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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.

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.

Listen to the Car Stuff Podcast

Genesis GV70 2.5T Advanced Gallery

Click below for enlarged images.

Genesis GV70 2.5T Advanced

Meet the 2022 Consumer Guide Best Buys

Genesis GV70 2.5T Advanced

Car Stuff Podcast

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

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Quick Spin: 2021 BMW M4 Competition Coupe

2021 BMW M4 Competition Coupe in Isle of Man Green (a $550 option)

2021 BMW M4 Competition Coupe

Class: Premium Sporty/Performance Car

Miles driven: 212

Fuel used: 10.5 gallons

Real-world fuel economy: 20.1 mpg

Driving mix: 50% city, 50% highway

EPA-estimated fuel economy: 16/23/19 (mpg city, highway, combined)

CG Report Card


Room and Comfort	B-
Power and Performance	A
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	C
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	503-hp 3.0-liter
Engine Type	Turbo 6-cylinder
Transmission	8-speed automatic
Drive Wheels	RWD

Fuel type: Premium gas required

Base price: $74,700 (not including $995 destination charge)

Options on test vehicle: Isle of Man Green metallic paint ($550), Silverstone/Black Full Merino Leather ($2550), M Drive Professional ($900), 19-inch-front/20-inch-rear M double-spoke bi-color wheels style 826M with performance non-run-flat tires ($1300), M carbon ceramic brakes ($8150), M carbon bucket seats ($3800), carbon fiber trim ($950), M Carbon Exterior Package ($4700), M Driver’s Package ($2500)

Price as tested: $101,095

More 4-Series price and availability information

Quick Hits

The great: Thrilling acceleration; tenacious handling; serious stopping power; upscale interior

The good: Better-than-expected rear-seat space; better-than-expected ride quality for a track-ready super-performance machine

The not so good: Racetrack-ready optional front seats aren’t optimal for everyday driving; polarizing front-end styling; options drive up bottom-line price past the six-figure mark

CG Says:

Now here’s a BMW that feels like a BMW from behind the wheel.

The M4 Competition, the raucous Type-A personality of the 4-Series coupes, shows that the Bavarians have not, after all, misplaced the old family recipe for exhilarating drivers’ cars. A little earlier in the 2021 model year Consumer Guide sampled another 4, an entry-level 430i with xDrive all-wheel drive that left us longing for the rewardingly communicative ride and handling that had been synonymous with BMWs. If you’ve got the money—and it will take a bunch more of it—you can find them in the high-performance M4.

Along with the rest of the BMW 4-Series coupe and convertible lineup, the super-performance M4 is redesigned for 2021 with provocative new styling and several new technology features.

Of course, aside from chassis improvements, a big difference-maker in the M4 is a turbocharged 3.0-liter straight-6 engine that makes 503 horsepower in Competition guise—30 more than are harnessed to a “base” M4. With 479 lb-ft of torque, ready and abundant power bursts into bloom with help from the 8-speed automatic transmission that sails smoothly through the gear ranges and delivers sharp kickdown when extra speed is called for. (A 6-speed manual gearbox remains standard with the lower-power M4 engine.) The manufacturer claims the rear-wheel-drive M4 Competition can go from stopped to 60 mph in 3.8 seconds. Top speed is capped at 155 mph unless the buyer springs for the $2500 M Driver’s Package that enables another 25 mph. In any case, the M4 sounds great under load without rattling windows at start-up. Though CG’s Isle of Man Green M4 had the package we did not test those limits, which is probably why we averaged 20.1 mpg even with 50 percent city-type driving. EPA fuel-economy estimates are 16 mpg in the city, 23 on the highway, and 19 mpg combined.

Test Drive: 2021 BMW 430i xDrive Coupe

The M4’s cabin gets several trim enhancements that give it an appropriately upscale feel. The “standard” M4 is available with a 6-speed manual transmission, but the M4 Competition comes only with an 8-speed automatic.

With a chassis beefed up with an M Sport rear differential, adaptive suspension dampers, and performance tires on 19-inch-front/20-inch-rear wheels, the M4 Competition rides with a buttoned-down firmness but it’s not a constant jiggle-and-jolt fest. Steering is pleasingly precise, not overly heavy in base “Comfort” mode, and with more feel than in the 430i. Body control is great through quick little bends in the road. The low-profile tires are somewhat noisy on the highway and there’s a little bit of a thwacking sound over small cracks and highway expansion joints. The extra-cost (and $8150 is extra cost) carbon-ceramic brakes are strong; on the test car, they behaved in a more linear fashion than the optional M Sport brakes on the 430i we tested.

6 Cool Things about the 2021 BMW M5 Competition

The M4 has better rear-seat space than you might expect for a high-performance sports coupe.

Of course, at $75,695 (delivery included) to start, one has a right to expect a driving experience better than a car that costs $27,100 less can deliver. In fact, the test car wasn’t done until it ascended to $101,095, taken aloft on the wings of some of the aforementioned extras plus things like M Drive Professional (for track-day tinkerers who want to chart lap times, drift angles, and other performance data) and M carbon bucket seats.

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Likewise, trunk space is better than in the typical high-end sports coupe–there’s 12.0 cubic feet of cargo volume here.

The $3800 seats provide so much secure grip on torso and bottom that we almost felt the need to file a complaint with HR. As an added performance benefit the seats take some weight out of the car. However, the built-up bolstered areas don’t allow for easy slide-in/slide-out movement, there is an odd raised structure in the front center of the cushion, and shorter passengers may find that the fixed headrests are too high for their comfort.

The hard-shell premium seats also lack pouches on back for rear-seat storage. However, they do not compromise the adult-compatible back-seat space that is a 4-Series coupe virtue. In line with others in the line, the M4 also has a practical trunk, a virtual gauge display that some find difficult to read easily, menu-happy remotely controlled iDrive 7.0 infotainment system, and Apple CarPlay/Android Auto smartphone connectivity. Safety features standard across the series include automatic emergency braking with pedestrian detection, lane-keep assist, blind-spot detection, rear cross-traffic alert, rear-collision preparation, speed-limit monitoring, and automatic high-beam headlights.

