Tag Archives: road test

Test Drive: 2021 Mini Cooper SE Countryman ALL4 PHEV

March 9, 2021Uncategorized2021 Mini Cooper SE Countryman, 3-Cylinder, 30+ mpg, AWD/4WD, Chesterfield Leather Indigo, Countryman ALL4 PHEV, Crossovers/SUVs, Gallery, Hybrids, John Biel, Mini, Options, Pics, Plug-In Hybrid, Plug-in Hybrids, Prices, Review, road test, Specs, test drive, TwinPower Turbo, White Silver Metallicadmin

2021 Mini Cooper SE Countryman ALL4 PHEV in White Silver Metallic

2021 Mini Cooper SE Countryman ALL4 PHEV

Miles driven: 187

Fuel used: 5.5 gallons

CG Report Card


Room and Comfort	B
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	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	221-hp 1.5-liter
Engine Type	Turbo 3-cylinder plug-in hybrid
Transmission	6-speed automatic
Drive Wheels	AWD

Real-world fuel economy: 34.0 mpg

Driving mix: 65% city, 35% highway

EPA-estimated fuel economy: 73 MPGe/29 mpg city/highway combined

Fuel type: Premium gas recommended

Base price: $41,500 (not including $850 destination charge)

Options on test vehicle: Premium Package ($2500), Signature Upholstery Package ($1000), black bonnet stripes ($100), privacy glass ($500)

Price as tested: $46,450

Quick Hits

The great: Zippy acceleration; nimble handling; upscale look and feel; enhanced economy and versatility of plug-in-hybrid powertrain

The good: Fun, expressive styling inside and out; lots of options for personalization

The not so good: Pricey for its class; not as much cargo room as most competitors

More Mini price and availability information

John Biel

Color us surprised. In 2018, when we last tested a Mini Cooper Countryman plug-in hybrid, we noted that it was the only gas/electric vehicle in the extensive subcompact crossover-SUV segment. Three years later, in an automotive world increasingly coming to terms with electrification, that still holds true.

Like all Minis, the Countryman PHEV offers plenty of options for customization. Our tester was outfitted with a black roof and mirror caps in addition to black hood stripes (a $100 option). Taillight lenses with a molded-in “Union Jack” British-flag pattern are among the styling updates for the 2021 model year.

Technically, at least. We acknowledge the pure-electric Hyundai Kona Electric but point out that its sale is limited to 10 states with the strictest emissions regulations. Also, moving up in class to the premium-subcompact group finds a mild-hybrid Range Rover Evoque, conventional-hybrid Lexus UX 250h, and a full-electric Volvo XC40 Recharge.

Quick Spin: 2021 Toyota Venza Limited

A fully digital instrument cluster (which replaces the previous analog-speedometer unit) is among the Countryman’s updates for 2021. Mini’s dashboard styling sometimes prioritizes whimsy over traditional ergonomics, but most controls become familiar after a bit of practice. The start/stop control is the yellow toggle switch just above the shifter.

Perhaps the Countryman SE’s “isolation” has something to do with the cost associated with going electric, even partially. Hybrids and EVs just cost more than their fully fossil-fueled twins. Indeed, the Signature-trim hybrid Countryman that Consumer Guide sampled had a starting price $9400 higher than the gas-engine job of the same grade. Manufacturers in the “value” end of the segment may be leery of issuing models that sticker for lots more than their nameplates suggest. But Mini, already positioned at the high end of this price class (as CG defines it), might be more willing to run the risk of raising eyebrows for the chance to offer something unique.

Test Drive: 2021 Toyota RAV4 Prime SE

The center console houses dual cupholders, shifter, infotainment control interface, and electronic parking brake switch.

The Countryman SE, which as a Signature starts for $42,350 including delivery, is the only plug-in hybrid subcompact SUV regardless of class. For 2020, a 31.6-percent boost in battery capacity raised its pure-electric operating range from 12 to 16 miles. An “eDrive” button allows drivers to tailor how and when the juice gets loose, helpful for short hops that could conceivably be run without need of the internal-combustion engine. When this reviewer hooked up to CG’s 240-volt charger on a day with air temperatures in the mid teens Fahrenheit, the vehicle-information display reported it would take about three hours to charge fully from the 6-percent reserve still left in the battery.

While the 10-kWh lithium-ion battery extends all-electric range, it doesn’t change overall power. Maximum system output is the same 221 horsepower and 284 lb-ft of torque as ever. The gas part of the equation is a turbocharged 1.5-liter 3-cylinder engine of 134 horsepower and 162 lb-ft. The transmission is a 6-speed automatic. Of course, even without full EV capability the Countryman SE operates as a conventional hybrid in low-power situations. Transitions between the electric and gas powerplants are pretty seamless, but the gas engine is a little grumbly. Drivers can select “Mid,” “Sport,” or “Green” modes to tweak fuel delivery. The hybrid shows fairly snappy acceleration and easy highway cruising in Mid or in Sport. There can be a moment’s delay when the pedal is tromped from rest or in a slow rolling start, but then acceleration builds quickly. Green mode tamps this down somewhat.

