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Road Test: 2021 Ford Mustang EcoBoost Premium

High-Performance Turbo Manual Transmission Fun

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

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

Respectable Power and Performance

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

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

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

Shifting Fun

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

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

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

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

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

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

Old-Modern Interior

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

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

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

The Classic Mustang Look

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

Convenience and Safety

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

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

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

Pricing and Warranties

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

EcoBoost Fastback $28,400

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

EcoBoost Fastback Premium $33,420

EcoBoost Convertible $33,900

EcoBoost Convertible Premium $38,920

GT Fastback $37,480

GT Premium Fastback $41,480

GT Convertible Premium $46,980

Mach 1 $54,595

Mach 1 Premium $56,495

Shelby GT500 $74,095

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

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

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

Powertrain – Five years/60,000 miles

Roadside Assistance – Five years/60,000 miles

Corrosion – Five years/Unlimited miles

Observations: 2021 Ford Mustang EcoBoost Premium High Performance Coupe

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

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

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

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

Story by John Faulkner. Photos by Lex Adams.

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Disclosure:

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

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

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Test Drive: 2021 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.

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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.

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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.

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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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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)

Test Drive: 2020 Buick Encore GX Essence

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.

Test Drive: 2021 Ram 1500 TRX

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.

What Was The Monteverdi Safari?

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.

Test Drive: 2020 Toyota 4Runner TRD Pro

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.

Test Drive: 2020 Jeep Compass Trailhawk

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

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First Spin: 2020 Jeep Gladiator

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

For GREAT deals on a new or used Land Rover check out Land Rover Ventura TODAY!

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).

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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.

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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).

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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.

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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.

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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: 2021 Genesis GV80 2.5T Prestige

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

2021 Genesis GV80 2.5T AWD Prestige

Class: Premium Midsize SUV

Miles driven: 389

Fuel used: 20.3 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	B
Tall Guy	A

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

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

Real-world fuel economy: 19.2 mpg

Driving mix: 60% city, 40% highway

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

Fuel type: Premium gas recommended

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

Options on test vehicle: Metallic paint ($400)

Price as tested: $64,825

Quick Hits

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

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

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

More Genesis GV80 price and availability information

John Biel

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

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

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

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

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

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

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

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

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

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

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

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

Test Drive: 2020 Infiniti QX60 Luxe

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

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

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

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

Test Drive: 2020 Lexus RX 350 F Sport

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

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

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

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

Quick Spin: Volvo XC60 Plug-in Hybrid

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

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2021 Genesis GV80 2.5T Prestige Gallery

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Meet the 2021 Consumer Guide Best Buys

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

For GREAT deals on a new or used Land Rover check out Land Rover Princeton 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.

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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.

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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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2020 Ford Expedition MAX Platinum Gallery

2020 Ford Expedition MAX Platinum

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

Steve and Johnnie Road Test: 2020 Lexus NX 300 F Sport

2020 Lexus NX 300 F Sport

Chicago radio legends Steve and Johnnie take the 2020 Lexus NX 300 F Sport Sport for a video test drive. What did they think of their test vehicle? Watch and find out.

Visit the official Steve and Johnnie webpage
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Steve and Johnnie Lexus NX Review

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Consumer Guide Lexus NX 300 F Sport review