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Test Drive: 2022 Genesis GV70 2.5T Advanced

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

2022 Genesis GV70 2.5T AWD Advanced

Miles driven: 447

Fuel used: 21.5 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	A
Tall Guy	A

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

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

Real-world fuel economy: 20.8 mpg

Driving mix: 65% city, 35% highway

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

Fuel type: Premium gas recommended

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

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

Price as tested: $50,695

Quick Hits

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

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

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

More Genesis GV70 price and availability information

John Biel

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

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

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

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

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

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

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

Test Drive: 2022 Genesis G70 3.3T Sport Advanced

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

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

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

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

Quick Spin: 2021 Genesis GV80 3.5T Advanced

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

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

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

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

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

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

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

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

Listen to the Car Stuff Podcast

Genesis GV70 2.5T Advanced Gallery

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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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Test Drive: 2021 Ford Bronco Sport Outer Banks

2021 Ford Bronco Sport Outer Banks in Rapid Red Metallic (a $395 option)

2021 Ford Bronco Sport Outer Banks

Class: Compact Crossover SUV

Miles driven: 223

Fuel used: 7.4 gallons

Real-world fuel economy: 30.1 mpg

CG Report Card


Room and Comfort	B+
Power and Performance	C+
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	A
Tall Guy	A

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

Drivetrain
Engine Specs	181-hp 1.5-liter
Engine Type	Turbo 3-cylinder
Transmission	8-speed automatic
Drive Wheels	4WD

Driving mix: 35% city, 65% highway

EPA-estimated fuel economy: 25/28/26 (mpg city, highway, combined)

Fuel type: Regular gas

Base price: $32,160 (not including $1495 destination charge)

Options on test vehicle: Rapid Red Metallic paint ($395), Ford Co-Pilot360 Assist+ ($795), Outer Banks Package ($1595)

Price as tested: $36,440

Quick Hits

The great: Broad model range and accessory options allow a high degree of personalization; lots of thoughtful, practical convenience features; everyday usability

The good: Fun, rugged styling inside and out; excellent off-road capabilities for a crossover SUV; respectable fuel economy for a 4-wheel-drive off-roader

The not so good: Rear-sear space shrinks quickly behind tall front-seat occupants; 3-cylinder engine can sound and feel a bit unrefined; pricing gets a bit steep on higher-line models

More Ford Bronco Sport price and availability information

John Biel

Perhaps Ford worries that in case the very name of its newest compact-crossover SUV—Bronco Sport—isn’t enough to draw positive connections to its 1966-77 mini sport-utility then “heritage-inspired” styling will have to finish the job. Even if they do the trick, though, there’s still a world of difference between them—and that’s not even considering the general automotive technological changes of the intervening 45 to 55 years.

The Bronco Sport is the smaller sibling of the long-awaited 2021 Ford Bronco, which is set to start hitting dealerships in earnest this summer. In terms of vehicle architecture and intent, the relationship between the Bronco Sport and the Bronco is similar to that of the Jeep Compass and Jeep Wrangler. The senior Bronco and the Wrangler are body-on-frame vehicles intended for serious off-roading; the Bronco Sport and Compass boast impressive off-road chops when properly equipped, but they use crossover-SUV underpinnings that are better suited to everyday on-road driving.

At 172.7 inches long overall, the debut 4-door Sport is 20.6 inches longer than the 2-door (or even no-door roadster) of 1966, and its 105.1-inch wheelbase is 13.1 inches greater. The beam-front and solid-rear axles with rear parallel leaf springs from the “good old days” have given way to a fully independent suspension, and body-on-frame construction is replaced by a unit-body platform. While it originally took six cylinders and 170 cid (2.8 liters) to generate 105 gross horsepower, a 1.5-liter 3-cylinder powerplant produces 181 net ponies in the twenty-first-century vehicle.

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The Bronco Sport’s cabin ambiance is functional yet pleasant in Outer Banks trim. The gauge cluster uses a digital display screen (that boasts lots of “eye candy” animated graphics) nestled between an analog tachometer and speedometer. The rotary-dial gear selector knob is easy to use, as is the “G.O.A.T. Mode” drive-mode selector knob.

The first Bronco Sport that Consumer Guide had the chance to test was plucked from the absolute center of the 5-tier range, an Outer Banks model with a starting price (with delivery) of $33,655 but a full price of $36,440 including options. Base and Big Bend versions lie below it; Badlands and limited-production First Edition jobs are higher up on the pecking order. Starting prices span $28,155 to $39,655.

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The front seatbacks have zippered storage pouches and integrated MOLLE straps for securing loose items. Rear legroom grows scarce as the front seats are adjusted rearward–the driver’s seat is all the way back in this photo.

All come with 4-wheel drive and an 8-speed automatic transmission. General standard safety features in the Ford Co-Pilot360 bundle include pre-collision warning with automatic emergency braking and pedestrian detection, blind-spot and rear cross-traffic alerts, lane-keep assist, and automatic high-beam headlights. A Bronco Sport that reaches the Outer Banks level also has 18-inch machined-face Ebony Black-painted alloy wheels; Shadow Black paint for the safari-style roof; black grille; body-color door handles; full LED exterior lighting; heated power mirrors; rain-sensing windshield wipers; leather-trimmed seats with mini perforation; heated front seats with 8-way power adjustment for the driver and 6-way power for the passenger; heated, leather-wrapped steering wheel; dual USB ports inside the center console; ambient lighting; dual-zone climate control; SYNC3 infotainment system; satellite radio; Wi-Fi hotspot; remote starting; and reverse sensing.

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The Bronco Sport’s “safari-style” roofline kicks up to provide a shade more rear cargo space (and headroom for rear-seat passengers). The rear glass can be opened separately from the liftgate–a very handy feature.

The test truck was rounded out with a pair of option packages. Co-Pilot360 Assist+ contributed adaptive cruise control with stop-and-go and lane centering, evasive steering assist, touchscreen navigation, and Sirius XM Traffic and Travel Link services. The Outer Banks Package inserted a Bang & Olufsen sound system with 10 speakers and subwoofer, HD radio, power moonroof, and wireless charging. Rapid Red Metallic paint was its only other extra-cost feature.

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The Bronco Sport’s cargo volume is quite good considering its tidy exterior dimensions–in the Base, Big Bend, and Outer Banks models, there’s 32.5 cubic feet of space behind the second-row seats and 65.2 cu. ft. with the seat backs folded. A rubberized, washable cargo floor is standard, as are integrated carabiner-style retainer hooks in the cargo area’s side walls, and a bottle opener (!) built into the liftgate jamb above the passenger-side taillight.

No hot performer with the turbocharged 3-cylinder engine (consider the 245-horsepower turbo 2.0-liter four in the Badlands and First Edition if you need more of that), the Bronco Sport has a better chance of impressing with its utility, room, and driving dynamics. The 1.5-liter EcoBoost powerplant generates 190 lb-ft of torque at 3000 rpm, just enough to get the new little Ford around quite adequately, but it is noisy with a jittery idle. EPA fuel-economy projections are 25 mpg for city driving, 28 mpg on the highway, and 26 combined. This tester’s experience pretty much fell in line with that—he recorded 26.2 mpg after going 60.7 miles with 45 percent of it under city conditions. Other CG testers did even better–our aggregate mileage just topped 30 mpg in a majority of highway driving.