Test Drive: 2020 BMW M8 Competition Convertible

The M4 Competition is powered by a twin-turbocharged 3.0-liter inline 6-cylinder that pumps out 503 horsepower and 479 lb-ft of torque. Staggered 19-inch-front/20-inch rear wheels come standard on the Competition–an upgrade over the base M4’s 18-inch fronts and 19-inch rears. The M double-spoke wheels on our tester are a $1300 option.

Price of admission to get at the best stuff that BMW has to offer may be a deal-breaker for some people, and anybody who can’t tolerate the thought that someone could at any moment be making snide comments about the looks of their 6-figure automobile might not be a good fit for an M4. (Did we mention the grille that everybody mentions?) However, folks undeterred by those challenges may have the right feel for this BMW.

Test Drive: 2020 BMW M340i

Controversial schnoz aside, the new BMW M4 steps up its game over the previous-generation model. It delivers racetrack-ready performance with better day-to-day practicality and tractability than its superhero specs suggest.

Check out the Consumer Guide Car Stuff Podcast

2021 BMW M4 Competition Coupe Gallery

(Click below for enlarged images

6 Cool Things about the 2021 BMW M5 Competition

Car Stuff Podcast

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

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Muscle-Car Face-Off: 2021 Ford Mustang Mach 1 vs Shelby GT500

2021 Ford Mustang Mach 1 vs Shelby GT500

Don’t look now, but the retro-styled pony cars from the Detroit Three have now been around long enough that it’s almost time to start getting nostalgic for the first examples of the breed. Ford kick-started this genre with the bold retro styling of the fifth-generation Mustang, which was unveiled way back in 2004 and went into production for the 2005 model year. Ford’s success with its new/old ‘Stang inspired Chevrolet and Dodge to relaunch their dormant pony cars along a similar throwback theme: A reborn Dodge Challenger (inspired by the original 1970 Challenger) debuted for 2008, and a revived Chevrolet Camaro (which put a new-age spin on 1969 Camaro cues) followed for 2010. The Challenger has been soldiering on with clever updates to that same basic platform ever since, while the Mustang and Camaro both received redesigns—for 2015 and 2016, respectively—that continued with heritage-inspired design.

All along the way, Ford has been keeping things fresh with several retro-themed special editions. Let’s take a look at two of the latest of these, and compare them head to head. The current iteration of the ferocious Shelby GT500 debuted as a 2020 model. As with the earlier versions of the modern GT 500, it represents the racetrack-ready, high-performance pinnacle of the Mustang lineup. The Mach 1 was re-launched for 2021 as an essential replacement for the outgoing Bullitt in the Mustang lineup—stronger, nimbler, and flashier than a GT, but not all the way up at Shelby GT500’s level. And with the recent departure of the Shelby GT350 model (it was discontinued after the 2020 model year), there is nothing in between these two muscle Mustangs.

Both vehicles are packed with Mustang heritage. The Mach 1 dusts off a well-loved Mustang nameplate that debuted for 1969, ran through 1978, and reappeared briefly for 2003-’04 on a nostalgia-themed model. The 2021 Mach 1 takes its visual inspiration from the original 1969 car, but with a notably modern spin. The Shelby GT500 pays homage to the original 1967 Shelby GT500 Mustang, though you’ll have to pay at least $2000 extra if you want the signature Shelby-style dorsal racing stripes and rocker-panel stripes.

There are no major changes to the GT500 for 2021; a couple new paint colors join the palette, and a $10,000 Carbon Fiber Handling Package, which adds 20-inch carbon-fiber wheels, adjustable strut-top mounts, and aerodynamic body add-ons, joins the options list. Even without the big-ticket carbon-fiber package, a healthy load of options pushed the bottom line of our Shelby GT500 test vehicle to a cool $81,190… a $19,255 premium over our Mach 1 tester.

For that money, you’ll get a track-ready super-performance machine, with the expected compromises in everyday comfort. The low-slung front bodywork is prone to scraping on steep driveways and the like. The turning radius feels wider than other Mustangs’, no doubt because of the meatier tires. Those Pilot Sports are plenty noisy on the highway too, with copious amounts of road roar and patter. The overall ride is stiff and “nervous,” but it’s never punishing… the standard MagneRide shocks are doing their job here. The Mach 1’s driving character isn’t as extreme, at least in the basic form of our test vehicle. It’s mostly on par with the departed Bullitt special-edition Mustang we’ve previously tested.

For well-heeled fans of good ol’ American V8 muscle, both of these cars are worth their substantial price premium over a garden-variety Mustang GT and its 460-hp 5.0-liter V8… and both will likely be collectors’ items in the future.

More Mustang news and reviews

2021 Ford Mustang Mach 1 vs Shelby GT500

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2021 Ford Mustang Mach 1 vs Shelby GT500

Future Collectibles: 2019 Ford Mustang Bullitt

2021 Ford Mustang Mach 1 vs Shelby GT500

The $222 Mach 1 Appearance Package adds an exclusive Fighter Jet Gray paint color, Ebony/Orange interior, orange brake calipers, and unique hood and bodyside stripes. The Shelby GT500 offers a variety of body-stripe and other appearance options—the only one our test vehicle had was the $695 painted black roof, but the standard vented hood, rear spoiler and aggressively styled front and rear fasciae gave it a menacing look nonetheless.

Snake Eyes: A 2020 Ford Mustang Shelby GT500 Gallery

2021 Ford Mustang Mach 1 vs Shelby GT500

The Mach 1 gets a naturally aspirated 5.0-liter V8 that makes 480 horsepower and 420 pound-feet of torque—this same basic powerplant was used in the special-edition Bullitt Mustang of 2019-’20.The Shelby GT500 is powered by a supercharged 5.2-liter V8 that puts out 760 horsepower and 625 pound-feet of torque. Both the Mach 1 and GT500 engines feel every bit as strong as their ratings suggest—to really use all of the GT500’s copious power, you’ll need a racetrack. A brawny V8 rumble is part of the deal with both cars too; the GT500’s exhaust note might wake your neighbors even when it is set to “Quiet” mode.

First Spin: 2020 Ford Mustang Shelby GT500

2021 Ford Mustang Mach 1 vs Shelby GT500

The GT500’s interior is a step above even an optioned-up Mach 1. Among its exclusive features are a steering-wheel rim wrapped in grippy Alcantera synthetic suede (with a centering stripe at the top of the rim—useful as an orientation aid in track driving). On both the GT500 and Mach 1, elements of the core Mustang’s relatively basic interior materials are apparent despite the trim upgrades.

