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Test Drive: 2022 Genesis GV70 2.5T Advanced

2022 Genesis GV70 2.5T AWD Advanced in Cardiff Green (A $500 option)

2022 Genesis GV70 2.5T AWD Advanced

Miles driven: 447

Fuel used: 21.5 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	A
Tall Guy	A

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

Drivetrain
Engine Specs	300-hp 2.5L
Engine Type	Turbo 4-cylinder
Transmission	8-speed automatic
Drive Wheels	All-wheel drive

Real-world fuel economy: 20.8 mpg

Driving mix: 65% city, 35% highway

EPA-estimated fuel economy: 22/28/24 (mpg city, highway, combined)

Fuel type: Premium gas recommended

Base price: $41,000 (not including $1045 destination charge)

Options on test vehicle: Cardiff Green paint ($500), Select Package ($4000), Advanced Package ($4150)

Price as tested: $50,695

Quick Hits

The great: Posh, comfortable cabin; quietness; long list of available comfort and convenience features

The good: Respectable acceleration from 4-cylinder engine; confident, distinctive styling; competitive pricing

The not so good: Our mediocre observed fuel economy trailed EPA estimates; some control-interface quirks

More Genesis GV70 price and availability information

John Biel

Perhaps Genesis mislabeled its brand-new premium-compact SUV by calling it the GV70. It is derived from the platform of the G70 sedan and styled in the same vein. But the available engines, rotary-dial gear selector, and console dial for the infotainment system are straight out of the midsize G80 sedan and GV80 sport-utility. Maybe the newcomer ought to really be called the GV75.

Of course, there are numbers that truly are more important to shoppers and we’ll get to them by and by. What really counts is that with the GV70 Genesis has created an excellent, value-packed entry in this busy market segment.

The Genesis GV70 launches for 2022 as the second crossover SUV in the growing Genesis-brand product lineup; in size and price, it slots in below the midsize Genesis GV80, which debuted for 2021.

Riding a wheelbase of 113.2 inches and ranging 185.6 inches from bumper to bumper, the 5-passenger GV70 is, respectively, 3.1 and 9.1 inches shorter in those categories than the GV80 that’s set up to carry seven in some models. Where the G70 premium-compact sedan offers the choice of a 2.0-liter turbocharged four or a 3.3-liter twin-turbo V6, the GV70 engines are a similarly aspirated 2.5-liter four and 3.5-liter V6.

All-wheel drive is standard in every GV70. Prices (with delivery) begin at $42,045 for the base 4-cylinder version and rise to $63,545 for the V6 Sport Prestige. Consumer Guide sampled a 2.5-equipped Advanced—it sits second from the top of four 4-cylinder models—with a starting price of $50,195. Only a spray of Cardiff Green paint nudged the final tab to $50,695.

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

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

Test Drive: 2022 Genesis G70 3.3T Sport Advanced

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

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

First Spin: 2022 Lexus NX

The GV70’s cargo volume is a bit better than most premium compact SUV rivals–there’s 28.9 cubic feet behind the second-row seats, which grows to 56.8 cubic feet when the second-row seat backs are folded.

The Advanced’s luxury additions fill out a cabin that’s pretty lush for the price, with lots of soft-touch material—even far down on the doors past the point at which lots of other manufacturers default to plastic. Knurled surfaces adorn the ends of the wiper and light-control stalks, steering-wheel thumb buttons, and the transmission selector dial. Metal accents brighten the doors, dash, console, and steering wheel. The big infotainment display atop the instrument panel is vibrant, easily legible, and can show two things at once (for instance radio settings and navigation map). Fortunately, it is a touchscreen, which means you don’t have to use the remote console controller—and this one reminds us a little of the Lexus Remote Touch get-up that we’ve never particularly liked. By the way, it’s uncanny how easy it is to reach this round controller when you really want the trans selector. Easy-working temperature dials mix with numerous buttons for climate control.

Quick Spin: 2021 Genesis GV80 3.5T Advanced

A 300-hp turbocharged 2.5-liter 4-cylinder is GV70’s base engine; a 375-hp turbo 3.5-liter V6 is also available. Choosing the Select package upgrades the standard 18-inch wheels to 19-inch alloys.

Comfortable seats welcome four adults. The front row is roomy; the second row slightly less so—but it would be wrong to call it cramped. Headroom is quite good, too, and driver sightlines are fairly unobstructed. Personal-item storage is accomplished in a large glove box, decent covered console bin, door pockets with bottle holders, and net pouches behind the front seats. Exposed cup holders are found in the console and the pull-down center armrest in the rear seat.

Overall cargo space is good, even if the rakish rear shape might stand in the way of certain loading options. The cargo bay holds at least 28.9 cubic feet of stuff. Drop the 60/40-split rear seats, which fold absolutely flush with the load floor, and a further 28 cubic feet open up.