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Base, Big Bend, and Outer Banks models are powered by an EcoBoost turbocharged 1.5-liter 3-cylinder engine paired with an 8-speed automatic transmission. Outer Banks models come standard with 18-inch machined-face alloy wheels.

Ford likes its amusing acronyms for the terrain-management system (G.O.A.T.=Goes Over Any Terrain) and suspension (H.O.S.S.=High-performance Off-road Stability Suspension). The bottom three models have a 5-setting G.O.A.T. system with “Sand,” “Slippery,” “Sport,” “Eco,” and “Normal” modes. Confined to dry streets and expressways, this driver divided his time between Normal and Sport, and found the former preferable for most driving. Sport’s concession to performance was to delay transmission upshifts, which sometimes left the engine loudly revving in limbo at the high end of a gear range during surface-street driving. H.O.S.S. tuning targets off-road comfort and capability with soft springing and antiroll bars to improve articulation over obstacles. Perhaps surprisingly, it makes for a decent on-road ride and easy, well-controlled handling as well.

First Look: 2021 Ford Bronco Sport

All Bronco Sports have a pair of bright, adjustable LED lights built into the rear liftgate–very handy for camping or tailgating, or just loading/unloading groceries or what-have-you in or out of the cargo area after dark.

At a glance, the suspicion is passenger room could be tight, but this 5-foot-10.5-inch-tall reviewer was able to sit comfortably behind a driver’s seat set up for his dimensions. Headroom for four adults is excellent in both rows, even beneath the moonroof. However, narrow rear door openings complicated extracting feet for vehicle exits. Materials are nice at the Outer Banks level, with a good amount of soft-touch stuff where passengers are likely to notice. Driver vision is fairly unobstructed.

Bronco Sports like the one CG tested raise their adventure-vehicle profile through a number of handy touches. Pouches on the backs of the front seats are more or less stationary backpacks. They close with a zipper and are covered outside in MOLLE straps good for securing loose items. The cargo floor base is a sturdy, textured rubberized surface that continues up the back of the 60/40 split-folding rear seats. Cargo tie-downs are built into the sidewalls and dual LED floodlights handy for illuminating after-dark loading operations in the middle of nowhere are installed on the inside of the liftgate.

The rear 60/40-split seats fold at a slight upward angle but it matches the slope of the load floor to form an unbroken surface capable of holding up to 65.2 cubic feet of cargo—as much as 5.1 more than in 4-cylinder models, by the way. The rear window can be opened independently of the liftgate, and there is a little organized small-item space under the cargo floor. A big glove box, modest console cubby, and door pockets hold incidentals. Cup holders reside in the console, door pockets, and pull-down rear armrest.

Those who want optimal driveline and off-roading features can get the Badlands for just $500 more than the Outer Banks. At any price, though, the Sport has the spirit of the Bronco of so long ago even if so many other things have changed.

Real-World Walk-around: 2021 Ford Bronco

The new-for-2021 Ford Bronco Sport is positively brimming with personality, and its off-road/adventure-focused features help make it a more-practical vehicle for everyday use as well. Acceleration with the base engine is middling, and rear-seat space can be stingy despite the upright body dimensions, but the Bronco Sport nonetheless succeeds in delivering the style and rugged attitude of its Bronco sibling in a tidier, more affordable package.

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2021 Ford Bronco Sport Outer Banks Gallery

(Click below for enlarged images)

Bronco Sport Outer Banks

Baby Bronco: What’s in a name?

Bronco Sport Outer Banks

Written by: The Daily Drive staff on May 14, 2021.

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Quick Spin: 2021 Volvo XC60 Recharge

Volvo XC60 Recharge T8 Inscription in Denim Blue Metallic (a $645 option)

2021 Volvo XC60 Recharge T8 Inscription

Class: Premium Compact Crossover

Miles Driven: 362

Fuel Used: 10.0 gallons

Real-world fuel economy: 36.2 mpg

CG Report Card


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

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

Big & Tall Comfort

Big Guy	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	400-hp 2.0L
Engine Type	4-cyl turbocharged and supercharged plug-in hybrid
Transmission	8-speed automatic
Drive Wheels	AWD

Driving mix: 65% city, 35% highway

EPA-estimated fuel economy: 57 MPGe/27 mpg (city/highway combined)

Fuel type: Premium gasoline recommended

Base price: $61,000 (not including $995 destination charge)

Options: Climate Package ($750), Advanced Package ($1900), metallic paint ($645), Bowers and Wilkins premium audio system ($3200), 4-corner air suspension ($1800), 20-inch 8-spoke black alloy wheels ($800), Air Quality with Advanced Air Cleaner ($250)

Price as tested: $71,340

Quick Hits

The great: Standard safety features; very high-class interior materials

The good: Strong acceleration; fuel-economy potential and eco versatility of plug-in hybrid powertrain

The not so good: Complicated touchscreen controls; optional equipment quickly drives up the bottom-line price; not quite as nimble or athletic-feeling as some performance-focused class rivals

More XC60 price and availability information

CG Says:

One option you can’t get for the Volvo XC60 Recharge—the new name for the brand’s plug-in hybrids—is a big “We’re No.1!” foam finger to slip over the roof. Too bad: Of the four plug-ins that can be found in the premium compact-crossover category for 2021, the XC60 easily tops them all for total-system horsepower at 400—or even 415 in the Polestar Engineered version. In your faces, Audi Q5 55 TFSI e quattro (362 hp), BMW X3 xDrive30e (288 hp), and Lincoln Corsair Grand Touring (266 hp)!

The Volvo XC60 lineup doesn’t undergo any major changes for 2021, but one of the updates is a new name for the plug-in-hybrid model: Recharge (a moniker that Volvo also uses on the pure-electric version of its XC40 subcompact SUV).

However, if you drive an XC60 Recharge filled up with Inscription equipment, like Consumer Guide did, chest-bumping, trash-talking exuberance feels decidedly out of place in its sedate surroundings. The test vehicle’s seats with off-white Blonde perforated Nappa leather and the light driftwood inlays on the dash and console imparted a sense of laid-back cool furthered by a comfortable ride and the pervasive quiet of electric-motor operation.

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The XC60’s cabin is one of the most luxurious in the premium compact SUV class, particular in top-line Inscription trim. The center console is home to Volvo’s signature twist-knob engine start/stop switch, an Orrefors “Crystal Eye” gearshift lever, and the available wireless charging pad (which is located forward of the dual cupholders).

All XC60 hybrids use Volvo’s T8 powerplant, a pairing of 313-horsepower (328 in Polestar) turbocharged and supercharged 2.0-liter 4-cylinder engine with an 87-horse electric motor. Torque is a healthy 472 lb-ft. Recharges are all-wheel-drive vehicles in which the gas engine powers the front wheels and the electric motor drives those in back, with the aid of an 8-speed automatic transmission. They can be operated in a choice of modes including basic “Hybrid,” all-electric “Pure,” and fully engaged “Power.” There is an “AWD” mode that locks in all-wheel drive when necessary and an “Individual” setting that blends elements from other modes.

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There’s good space for big and tall adults in the XC60’s front seats, and decent room for average-sized adults in back.