Test Drive: 2019 Ford Mustang Shelby GT350

2021 Ford Mustang Mach 1 vs Shelby GT500

The Mach 1 offers the choice of a 6-speed manual transmission (standard) or a 10-speed automatic (a $1595 option, which our test vehicle was equipped with) but the GT500’s only transmission is a 7-speed dual-clutch automatic with a rotary-dial gear selector. The dial works well, but it doesn’t exactly scream “fire-breathing muscle car.” The consolation is that the 7-speed gearbox itself is wonderful—it delivers quick, responsive shifts in aggressive driving while remaining impressively smooth and refined in everyday cruising.

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2021 Ford Mustang Mach 1 vs Shelby GT500

A pair of Recaro seats is a $1595 option for the Mach 1, but our test vehicle wasn’t so equipped. The GT500 can also be equipped with Recaro seats like our tester was—they’re a $1595 option as well, though they’re a different design than the Mach 1’s Recaros. The GT500’s Recaros offer excellent support in fast cornering. They’re quite snug—even for slender folks—but not uncomfortable. Both the Mach 1 and GT500 Recaros have pass-throughs in the seatbacks for aftermarket racing seat belts.

Photo Feature: 1963 Ford Mustang II Concept Car

2021 Ford Mustang Mach 1 vs Shelby GT500

All Mach 1s come with 19-inch wheels. Our test vehicle wore these Magnetic (metallic gray)-painted aluminum wheels, a $450 option. Choosing the $3750 Handling Package nets wider wheels and tires, revised chassis tuning, larger rear spoiler, and a front “aero splitter” spoiler. The GT500 comes standard with 20-inch high-gloss-black flow-formed aluminum wheels on grippy Michelin Pilot Sport 4 S tires; carbon-fiber wheels on even grippier Michelin Pilot Cup Sport 2 tires are optional.

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2021 Ford Mustang Mach 1 Premium

2021 Ford Mustang Mach 1 Premium in Fighter Jet Gray

Class: Sporty/Performance Car

Miles driven: 174

Fuel used: 11.7 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	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	480-hp 5.0 liter
Engine Type	V8
Transmission	10-speed automatic
Drive Wheels	Rear-wheel drive

Real-world fuel economy: 14.9 mpg

Driving mix: 75% city, 25% highway

EPA-estimated fuel economy: 15/23/18 (city, highway, combined)

Fuel type: Premium gas recommended

Base price: $55,300 (not including $1195 destination charge)

Options on test vehicle: 10-speed automatic transmission ($1595), 19-inch Magnetic-painted aluminum wheels ($450), Mach 1 Elite Package ($1550), Mach 1 Appearance Package ($1250), voice-activated touchscreen navigation system ($595)

Price as tested: $61,935

Quick Hits

The great: Classic muscle-car power and attitude; crisp handling

The good: V8 burble; decent ride, front-seat room, and trunk space for a performance-oriented sporty coupe

The not so good: Fuel economy; significant price premium over a Mustang GT

More Mustang price and availability information

2021 Ford Mustang Shelby GT500

2021 Ford Mustang Shelby GT500 in Velocity Blue

Class: Sporty/Performance Car

Miles driven: 91

CG Report Card


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

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

Big & Tall Comfort

Big Guy	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	760-hp 5.2 liter
Engine Type	Supercharged V8
Transmission	7-speed dual-clutch automatic
Drive Wheels	Rear-wheel drive

Fuel used: 7.2 gallons

Real-world fuel economy: 12.6 mpg

Driving mix: 75% city, 25% highway

EPA-estimated fuel economy: 12/18/14 (mpg city, highway, combined)

Fuel type:Premium gas required

Base price: $72,900 (not including $1195 destination charge)

Options on test vehicle: Recaro leather-trimmed seats ($1650), Technology Package ($3000), Handling Package ($1750), painted black roof ($695)

Price as tested: $81,190

Quick Hits

The great: Ferocious acceleration; track-ready brakes and suspension; slick-shifting dual-clutch automatic transmission

The good: Aggressive, heritage-inspired styling; lusty exhaust note; decent front-seat room and trunk space for a high-performance sports machine

The not so good: Fuel economy; taut ride; as pricey as a nicely equipped mid-engine Corvette

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Check out the Consumer Guide Car Stuff Podcast

2021 Ford Mustang Mach 1 vs Shelby GT500 Gallery

(Click below for enlarged images

Snake Eyes: A 2020 Ford Mustang Shelby GT500 Gallery

Car Stuff Podcast

Written by: Damon Bell on September 22, 2021.

For GREAT deals on a new or used Toyota check out Toyota of Las Vegas TODAY!

Test Drive: 2021 Kia Sorento SX Prestige X-Line

2021 Kia Sorento SX Prestige X-Line in Aruba Green

2021 Kia Sorento SX Prestige X-Line

Class: Midsize Crossover SUV

Miles driven: 200

Fuel used: 8.8 gallons

Real-world fuel economy: 22.7 mpg

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	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	281-hp 2.5-liter
Engine Type	Turbo 4-cyl
Transmission	8-speed dual-clutch automatic
Drive Wheels	AWD

Driving mix: 75% city, 25% highway

EPA-estimated fuel economy: 21/28/24 (mpg city, highway, combined)

Fuel type: Regular gas

Base price: $42,590 (not including $1170 destination charge)

Options on test vehicle: X-Line Rust Interior Package ($200), carpeted floor mats ($210), carpeted cargo mat with seat-back protection ($115)

Price as tested: $44,285

Quick Hits

The great: Comfortable, spacious cabin for passengers and cargo within smaller exterior dimensions than other three-row midsize SUVs; generous list of comfort and safety features; redesign brings broader model range and available hybrid powertrain

The good: Nicely finished interior; distinctive touches of X-Line trim level

The not so good: Shifts from dual-clutch automatic transmission can feel abrupt; third-row seat is best suited for kids; limited cargo room behind third row

More Sorento price and availability information

John Biel

With the new-generation Kia Sorento that has come out for 2021, the South Korean automaker seems to be admitting that while the idea of 3-row seating in a midsize sport-utility vehicle is a benefit, the reality of it isn’t always so rewarding.