Quick Spin: 2020 Volvo XC90 T8 Inscription

Our test vehicle was equipped with the Signature Upholstery Package, which added a Mini Yours steering wheel, sport seats, and Shaded Silver trim. Chesterfield Leather upholstery in Indigo adds personality without being overpowering.

With expanded EV capability, the EPA combined fuel-economy estimate rose to 73 MPGe, with 29 mpg projected for gas-engine operation. After this driver went 72 miles in the test vehicle with 42 percent city-style operation, he recorded 30.4 mpg.

Test Drive: Toyota Prius XLE AWD-e

The Countryman PHEV offers 17.4 cubic feet of cargo space behind the rear seats, and 47.4 cu. ft. with the rear seat backs folded, which puts it on the less-capacious end of the subcompact SUV class.

Standard ALL4 all-wheel drive puts all four wheels in play when both power sources are working simultaneously. When operating as an EV, the rear wheels do the driving; when the gas engine is at work by itself, it powers the front wheels. Ride is firm, steering is direct (and sharper in Sport mode), and cornering lean is nicely controlled. There is some of the indifferent pedal feel endemic to hybrids with regenerative braking that contributes to battery recharging, but ultimate stopping power is still quite good.

Test Drive: 2020 Honda CR-V Hybrid Touring

The Countryman PHEV’s charge port is hidden behind this driver’s side trim panel (scroll down to the gallery to see a pic of the charge door open).

Much of what is new for the ’21 Countryman hybrid is cosmetic: two new exterior colors; optional piano black exterior trim; restyled headlights, grille, and front bumper; taillights with Union-Jack surface detailing; and new wheel options. Inside are changed surfaces and upholstery, a digital instrument cluster (that no longer tilts with the steering column), and a new design for the central instrument display. The redone central display retains a large, round screen in the center of the dash for audio, navigation, and other things like hybrid-system monitoring, however for the available space, some of the wording is small and not easy to read—an issue that also affects the more-compact cluster of driving gauges. “Busy” console-controlled infotainment is still utilized, but convenient rotating dials remain to set temperatures and fan speed for the dual-zone automatic climate system.

Other Signature-level standard features include heated leather seats, keyless entry and starting, forward-collision warning and emergency braking, Harman Kardon audio system, satellite radio, Apple CarPlay compatibility, 18-inch alloy wheels in a choice of styles, power liftgate, and two-panel panoramic moonroof. Another $3400 buys a Countryman SE Iconic with things like upgraded navigation, power seats, head-up display, 19-inch wheels, and more.

Quick Spin: 2020 Chrysler Pacifica Hybrid Limited

The Countryman PHEV’s powertrain is a turbocharged 1.5-liter 3-cylinder paired with a 87-hp electric motor for a total output of 221 hp. Eighteen-inch wheels are standard; ours were the “Pin Spoke” design finished in black.

The hybrid infrastructure robs the plug-in Countryman of a little rear-seat headroom and rear cargo space, but it appears that folks up to maybe 6 feet tall will clear the roof—and find enough legroom to enjoy the ride. The front sport seats, included on the test car as part of the Signature Upholstery Package option, provide added side grip for aggressive driving, but they’re firmer than some folks might prefer. Cargo room isn’t bad with the rear 40/20/40 seats up, and there’s an underfloor bin handy for holding the 120-volt home charger and maybe other small items. The rear seats fold almost flat but leave a gap between them and the cargo floor. Storage for personal items is handled by a large glove box, big door pockets with bottle holders, an open bin under the flip-up armrest, a small covered bin within the armrest, and pouches on the backs of the front seats. Two exposed cup holders are in the console.

Buyers may qualify for up to $5002 in one-time federal tax credits, beyond any local incentives that might exist. That can take some of the sting out of the price required for the Countryman SE’s individuality.

Test Drive: 2020 Lexus UX 250h Luxury

The Mini Cooper Countryman is the most premium–and priciest–member of the subcompact SUV category. You’ll pay an additional premium for the ALL4 PHEV trim level, but gain plug-in-hybrid capability for better all-around fuel economy and pure-electric driving for short trips… with little compromise to the Countryman’s fun-to-drive character.

Follow John on Twitter

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2021 Mini Cooper SE Countryman ALL4 PHEV Gallery

(Click below for enlarged images)

2021 Mini Cooper SE Countryman

Test Drive: 2020 Volvo S60 T8

Written by: The Daily Drive staff on March 8, 2021.