A consistent feature of XC60 hybrids that CG has driven—previous tests were on 2018 and ’19 models—is good in-town performance when in Pure and Hybrid modes. (Should the charge from the 11.6-kWh battery be depleted while driving in Pure, the truck smoothly slips into Hybrid mode.) For livelier acceleration, Power mode makes full-time use of the gas engine. Throttle response is much quicker in all ranges, though the internal-combustion engine is somewhat loud under acceleration and a little throbby at idle.

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A generously sized panoramic sunroof is standard equipment even on base XC60 models.

With a full battery charge, Pure mode enables an advertised 19 miles of all-electric driving range—which many owners should find handy for gasless errand running and perhaps even work commuting. However, the range indicator in the instrument cluster showed us projected electric ranges just over 20 miles, and with braking regeneration feeding bursts of charge back to the battery, we were able to go a little further still before the gas engine had to join the party. A “level 2” 240-volt charger will replenish a spent battery in about 2 hours, 45 minutes.

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The XC60 Recharge doesn’t sacrifice any cargo-carrying space compared to its regular gas-engine kin: There’s a respectable 63.3 cubic feet of space with the rear seat backs folded down.

EPA energy-economy estimates for the version tested are 57 MPGe with electric and gas operation; the gas-only component is pegged at 27 mpg in combined city/highway use. CG editors’ individual gas use (with no factoring for electric-power miles driven) varied widely from the high 20s to the low 40s mpg.

The driving modes also have an effect on ride softness and steering feel. Both get perceptibly tauter in Sport, for instance. Four-corner air suspension, an $1800 option that was on the test vehicle, changes firmness and ride height depending on the chosen driving mode. It also has the ability to lower the rear of the vehicle to ease cargo loading. (Switches for this are built into the cargo bay.)

XC60 Recharge starting prices (with delivery) range from $54,595 for the Inscription Expression to $71,290 for the Polestar Engineered. The Inscription in this test began at $62,095 but hit $71,340 with options. Regardless of price or power source, all XC60s now come with standard blind-spot alert, hands-free power liftgate, and steering-linked LED headlights. The Inscription also has “Oncoming Lane Mitigation” to steer the vehicle back into its lane should it cross the center stripe when an oncoming vehicle is detected; City Safety collision-avoidance for everything up to large animals; forward-collision and lane-departure warning and mitigation; drowsy/distracted driver alert; and road-sign information. The dual-zone climate-control system is about the easiest thing to access through the otherwise fairly inscrutable Sensus Connect touchscreen in the center of the dash. The plush cabin offers good room in both seating rows, convenient personal-item storage facilities, and 60/40 rear seats that fold flat to expand the cargo area.

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The XC60 Recharge’s charging port is located on the driver’s side front fender, and the supplied 120v charging cable can be stowed in a compartment beneath the rear cargo floor.

Buyers will pay a lot for the privilege, but this Volvo hybrid has most everything they could want in a luxury SUV. Just no outsized foam finger.

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Its pricing is steep (especially in optioned-up form), and its handling isn’t quite as nimble as some sporty European rivals’. However, the Volvo XC68 Recharge plug-in hybrid offers a genuinely upscale feel inside and out, as well as a powertrain that combines gutsy acceleration with very respectable fuel economy and pure-EV capability for short trips.

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2021 Volvo XC60 Recharge T8 Inscription Gallery

(Click below for enlarged images)

2021 Volvo XC60 Recharge

Quick Spin: 2020 Volvo XC90 T8 Inscription

2021 Volvo XC60 Recharge

Written by: The Daily Drive staff on April 19, 2021.

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Quick Spin: 2020 Toyota Highlander Hybrid Platinum

2020 Toyota Highlander Platinum in Ruby Flare Pearl (a $495 option)

2020 Toyota Highlander Hybrid Platinum AWD

Class: Midsize Crossover

Miles driven: 281

Fuel used: 7.3 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	A
Tall Guy	A

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

Drivetrain
Engine Specs	243-hp 2.5 liter
Engine Type	4-cylinder hybrid
Transmission	CVT
Drive Wheels	AWD

Real-world fuel economy: 38.5 mpg

Driving mix: 40% city, 60% highway

EPA-estimated fuel economy: 35/34/35 (mpg city/highway/combined)

Fuel type: Regular gas

Base price: $50,200 (not including $1120 destination charge)

Options on test vehicle: Ruby Flare Pearl paint ($425), carped floor mats/cargo mat ($318), cargo cross bars ($350), universal tablet holder ($99)

Price as tested: $52,512

Quick Hits

The great: Excellent fuel economy; long list of comfort and convenience features; classy cabin trim

The good: Pleasant ride and driving manners; good cargo volume and passenger space in first and second rows

The not so good: Third-row seats are best suited for kids

More Highlander price and availability information

CG Says:

Toyota’s Highlander 3-row midsize SUV was redesigned for 2020, and for 2021 it’s essentially carried over save for the addition of a sporty XSE model that includes sport suspension and steering tuning, unique 20-inch wheels, and exclusive sporty styling touches inside and out. You can check out our Highlander First Spin report here, and our road test of a regular gas-engine Highlander Platinum model here.

The Highlander’s redesign for 2020 netted it slightly swoopier body styling, including pronounced bodyside bulges that flare over the rear wheel openings. Roof-mounted cargo cross bars are a $350 option.

Our subject this time around is the Hybrid version of the top-line Platinum trim level. The Highlander’s redesign brought about a significant change in the hybrid version—the previous V6-based gas/electric powertrain was dropped in favor of one with a 2.5-liter 4-cylinder engine that makes a total of 243 horsepower. That’s down from the previous Highlander Hybrid’s 306 hp, but the new Hybrid’s fuel-economy ratings are significantly better: 35 mpg city/34 highway/35 combined with all-wheel drive and 36/35/35 with front-wheel drive, compared to 30/28/29 for the 2019 Highlander Hybrid (which came only with all-wheel drive).

Quick Spin: 2021 Chevrolet Blazer RS

In the top-line Platinum models, the Highlander’s cabin is nicely trimmed and well equipped with comfort and convenience features. Helpful real-time economy readouts in the gauge cluster assist in driving efficiently.

And, we handily topped those EPA numbers in our own tests—we averaged 38.5 mpg in a 281-mile test that consisted of about 60 percent highway driving. The hybrid powertrain is wonderfully smooth. It’s often easy to forget you’re driving a hybrid, but for the soft electric-motor whir in low-speed driving or steady-speed cruising around town. Other noises aren’t quite as serene, however—though it’s nicely muted most of the time, the engine groans a bit gruffly when accelerating. Like almost all Toyota hybrids, the Highlander Hybrid’s gauge displays include helpful “eco-coach” readouts and a powerflow monitor that assist in developing an efficient driving style.

First Spin: 2021 Kia Sorento

The Highlander’s Qi wireless charging pad is located in the center console, underneath a roll-top cover. This keeps it nestled out of the way when charging, but also makes it less convenient to access the storage bin and tray beneath it.

A flipper switch on the console allows the driver to choose between Sport, Normal, and Eco drive modes. Sport mode dials in quicker throttle response, but it doesn’t markedly change the driving character. Eco mode dials back throttle response and HVAC-system settings in the interest of fuel economy, but it doesn’t have a drastic effect on driving personality either. There’s also an EV Mode button that enables pure-electric driving at low speeds for short distances when conditions permit, and a Trail Mode that changes the throttle, transmission, and all-wheel-drive system settings for improved traction and control in low-speed off-road driving.