As Consumer Guide’s First Spin report on the fourth-generation Sorento pointed out, the fully updated SUV grows no bigger in total but its wheelbase is stretched by 1.4 inches. The result is to expand second-row legroom by 2.3 inches at the expense of approximately two inches of legroom in the third row. If middle-row passengers in adjustable seats are willing to share this “windfall,” they can liberate enough legroom for average-sized adults to sit knees up in the third row. It’s not an appealing prospect for a trip of any great length, and even getting to or from the hindmost seats can be a chore. The middle-row captain’s chairs that were in the SX Prestige X-Line that CG tested track forward to create access to the third row, but the path is pretty narrow and hard for a grown-up to navigate.

The SX Prestige X-Line is the top model in the redesigned-for-2021 Kia Sorento lineup. The off-road-focused X-Line additions include a slightly raised ride height, a bridge-type roof-rack system, and unique front and rear fascias with better approach and departure angles for climbing over obstacles and rough terrain.

This is why a number of manufacturers now have two midsize SUVs, a “small” and a “large” (in Kia’s case the latter is the Telluride, a CG “Best Buy”), and some don’t even try to put a third row in the junior job.

Our first full test of the new Sorento was at the top of the 5.5 gas-engine trim levels. (There also are two gas-electric hybrids, Sorento’s first such.) We say “5.5” trim levels because the SX Prestige is restricted to front-wheel drive while the tested SX Prestige X-Line is confined to all-wheel drive and sells for $2000 more. Base price with AWD is $43,760 (including delivery), but the test vehicle had an additional $525 in options.

First Spin: 2021 Jeep Grand Cherokee L

The new Sorento’s dashboard layout is attractive and easy to use, and the SX Prestige naturally comes loaded with features–such as heated and cooled seats, a 10.25-inch touchscreen, and a 12.3-inch digital instrument cluster.

The redesigned Sorento is a by-the-book crossover: Its new platform—which Kia says is lighter and stronger than the previous model’s—is shared with the brand’s K5 midsize sedan. Gas-engine models get new powerplants, a 2.5-liter four-cylinder engine with 191 horsepower in lower-line models or—with turbocharging—281 horsepower in higher-grade versions like the one CG tested. The naturally aspirated engine is now hooked to an 8-speed automatic transmission while the turbo is paired with an 8-speed dual-clutch automatic.

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The first and second-row seats offer excellent space for adults. Upscale leather upholstery comes standard in the SX Prestige–choosing the X-Line model makes the $200 Rust Interior Package mandatory. (The upholstery color looks more like “Caramel” or “Butterscotch” than “Rust” to our eyes, but it’s attractive nonetheless.)

The 2.5 turbo delivers 281 horsepower and 311 lb-ft. of torque. When allowed to, this engine provides good power and cruises easily and moderately quietly. In default “Comfort” drive mode, upshifts from dual-clutch automatic feel abrupt and a little jerky in standing-start getaways as it hastens through the gears to get into higher, more economical ranges, so power delivery feels choppy as a result. It’s almost more pleasant to click into “Sport” mode, where gear changes are put off until the engine revs a little higher. (“Smart,” “Eco,” and—with AWD—“Snow” modes are also accessible from the same console dial.) EPA fuel-economy estimates for this powerteam are 21 mpg in the city, 28 mpg on the highway, and 24 combined. This driver’s 69.4-mile stint, with 67 percent city-type operation, showed 20.5 mpg.

The off-road-flavored X-Line has 8.2 inches of ground clearance, 1.3 more than the rest of the Sorento lineup, and SX Prestiges roll on 20-inch alloy wheels (with a matte-gray finish on the X-Line). The test truck’s ride was not terribly upset by uneven pavement. Steering was responsive and not too light. Torque vectoring in the AWD system not only distributes power between the axles but also applies braking to inside wheels during cornering in pursuit of better stability. There is a good sense of body control in the new model. A center-locking differential is also part of the AWD driveline.

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The second-row seats tilt and slide forward to create a small passageway to the third row–which is best suited for kids.

The SX Prestige comes off as fairly plush. Comfortable leather-upholstered seats are heated and ventilated in front. The steering wheel is heated, too. Soft and padded surfaces are broadly distributed—even on the tops of the rear doors. Overhead there’s a panoramic sunroof; in back the power liftgate is hands-free. In addition to all-wheel drive, the X-Line has its own front- and rear-bumper fascias, and a raised bridge-type roof-rack design.

There’s a 12.3-inch digital instrument cluster and a 10.25-inch infotainment touchscreen. Navigation, UVO link remote services, and Android Auto/Apple CarPlay connectivity are among the tech features. So are a wireless charger, USB charge ports in all three rows, and keyless entry and starting. A Bose premium audio system with satellite radio is included as well. The system is easy to use, with external tuning and volume knobs and easy-to-reach function buttons. The dual-zone climate system has a few plainly marked function buttons, with repeated-push levers for temperature settings as the only small quibble we could have with the arrangement. Entering Sport mode changes the instrument-panel graphics.

Quick Spin: 2020 Toyota Highlander Hybrid Platinum

Test Drive: 2021 Kia Sorento SX Prestige X-Line

There’s 12.6 cubic feet of cargo space behind the Sorento’s third-row seats–enough for a small grocery run, but that’s about it. Fold the third row, and the cargo volume grows to between 38.5 to 45.0 cubic feet, depending on the position of the second-row seats. With both the second- and third-row seatbacks folded, cargo space grows to 75.5 cubic feet.

A package of Kia Drive Wise driver-assist features consists of automatic emergency braking with junction-turn and cyclist detection, blind-spot detection, Safe Exit Assist, rear cross-traffic alert and avoidance, lane keeping and following, Highway Drive Assist light-autonomy function, adaptive cruise control, and rear-occupant alert. A surround-view monitor and blind-spot view monitor (that shows in the instrument cluster on the side where a turn signal is activated) round out the safety enhancements.

Interior storage is excellent with a large glove box, sizable covered console box with an organizer tray, an exposed tray/wireless charging pad under the device inputs at the front of the console, net pouches on the backs of the front seats, door pockets with bottle holders in the front doors, and bottle holders in the rear doors. Cup holders are provided in the console, high on the rear doors, and in the sidewalls next to the third-row seats.

First Spin: 2021 Kia Sorento

SX Prestige models are powered by a turbocharged 2.5-liter 4-cylinder that makes 281 horsepower and is paired with an 8-speed dual-clutch automatic transmission. X-Lines get 20-inch matte-finished alloy wheels.