Quick Spin: 2021 Volvo XC60 Recharge

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

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

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

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

First Spin: 2022 Infiniti QX55

The new-for-2022 Genesis GV70 might be the Genesis brand’s most impressive vehicle so far; it delivers an athletic driving character, attractive styling inside and out, and a high level of luxury and available technology features, all at prices that handily undercut its primary European luxury-brand rivals.

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Genesis GV70 2.5T Advanced Gallery

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Genesis GV70 2.5T Advanced

Meet the 2022 Consumer Guide Best Buys

Genesis GV70 2.5T Advanced

Car Stuff Podcast

Written by: The Daily Drive staff on December 22, 2021.

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MPG Update! Flash Drive: 2022 Ford Maverick

They Could Have Called It “The Phoenix”

Ford Maverick MPG — **Ford Maverick real world MPG**

UPDATE: When this story originally posted on October 6, 2021, Ford had not received the final fuel economy rating from the EPA for the base 2022 Maverick with the hybrid powertrain. The numbers are out now, and they are stellar–42 mpg in the city (42 mpg city, 33 highway, 37 combined). In a 33.3 mile test run in the Maverick Hybrid, I achieved an overall rating of 45.4 mpg, which included 12.8 miles running solely on electricity. That is the key to why the Maverick Hybrid will be such a game changer for Ford. Consumers will see the economy, versatility and base price under $20,000 (excluding destination fee of $1,495) as a reason to consider the Maverick Hybrid compact pickup over a compact or midsize crossover, or a sedan. Ford has a goal of selling the Maverick to people that have never owned a truck. This news from the EPA must be making them smile!

Ford has a winner on their hands with the all-new 2022 Ford Maverick compact pickup.

Maybe Ford went with Maverick because it can mean “pursuing rebellious, even potentially disruptive, policies or ideas.” This, without question, is what the Maverick will do. However, Ford also could have called it Phoenix, as in “to rise from its ashes in the freshness of youth and live through another cycle of time.” Ford has certainly done this by resurrecting the compact pickup genre that was once so popular in the 1960s-1980s.

So who does Ford think will buy the all-new 2022 Maverick? According to the Ford marketing team we spoke with at a recent media launch event, their target buyer will be young, female, Hispanic, and urban, including a full hybrid model that may get up to 40 mpg (it hasn’t been certified by the EPA at press time). This may be so, but after driving a few different configurations, they may be surprised this will not be who ends-up buying the Maverick. Regardless who’s driveway it ends up in, Ford has a winner.

Maverick Model Lineup

Like most pickups, the Maverick will come in a variety of trims with different equipment. Here’s a run-down of the lineup:

Base price with the $1,495 destination fee: $21,490

(Destination Fee is included with all following prices)

Front wheel Drive (FWD)

2.5 liter gas engine, 94 kilowatt electric motor

191 total system horsepower (hp)

155 pound-feet of torque (lb.-ft.)

Continuously Variable Transmission (CVT)

FWD or All-Wheel Drive (AWD)

2.0 liter turbocharged gasoline engine

250 hp

277 lb.-ft.

Eight-speed automatic transmission

Fuel Economy (FWD): 23 mpg city; 30 highway; 26 combined

Fuel economy (AWD): 22 mpg city; 29 highway; 25 combined

XLT

Base price: $23,775

FWD

2.5 liter gas engine, 94 kilowatt electric motor

191 total system hp

155 lb.-ft.

CVT

XLT

AWD

2.0 liter turbocharged gasoline engine

250 hp

277 lb.-ft.

Eight-speed automatic transmission

Lariat

Base price: $26,985

FWD

2.5 liter gas engine, 94 kilowatt electric motor

191 total system hp

155 lb.-ft.

CVT

Lariat

AWD

2.0 liter turbocharged gasoline engine

250 hp

277 lb.-ft.

Eight-speed automatic transmission

Hitting the Road

In this Flash Drive review we will only scratch the surface on both the hybrid-electric and gasoline-powered Maverick, with a full Road Test review coming along in early 2022. The hybrids we drove were all front-wheel drive, while the gasoline-only Mavericks were all-wheel drive. The power plants in the Maverick are proven through their use on other Ford vehicles, which lends confidence when buying a first year model.

The 2022 Maverick hybrid is quiet in electric mode, with only minimal sound when the engine kicks-in under heavy acceleration. The hybrid has all the get-up-and go that electricity adds to a drivetrain, with the CVT handling all expected performance needs. The 2.0L turbocharged Maverick has more horsepower and torque, along with all-wheel drive.

The cargo payload of 1,500 pounds is the same on all Mavericks, regardless of the engine. The tow rating for the Maverick hybrid is 2,000 pounds, while the gasoline engine goes up to 4,000 pounds. I towed a trailer weighing 1,600 pounds with the front-wheel drive hybrid, and needed to keep looking in the mirror to make sure it was there. The drive was very smooth. With the hybrid power, pulling onto highway onramps and climbing grades was easy.