Test Drive: 2021 Volkswagen Atlas V6 SEL Premium

There’s fine space for adults in the Highlander’s second-row seats, but the third row is best suited for kids.

Like the acceleration, the Highlander Hybrid’s brakes are laudably smooth and easy to modulate. Brake-pedal feel is excellent, with virtually none of the non-linear feel that often plagues hybrid-vehicle brake systems, which use electric-battery regeneration to slow the vehicle (in concert with the brakes themselves).

Test Drive: 2020 Chevrolet Traverse High Country

There’s 16 cubic feet of cargo space behind the Highlander’s third-row seats.

There’s plenty to like about the vehicle surrounding that excellent hybrid powertrain as well. Despite a few hard-plastic trim pieces here and there, the Platinum models’ trim is convincingly classy. Our test vehicle was outfitted with rich-looking “Glazed Caramel” leather upholstery that was nicely accented by “silvered” wood, satin-finish metal, and silver carbon-fiber-look trim.

One Highlander feature carried over from the previous-generation model is a slim storage shelf that runs along the passenger-side and center-console area of the dashboard, though it’s now split into two segments. The shelves provide handy small-items stash space, and there’s a pass-through in the center shelf so that device cords can be looped down to plug into the four charging ports in the center console.

The Qi wireless charger is housed in the center-console storage bin, which uses a somewhat unconventional roll-top lid. This arrangement keeps the phone out of the way while it’s charging, but also makes it a bit less convenient to access the storage bin itself—you have to flip up the charging pad to get to the rest of the storage bin.

Test Drive: 2020 Toyota Highlander Platinum

Cargo volume grows to 48.4 cubic feet when the third-row seats are folded, and 84.3 cubic feet when both the second and third rows are folded to create a smooth, level load floor.

There’s good stretch-out space in the Highlander’s second-row seats (as well as separate climate controls and heated seats), but the panoramic sunroof’s housing can cut into headroom for extra-tall passengers. The Highlander’s third-row seats are OK for kids, or tweens and adults under six feet tall, if the second-row passengers co-operate by sliding their seats forward. Some three-row midsize SUV competitors, such as the Honda Pilot, Hyundai Palisade, and Kia Telluride, are better in the passenger-space department, as is any minivan, but the Highlander’s passenger space is more than respectable overall.

Test Drive: 2020 Hyundai Santa Fe Limited

The hybrid powertrain pairs a 2.5-liter 4-cylinder engine with two electric motors for a total output of 243 horsepower–enough for decent acceleration. Platinum models come standard with 20-inch alloy wheels.

Regardless of trim level, the Highlander Hybrid commands a price premium of $1400 over a comparable non-hybrid Highlander. Considering the Hybrid’s significant increase in fuel economy and all-around drivetrain refinement, that strikes us as a fair deal.

Test Drive: 2020 Ford Explorer Platinum

For a reasonable price premium over its non-hybrid kin, the Highlander Hybrid delivers outstanding fuel economy with little detriment to everyday-driving capability and refinement.

Listen to the Consumer Guide Car Stuff Podcast

2020 Toyota Highlander Hybrid Platinum Gallery

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Consumer Guide Car Stuff Podcast, Episode 57; 2021 Consumer Guide Best Buys

Written by: The Daily Drive staff on February 19, 2021.

For GREAT deals on a new or used Buick, Chevrolet or GMC check out Shoreside GM TODAY!

Test Drive Gallery: 2020 Toyota C-HR Limited

2020 Toyota C-HR Limited in Silver Knockout Metallic with Black roof (two-tone paint is a $500 option)

2020 Toyota C-HR Limited

Class: Subcompact Crossover

Miles driven: 232

Fuel used: 8.2 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	B-
Tall Guy	C+

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	144-hp 2.0L
Engine Type	4-cylinder
Transmission	CVT automatic
Drive Wheels	Front-wheel drive

Real-world fuel economy: 28.3 mpg

Driving mix: 75% city, 25% highway

EPA-estimated fuel economy: 27/31/29 (city/highway/combined)

Fuel type: Regular gas

Base price: $26,350 (not including $1120 destination charge)

Options on test car: Audio Plus with HD Radio ($465), two-tone paint ($500), carpeted floor mats/cargo mat ($269), door sill protectors ($199), mudguards ($129)

Price as tested: $29,032

Quick Hits

The great: Pleasant ride and handling balance, build quality, solid-feeling body structure

The good: One-of-a-kind styling inside and out

The not so good: Rakish rear roofline compromises cargo versatility and rear visibility; all-wheel drive isn’t available

More C-HR price and availability information

CG Says:

The Toyota C-HR is a subcompact crossover SUV that “crosses over” more than most. With its extra-swoopy styling (both inside and out) and lack of available all-wheel drive, it’s one of the most car-like vehicles in its class. Now that Toyota has essentially exited the subcompact-car category in the U.S. (the Mazda-built Toyota Yaris and Yaris Hatchback were both dropped for 2021), the C-HR and the Corolla compact car are now the entry-level vehicles in Toyota’s model lineup. The Corolla has a starting price of $20,025, and the C-HR isn’t far up the ladder—it starts at $21,545.

The C-HR debuted for 2018 as Toyota’s entry in the growing subcompact SUV segment, and has seen minor updates since then. For 2019, an entry-level LE trim level was added, and a Limited model took the place of the XLE Premium as the topline trim level. For 2020, the front-end styling was refreshed, Android Auto connectivity was made standard, and the Limited added standard adaptive headlights and an 8-way power driver’s seat. For 2021, the Toyota Safety Sense 2.5 suite of safety equipment is now standard across the board, and a Nightshade Edition joins the lineup. The Nightshade is based on the midline XLE model and, as its name suggests, adds blacked-out exterior trim elements and black 18-inch alloy wheels.

You can check out our original First Spin report, plus our reviews of a 2018 XLE and a 2019 Limited model, for more details on the C-HR’s accommodations and driving manners. Our test vehicle here is a 2020 Limited that’s been optioned up about as much as a C-HR can be, and it checks in under the $30K mark.

Toyota C-HR Limited Gallery

2020 Toyota C-HR Limited

Quick Spin: 2020 Toyota Corolla Hatchback XSE

2020 Toyota C-HR Limited

Test Drive: 2019 Toyota C-HR Limited

2020 Toyota C-HR Limited

Should I Buy a Car or Crossover?

2020 Toyota C-HR Limited

First Spin: 2021 Nissan Kicks

2020 Toyota C-HR Limited

Test Drive: 2020 Hyundai Kona Ultimate

2020 Toyota C-HR Limited

Test Drive: 2021 Chevrolet Trailblazer LT

2020 Toyota C-HR Limited

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2020 Toyota C-HR Gallery

(Click below for enlarged images)

Meet the 2021 Consumer Guide Best Buys

Written by: The Daily Drive staff on January 27, 2021.

For GREAT deals on a new or used INFINITI check out J.B.A. INFINITI of Ellicott City TODAY!