With all seats up, rear cargo space is very limited. There is hidden storage in a bin under the floor panel. Handy pulls on the back of the 50/50-split third-row seats retract them into the floor, and with the seats down there’s almost four times as much flat-floor load space. Drop the second-row seats and up to 75.5 cubic feet of load space is available, though not flush with the rest of the cargo floor and, of course, there are gaps in between the individual seats.

Kia certainly has made a better midsize SUV out of the Sorento. It just can’t make it any more than a kiddie-hauler 3-row ute.

Quick Spin: 2021 Chevrolet Blazer RS

The Kia Sorento’s impressive redesign for 2021 brings lots of great new features, and the fashionable new SX Prestige X-Line trim level adds an extra degree of off-road/rough terrain capability without compromising the on-road ride.

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Check out the Consumer Guide Car Stuff Podcast

2021 Kia Sorento SX Prestige X-Line Gallery

(Click below for enlarged images)

2021 Kia Sorento SX Prestige X-Line

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

2021 Kia Sorento SX Prestige X-Line

Written by: The Daily Drive staff on July 12, 2021.

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6 Cool Things about the 2021 BMW M5 Competition

2021 BMW M5 Competition in Motegi Red Metallic

We’re old friends now, the BMW M5 and Consumer Guide editors. A week in the 2021 model with the Competition Package was our third turn in one of the current-generation cars, following tests of a 2018 M5 and a 2019 Competition.

In prior years, only incremental changes were made to this highest-performance iteration of BMW’s premium-midsize sedan. (We’ll direct you to the aforementioned test reports to see what we thought of driving demeanor and passenger accommodations.) However, that process accelerates for ’21 with styling tweaks and the arrival of some additional features.

2021 BMW M5 Competition

It will take a minimum of $105,495 to put an M5 in your garage, including the requisite $995 for delivery and another $1000 in Gas Guzzler tax. But it’s easy to run that number up—our test car was worth $136,045. Factor in $7600 for the uprated Competition Package, formerly a model variation but now an option group. Fuel-economy estimates from the EPA are 14 mpg in the city, 21 on the highway, and 17 combined, but this reviewer managed 21.7 miles per gallon of premium fuel from a 122.3-mile stint that included 41 percent city-type operation.

2021 BMW M5 Competition

Here are some other things you might want to know about this singular sedan:

More sporty/performance fun

6 Cool Things about the 2021 BMW M5 Competition

No power shortage

2021 BMW M5 Competition

One feature of the Competition Package is added power. It makes 617 horsepower at 6000 rpm, a gain of 17 from the M5’s base spec for the 4.4-liter V8 with twin turbochargers. (Torque is the same 553 lb-ft at 1800 rpm in both states of tune). That translates to mid- to low-3-second 0-60-mph clockings—and a top speed of 189 mph should you spring for the M Driver’s Package option ($2500; it also includes a day of high-performance driving instruction for the owner who can make it to a BMW Performance Center).

Written by: John Biel on June 1, 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.

Review Flashback! 2006 Subaru Baja

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.

Test Drive: 2020 Volvo S60 T8

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.

First Spin: 2021 Lincoln Nautilus

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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Test Drive: 2021 Nissan Leaf SL Plus

2021 Nissan Leaf SL Plus in Sunset Drift Chromaflair paint (a $395 option)

2021 Nissan Leaf SL Plus

Class: Electric Vehicle

Miles driven: 179

Battery capacity: 62 kWh

CG Report Card


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

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

Big & Tall Comfort

Big Guy	A
Tall Guy	A

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

Drivetrain
Engine Specs	214 horsepower
Engine Type	Electric motor
Transmission	Automatic
Drive	Front-wheel drive

EPA-estimate MPGe: 114 city/94 hwy/104 combined

EPA-estimated driving range: 215 miles

Consumer Guide range estimate (ideal conditions): 215+ miles

Base price: $43,920 (not including $925 destination charge)

Options on test vehicle: Splash guards ($200), premium paint ($395), carpeted floor mats and cargo-area mat ($190)

Price as tested: $45,630

Quick Hits

The great: Responsive acceleration; engaging handling; affordable pricing for a pure-electric vehicle

The good: Good selection of comfort, safety, and technology features; nicely finished interior in SL Plus trim

The not so good: Maximum driving range doesn’t match most rival EVs; rear seat backs don’t fold flat with the cargo floor

More Leaf price and availability information

John Biel

If you’re a dedicated user of a fully electric motor vehicle, the PLUS versions of the Nissan LEAF—with full-charge operating ranges that exceed 200 miles—probably seem like a good idea. If you’re a no-nonsense range-über-alles EV owner, the LEAF SL PLUS probably represents the height of senseless extravagance.

The PLUS package, with a 160-kW motor served by a 62-kWh battery, is available on all three LEAF trim levels. However, the EPA’s maximum-range estimate for the basic S PLUS is 226 miles, while SV and SL PLUS range is projected at 215 miles—and the line-topping SL starts at $5700 more than the S.

The Nissan Leaf was redesigned for the 2018 model year, and after receiving updates for 2019 and 2020, it rolls into 2021 with no changes.

Consumer Guide tested one of these silent sybarites that, for 2021, start at $44,845 with delivery, though a trio of stand-alone options pushed the final price to $45,630. It continues to be a comfortable-riding and fairly roomy compact hatchback sedan with commendable zip.

A quick review of the second-generation LEAF that bowed for 2018 recalls that the PLUS power-and-range boost came in for 2019. After adding standard safety features for the ’20 model year, it comes into 2021 unchanged. The ask for the SL PLUS is $3450 higher than the midrange SV with the same powerplant. The upcharge fetches an electronic parking brake, ProPILOT Assist light-autonomy adaptive cruise control and steering, Intelligent Around View Monitor, Intelligent Driver Alertness Monitor, LED headlights and daytime running lights, LED turn-signal indicators in the heated power mirrors, auto-dimming rearview mirror, Homelink universal transceiver, rear cargo cover, leather seats with 8-way power adjustment for the driver’s seat, and a 7-speaker Bose Energy Efficient Series audio system. (The SL’s 3930-pound curb weight is 16 pounds more than the SV PLUS weighs.)