I then drove the Maverick with the all-wheel drive 2.0L turbo and 500 pounds of plywood in the bed. The 4’ X 8’ sheets extended past the dropped tailgate by less than a foot, which was just fine for short distances. Ford has cleverly designed some helpful features that make the short, four-foot bed very livable. The Maverick was not intended to be a heavy-duty work truck, but more for the weekend warrior home owner doing DIY projects, or used for active lifestyles such as biking and kayaking. For these purposes, it is a viable option to a larger truck or a compact crossover.

The Maverick, weighing-in between 3,674 and 3,731 pounds, felt stable on the road, with cornering producing little body lean unless really pushing it hard. The 17-inch or 18-inch tires performed well, and stopping with either the trailer or a loaded payload was predictable and controllable. The Maverick has four-wheel disc brakes with ABS; the hybrid adds regenerative braking that converts kinetic energy into electricity when braking or coasting.

The electric-power steering was tuned well for road feel. There never was time or situation where we felt disconnected from the tires and the road, and that included the short off-road track we drove a few times. We did not get the chance to drive either Maverick in the rain, but our history with FWD cars is they track well in the wet, with all-wheel drive delivering even more traction.

Interior

The 2022 Maverick comes in three trim levels–XL, XLT and Lariat. The base Maverick XL has a MSRP of $19,995 and comes equipped with power windows, carpet, single zone manual air conditioning, two 12V and two USB ports with one each of Type A and C, an 8.0-inch screen with Bluetooth, Apple Car Play and Android Auto to utilize the AM/FM stereo and its six speakers. FordPass Connect offers convenience features such as remote door lock/unlock, remote keyless entry and remote engine start. The 4G LTE WI-Fi hotspot can accommodate up-to 10 devices over a range of 50 feet.

The seats are comfortable, but the rears are tight for taller passengers. There is rear under-seat storage, but make sure to check out the clever design they came up with on the front doors to accommodate a large drink bottle or cup.

Move up to the XLT, which Ford thinks will be the volume trim level or the Lariat, and the list of standard and available convenience and technology features and safety systems increase to where the Maverick, with a top price estimated at $38,000, will be as fully equipped and nicely appointed as any Ford truck.

Using the Flexible Unibody Architecture that utilizes unique modules, different vehicles can be built on the same manufacturing line with different wheelbases, ride heights and track widths. Sharing its platform with the Bronco Sport and Escape crossovers gave Ford interior designers the opportunity to make the Maverick cabin comfortable, and with excellent rear and side visibility. There are two child safety anchors in the outer rear seat positions, making the Maverick a serious consideration for a small family.

Exterior

Ford says the Maverick is “Built Ford Tough,” which of course has been the Ford credo for the F-Series and Ranger for many years. The tough part for a compact pickup could be hard to quantify, but after pulling a trailer, hauling a bed-full of lumber, and negotiating an off-road course, the Maverick has earned its tough stripes.

The first thing you will notice about the Maverick is its 68.7-inch height, which is just over five-foot seven inches. I stand five foot nine and it was odd being able to look over the cab of a pickup. But this lack of bigness is what will make the Maverick so appealing, as it will fit in a garage, six footers can easily sit in the front seats, and a big plus is being able to reach over the cargo box sides and touch the bed floor. If you have ever needed to off-load or tie-down anything on a midsize or full-size pickup, you will know what a great feature this is.

The box itself has some handy features, such as being able to position the tailgate flat or at an angle, tie-downs, slots to drop-in a 2×4 to raise the floor above the wheel wells, and lights. On the base XL there is no power in the bed, so stepping-up to the XLT and Lariat means there will be the opportunity to run generators, lights and other equipment.

Observations: 2022 Ford Maverick

Starting at $19,995, the Maverick XL is a bargain proposition . The hybrid engine powertrain (borrowed from Ford’s Escape) with great fuel economy will be popular with people needing a small pickup for around-town errands, for hauling up-to 2,000 pounds, and being able to toss a couple of bikes or a kayak in the bed, all while not worrying about damaging an expensive truck.

For more comfort and conveniences, go for the XLT and Lariat because even at an estimated $38,410 top-end price, the Maverick is a great all-around alternative to a crossover or even a larger truck.

So back to who Ford thinks will be buying the Maverick. Not saying they are wrong with their target, but the Maverick can easily slot into a role as a light-duty delivery vehicle, for ranchers or farmers needing an inexpensive runabout, for surfers and skiers loving the kick-about nature of the base XL, and for more sophisticated users looking to replace a sedan or SUV that has just outstayed its welcome and usefulness.

In an upcoming Road Test of the 2022 Maverick, Clean Fleet Report will dive deep into the technology, driver safety systems, as well as more details on the performance and drivability. We will also report on real-world fuel economy and of course how that stacks up against the official numbers when they’re released.

Until then, you can visit a Ford dealer and take a lengthy test-drive in the gasoline-powered Maverick. The Maverick hybrid will be coming along by the end of the year. You need to check-out this new truck which Ford is hoping will be as successful as the compact pickups from a few decades ago. Sort of a Back to The Future thing!

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 John Faulkner and Ford.