Test Drive: 2021 GMC Yukon Denali

2021 GMC Yukon Denali in Midnight Blue Metallic (a $495 option)

2021 GMC Yukon Denali 4WD

Class: Large SUV

Miles driven: 199

Fuel used: 14.1 gallons

CG Report Card


Room and Comfort	A-
Power and Performance	A
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	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	420-hp 6.2L
Engine Type	V8
Transmission	10-speed automatic
Drive Wheels	4-wheel drive

Real-world fuel economy: 14.1 mpg

Driving mix: 60% city, 40% highway

EPA-estimated fuel economy: 14/19/16 (city, highway, combined)

Fuel type: Premium gas recommended

Base price: $71,400 (not including $1295 destination charge)

Options on test vehicle: Denali Ultimate Package ($11,255), Midnight Blue Metallic paint ($495), power-sliding center console ($350) Denali Ultimate Package Savings (-$1000)

Price as tested: $83,795

More Yukon price and availability information

Quick Hits

The great: Cavernous room for both people and cargo; pleasant road manners for such a large vehicle

The good: Classy interior trim; long list of standard and available features; satisfying acceleration

The not so good: Brawny V8 is thirsty for premium fuel; extra-large dimensions can make close-quarters maneuvering a challenge

John Biel

The GMC Yukon large SUVs are bigger and better for 2021, what with dimensional changes that yield more passenger and cargo space and a switch to an independent rear suspension that improves ride quality. The best of them all, if luxury and features matter, is the Denali.

A 4-wheel-drive Yukon Denali like the one Consumer Guide tested has a starting price of $72,695 that includes delivery. However, an extensive—and costly—Ultimate Package option, Midnight Blue Metallic paint, and a power-sliding storage unit in the console inflated the sticker on the test truck to luxury-vehicle territory: $83,795. (Opt for rear-wheel drive and those prices come down by $3000.)

All of General Motors’ full-size SUVs–the Cadillac Escalade, Chevrolet Tahoe and Surburban, and GMC Yukon–are redesigned for 2021. The Denali trim level continues as the flagship luxury model of the Yukon lineup.

Denalis are found throughout the GMC pickup and sport-utility roster, forming something of a deluxe brand-within-a-brand. Some recent Denali-grade GMCs tested by CG haven’t been as up to snuff, interior-wise, as expected of that nameplate. However, this new Yukon doesn’t fall prey to that. While hard-plastic surfaces have not been completely banished, padded, soft-touch materials reside most everywhere a passenger might touch. That includes the sides of the center console and even a patch on the sidewalls that third-row-seat occupants can use as armrests.

In addition, the Denali has an instrument panel and console that’s distinct from what’s found in other ’21 Yukons. The visor over the big and complete gauge cluster continues out over the middle of the dashboard to throw a friendly arm over two high-level air vents. In place of the others’ stand-up-style display for the GMC Infotainment system, the Denali moves its 10.2-inch screen lower and in to the dash. Plus, there’s a more-sculpted fascia in front of the right-seat passenger.

First Spin: 2021 Cadillac Escalade

Denalis get a exclusive dashboard design that isn’t shared with the rest of the Yukon lineup. Our testers acclimated quickly to the unconventional push-button gear selector (located on the dash to the left of the infotainment screen). The center console houses dual cup holders, a wireless charging pad, and USB and USB-C ports.

The Brownstone/Jet Black interior in the tester was one of four exclusive choices. All come with premium leather seating surfaces and authentic wood accents on the dash, door panels, and retractable covers for cup holders and standard wireless charger located in the console.

Beyond materials selection, the cabin also coddles passengers with roominess, quiet, and abundant and varied personal-item storage options. The new design has expanded second-row space and rear overhang. The first two rows feature soft and comfortable bucket seats. All four of these seats are heated, and the front ones are ventilated to boot. There’s standard heating for the leather-wrapped steering wheel. Middle-row passengers enjoy lots of legroom (thank the 5-inch wheelbase expansion for that), and the seat backs recline quite far. Seat backs aren’t as cushy in the third row, but there’s acceptable room for two adults or three kids on the 60/40-split seats, especially if middle-row occupants use some of the five inches of track travel built into their seats for the benefit of their fellow man. Note that roof C-pillars widen toward the bottom and diminish the view from the back row.

Quick Spin: 2020 Lexus GX 460 Premium

As expected, there’s ample space in the Yukon’s first and second rows. Perforated leather upholstery is standard, as are heated/ventilated front seats and heated second-row seats. Included in the Denali Ultimate Package is a rear-seat media system that includes dual seat-mounted LCD HD screens and wireless headphones.

There are storage bins and pockets on two levels in each door, a big glove box, and a large covered console box. With the $350 power sliding option, the console box tracks back to expose a tray large enough to hold a purse—and give access to a “hidden” drawer that is essentially locked when the console is in the full-forward position. You have to press an overhead switch to make all this happen, but to us it seems that a simple manual lever release would work even faster. The remainder of cabin storage is pouches on the backs of the front seats, four cup holders in the console to serve front- and middle-row passengers, and cup holders molded into the sidewalls for those in row three.

With 6.1 more inches of body tacked on the ’21 Yukons, there’s now 25.5 cubic feet of cargo space behind third row—a 66-percent gain, according to the manufacturer. Retract the middle and rear rows and available space expands to 122.9 cubic feet, enough to surpass some class competitors’ extra-length models. The cargo floor is large and flat, though a gap is exposed between the folded middle-row buckets. Handy power switches on the right side of the cargo hold facilitate raising and lowering the rearmost seats. A hands-free power liftgate is standard.

First Spin: 2021 GMC Yukon

Regular-length Yukons grow significantly bigger with the 2021 redesign. There’s 25.5 cubic feet of cargo space behind the third-row seats, and 72.6 cubic feet with the power-folding third-row seat backs retracted.

The new multilink rear suspension, which takes over for a good old live axle, and Magnetic Ride Control that reads the road up to 1000 times a second, a Denali standard feature, are key elements that deliver the kind of ride one hardly expects of a truck-type body-on-frame sport-ute. The big-ticket Ultimate Package on the test vehicle included both 22-inch alloy wheels (with 275/50R22 tires) and an adaptive air suspension. The latter helps deliver an absorbent but not squishy ride, even with the outsized wheels. Suspension noise over broken pavement is minor. The truck we sampled also steered and handled better than a good many other largish SUVs. Brakes have a firm and progressive pedal feel that terminates in quick and secure stops.

First Look: Jeep Grand Wagoneer Concept

Denalis come standard with a 420-hp 6.2-liter V8 that supplies robust acceleration. Twenty-two-inch bright machined aluminum wheels are part of the extensive (and pricey) Denali Ultimate Package.

GMC didn’t completely reinvent the wheel for the 2021 Yukon Denali. The standard powerteam—a 6.2-liter V8 and 10-speed automatic transmission—is carried over from the previous generation. The V8 makes the same 420 horsepower and 460 lb-ft of torque, and it is easily sufficient to move the big fellow with authority and smoothness. Indeed, the Denali is relatively quick off the line, and properly equipped 4x4s can tow up to 8000 pounds (or 8200 pounds with rear drive). However, it’s also thirsty. EPA estimates of 14 mpg in the city, 19 on the highway, and 16 combined more or less matched this reviewer’s 14.7 mpg from a 101-mile stint with 58 percent city-style driving.