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

Test Drive: 2021 Kia K5 GT-Line

January 26, 2021Uncategorized1.6 Turbo, 1.6T, 2021, 2021 Kia K5, 2021 Kia K5 GT-Line, AWD/4WD, Drivewise, Evaluation, Gallery, GT-Line, John Biel, K5, K5 GT-Line, Kia, Optima, Options, Pics, Prices, Review, road test, Sedans, Specs, Sporty/Performance Cars, SynTex, test drive, UVO, Wolf Grayadmin

2021 Kia K5 GT-Line AWD in Wolf Gray (a $445 option)

2021 Kia K5 GT-Line AWD

Class: Midsize Car

Miles driven: 215

Fuel used: 8.8 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	A
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	180-hp 1.6L
Engine Type	Turbo 4-cylinder
Transmission	8-speed automatic
Drive Wheels	All-wheel drive

Real-world fuel economy: 24.4 mpg

Driving mix: 60% city, 40% highway

EPA-estimated fuel economy: 26/34/29 (mpg city, highway, combined)

Fuel type: Regular gas

Base price: $29,090 (not including $965 destination charge)

Options on test vehicle: Wolf Gray paint ($445); GT-Line AWD Special Edition ($800; includes GT-Line red SynTex upholstery, navigation system with 10.25-inch touchscreen and MapCare, Nav Smart Cruise Control with Curve and Stop & Go capability, Highway Driving Assist)

Price as tested: $31,300

More Kia K5 price and availability information

Quick Hits

The great: Upscale interior materials; clean, straightforward control layout; good dollar value

The good: Distinctive styling; extensive list of available technology features; interior room

The not so good: Ride can be a bit stiff over sharp bumps

John Biel

Kia has put an end to Optima-ism, but what comes in its wake should still appeal to car buyers who drink from a half-full glass.

The new take on the brand’s midsize sedan for 2021 is the K5 (which actually is what the Optima was called back home in South Korea and other international markets). It is slightly bigger than its predecessor with a pared-down but more powerful choice of engines and the availability of all-wheel drive—something the Optima never had.

Kia’s mainstream midsize sedan is redesigned for 2021, dropping its Optima name in favor of the K5 nameplate that Kia uses on this car in other global markets. Striking new styling and the availability of all-wheel drive are highlights.

K5 models include the front-wheel-drive LX, LXS, GT-Line, EX, and GT, plus the all-wheel-drive LXS and GT-Line. Consumer Guide tested a GT-Line with AWD, a sport-themed—even if not truly sporty—car. As a number of other automakers do with certain vehicles, Kia gives the GT-Line certain appearance features from its highest-performance model but reserves the real go-faster hardware for the GT. With options, a test car that started at $30,055 including delivery reached $31,300.

Test Drive Gallery: 2020 Mazda 6 Signature

The K5’s interior layout is sporty and dynamic, but not at the expense of ergonomics. All K5s get an “aircraft-style” shift lever, and AWD GT-Lines get a wireless charging pad, heated steering wheel, and heated front seats.

All-wheel drive comes at a $2100 price premium for the LXS, but it adds $3700 to the GT-Line where it is accompanied by the Premium package that is a $1600 stand-alone option for the front-drive version. Package features include a panoramic sunroof, LED projector headlights, wireless device charging, a forward-collision-avoidance system that can detect cyclists and obstacles at junctions, adaptive cruise control, LED overhead interior lighting, heated front seats and steering wheel, satellite radio, and Kia’s UVO link remote connectivity. The AWD system has an electronically controlled transfer case and comes with a “Snow” mode for better all-weather performance.

First Spin: 2021 Toyota Camry

The K5’s infotainment touchscreen is easy to use (kudos for the physical volume knob) and boasts some fun “eye-candy” graphics–such as radio-station readouts that mimic the look of vintage vacuum tubes.

Regardless of driveline, the GT-Line emulates the GT in so far as it has the bumpers, grille, rear spoiler, and leather-wrapped flat-bottom sport steering wheel of the hotter model. Other GT-Line standards include LED fog lights and taillights, 18-inch alloy wheels with 235/45R18 Pirelli P-Zero all-season tires, SynTex leatherette-and-cloth upholstery, charcoal headliner, and a 10-way power driver’s seat.

First Look: 2021 Kia K5

There’s good space for adults in both the front and rear seats, though the optional panoramic sunroof’s housing can cut into headroom a bit for extra-tall occupants. The GT-Line Red SynTex (synthetic leather) upholstery adds pizzazz.

The GT-Line engine is the K5’s base 1.6-liter turbocharged 4-cylinder paired with an 8-speed automatic transmission. The engine makes 180 horsepower at 5500 rpm and 195 lb-ft of torque at 1500 rpm. With the early arriving torque; a fast-acting turbo; and smooth, effective transmission the car is an energetic driver, particularly around town. EPA fuel-economy estimates are 26 mpg in the city, 34 mpg on the highway, and 29 mpg combined, but with 80-percent city-type driving in a 2-mile test, this driver topped the combined number at 29.6 mpg.

Test Drive: 2020 Hyundai Sonata Hybrid Limited

There’s 16.0 cubic feet of space in the K5’s trunk… that’s on par with the best in the mainstream midsize-sedan class.

K5s are built on an all-new “N3” platform that Kia says is stronger and quieter than the architecture of the previous Optima. Underneath is a fully independent suspension with MacPherson struts in front and multiple links in back. This setup provides decent ride quality most of the time, the exceptions coming on hard impacts, where damping seems a little overmatched. Though steering feel is a little thin, response to inputs is alert, and handling is composed and confident overall.

