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

Real-world fuel economy: 28.0 mpg

Driving mix: 45% city, 65% highway

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

Fuel type: Premium gas recommended

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

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

Price as tested: $101,445

More 8-Series price and availability information

Quick Hits

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

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

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

John Biel

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

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

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

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

Quick Spin: 2019 Lexus LC 500

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

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

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

Test Drive: 2019 BMW M850i Convertible

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

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

Test Drive: 2019 Mercedes-Benz AMG CLS53

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

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

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

Test Drive: 2019 Land Rover Range Rover Sport SVR

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

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

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

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

Garage Space: 25 Late-Model Collectible Cars

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

Check out the Consumer Guide Car Stuff Podcast

BMW 840i Coupe

2020 BMW 840i Coupe

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

First Look: 2021 Toyota Venza

2021 Toyota Venza

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

2021 Toyota Venza

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

2021 Toyota Venza

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

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

Test Drive: 2019 Toyota RAV4 Adventure

2021 Toyota Venza

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

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

First Spin: 2020 Toyota Highlander

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

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

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

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

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

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

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

Test Drive: 2019 Honda Passport Elite

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

CG Says:

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

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

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

Test Drive: 2019 Chevrolet Blazer Premier

2021 Toyota Venza

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Written by: Tom Appel on May 18, 2020.