The transmission is operated by a row of vertical buttons next to the infotainment screen, with push for Park and Neutral and pull for Drive and Reverse. It’s odd to see, but easy to catch on to. Some other standard Denali tech features not already mentioned include a multicolor head-up display; 14-speaker Bose audio; navigation system; Apple CarPlay/Android Auto smartphone compatibility; lane-keep assist; and blind-spot, front-collision, and rear cross-traffic alerts. That’s how it remains the best example of a Yukon that gets better overall.

Quick Spin: 2020 Ford Expedition MAX Platinum

Like all of GM’s redesigned-for-2021 large SUVs, the Yukon Denali boasts much-improved road manners and better all-around refinement than its predecessors. It’s not cheap, but the Denali nonetheless occupies a important price range (low $70K to mid $80K) for buyers who don’t elect to step all the way up to the full-luxury Cadillac Escalade.

(Click below for enlarged images)

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2021 GMC Yukon Denali Gallery

2021 GMC Yukon Denali

Written by: The Daily Drive staff on December 14, 2020.

For GREAT deals on a new or used Nissan check out Gardena Nissan TODAY!

Quick Spin: 2020 Mazda CX-5 Signature

2020 Mazda CX-5 Signature AWD in Machine Gray Metallic (a $300 option)

2020 Mazda CX-5 Signature AWD

Class: Compact Crossover

Miles driven: 340

Fuel used: 15.0 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	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	250-hp 2.5L
Engine Type	Turbo 4-cyl
Transmission	6-speed automatic
Drive Wheels	All-wheel drive

Real-world fuel economy: 22.6 mpg

Driving mix: 55% city, 45% highway

EPA-estimated fuel economy: 22/27/24 (city/highway/combined)

Fuel type: Regular gas

Base price: $37,055 (not including $1045 destination charge)

Options on test vehicle: Machine Gray Metallic paint ($300)

Price as tested: $38,400

Quick Hits

The great: Turbocharged engine provides sprightly acceleration; one of the best-handling compact SUVs around

The good: Classy interior trimmings; comfortable ride

The not so good: A bit pricey in top-line Signature trim; not as much cargo space as some class competitors; some testers dislike infotainment control interface

More CX-5 price and availability information

CG Says:

The Signature model of the Mazda CX-5 was new for 2019, and it helped to maintain the compact crossover sport-utility as a Consumer Guide “Best Buy” in the class. The things that Mazda has done to it for 2020 are good enough to keep that streak going for a third year.

The current-generation Mazda CX-5 debuted for the 2017 model year, and sees a few small tweaks for 2020.

Slip behind the wheel of the CX-5’s top model, which starts at $38,100 with delivery, and you’ll find 10 additional lb-ft of torque in the turbocharged engine, a new off-road traction assist, and a slightly larger infotainment touchscreen. Those additions are heaped upon the fine road manners, comfortable ride, and upscale cabin environment that CG already admired in the 5-passenger trucklet.

First Spin: 2021 Nissan Rogue

The CX-5 Signature’s interior trimmings give it an upscale feel. Standard features include a leather-wrapped heated steering wheel with shift paddles, heated/ventilated front seats, and heated rear seats.

Signature signs in with a 2.5-liter turbo 4-cylinder engine—also new in ’19—a 6-speed automatic transmission, and all-wheel drive. (The Grand Touring Reserve that sells for $2020 less has this same drivetrain.) Horsepower ratings of 227 (on regular fuel) or 250 (with premium) at 5000 rpm are unchanged. However, there’s 3.2 percent more twist for livelier getaways, 320 lb-ft of torque that peaks at 2500 rpm, which is 500 revs higher than before. A selectable “Sport” driving mode sharpens throttle response. CG testers collectively averaged a modest 22.6 mpg in a roughly even mix of city/highway driving, though one driver did get close to 25 mpg. EPA fuel-economy estimates are 22 mpg in the city, 27 mpg on the highway, and 24 combined.

Test Drive: 2021 Toyota RAV4 Prime SE

The infotainment screen on Grand Touring Reserve and Signature models is a bit larger for 2020. A “Commander Control” knob at the rear of the center console controls most infotainment functions.

CX-5s feature Mazda’s G-Vectoring Control Plus that adjusts power delivery to wheels during cornering to better manage weight shifts and improve the driver’s sense of control through turns. However, the Signature and Grand Touring Reserve now come with an off-road traction-assist feature designed to optimize torque distribution and traction control when not on pavement.

Test Drive: 2020 Jeep Cherokee Limited

There’s good room in the front seats, and decent space in back for average-sized adults. Signature models come standard with rich Nappa leather upholstery–Caturra Brown, in the case of our test vehicle.

Standard equipment in the two highest-level CX-5s includes an infotainment system with a stand-up display screen that has grown an inch to eight inches. There’s nothing wrong with that, but what shows up on that screen is subject to orders issued through the Commander Control dial in the console. That’s one feature of the vehicle that CG doesn’t like as much for its attention-diverting nature and complication of seemingly simple tasks like inputting radio-station presets. At least the dual-zone automatic climate control is operated separately and more conveniently.

First Look: 2021 Ford Bronco Sport

The CX-5 slightly trails class rivals such as the Honda CR-V and Toyota RAV4 in terms of cargo space. There’s 30.9 cubic feet of volume behind the rear seats, and 59.6 cu. ft. with the rear seat backs folded.

Other items built into the CX-5 Signature are 19-inch alloy wheels, moonroof, power liftgate, windshield-wiper deicers, frameless auto-dimming rearview mirror with HomeLink remote, 10-speaker audio system, navigation, satellite radio, head-up instrument display, and adaptive cruise control with stop-and-go functionality. A well-appointed cabin welcomes passengers on to comfortable and supportive Caturra Brown Nappa-leather seats that are heated front and rear and ventilated in front. There’s a heated leather-wrapped steering wheel; genuine wood trim; and LED lighting for the glove box, cargo area, vanity mirrors, and lamps in the overhead console. Safety-related technologies extend to forward collision warning and mitigation (with pedestrian detection), lane-departure warning, lane-keep assist, blind-spot monitoring, rear cross-traffic alert, and traffic-sign recognition.

Test Drive: 2020 Honda CR-V Hybrid Touring

CX-5 Signature models come standard with a turbocharged 2.5-liter 4-cylinder that makes 227 horsepower on regular gas and 250 hp on premium. Nineteen-inch alloy wheels are also standard.

Doors open very wide to ease entry and exit. For the vehicle’s size, passenger room is better than cargo space, which lags behind that of some class competitors. Levers in the side walls remotely release the backs of the 40/20/40 rear seats. When retracted, the seats rest nearly flat, albeit at a slight height above the cargo floor. Personal-item storage in the cabin is varied and serves occupants of both rows. The pull-down rear-center armrest not only houses a pair of cup holders but also a shallow covered storage space and the switches for the rear seat heaters.

On balance, CX-5s do a lot of things the right way for acceptable prices. That’s the definition of a Best Buy.

Test Drive: 2020 Volkswagen Tiguan R-Line

Though it’s beginning to show its age against some newer-design rivals, the Mazda CX-5 remains one of our favorite compact SUVs for its fun-to-drive demeanor, zippy available turbocharged engine, and upscale interior.

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2020 Mazda CX-5 Signature Gallery

2020 Mazda CX-5 Signature

Written by: The Daily Drive staff on November 3, 2020.