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In SL Plus trim, the Leaf’s cabin boasts a nice roster of upscale features. The unusual “hockey puck” shifter takes a little getting used to. A switch ahead of the shifter controls the “e-Pedal” drive mode–activating the e-Pedal makes the electric motor’s regenerative braking more aggressive, which enables the vehicle to come to a complete stop in certain driving situations just by lifting off the throttle pedal; applying the brakes isn’t necessary.

Other notable standard features are a heated leather-wrapped steering wheel; heated front seats; Apple CarPlay/Android Auto compatibility; NissanConnect infotainment with 8-inch touchscreen, navigation, satellite radio, and remote vehicle-monitoring system; 17-inch alloy wheels; and a charge-port light. Safety and driver assistance are boosted by the Safety Shield 360 group: blind-spot and rear cross-traffic alerts, automatic emergency braking with pedestrian detection, lane-departure warning, and automatic headlight high-beam control. Other standard tech items are a forward-collision warning, Nissan’s Intelligent Lane Intervention (to help keep the car in its lane when lane markings are clear), and Rear Door Alert.

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Considering the compact-hatchback dimensions, the Leaf offers respectable space in the front and rear seats.

The PLUS motor/battery outstrips the base unit by quite a lot. Available only in S and SV trim, the latter consists of a 110-kW motor and 40-kWh lithium-ion battery good for 147 hp and 236 lb-ft of torque. Projected range is 149 miles. In addition to its greater range, the PLUS powerplant is more powerful at 214 hp and 250 lb-ft of torque. It delivers lively, linear acceleration and makes the LEAF PLUS capable of easily maintaining safe expressway cruising speeds.

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The Leaf offers a respectable 23.6 cubic feet of cargo volume, which grows to 30 cu. ft. with the rear seat backs folded. The seat backs don’t fold flush with the cargo floor, however, and the audio system’s subwoofer (which is mounted just behind the seats) takes up space as well. The supplied charging cable comes with a soft-sided carrying case.

This reviewer took over the test car with an indicated charge level of 99 percent. With commuting-time temperatures in the 30s and low 40s Fahrenheit and the heat on, his test stint of 72.5 miles (with 49 percent city-type operation) left charge level at 64 percent and indicated range at 138 miles, meaning a trip of 200-plus miles in these driving conditions was possible—and clicking off the heater showed remaining range would have inched up to 144 miles. Tapped into the 240-volt charger at the CG offices, the car reported is would need four hours and 40 minutes to return to full charge, but a “Level 3” quick-charge port is built in to permit faster charging. The EPA rates the SV/ SL PLUS at 114 MPGe in city driving, 94 on the highway, and 104 combined; respective figures for the S PLUS are 118/97/108.

Guide to Electric Vehicle Charging

The Leaf includes both a 6.6 kW charge port (the smaller port with the orange cover) and a 100 kW CHAdeMO charge port (blue cover). The charge-port light makes plugging in at night or in a dark garage much easier.

The front-wheel-drive second-generation LEAF displays nimble handling—it’s a good city car for more than just its gasless operation—and a smooth ride. In speedier expressway driving expect to hear a little bit of wind and road noise. At the flick of a console lever, drivers can summon e-Pedal for “one-pedal” operation. When the accelerator pedal is released all the way, regenerative and friction brakes are applied automatically, bringing the car to a complete stop on level ground or slopes without need of the brake pedal. The LEAF will hold its position until the accelerator is pressed again.

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

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Quick Spin: 2021 Lexus UX 250h F Sport

2021 Lexus UX 250h F Sport in Nebula Gray Pearl

Class: Premium Subcompact Crossover

Miles driven: 304

Fuel used: 9.9 gallons

Real-world fuel economy: 30.7 mpg

Driving mix: 60% city, 40% highway

EPA-estimated fuel economy: 41/38/39 (city/highway/combined)

Fuel type: Regular gas

CG Report Card


Room and Comfort	B
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	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	181-hp 2.0-liter
Engine Type	4-cyl hybrid
Transmission	CVT automatic
Drive Wheels	AWD

Base price: $37,100 (not including $1025 destination charge)

Options on test vehicle: Wireless charger ($75); windshield de-icer ($100); auto-dimming inner mirror w/ compass and Homelink ($325); head-up display ($500); Intuitive Parking Assist ($565); power liftgate with kick sensor ($600); F Sport Premium Package ($975); F Sport heated steering wheel w/ paddle shifters ($150); illuminated door sills ($425); carpet cargo mat ($110); roof-rack cross bars ($400); mudguards ($165); door-edge guards ($150)

Price as tested: $42,665

Quick Hits

The great: Build quality; good dollar value compared to most class competitors

The good: Distinctive styling inside and out; quiet cabin

The not so good: Cramped rear seat; so-so cargo space; finicky infotainment controls; roof design compromises rear visibility; F Sport trim more for looks than actual performance; disappointing-for-a-hybrid observed fuel economy in cold weather

More UX price and availability information

CG Says:

Roughly a year ago, when Consumer Guide tested a 2020 Lexus UX 250h Luxury, we posed this question: What really is “luxury” in an automobile? Now, having spent time with a 2021 UX 250h F Sport, we have the same query about the concept of “sport.”

The UX’s radically sculpted looks aren’t for everyone, but its tidy exterior dimensions make it a good urban runabout.

Our takeaway from testing the high-line version of the premium-subcompact crossover SUV from Lexus was that luxury is more or less how a manufacturer defines it. That seems to be true about sportiness as well. Where the UX Luxury staked its claim based more on accumulated standard features than on a plush ambience, the F Sport invests more in an athletic image than in any clear performance advantage.

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The UX’s cabin has a swoopy dashboard layout and excellent fit and finish. UX 250h models include a graphic readout that displays real-time power delivery from the gasoline engine and electric motor.

The 250h F Sport has the same hybrid powerplant (2.0-liter 4-cylinder gas engine, two electric motors to drive the rear wheels at speeds below 44 mph, 181 total system horsepower), continuously variable transmission, selectable drive modes, and all-wheel drive as the UX’s base and Luxury versions. Thus, pleasant road manners and the seat-of-the-pants sense of performance—CG testing of a 2019 250h F Sport with the same powerteam clocked 0-to-60 mph in 8.4 seconds—don’t vary much between them.