All K5s come with the “Drivewise” suite of safety and driver-assistance technologies that includes forward-collision alert with pedestrian detection, autonomous emergency braking, driver-attention monitor, “Safe Exit Assist” (for rear passengers), headlight high-beam assist, blind-spot and rear cross-traffic alerts, lane-keep and lane-following assists, and “Leading Vehicle Departure Alert.” Other built-in tech features are USB media and charging ports, keyless entry and starting, and automatic dual-zone climate control. The test car was enhanced with the GT-Line AWD Special Edition option group with red full-SynTex seats and armrests, navigation, a larger 10.25-inch touchscreen, “Highway Driving Assist” (for near-autonomous control of steering and acceleration/deceleration), and curve-sensing cruise control that will lower speed when the navigation system detects an upcoming bend in the road.

The test car displayed an upscale look and feel inside, with a nice level of soft-touch materials throughout. The seats, with “GT-Line” embroidering and black accents, were comfortable and supportive. Driving controls are large and legible, and the touchscreen makes for easy audio inputs that can be summoned by thumb buttons on the steering wheel. Note, though, that nav-equipped K5s, don’t have the Apple CarPlay/Android Auto smartphone compatibility that those with the base infotainment system do. The climate system has two handy dials for temperature settings above a short bank of buttons for other functions.

Test Drive: 2020 Volkswagen Passat 2.0T SEL

The K5’s standard engine is a turbocharged 1.6-liter 4-cylinder that makes 181 horsepower. The line-topping GT model gets a 290-hp 2.5-liter turbo four. GT-Line models come with 18-inch alloy wheels in place of the base models’ 16s.

Front-seat passengers won’t ever feel crowded, and drivers enjoy good vision to just about any direction. They can stash personal items in an ample glove box, a smaller console box, modest door pockets, and exposed cup holders in the console. In back, there’s big legroom and enough headroom for folks up to about 6 feet. It could be possible to get three adults across in a pinch. Occupants will find cup holders in the pull-down center armrest, smallish rear door pockets, and pouches on the backs of the front seats.

A good-sized trunk holds 16 cubic feet of cargo. Rear seats retract in a 60/40 split, but they don’t rest exactly flat and they sit a little higher than the level of the trunk floor. However, there is a panel to smooth the transition between the two areas.

Features, driving demeanor, and price make the Kia K5 a worthy competitor for the affections of midsize-sedan shoppers. It’s a car for optimists and Optima-ists alike.

Test Drive: 2020 Toyota Camry TRD

By any name, Kia’s redesigned midsize sedan is a compelling new vehicle. The K5 gets sleek fastback-esque styling with lots of distinctive design flourishes inside and out, plus an impressive list of up-to-the-minute available features. If the GT-Line’s performance isn’t spicy enough to match its sporty looks for you, the 290-hp GT is an option.

Follow John on Twitter

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2021 Kia K5 GT-Line AWD Gallery

(Click below for enlarged images)

Written by: The Daily Drive staff on January 25, 2021.

Test Drive: 2020 Cadillac CT4-V

October 23, 2020Uncategorized2020, 2020 Cadillac CT4, 2020 Cadillac CT4-V, AWD/4WD, Cadillac, CT4 V-Series, Dual Volute, Evergreen Metallic, Gallery, John Biel, Luxury Vehicles, Mileage, Options, Pics, Prices, road test, Sedans, Specs, Sporty/Performance Cars, test drive, V-Seriesadmin

2020 Cadillac CT4-V in Evergreen Metallic (a $625 option)

2020 Cadillac CT4-V

Class: Premium Compact Car

Miles driven: 223

Fuel used: 9.9 gallons

Real-world fuel economy: 22.5 mpg

CG Report Card


Room and Comfort	B-
Power and Performance	B+
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	325-hp 2.7-liter
Engine Type	Turbo 4-cyl
Transmission	10-speed automatic
Drive Wheels	AWD

Driving mix: 35% city, 65% highway

EPA-estimated fuel economy: 20/28/23 (city, highway, combined)

Fuel type: Premium gas recommended

Base price: $44,495 (not including $995 destination charge)

Options on test vehicle: Driver Awareness Plus Package ($800), Evergreen Metallic paint ($625), Cold Weather Package ($600), red brake calipers ($595), all-wheel drive ($500)

Price as tested: $48,610

More CT4 price and availability information

Quick Hits

The great: Competitive pricing; crisp handling paired with decent ride quality

The good: 2.7-liter engine delivers satisfying power; configurable drive modes help tailor driving personality to suit driver preference and road conditions

The not so good: Interior materials and overall refinement come up a bit short of class leaders’; cramped rear seat; AWD takes a bit of a toll on fuel economy

John Biel

Opting for the performance model in any vehicle line that offers one commonly comes with a list of “yeah, buts.” There will be added purchase cost. Ride may be a little rougher than the average commuter and passengers prefer. Fuel economy almost always suffers, and costlier premium-grade gas is usually required for optimal performance.

The CT4-V (or V-Series) sits atop the CT4’s model lineup–its starting MSRP is $44,495, making it the only CT4 trim level with a base price above $40,000. The V’s standard equipment list includes features such as a mechanical limited-slip differential, performance traction-management system, and a sport-tuned suspension.