A video of off-roading in the Maverick

Ford Maverick off-road

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2021 Chicago Auto Show: 2022 Volkswagen Golf GTI and Golf R

2021 Volkswagen Golf GTI (left) and Golf R

2022 Volkswagen Golf GTI (left) and Golf R

Volkswagen announced complete pricing info for its redesigned 2022 Golf GTI and Golf R high-performance 4-door hatchbacks at the 2021 Chicago Auto Show. The ’22 Golf GTI and Golf R kick off the eighth generation of VW’s long-running compact hatchback in the U.S., and they are the only Golfs we’re getting… the non-performance versions of the Golf have been dropped for the American market and essentially replaced on our shores by VW’s new-for-2022 Taos compact crossover SUV.

CG Says:

If you’re a driving enthusiast, it’s hard not to get excited about a new-generation Golf GTI and Golf R. These Volkswagen hot hatchbacks have long offered an outstanding blend of invigorating performance, daily-driver practicality, and a cool European ambiance that’s a step above the compact-car norm. The redesigned 2022 models promise to continue that tradition in fine fashion, and we especially applaud the fact that a traditional manual transmission is still on offer across the board. However, we have to pour one out for the discontinuation of the “garden variety” Volkswagen Golf—an everyday hatchback that delivered driver’s-car litheness and European flair at a more affordable price point.

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2022 Volkswagen Golf GTI and Golf R Gallery

(Click below for enlarged images)

: 2022 Volkswagen Golf GTI

: 2022 Volkswagen Golf R

: 2022 Volkswagen Golf GTI

2022 Volkswagen Golf GTI

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Written by: Damon Bell on July 15, 2021.

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Test Drive: 2021 Genesis GV80 2.5T Prestige

2021 Genesis GV80 2.5T Prestige in Lima Red (a $400 option)

2021 Genesis GV80 2.5T AWD Prestige

Class: Premium Midsize SUV

Miles driven: 389

Fuel used: 20.3 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	B
Tall Guy	A

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

Drivetrain
Engine Specs	300-hp 2.5L
Engine Type	Turbo 4-cylinder
Transmission	8-speed automatic
Drive Wheels	All-wheel drive

Real-world fuel economy: 19.2 mpg

Driving mix: 60% city, 40% highway

EPA-estimated fuel economy: 21/25/22 (mpg city, highway, combined)

Fuel type: Premium gas recommended

Base price: $63,400 (not including $1025 destination charge)

Options on test vehicle: Metallic paint ($400)

Price as tested: $64,825

Quick Hits

The great: Posh, comfortable cabin; quietness; long list of available comfort and convenience features

The good: Respectable acceleration from 4-cylinder engine; confident, distinctive styling

The not so good: Mediocre observed fuel economy; steering and ride composure aren’t quite at the level of class leaders

More Genesis GV80 price and availability information

John Biel

We’re guessing this is where things really get interesting for Genesis.

Having first put itself on the outer ring of the premium-class radar screen with a trio of sedans, Hyundai’s young spin-off luxury brand is now entering the equally (if not more) important crossover/SUV segment. The 2021 model year sees the debut of the Genesis GV80, a midsize crossover allied to the new-generation G80 sedan. No pressure—it’s only going up against a crowded field partially populated by the likes of the BMW X5, Cadillac XT6, Lexus RX, Lincoln Aviator, Mercedes-Benz GLE-Class, and Consumer Guide’s “Best Buy” Volvo XC90.

The GV80 debuts for 2021 as the first SUV in the Genesis model lineup. The Genesis brand launched for the 2017 model year as the luxury division of Hyundai Motor Company and has offered only premium sedans up until this point.

If anything should help the GV80 stand out right away in this milieu, it is its great value proposition. Prices for a 4-cylinder rear-wheel-drive GV80 start at $49,925 with delivery, down in entry XT6 and RX territory, but nearly $6000 less than a GLE 350 and almost $10,000 south of an X5 sDrive40i. At the top end, an all-wheel-drive V6 GV80 Prestige could leave the dealership for $71,975. However, there’s nothing cut-rate about the execution of this newest Genesis.

Test Drive: 2021 Mercedes-Benz AMG GLE63 S

The GV80 boasts a clean, sophisticated dashboard layout with an extra-wide infotainment screen that can be configured to display two or three different info readouts (a navigation map and exterior climate readout are shown here).

CG’s first test of a GV80 comes as a top-trim Prestige with AWD and the 2.5-liter turbocharged four. Four-cylinder models are available in either rear- or all-wheel drive and seat five. (Those with the twin-turbo 3.5-liter V6 have AWD only, and one version with third-row seats holds seven.) The only option on the $64,825 vehicle was a $400 application of Lima Red paint—a charge pretty hard to avoid considering that any color other than Alta White costs extra.

Quick Spin: 2020 Lexus GX 460 Premium

The GV80 uses a rotary-dial gear selector and a circular infotainment control interface (in addition to touchscreen functionality on the infotainment screen itself). One clever touch–the gear selector’s lighting glows red when the vehicle is in reverse, and matches the color of the selectable-color ambient cabin lighting when the vehicle is in drive.