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The UX’s Remote Touch touchpad infotainment interface is tricky to use while driving. We’re not big fans of the thumbwheel audio controls located on the leading edge of the center-console armrest either.

How Lexus defines sport in the F Sport is mostly through a specific split-five-spoke design for the 18-inch alloy wheels that are standard throughout the UX lineup, modified front and rear bumpers, diamond-mesh grille surface, LED fog and cornering lamps, stouter-bolstered sport seats, perforated-leather-wrapped F Sport steering wheel and shift knob, “performance-inspired” instrument display, 8-inch vehicle-information display, active sound control, and aluminum front-door scuff plates and pedal faces. Only the inclusion of paddle shifters and a tuned suspension give the “physical plant” a little stronger sense of purpose.

It’s a smaller complement of standard convenience features that mostly separates the 250h F Sport, which sells for $38,125 with delivery, from the hybrid Luxury that starts at $2700 more. Both have “NuLuxe” leatherette upholstery. Door panels lack sculpting or detailing, and the tops of those in back are hard, unyielding plastic. There’s but one rear-seat storage pouch, attached to the back of the front passenger seat. Rear doors lack storage pockets and bottle holders. At least there is well-executed fit and finish to those things that Lexus has chosen to include. Passenger accommodations are identical: comfortable space and seating up front, but a more restrictive rear seat. Similarly, all UX hybrids suffer from a cargo floor that’s raised to clear the hybrid battery, cutting load capacity and causing the 60/40-split second-row seats to rest below the level of the deck when they are folded. Note that a new standard feature for all ’21 hybrids is an adjustable deck board for the cargo bay.

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The available Circuit Red upholstery makes for an especially sporty interior ambiance. There’s good space for even big-and-tall occupants in the front seats, but the back seat is stingy in terms of both legroom and headroom.

There is the same Lexus Remote Touch Interface for the infotainment system, with its central touchpad operation, of which we’re hardly fans. (It’s hard to work precisely in a moving car.) Operation of the automatic dual-zone climate system is handled by clearly marked buttons, though we’d prefer direct-setting dials to input desired temperatures and fan speed. For ’21, blind-spot and rear cross-traffic alerts are standard across the board, augmenting the existing Lexus Safety System+ 2.0 that includes forward-collision warning and mitigation with pedestrian detection, lane-keep assist, adaptive cruise control, road-sign assist, and automatic high-beam headlights.

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The UX 250h is powered by a 2.0-liter 4-cylinder engine paired with a CVT automatic transmission and two electric motors for a total output of 181 hp.

One unfortunate departure from past experience displayed by our F Sport tester was in fuel economy. In a stretch of harsh winter weather, we averaged 30.7 mpg with 59 percent of our driving in city-type operation. That’s way off the EPA combined estimate of 39 mpg, and far from the 38-plus our editors recorded in their tests of UX hybrids in 2019 and ’20.

UX has the only hybrids found in the premium subcompact SUV class. Any 2021 UX 250h costs $2200 more than a front-drive, gas-engine UX 200 of comparable trim level, but on the whole starting prices are attractive for the segment, and with the chance to add desirable options—even for the base model that makes no claims of being luxurious or sporty.

Test Drive: 2020 Lexus UX 250h Luxury

The Lexus UX is more about style than rear-seat-passenger and cargo space, but it’s more affordable when similarly equipped than most of its rivals, and it offers the only “full-hybrid” model in the premium subcompact SUV class.

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2021 Lexus UX 250h F Sport Gallery

(Click below for enlarged images)

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Written by: The Daily Drive staff on March 9, 2021.

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Test Drive: 2020 Land Rover Defender 110 SE

2020 Land Rover Defender 110 SE in Pangea Green (a $710 option) with white contrast roof (a $870 option)

2020 Land Rover Defender 110 SE

Class: Premium Compact SUV

Miles driven: 182

Fuel used: 12.6 gallons

Real-world fuel economy: 14.4 mpg

CG Report Card


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

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

Big & Tall Comfort

Big Guy	A
Tall Guy	A

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

Drivetrain
Engine Specs	395-hp 3.0 liter
Engine Type	turbo 6-cyl
Transmission	8-speed automatic
Drive Wheels	AWD

Driving mix: 55% city, 45% highway

EPA-estimated fuel economy: 17/22/19 (mpg city, highway, combined)

Fuel type: Premium gas required

Base price: $62,250 (not including $1350 destination charge)

Options on test vehicle: Driver Assist Pack ($1020), Cold Climate Pack ($700), Advanced Off-Road Capability Pack ($735), Off-Road Pack ($1345), sliding panoramic sunroof ($1750), white contrast roof ($870), Pangea Green ($710), tow-hitch receiver ($650), 14-way heated memory front seats ($500), Sirius XM satellite radio ($300)

Price as tested: $72,180

Quick Hits

The great: Airy, spacious cabin; high-tech features; satisfying power

The good: Adventurous, concept-vehicle-style styling inside and out

The not so good: Mediocre observed fuel economy well below EPA estimates; steep pricing; side-hinged rear swing gate with spare tire can be cumbersome

More Land Rover Defender price and availability information

John Biel

It’s not unusual for an automotive legend to spawn a modern sequel these days. Anybody who has seen, say, a Volkswagen New Beetle, a Toyota FJ Cruiser, or a Jeep Gladiator knows that to be true. However, when the replacement for an icon gets reinterpreted, that’s a pretty rare thing.

Land Rover Defender 110 SE, Pangea Green

The new Land Rover Defender tips its hat to the burly, boxy profile of the original, but its look is much more sophisticated and modern, with avant-garde styling details that look like they belong on an auto-show concept vehicle.

The Land Rover Defender compact sport-utility that arrived on the market during 2020 is just such a curiosity. It trades on the image and reputation of the Defender that was last sold in the U.S. in 1997 (though it continued in other global markets until 2016), but that vehicle line dated to the early Eighties as the successor to the legendary original Land Rover found wherever the road ends the world over since 1948.

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The new Defender’s dash is stylish and functional, with a digital gauge cluster and high-mounted HVAC vents. A storage shelf stretches across most of the dashboard (there’s even an open area behind the infotainment touchscreen).