Yeah, all those things can be said for the 2020 Cadillac CT4-V (which, confusingly, Cadillac also calls “V-Series”), the hotted-up version of Caddy’s brand-new premium-compact sedan. But when those of us at Consumer Guide who drove a CT4-V weeks after testing a cushier CT4 Premium Luxury talked it over, we realized that we liked the “V” better. A little extra horsepower never hurts, and the V-Series has that. However, we were also impressed by ride and handling characteristics that seemed more dialed in.

Quick Spin: 2020 Lexus ES 300h Ultra Luxury

Even in top-line trim, the CT4’s interior isn’t quite as upscale as its European competition, but it has a clean, sporty look nonetheless. We appreciated the easy-to-use physical buttons and knobs instead of touch-sensitive controls, but the unusual “push-pull” shift lever can be a bit awkward for some drivers.

The CT4-V has a starting price (with delivery) of $45,490. However, our tester was an all-wheel-drive version that costs $1100 more—$500 for the AWD driveline and $600 for a “mandatory-option” Cold Weather Package with heated front seats and steering wheel. With all options, including the Driver Awareness Plus Package, Evergreen Metallic paint, and red-painted brake calipers, the test car came to $48,610.

Test Drive: 2020 Cadillac CT4 Premium Luxury

The CT4’s front seats offer decent space, even for big and tall occupants, but rear-seat space is at a premium–which is typical for the premium compact car class. Legroom quickly grows tight behind a tall front-seater.

What that buys is a 325-horsepower 2.7-liter 4-cylinder engine with a “dual-volute” turbocharger. That’s 15 more horsepower than the optional 2.7 that was in our CT4 Premium Luxury makes. There’s also 30 lb-ft more torque, 380 lb-ft at 2000-4000 rpm. V-Series Acceleration is brisk and well parsed by the effective and smooth 10-speed automatic transmission. EPA estimates for fuel economy are 20 mpg in city driving, 28 in highway running, and 23 mpg combined, but this reviewer didn’t quite hit the combined figure at 22.71 mpg even though just 16 percent of the 60.6 miles he covered were in city-type operation.

Test Drive: 2020 BMW M340i

Cargo volume isn’t a strong point of most premium compact cars, and the CT4 comes up a bit short of some class rivals. There’s a middling 10.7 cubic feet of trunk space, and the load floor is a bit uneven.

There’s also a considerably different chassis and running-gear complement with a sport-tuned suspension, mechanical limited-slip rear differential, 235/40R18 summer tires mounted on 18-inch Pearl-Nickel-finish alloy wheels, and uprated Brembo disc brakes in front. (The rear-drive V-Series also has Magnetic Ride Control electronic variable damping not included on the all-wheeler.) Ride is a little stiffer on the hard-sided, low-profile run-flat rubber, but the stickier tires aid dry-surface grip. The test car handled nicely in quick transitions and stayed pleasingly flat turning through a little complex of esses we sometimes drive. Brake action and response are quick and confidence inducing.

Some of the extra that Cadillac wrings out of the CT4 V-Series comes via higher-order technology. The Performance Traction Management varies traction, stability, and chassis control through a “Track” mode with five incremental settings: “Wet,” “Dry,” “Sport,” “Race 1,” and “Race 2.” Launch control is provided for hotshoes who want to get off the dime without slip-sliding away. Drivers can create a custom blend of ride and performance characteristics from the various drive modes, then access that package whenever desired by pressing a “V-Mode” thumb button on the steering wheel.

As the only CT4 with a base price above $40,000, V-Series extras don’t stop on the spec sheet. It looks the part with black body highlights including the diamond-mesh grille and extensions to the body-color rocker moldings, a body-color rear spoiler, bright-tipped quad exhaust outlets, and neutral-density gray-tinted taillamp lenses. Drivers grip a leather-wrapped steering wheel with a thicker rim and dimpled hand grips. When the urge to shift hits, the driver can take advantage of paddles behind the steering wheel or the “Electronic Precision Shift” lever on the console. Other model-specific standard features are:

power seatback side bolsters on the front seats
4-way power driver and front-passenger lumbar control
manual driver and front-passenger cushion extenders
alloy pedal faces
carpeted floor mats with V-Series logo
dark-finish front-door sill-plate covers
Bose 14-speaker surround-sound audio system
wireless charging
rotary infotainment controller

As in some other CT4s, the V also comes with the Cadillac User Experience (CUE) infotainment system, Apple CarPlay/Android Auto compatibility, satellite and HD radio, dual-zone climate control, 8-way power front seats with driver’s-seat memory, forward-collision alert, and automatic emergency braking Notable, to some degree, is what the V-Series doesn’t have for the price. Things like leather upholstery, navigation, and blind-spot and rear cross-traffic alerts are extra-cost options (the latter two as part of the $800 Driver Awareness Plus Package).

Quick Spin: 2020 Genesis G70 3.3T Sport

The CT4-V’s turbo 2.7-liter 4-cylinder gets a 15-hp bump over the Premium Luxury model’s 2.7, for a total of 325 hp. Eighteen-inch alloy wheels with a painted Pearl Nickel finish are standard, but red brake calipers are a $595 upgrade.