Genesis treats GV80 trim levels like option packages added to the Standard model. In the 4-cylinder family, the upgrades are Advanced and Prestige. Furthermore, the cost of adding AWD escalates with each trim level because in addition to the different driveline, all-wheelers also come with more equipment than their 2-wheel-drive namesakes. For instance, the AWD Standard has some features that don’t kick in until the Advance level with RWD, a tactic that is repeated up the line. As a result, the example that we drove cost $6350 more than it would have with the rear wheels doing all the work.

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There’s decent space for adults in the GV80’s second-row seats (a third-row is available, but only on the 3.5T six-cylinder models). The second-row seat backs fold easily with the press of a button on the seat bottoms.

The Prestige that we drove started out with plenty of goodies brought up from the lower lines. That included a panoramic sunroof, matte-finish wood trim, heated and ventilated front seats, heated leather-wrapped steering wheel, rear-door sun shades, 110-volt power plug in the cargo area, hands-free liftgate, blind-spot and rear cross-traffic collision-avoidance assists, forward-collision avoidance with pedestrian and cyclist detection, rear-occupant alert, 21-speaker premium audio with satellite and HD radio, navigation, Apple CarPlay/Android Auto smartphone compatibility, wireless charging, digital key, surround-view monitor, and Remote Smart Parking Assist that can parallel park the GV80 with the operator outside the vehicle.

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Though the cargo area’s load floor is a bit high, it’s also nice and wide, and the second-row seat backs fold to create a flat surface. The cargo area’s lighting is better than the class norm–a welcome feature when loading or unloading at night.

Prestige-specific items are 3-zone climate control; heated second-row seats; and 16-way power driver’s seat with power seat bolster and cushion extension, and Ergo Motion function with internal air cells that adjust to driving mode and vehicle speed. Included upgrades not even found on the rear-drive Prestige are 22-inch alloy wheels, electronically controlled suspension with “Road Preview” that adjusts damping to upcoming road-surface irregularities, head-up display, and active noise cancellation.

Test Drive: 2020 Infiniti QX60 Luxe

GV80 2.5T models are powered by a 300-hp turbocharged 2.5-liter 4-cylinder.

The GV80 rides a 116.3-inch wheelbase and is 194.7 inches long. It has a stylistic kinship to the redesigned G80 sedan through things like a huge pentagonal grille filled with a bright diamond-pattern surface and stacked slitlike headlights that establish a pattern continued as simulated vents on the front fenders. Inside, much of the switchgear and controls are the same, but the dashboard and console designs are different in the two vehicles, and there’s a different steering wheel in the GV80.

In the Prestige, surroundings are plush, with lots of padded surfaces, even on the sides of the console. The test truck displayed an elegant look and feel to the beige leather on the nicely detailed and highly comfortable seats. Certain controls on the console like the silver rotary transmission selector and circular infotainment controller (upon which fingertip “handwriting” commands can be made) have knurled surfaces for enhanced look and feel. Better yet, the cabin is delightfully quiet.

An up-to-the-minute infotainment system features a 14.5-inch touchscreen atop of the dashboard. The plethora of information available from it can be managed by touch on the screen, through the central controller, from steering-wheel buttons, and/or voice command. The climate system’s big external dials permit quick, direct temperature settings, but the remainder of the controls are on a touchpad of their own. Glove box, console bin, door pockets, seat-back pouches, and cup holders in the console and pull-down rear armrest take care of passengers’ needs for personal-item storage.

Test Drive: 2020 Lexus RX 350 F Sport

All-wheel-drive 2.5T Prestige models step up to 22-inch alloy wheels in place of the 19s or 20s on lesser 2.5T models.

The GV80 is commendably roomy in both rows, and sports pretty good cargo space with the rear seats up, plus some organized underfloor space. For more room, rear 40/20/40-split seats fold nearly flat and in an uninterrupted surface from the load floor. Though there are remote seat releases in the cargo hold, a handy button on each side of the second-row seats also lets you drop seat backs at a touch without groping for levers or going to the back of the vehicle.

The 2.5 turbo engine is new to Genesis. It develops 300 horsepower and 311 lb-ft of torque. Working through an 8-speed automatic transmission, it behaves about the same way it does in the G80, with good-not-great standing-start acceleration but responsive trans kickdown for effective highway passing. Selectable drive modes include Comfort, Snow, Eco, Sport, and Custom, and adjust transmission mapping, throttle responsiveness, and suspension. (Sport also induces the seat side bolsters to grip the driver a little tighter.) When this driver put 75.5 miles on the test car—all of it in city-type driving—it returned 19.0 mpg, which falls short of the EPA city-mileage projection of 21 mpg. About the only way the GV80 needs to really improve to draw near to the brands it hopes to run with is in chassis dynamics. It lags somewhat behind their levels of ride composure and steering feel.

Genesis has gotten off to an impressive start as a luxury-grade automaker. The GV80 will show if that was more than just beginner’s luck.