Test Drive: 2020 Toyota RAV4 TRD Off Road

2020 Toyota RAV4 TRD Off Road in Lunar Rock/Ice Edge two-tone (a 500 option)

2020 Toyota RAV4 TRD Off Road

Class: Compact Crossover

Miles driven: 809

Fuel used: 24.9 gallons

Real-world fuel economy: 32.4 mpg

CG Report Card


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

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

Big & Tall Comfort

Big Guy	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	203-hp 2.5L
Engine Type	4-cylinder
Transmission	8-speed automatic
Drive Wheels	AWD

Driving mix: 10% city, 90% highway

EPA-estimated fuel economy: 25/32/27 (city, highway, combined)

Fuel type: Regular gas

Base price: $35,280 (not including $1120 destination charge)

Options on test vehicle: TRD Off-Road Weather Package ($1185), Premium Audio/Dynamic Navigation ($1620), TRD Off-Road Technology Package ($1950), two-tone paint ($500), door-sill protector ($199), running boards ($549), door-edge guard ($140), mudguard ($129), blackout emblem overlays ($65)

Price as tested: $42,567

More RAV4 price and availability information

Quick Hits

The great: Cargo capacity, available high-tech features, towing capacity (for a compact crossover)

The good: Fuel economy, pleasant road manners despite off-road-focused gear

The not so good: Front-seat space isn’t great for big and tall folks, engine gets a bit noisy during fast acceleration, non-linear transmission feel

John Biel:

Automakers spent a good 25 years softening the sport-utility vehicle into something more “carlike.” The result was the crossover, a vehicle type that has succeeded perhaps beyond anyone’s wildest dreams, even seriously threatening the survival of the sedans and station wagons from which they richly borrowed.

The TRD Off Road is a new addition to the RAV4 lineup for 2020. It’s an all-wheel-drive-only trim level that slots in at $600 less than the top-line AWD Limited in the RAV4 model roster.

All pendulums swing, however. Lately, there have been moves by some manufacturers to toughen up the crossover. One of the newest comes from one of the oldest—the Toyota RAV4 that essentially pioneered the crossover field in the mid 1990s. For 2020, it adds a TRD Off-Road model designed to make the compact crossover more capable in the terra incognita that lies beyond the shopping-mall parking lot.

Toyota actually began moving in this direction in 2018, when the RAV4 added an Adventure model with a few terrain-taming technologies and a huge boost in towing capacity, wrapped up in a look that was more rugged than other RAV4s. It was continued when a redesigned fifth generation of Toyota’s top-selling vehicle came out for ’19. The TRD Off-Road, which starts at $36,400 with delivery—$2225 more than the Adventure—takes that concept to another level.

Test Drive: 2019 Mitsubishi Outlander PHEV

The TRD Off Road Pro’s red accents and contrast stitching add sporty panache to the basic RAV4 cabin. A wireless smartphone charging pad (locating just in front of the shift lever) is included in the $1950 Technology Package, as are a 360-degree around-view monitor, front and rear park assist with automated braking, and digital-camera rearview mirror.

Toyota Racing Development supposedly tapped some things learned from its RAV4 rally program to give the Off-Road a suspension with specially tuned red coil springs, twin-tube shock absorbers configured for better rebound control, and new bump stops for improving body control over large bumps and dips. The TRD Off-Road rides on black flow-formed 18×7-inch wheels (one inch shorter in diameter than the Adventure’s wheels) wrapped in rugged Falken Wildpeak A/T Trail all-terrain tires. Appearance details include LED fog lights, dark-gray front and rear lower fasciae, red interior stitching and trim elements (including TRD logos sewn into the headrests), and TRD all-weather floormats and cargo-area liner.

Test Drive: 2021 Toyota Venza XLE

Back-seat passengers get HVAC vents and dual USB charging ports, and enough headroom and legroom for average-sized adults to ride in comfort. Likewise, the rear door apertures are large enough for unencumbered entry and exit.

The Adventure and TRD Off-Road are all-wheel-drive-only models—no surprise there—with dynamic torque vectoring that can send as much as 50 percent of torque to the rear wheels, and also disconnect the rear driveline when front-wheel drive is enough to move the vehicle. Ride is firm and the tires can be a little noisy on the highway, but they didn’t produce the wandering tramlining effect we’ve experienced on some other off-pavement specials where constant small steering corrections were required.

Test Drive: 2020 Honda CR-V Hybrid Touring

RAV4s boast generous cargo volume for their size, and a helpfully low load floor. There’s 37.5 cubic feet of cargo volume behind the rear seats, and 69.8 cu. ft. with the rear seats folded. Rubber floor mats are standard in the TRD Off Road.

All gas-only RAV4s have a 2.5-liter 4-cylinder engine of 203 horsepower and 184 lb-ft of torque, and an 8-speed automatic transmission. Power output is acceptable for most driving situations, but transmission shifts are not the timeliest. “Sport” driving mode seems to have more effect—and slight at that—on steering than it does on acceleration. The TRD and Adventure both have a 3500-pound towing capacity that is tops among RAV4s—by at least 2 to 1—and about as good as it gets in the entire compact-crossover class. EPA fuel-economy estimates for the TRD Off-Road are 25 mpg in city driving, 32 on the highway, and 27 combined, which Consumer Guide’s experience backed up. In fact, in a test that consisted primarily of a long highway road trip, we averaged 32.4 mpg–a bit better than the EPA highway number.

Android Auto smartphone compatibility is added for all 2020 RAV4s. (Apple CarPlay connectivity already was included.) Otherwise, the TRD Off-Road’s standard-equipment complement was much like that of the ’19 RAV4 Limited that CG tested: LED headlights; power moonroof; power liftgate; SofTex leatherette upholstery; dual-zone climate control; satellite radio; and Toyota Safety Sense 2.0 suite with pre-collision warning and pedestrian detection, dynamic cruise control, lane-departure alert with steering assist, lane-tracing assist, automatic headlight high-beam control, and road-sign recognition. It shares the Adventure’s raised roof rails and a 120-volt power outlet in the right side of the cargo compartment. An extensive load of options that raised the final price to $42,567 added things like navigation, heated steering wheel, heated and ventilated front seats, Qi wireless smartphone charging, and an overhead-view camera.

Test Drive: 2020 Chevrolet Equinox Premier

TRD Off Road models are powered by the same 203-hp 2.5-liter 4-cylinder as other gas-engine RAV4s. Flow-formed TRD 18×7-inch wheels on Falken Wildpeak A/T Trail all-terrain tires are standard equipment. Thankfully, despite their aggressive-looking tread pattern, those tires don’t significantly upset the vehicle’s highway road manners.

Like some previously tested fifth-gen RAV4’s, the TRD Off-Road has a nicely done cabin with generous use of soft-touch surfaces, easy-to-use controls and infotainment system, but middling cabin-storage capacity. There’s good passenger space for four adults (a fifth might squeeze into the middle of the back row). There’s good cargo space in back, and 60/40-split rear seats fold almost flat for plenty more capacity.

The TRD Off-Road is docile enough for the middle-school drop-off lane but ready for the trails beyond.

Test Drive: 2019 Subaru Forester Touring

The new-for-2020 TRD Off Road model imbues Toyota’s likable compact SUV with better off-road capabilities and rugged looks. We suspect it will win over at least a few Jeep Compass and Subaru Forester shoppers.