In terms of space and user convenience, a CT4 is a CT4 is a CT4. There’s a comfortable degree of passenger room in front, and tolerable legroom in back for two adults. Driver vision could be better. Cabin storage for personal items is average (rear doors lack pockets or even bottle holders). Driving controls show up cleanly, and CUE is pretty easy to work. Audio and other functions can be handled directly on the 8-inch touchscreen, but if you prefer, there’s a console dial for remote control of the system. It takes lots of buttons to run the climate system, including repetitive-push temperature and fan-speed switches. The trunk floor is uneven throughout, with different portions at different heights, and overall capacity of 10.7 cubic feet trails others in the class. Rear seats fold in a 60/40 split, but a bulkhead behind the seats could complicate loading of some long loads.

Is the Cadillac CT4-V less than perfect in some ways? Yeah . . . but there’s no denying that it is an entertaining driver that’s competitively priced, and that makes it worthy of consideration from anyone in the market for a small premium sedan.

Test Drive: 2020 Alfa Romeo Giulia Ti Lusso

It’s currently the sportiest, spendiest model in the Cadillac CT4 lineup, but the CT4-V is still a strong value-for-the-dollar proposition compared to the primary rivals in its class. If 325 horsepower isn’t enough for you, note that a super-performance CT4-V Blackwing model–which should offer at least 400 horsepower–is in the works.

Click below for enlarged images

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2020 Cadillac CT4-V Gallery

2020 Cadillac CT4-V

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

Test Drive: 2021 Toyota Venza XLE

August 19, 2020Uncategorized2021, 2021 Toyota Venza XLE, AWD, AWD/4WD, Big&Tall Friendly, Blizzard Pearl, Crossovers/SUVs, Fuel Economy, Gallery, hybrid, Hybrids, JBL Audio, John Biel, Options, Prices, road test, Specs, test drive, Toyota, Toyota Venza XLE, XLEadmin

2021 Toyota Venza in Blizzard Pearl white paint

2021 Toyota Venza XLE

Class: Midsize Crossover SUV

Miles driven: 141

Fuel used: 3.4 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	A-
Tall Guy	A

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

Drivetrain
Engine Specs	219-hp 2.5L
Engine Type	4-cylinder hybrid
Transmission	CVT automatic
Drive Wheels	AWD

Real-world fuel economy: 41.5 mpg

Driving mix: 60% city, 40% highway

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

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

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

Price as tested: $39,225

Quick Hits

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

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

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

More Toyota price and availability information

John Biel

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

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

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

Test Drive: 2020 Volkswagen Atlas Cross Sport

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

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

Test Drive: 2019 Honda Passport Elite

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

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

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

Test Drive: 2019 Chevrolet Blazer Premier

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

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

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

Should I Buy a Car or Crossover?

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

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

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

Test Drive: 2019 Toyota RAV4 Hybrid Limited

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

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

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

Car Shopping Tips: Test Drive Checklist

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

Check out the Consumer Guide Car Stuff Podcast

2021 Toyota Venza XLE Gallery

Toyota Venza XLE

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

Quick Spin: 2020 Cadillac XT6 Sport

July 31, 2020Uncategorized2020, 2020 Cadillac XT6 Sport, 3-Row, 3.6 V6, AWD/4WD, Big&Tall Friendly, Cadillac, Cadillac User Experience, Crossover, Crossovers/SUVs, CUE, Fuel Economy, Garnet Metallic, John Biel, Luxury Vehicles, Mileage, Options, Premium Crossover, Prices, Review, road test, test drive, XT6admin

2020 Cadillac XT6 Sport AWD in Garnet Metallic (a $625 option)

2020 Cadillac XT6 Sport AWD

Class: Premium Midsize Crossover SUV

Miles driven: 221

Fuel used: 11.1 gallons

CG Report Card


Room and Comfort	B+
Power and Performance	B
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	310-hp 3.6-liter
Engine Type	V6
Transmission	9-speed automatic
Drive Wheels	AWD

Real-world fuel economy: 19.9 mpg

Driving mix: 40% city, 60% highway

EPA-estimated fuel economy: 17/24/20 (city, highway, combined)

Fuel type: Regular gas

Base price: $57,095 (not including $995 destination charge)

Options on test vehicle: Enhanced Visibility and Technology Package ($2350), Cadillac User Experience upgraded infotainment system with embedded navigation system and Bose stereo ($1000), Garnet Metallic paint ($625)

Price as tested: $62,065

Quick Hits

The great: Smooth, satisfying powertrain; comfortable ride

The good: Interior space; cabin trimmings; decent maneuverability for the size

The not so good: Doesn’t offer Cadillac’s Super Cruise semi-autonomous driver-assist system yet; third-row seat space could be better

CG Says:

Cadillac has entered the premium midsize 3-row crossover field with a vehicle that comes in just two flavors. That’s not so bad. In fact, the 2020 XT6 is like a vanilla/chocolate-swirl ice cream cone: tasty regardless of which side you lick.