Quick Spin: Volvo XC60 Plug-in Hybrid

The GV80 is a fine first-SUV effort from the upstart Genesis brand. It boasts distinctive styling, a posh cabin, and an impressive array of available comfort and convenience features. However, ride quality trails the premium midsize SUV class leaders, and our observed fuel economy was disappointing.

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2021 Genesis GV80 2.5T Prestige Gallery

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Meet the 2021 Consumer Guide Best Buys

Written by: The Daily Drive staff on February 1, 2021.

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Forgotten Concept: Cadillac Voyage

Cadillac Voyage Concept

This is an installment in a series of posts looking back on show cars that we feel deserved a little more attention than they got. If you have a suggestion for a Forgotten Concept topic, please shoot us a line or leave a comment below.

Cadillac Voyage Concept

First Seen: 1988 General Motors Teamwork & Technology Show

Description: Full-size sedan

Sales Pitch: “Rolling technology laboratory.”

More Forgotten Concepts

Cadillac Voyage Concept

Details:

First seen in 1988 at the General Motors Teamwork & Technology Show held at the Waldorf-Astoria hotel in New York City, the Cadillac Voyage Concept served as showcase for several burgeoning technologies, including adaptive all-wheel drive, high-tech V8 engines, and voice-recognition phone operation.

The large sedan stretched 212.6 inches long overall–roughly 8 inches less than the contemporaneous Cadillac Brougham. Designed by a team led by GM VP of Design Chuck Jordan, the Voyage boasted a claimed drag coefficient of just .28 Cd–well below that of a 1988 Chevrolet Corvette.

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The Voyage’s power came from a fuel-injected 4.5-liter overhead-cam V8, good for a reported 275 horsepower. A 4-speed automatic transmission and adaptive AWD rounded out the powertrain.

Inside, the Voyage made use of a pair of dash-mounted monitors, one of which supported the car’s navigation system. Mounted to the dash was a hands-free mobile-phone, designed to be operated entirely by voice prompt. The Voyage Concept was followed in 1989 by a coupe variant dubbed Solitaire. The Solitaire Concept followed the same overall design theme as the Voyage, but featured unique styling elements and a Lotus-supplied 6.6-liter V12 engine rated at 430 horsepower.

Forgotten Concept: Oldsmobile Profile

Cadillac Voyage Concept

CG Says:

Why not? In retrospect it’s easy to suggest that by this time Cadillac ought to have been thinking about SUVs, but in the late Eighties there was still plenty of interest in big, powerful, luxurious sedans.

The Voyage’s 4.5-liter V8 was predictive of the production Northstar 4.6-liter V8, which arrived under the hoods of select Cadillacs only a few years later. As for that drag coefficient, Cadillac claimed the Voyage could reach 200 mph, but that seems unlikely. A roadable version of this vehicle would probably have weighed nearly 5000 pounds, and with only 275 horsepower under the hood… well, 140 mph feels more realistic.

Big question: Why would customers want to see a hands-free phone? I guess a concept car needs visual elements that demonstrate specific features, but shouldn’t a voice-controlled phone be largely hidden from sight?

Forgotten Concept: Lincoln Sentinel

Cadillac Voyage Concept

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Cadillac Voyage Concept Gallery

Forgotten Concept: Mercedes-Benz Auto 2000

Written by: Tom Appel on January 14, 2021.

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Test Drive: 2021 Toyota Venza XLE

2021 Toyota Venza in Blizzard Pearl white paint

2021 Toyota Venza XLE

Class: Midsize Crossover SUV

Miles driven: 141

Fuel used: 3.4 gallons

CG Report Card


Room and Comfort	B+
Power and Performance	B
Fit and Finish	A-
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	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	219-hp 2.5L
Engine Type	4-cylinder hybrid
Transmission	CVT automatic
Drive Wheels	AWD

Real-world fuel economy: 41.5 mpg

Driving mix: 60% city, 40% highway

EPA-estimated fuel economy: 40/37/39 (city, highway, combined)

Base price: $36,000 (not including $1175 destination charge)

Options on test vehicle: 12.3-inch JBL Premium Audio ($2050)

Price as tested: $39,225

Quick Hits

The great: Smooth hybrid powertrain delivers excellent fuel economy; generous list of standard equipment, including safety features

The good: High-class interior trimmings; sleek styling inside and out

The not so good: Cargo volume isn’t as good as most class rivals; not all testers like capacitive-touch controls

More Toyota price and availability information

John Biel

If you need any further proof that there are lots of crossover sport-utilities on the market, the fact that automakers seem to be running out of names could be a tip-off. Consider that Blazer, Bronco, and Passport—all discarded nameplates from SUVs big and small—have lately come out of mothballs. Now Toyota is reaching into its recent past for Venza, the label you’ll find on the tailgate of a two-row midsize crossover added for the 2021 model year.

Toyota revives its Venza nameplate for 2021 on a sleekly styled 5-passenger midsize crossover SUV that comes solely with a hybrid powertrain and all-wheel drive. Upscale interior appointments also come standard.