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Listen to the very entertaining Consumer Guide Car Stuff Podcast

Toyota RAV4 TRD Off Road Gallery

Written by: The Daily Drive staff on September 23, 2020.

Quick Spin: 2020 Ford Expedition MAX Platinum

2020 Ford Expedition MAX Platinum in Burgundy Velvet Metallic (a $395 option)

2020 Ford Expedition MAX Platinum 4×4

Class: Large SUV

Miles Driven: 141

Fuel Used: 8.4 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	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	400-hp 3.5L
Engine Type	Turbo V6
Transmission	10-speed automatic
Drive Wheels	4WD

Real-world fuel economy: 16.8 mpg

Driving mix: 45% city, 55% highway

EPA-estimated fuel economy: 16/21/18 (city/highway/combined)

Fuel type: Regular gasoline

Base price: $80,110 (not including $1395 destination charge)

Options on test car: Burgundy Velvet Metallic tinted clear-coat paint ($395), heavy-duty trailer towing package ($1570), second-row bucket seats ($595)

Price as tested: $84,065

Quick Hits

The great: Expansive interior room for both passengers and cargo; eager acceleration for a vehicle of this size and weight

The good: Platinum trim level brings high-class interior furnishings; good driving manners for an extra-large SUV

The not so good: Fuel economy; sheer size can make close-quarters maneuvering tricky; steep pricing

More Expedition price and availability information

CG Says:

There’s a lot of a lot in the 2020 Ford Expedition MAX Platinum. Being a MAX, it is the longer of the two configurations of Ford’s 3-row body-on-frame large SUV. Being a Platinum, it gets all the power and practically all the luxuries available as standard equipment.

Expedition MAX Platinum models come standard with a hands-free power liftgate, panoramic power sunroof, auto-folding heated mirrors approach lighting, and power deploying running boards.

One other thing that all Expeditions have is Consumer Guide’s imprimatur as a “Best Buy” in the class. Since its 2018 redesign, the Expedition has impressed us with its exceptionally spacious cabin, extensive feature availability, smooth and strong powertrain, and fine road manners for its size.

CG editors are no strangers to the MAX Platinum with 4-wheel drive, having driven one in each year of the Expedition’s current generation. It is so complete that none of what’s new for 2020 directly affects it. An added King Ranch trim level slips in just beneath the Platinum, a Black Accent appearance package is offered for the base XLT, and the Ford Co-Pilot360 suite of safety features—which the Platinum already had—is now standard on all.

First Look: Jeep Grand Wagoneer Concept

In the top-line Platinum trim, the Expedition’s cabin offers a high level of luxury for a mainstream-brand vehicle. Our testers liked the rotary-knob shifter, which functions well and opens up space on the center console.

This embarrassment of riches is reflected on the window sticker. Our test vehicle went from a starting price of $81,505 (with delivery) to $84,065 via a short list of options that included a trailer-towing package, second-row captain’s-chair seating, and Burgundy Velvet Metallic paint. Among Platinums, 4-wheel drive comes at a $3145 premium over rear-wheel-only motivation, and a Max costs $3025 more than a “standard-length” 4×4.

Test Drive: 2020 Ford Explorer Platinum

Our test vehicle was equipped with the extra-cost second-row bucket seats, which reduce overall capacity to seven but provide an open center pass-through to the third row. Second-row passengers get climate controls (including on/off buttons for the heated seats), audio controls, charging ports, and cupholders in the front center console.

With a wheelbase of 131.6 inches and total length of 221.9 inches, Maxes are 9.1 and 11.9 inches longer, respectively, than “standard-length” models. Inside, the real gain manifests itself in cargo room—there’s 16.9 cubic feet more of it in the long-body Expedition. Passenger volume, on the other hand, is essentially identical (based on Ford’s figures, the third row in the Max has 0.1-inch more headroom and 0.1-inch more shoulder room), and it certainly is generous. Legroom for front- and middle-row passengers ranges from really good to excellent, depending on where the adjustable seats are set up, and a couple of adults sitting in the third row get no worse than passable legroom even with the middle seats tracked as far back as they’ll go. One of our editors who has a couple of small children said they liked sitting in the third row: “It was like their own little clubhouse back there.”

Quick Spin: 2020 Nissan Armada Platinum

The benefits of the Expedition MAX models’ extra length are clear in the cargo area. There’s a full 34.3 cubic feet of cargo volume behind the third-row seats, compared to 19.3 cubic feet in the regular-length Expedition. The MAX offers 73.3 cubic feet of volume behind the second row, and 121.5 cubic feet with both the second- and third rows folded.

With the captain’s chairs it’s almost as easy to get to the third row by walking between the seats as it is to use the tilt-and-slide feature that makes it possible to pass behind them. (With the standard second-row bench seat, passenger capacity tops out at eight.) The backs of the captain’s chairs fold utterly flat and in line with the cargo floor, but with considerable gaps around them, which may complicate loading. The 60/40-split third-row seat backs retract via power switches in the cargo bay’s left sidewall. Second-row seats can also be dropped remotely. There’s hidden storage in trays beneath the floor of the ample cargo hold that’s accessible through a hands-free power liftgate.

The twin-turbocharged 3.5-liter EcoBoost V6 in the Platinum develops 400 horsepower and 480 lb-ft of torque, which is 25 more horsepower and 10 additional pound-feet than the same engine makes in other Expeditions. It moves the truck with surprising eagerness, particularly in “Sport” driving mode, and enjoys the assistance of an utterly unobtrusive 10-speed automatic transmission that kicks down in a trice for passing bursts, then quickly and smoothly returns to the higher gears. You’ll want it to get back up there, too, because that’s where the gas savings are, such as they may be. The 141 miles that CGers put on the 2020 tester worked out to 16.8 mpg, which was 1.5 to 2.4 mpg better than they got from 2018 and ’19 Expeditions, but the latest run was the only one with a majority of highway miles. The EPA rates this powerteam at 16 mpg in city use, 21 mpg on the highway, and 18 combined.

Test Drive: 2020 Infiniti QX80 Limited

The Expedition’s twin-turbo EcoBoost 3.5-liter V6 makes 400 horsepower in Platinum models–a boost of 25 hp over the rest of the Expedition lineup. It provides satisfyingly brisk acceleration, especially for a vehicle this large. Our test vehicle was equipped with 22-inch machined-aluminum wheels with painted pockets.

An object as big as an Expedition Max will demand some care in parking and close-quarters maneuvering, but there’s nothing daunting to the nicely tuned and weighted steering. Even rolling on 22-inch alloy wheels, as the Platinum does, ride is comfortable. Throw in generous personal-item storage, plentiful luxury appointments and conveniences, and a cooperative infotainment system, and it’s clear that there’s a lot to it.

First Look: 2021 Chevrolet Tahoe and Suburban

A luxurious, extra-large vehicle like the Expedition MAX Platinum costs extra-large money, but Ford’s biggest SUV delivers impressive-for-its-size tractability and surprising pep in addition to the expected cavernous cabin.

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Listen to the very entertaining Consumer Guide Car Stuff Podcast

2020 Ford Expedition MAX Platinum Gallery

2020 Ford Expedition MAX Platinum

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

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.