It was early 2021 before Consumer Guide Automotive editors could get a crack at one, a 2020 4-door 110 model. Fortunately, with minimal differences for 2021, it remains relevant. The 5-passenger SE-trim test truck had a starting price of $63,600 with delivery (a figure that rises by $450 for ’21) but came to $72,180 with a considerable load of options.

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We found the unconventional dashboard-mounted shifter a bit awkward to use. There’s a generously sized console-armrest storage bin, and an open area on the console itself below the USB charging ports and power outlet.

When the Defender last reached the USA, it had body-on-frame construction and solid axles. The new model replaces them with an aluminum unibody design—Land Rover says it is the stiffest body it has ever produced—and 4-wheel independent suspension. The 110 has a 118.9-inch wheelbase and can seat up to seven passengers with an optional third-row seat. Its “little brother” is the 2-door Defender 90 on a 101.9-inch wheelbase and room for as many as six, thanks to a center jump seat that allows 3-abreast seating in front.

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The high-mounted seats are comfortable and attractively upholstered. The tall, upright roofline makes for excellent headroom in both the first and second rows, and legroom is decent as well.

Slab sides, flat side glass, a tailgate-mounted spare tire, and “skylight” windows along the sides of the roof forge stylistic links to the former Defender and its forebear. The cabin is off-road chic. CG’s tester had an earthy color combination, with mossy-green Khaki materials on the seats, console, armrests, and portions of the dashboard against Ebony panels. There’s just a bit of soft—but sturdy-looking and feeling—material here and there, yet areas of exposed painted-metal show through the doors. SE seats are trimmed in leather but with hardy woven-textile facings. The washable hard-rubber surface of the cargo floor continues up the backs of the 40/20/40-split seats.

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The Defender’s side-hinged swing gate can be cumbersome in tight spots, but it’s cargo volume is quite good for the class: 34 cubic feet behind the rear seats, and 78.8 cubic feet with the rear seats folded to create a flat load floor.

SE standard equipment starts with a mild-hybrid inline 6-cylinder engine and 8-speed automatic transmission. Exterior features are 20-inch alloy wheels, LED headlights with automatic high-beam assist, LED taillights, fog lights, heated power-folding exterior mirrors (auto dimming on the driver’s side), rain-sensing windshield wipers, and black roof rails. Interior comforts and conveniences include power-adjustable memory seats, leather-wrapped steering wheel, interactive vehicle-information display, dual-zone climate control, “ClearSight” rearview mirror (that shows a camera view of what’s behind the vehicle), keyless entry and starting, navigation, 10-inch infotainment display screen, Meridian sound system with HD radio, and Apple CarPlay/Android Auto smartphone connectivity. Built-in safety and driving aids are automatic emergency braking, surround-view camera, 360-degree parking assist, blind-spot and rear cross-traffic monitors, lane-keeping assist, driver-condition monitor, traffic-sign recognition, and safe-exit monitor.

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A 296-hp turbo 2.0-liter 4-cylinder is standard, but our tester was equipped with the Defender’s step-up engine choice: a gutsy 395-hp turbo 3.0 6-cylinder with mild-hybrid capability. Twenty-inch alloy wheels are standard equipment.

Some of the options added to the test truck delivered enhanced versions of certain standard items. Among them were adaptive cruise control and—in the Advanced Off-Road Capability Pack—All-Terrain Progress Control, Terrain Response 2, and configurable Terrain Response that allow drivers to tailor powertrain and chassis performance to the vehicle’s surfaces and surroundings.

The P400 3.0-liter straight six is turbocharged to deliver 395 horsepower at 5500 rpm and 406 lb-ft of torque at 2000 rpm. It’s a generally quiet engine that exhibits good jump away from stops with enough strength to tow up to 8201 pounds. With the help of the smoothly operating transmission, it performs well on the highway, maintaining good cruising speed with the readiness to pass smartly when asked. Even augmented with a 48-volt mild-hybrid system, fuel economy is not one of the 6-cylinder Defender’s strengths. EPA ratings are 17 mpg in the city, 22 mpg in highway operation, and 19 combined. However, this driver notched just 13.6 mpg from a 67.3-mile test stint of which 40 percent was city-type driving.

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Defender-logo puddle lamps and unique LED taillights add to the Defender’s distinctive upscale look and feel.

Defender rides well for being Land Rover’s most off-road-oriented SUV. The 110 handles easily, with the Adaptive Dynamics system continually reading wheel and body movements to control body roll, and it is pleasantly maneuverable. The standard electronic air suspension can shift ground clearance from 8.6 inches to a more off-road-helpful 11.5 inches.

There is fine head- and legroom in both seating rows of the 5-passenger 4-door model, and a flat floor makes 3-across seating possible, at least for kids. Fairly tall windows and an upright roof design contribute to good driver vision around the vehicle. It’s quite well isolated from exterior noise, too. One bothersome aspect to the test truck was a maladjusted left-rear door that wasn’t keen on opening without a really good yank.

The PIVI Pro Infotainment has touchscreen tuning. Inputting audio presets makes sense with some study. Favorites are saved at the tap of a star icon, but station choices are arrayed all over the screen. It’s not the easiest-to-use system we’ve seen, but it’s not nearly the hardest. The climate system has handy dials for temperature settings and a small cluster of plainly marked buttons for functions like fan, mode, and defrosters. The vehicle-info screen between the speedometer and tachometer dials is large and easily manipulated through thumb buttons on the steering wheel.

As for storage, glove and console boxes are skimpy, but a tray runs the width of the instrument panel (save for the area taken by the steering column). There’s floor-level open space, and pockets in all four doors. The side-hinged tailgate opens from the left—opposite of “curb loading” in left-hand-drive markets. There’s useful cargo space in back, with more available with the rear seats retracted—though they don’t drop full flat. There is a little underfloor bin for small-item storage, and a long tray on the inside of the tailgate.

There are more luxuries to be had—for a price—and starting tabs for some Defenders top $80,000. But this Land Rover certainly concentrates on delivering off-road bona fides designed to do its ancestors proud.

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The new Land Rover Defender 110’s profile view shows off its boxy profile, roof-mounted “safari windows,” rear-mounted spare tire, and extra-short front and rear overhangs–all features of the iconic original, but brought into the 21st century with a high level of sophistication–and a rather steep as-tested price tag to match.

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2020 Land Rover Defender 110 SE Gallery

(Click below for enlarged images)

First Spin: 2020 Jeep Gladiator

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

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