The Venza badge previously graced a 5-passenger midsize crossover that Toyota sold in the U.S. from 2009 to 2015. It was a bit more car-like than the new product, and where the last-decade Venza came with a choice of 4-cylinder or V6 power and front- or all-wheel drivelines, the Venza for the Twenties is solely hybrid powered with AWD.

Test Drive: 2020 Volkswagen Atlas Cross Sport

The Venza’s cabin has a pleasant, classy feel. Our XLE tester was equipped with the $2050 JBL Premium Audio option, which also adds a 12.3-inch infotainment touchscreen and Toyota’s Dynamic Navigation.

One way this Venza picks up where the last one left off is in model offerings. Ascending LE, XLE, and Limited trims are again available, with prices beginning at $33,645 including delivery. Consumer Guide sampled an XLE that started at $37,175 but tacked on 9-speaker JBL premium audio with navigation on a big 12.3-inch touchscreen to reach $39,225. (One extra we would have liked to see is the new “Star Gaze” panoramic roof that uses electrochromic technology to switch from transparent to frosted at the push of a button, but it’s a $1400 option reserved for the Limited.)

Test Drive: 2019 Honda Passport Elite

The rear-seat area is spacious and comfortable, though headroom can be tight for passengers above 6 feet tall. Central HVAC controls and dual USB charging ports are standard.

XLE standard equipment includes 19-inch super-chrome-finish alloy wheels, hands-free power liftgate, rear cargo cover, leather-wrapped steering wheel, “Softex” leatherette-and-fabric seats, power 8-way-adjustable driver’s seat, 7-inch color vehicle-information display, wireless smartphone charging, Smart Key access to doors and tailgate, push-button starting, and dual-zone climate control. The infotainment system (with 8-inch touchscreen) incorporates satellite and HD radio; Apple CarPlay, Android Auto, and Amazon Alexa compatibility; Bluetooth wireless technology; and Toyota Remote Services. Driver assists are a blind-spot monitor, rear cross-traffic alert, and front and rear parking assist with automated braking. Plus, all Venzas get Toyota’s Safety Sense 2.0 features: 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.

The Venza does for Toyota what many other manufacturers have done, and that is cover both ends of the midsize crossover space. Venza’s 105.9-inch wheelbase actually matches that of the compact RAV4, but at 186.6 inches overall, the newcomer is five inches longer between the bumpers—though eight inches shy of the 3-row Highlander. The Venza is built from the Toyota New Global Architecture K platform already in use by several other vehicle lines. It rides a suspension of struts in front and independent multiple links in back. Like some of today’s other two-row midsize debutantes (think Chevrolet Blazer and Volkswagen Atlas Cross Sport for instance), Venza is a little more style-driven than the usual midsize ute, with a more sweeping profile than the vehicles between which it fits.

Test Drive: 2019 Chevrolet Blazer Premier

With the rear seats up or down, the Venza’s cargo area isn’t as large as most two-row midsize SUV competitors’. There’s 28.8 cubic feet of cargo space behind the rear seats, and 55.1 cubic feet with the rear seats folded. For comparison, the Ford Edge’s respective cargo-area measurements are 39.2 cubic feet and 73.4 cubic feet.

How, then, can the Venza hope to stand out in an already-busy field? Two words: Powertrain. Driveline. Alone among U.S.-market crossovers it will be a) powered by nothing but a hybrid powerplant and b) driven through all four wheels. A 2.5-liter 4-cylinder engine is mated to three electric motors and a continuously variable automatic transmission (CVT) for 219 system horsepower. The AWD system electronically enlists a rear-mounted electric motor to drive the rear wheels when needed to help reduce front wheel slip or improve cornering. Up to 80 percent of available torque can be directed rearward.

The Venza is nicely responsive in around-town driving. It is quiet, and essentially seamless when going from electric to internal-combustion power. In highway driving, the CVT gives the effect of a prompt geared-transmission kickdown when passing power is called for. Three drive modes—“Normal,” “ECO,” and “Sport”—are available to drivers. Sport mode is supposed to sharpen throttle response, but from where this driver sat, any gain was evanescent. ECO tunes the throttle and climate-control system for greater fuel efficiency. The Venza handles very easily, effectively shelters passengers from most road shocks, and brakes with less of the vagueness that traditionally plagues hybrids.

Should I Buy a Car or Crossover?

All Venzas come with the same powertrain: a 2.5-liter 4-cylinder paired with three electric motors for a total output of 219 system horsepower. XLE models come standard with 19-inch “super chrome” alloy wheels in place of the LE’s 18s.

Official EPA fuel-economy numbers are 40 mpg city/37 highway/39 combined on all Venza trim levels. Those are class leading numbers, and we actually did a bit better during our time with a pre-production test vehicle: In 141 miles of 60 percent city driving, we averaged 41.5 mpg.