The new-for-2020 XT6 gives Cadillac a three-row “plus-size” midsize crossover-SUV competitor that slots between the two-row XT5 and the full-size, V8-powered Escalade. Though their names wouldn’t suggest it, the Sport model is priced above the Premium Luxury trim level in the XT6 lineup.

After first testing the Premium Luxury model, Consumer Guide editors have now sampled the XT6 Sport. Neither left them with a bad taste in their mouths. Both XT6s have the same powertrain and dimensions, and can even be optioned to approximate each other. Indeed, our Premium Luxury tester was equipped with the same suspension and adaptable dampers (they adjust damping forces every two milliseconds) that are standard in the Sport.

Test Drive: 2020 Lincoln Aviator Reserve

The XT6’s cabin trimmings are a bit behind its European rivals’, but this is still a classy, quiet interior. The center console includes a wireless device charger, and USB and USB-C charging ports inside the covered storage bin.

The Sport does manage to keep a few distinctions for itself. Its twin-clutch all-wheel-drive system can distribute all available torque to the right or left wheels. Paddle shifters let drivers manage the 9-speed automatic transmission for themselves, and the cooling system is heavy duty. External touches include a gloss-black grille, roof rails, and side-window surrounds; body-color door handles; tinted neutral-density taillamp lenses; and 20-inch 12-spoke alloy wheels with pearl nickel finish. Carbon-fiber accents replace wood in the cabin.

Judging purely by names, it might come as a surprise that the Sport tops the XT6 price list. At $58,090 with delivery, its starting price is $2400 higher than that of an AWD Premium Luxury. (The latter can also be had in cheaper front-drive form.)

Test Drive: 2019 BMW X7

The XT6’s second row offers good space for adults, and the seats slide fore and aft to balance second/third-row legroom or free up a bit more cargo capacity. The third-row seats are best suited for small passengers.

Once you get past the Sport’s specific performance and appearance items, the list of shared standard equipment is pretty large. Seats and steering wheel are clad in leather, and the front seats and wheel are heated. Driver and “shotgun” passenger can avail themselves of power seat and lumbar adjustment. Overhead there’s a big sunroof; behind, a hands-free liftgate. Infotainment is provided by the Cadillac User Experience (CUE) system with an 8-inch color touchscreen, Apple CarPlay/Android Auto smartphone compatibility, satellite radio, Bose audio speakers, and wireless charging. There’s tri-zone climate control, LED headlights, keyless entry and starting, front and rear parking assist too. Electronic safety aids encompass forward-collision alert, rear cross-traffic alert, lane-keeping assist with lane-departure warning, blind-spot alert, and automatic emergency braking for vehicles and pedestrians.

Test Drive: 2020 Infiniti QX60 Luxe

There’s 43.1 cubic feet of cargo space behind the second-row seats, and 12.6 cubic feet with the third-row seats in use. Fold both the second- and third rows of seats, and there’s a cavernous 78.7 cubic feet of cargo volume.

At 4690 pounds, the Sport is 46 pounds heavier than a Premium Luxury with all-wheel drive. If that exacts any performance penalty, it is virtually imperceptible. The sole engine is a 310-horsepower 3.6-liter V6 that quietly and briskly propels any XT6. Response in street driving is alert, and highway cruising is unlabored. Selectable “Sport” driving mode makes for quicker reaction to throttle inputs. Stop/start is included to help save some gas. It can be switched off, but it’s not unpleasant enough to make a driver want to do that reflexively. EPA fuel-economy projections are 17 mpg in city driving, 24 mpg on the highway (one of our testers who did a lot of expressway driving bore that out), and 20 mpg combined. The suspension in the Sport behaved as comfortably and competently as it did in the similarly equipped test Premium Luxury, with an added degree of damping and steering firmness in Sport mode. Front-drive-biased “Touring,” self-explanatory “AWD,” and “Off-Road” are the other available modes.

Quick Spin: 2020 Volvo XC90 T8 Inscription

The XT6’s sole powertrain is a 310-hp 3.6-liter V6 paired with a 9-speed automatic transmission; the combo supplies smooth, satisfying acceleration. Twenty-inch alloy wheels are standard equipment.

In terms of passenger and cargo accommodation, control convenience, and cabin ambience, our 7-passenger XT6 Sport was more or less identical to the Premium Luxury test truck that preceded it, and we’ll direct the reader to that review for details. After two turns in Cadillac’s 3-row midsize crossover, our opinion of it is consistent. It may not dazzle at first blush, but drive it for a while and its true worth starts to shine through.

Test Drive: 2020 Hyundai Palisade Limited

Though it feels a little more like a dressed-up mainstream brand vehicle than a full-fledged luxury machine, the Cadillac XT6 is a very comfortable, spacious crossover that’s more impressive that its specs would suggest.

Check out the Consumer Guide Car Stuff Podcast

2020 Cadillac XT6 Sport

Written by: The Daily Drive staff on July 31, 2020.