Inside, four adult passengers will find fairly good head- and legroom. (The rear seat is slightly too narrow to get three grown-ups across it comfortably.) A compact lithium-ion battery pack for the electric motors fits under the rear seats, saving room for passengers and cargo. Owners can stash 28.8 cubic feet of stuff behind the second row. The space extends pretty far forward, but the roof rake that gives the Venza its sporting look reduces the height of objects that can be stored near the back. Rear seats fold flat for added capacity, and there’s some bonus hidden space under the floor if you’re willing to let your goods take their chances with the spare tire.

Test Drive: 2019 Toyota RAV4 Hybrid Limited

The Venza puts an emphasis on sleek, rakish styling. In addition the the full-width LED taillight, XLE and Limited models get a full-width center high-mounted stop light as well.

The XLE interior is comfortable and attractive for the price. There’s more soft-touch area than you’ll find in some pricier vehicles. Among other things, the colorful vehicle-information readout in the instrument cluster monitors hybrid-system function. Even on the uplevel infotainment system setup and access is fairly straightforward, but everything—including climate controls—is operated via capacitive controls which requires a lot of repetitive pushes to get desired settings. Personal-item storage is varied and abundant enough to be serviceable, but nothing more.

Some other Toyota crossovers may hold more passengers or be more space efficient. However, the revivified Venza plugs a gap in the brand’s SUV hierarchy with a stylish and nicely equipped alternative.

Car Shopping Tips: Test Drive Checklist

Outside of the Ford Explorer and Toyota’s own Highlander, the revived-for-2021 Venza is the only hybrid available in the mainstream midsize SUV class. Its excellent fuel economy is a key selling point, but the generous list of standard and available features, comfortable ride, and classy cabin also make the Venza a compelling choice.

Check out the Consumer Guide Car Stuff Podcast

2021 Toyota Venza XLE Gallery

Toyota Venza XLE

Written by: The Daily Drive staff on August 18, 2020.

News: Ford Pumps Up Charging Speed on Mach-E

2021 Ford Mustang Mach-E Gets a Series of Teasers

The waiting is the hardest part, as Tom Petty sang. Ask the eager Tesla Model 3 owners who waited years for their reservations to become reality. Ford is going through the same period of suspended animation while 50,000 reservation holders shelter-in-place and eagerly scan for news for updates on when the Mustang Mach-E will arrive. The earliest models are promised before the end of the year (though maybe not for the U.S.), but the bulk of orders won’t be delivered until early 2021.

In the meantime, Ford has been dribbling out teasers on its first foray into mass-market electric vehicles–the 2021 Ford Mustang Mach-E. First up was a video of the Mach-E doing cold weather testing. Snow much fun!

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The Ford Mustang Mach-E’s all-wheel drive system has been a popular choice with those reserving the car. Ford engineers did their testing at the Smithers Winter Test Center in the Upper Peninsula of Michigan.

Airborne Upgrades

Taking a cue from Tesla, Ford next announced that the Mach-E would be capable of over-the-air (OTA) updates for its software system. The company promised that many updates could take place in under two minutes and be essentially transparent to the car owner.

Ford engineers have been working from home to perfect OTA

The secure updates will use the Ford Sync communications and entertainment system and its cloud-connected capability to provide performance enhancements, new features and updates to the Sync system itself. The updates will able to be scheduled by customers so they can take place at a convenient time when the vehicle is not in use. The first updates are expected to roll out with six months of the Mach-E being delivered to customers.

Ford’s expanding OTA capability to other vehicles in its lineup as well starting this year. One challenge Ford engineers have had is developing and testing the OTA system during the pandemic. Working remotely, engineers developed systems to be able to access and reprogram vehicle modules, keeping the technology process moving forward.

Charging Ahead

The first question for electric car adopters is—where can I charge it? That’s usually followed by—how long with it take. Ford’s aware of these customer concerns and has answers for both questions.

Charging starts at home

Ford’s hooked up with Amazon for installation of Ford Connected Charge home charging stations. Those Level 2 (240-volt) systems will handle most drivers’ needs. Ford Mustang Mach-E owners, through the FordPass Charging Network, will also have access to the Electrify America network of DC fast-chargers and other chargers, encompassing 13,500 stations and almost 40,000 plugs nationwide.

To reinforce the convenience of on-road fast-charging, Ford did some tests with the Mach-E after working on improving its charging speed. Using a 350-kilowatt Electrify American DC fast-charger, Ford was able to add 61 miles of range in 10 minutes of charging. The test model Ford used was a Mach-E with rear-wheel drive and the extended-range battery. The charging time represented a 30 percent improvement compared to previous estimates. Ford even showed some of the quick trips you could take with a fast charge like that.

Oh, the places you will be able to go

Going from 10 percent state-of-charge to 80 percent takes 38 minutes on the same DC fast-charging station. As most EV drivers know, the last 20 percent of charge tends to take longer than charging from a lower level. The Mach-E is expected to have 210-to-230-mile range for the standard range model (the difference is between AWD and RWD models) and up to 300 miles of range in the extended-range models.

Related Stories You Might Enjoy—More Mach-E News

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Update: Forget Ford vs. Ferrari, It’s Ford vs. Tesla