Test Drive: 2020 Honda CR-V Hybrid Touring

July 8, 2020Uncategorized2020, 2020 Honda CR-V Hybrid Touring, AWD/4WD, Big&Tall Friendly, CR-V, CR-V Hybrid, Crossovers/SUVs, Fuel Economy, Honda, hybrid, Hybrids, John Biel, Mileage, Prices, Real-World Fuel Economy, Review, road test, Sonic Gray Pearl, Specs, test driveadmin

2020 Honda CR-V Hybrid Touring in Sonic Gray Pearl

2020 Honda CR-V Hybrid Touring

Class: Compact Crossover SUV

Miles driven: 314.3

Fuel used: 8.6 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	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	212-hp 2.0-liter
Engine Type	4-cyl hybrid
Transmission	CVT
Drive Wheels	AWD

Real-world fuel economy: 36.5 mpg

Driving mix: 45% city, 55% highway

EPA-estimated fuel economy: 40/35/38 (city/highway/combined)

Fuel type: Regular gas

Base price: $35,950 (not including $1120 destination charge)

Options on test vehicle: None

Price as tested: $37,070

Quick Hits

The great: Passenger and cargo space, ride quality, build quality, smoothness and fuel efficiency of hybrid powertrain

The good: Comfort and convenience features of Touring model

The not so good: Hybrid hardware eats up a bit of cargo space, some desirable features are restricted to high-end models

More CR-V price and availability information

John Biel

There now are more hybrid compact-crossover SUVs on the market than there are subpremium large cars, now that the Honda CR-V Hybrid has come out. The new gas-electric CR-V joins the Ford Escape, Toyota RAV4, Kia Niro, Mitsubishi Outlander, and Subaru Crosstrek in offering conventional and/or plug-in hybrids, and it does so in a roomy and feature-laden package that also delivers competitive fuel mileage.

The CR-V Hybrid gets a couple subtle design touches that differentiate it from other CR-V models, including special badging, hidden exhaust tips, and, on Tourings, a unique 5-LED fog-light design.

Honda is going in big, too. All four 2020 CR-V trim levels are available with hybrid power, which is generated by a synchronous permanent-magnet electric motor teamed with a 2.0-liter Atkinson-cycle 4-cylinder engine for a combined 212 horsepower at 6200 rpm. (The powertrain and battery are shared with the Accord Hybrid.) All-wheel drive is standard. Compared to AWD gas-engine CR-Vs of the same trim grade, hybrids cost $1225 more. Consumer Guide tested a top-level Touring priced at $37,070 with delivery.

The current CR-V generation was launched for 2017. It is freshened for ’20 with a revised front-end look, particularly in the bumper and lower intake; a new rear diffuser; and dark-tinted taillights. Even entry-level LXs now come with the Honda Sensing high-tech safety group of adaptive cruise control, collision-mitigation braking, lane-keeping assist, and road-departure mitigation.

Test Drive: 2020 Lexus UX 250h Luxury

The CR-V’s interior is nicely assembled from high-quality materials, but the overall ambiance isn’t quite as posh as some top-trim-level class rivals’. CR-V Hybrids get Honda’s push-button gear selector; other CR-Vs have a traditional gear-shift lever. Easy-access USB ports and a wireless charging pad (a Touring-model exclusive) are new features for 2020.

The EPA rates the CR-V Hybrid at 40 mpg in the city, 35 mpg on the highway, and 38 mpg in combined city/highway driving. This reviewer’s stint in the test car outdid all those numbers at 41.6 mpg after a test of 82 miles that included 45 percent city-style operation, though our other editors didn’t achieve numbers quite that good.

While Honda claims the hybrid is a little quicker than the 190-horsepower turbocharged 4-cylinder gas-engine CR-Vs, there’s still more of a feeling of cool competence than hot-bloodedness to the dual-power job. Paired with an electronic continuously variable transmission, it has enough power for good street performance, and cruises safely in highway running when in the basic “ECON” drive mode. The transition from low-speed electric to higher-speed internal-combustion operation is delightfully seamless. “Sport” mode enhances throttle response to an obvious degree—and it presses the point home with a little more edge to the exhaust note. “EV” mode allows for driving solely on electric power for short distances when the battery is sufficiently charged. Paddles on the steering wheel may look like shifter paddles to work the transmission, but here they govern the level of regenerative braking that slows the car without pedal braking, while feeding the battery.

Test Drive: 2020 Ford Escape Hybrid

The CR-V’s rear-seat space is excellent for the class. We especially appreciated the folding rear seat backs; they fold down to form a level load floor, and they easily clear the front seats without folding or removing the headrests–even when the front seats are set all the way back (something not all compact SUVs can boast).

Even with the 19-inch alloy wheels standard on Tourings, tire sidewalls are still fairly high-aspect, so ride from the fully independent suspension is quite well composed and comfy. Bestowed with a thicker front stabilizer bar than full-gas models, the CR-V Hybrid steers and handles with ease and surety.

Passenger room is adult-friendly in both rows, and thanks to a flat floor, three grown-ups might be able to squeeze in across the rear seat. Doors open wide for unencumbered entry and exit in either row. The only flaw to befall driver vision—usually a Honda strong suit—is to the rear corners, where the body rises up to blend into the rear roof pillar. There’s good cargo space in back—33.2 cubic feet behind the second-row seat—just not as much as in a gas CR-V. The hybrid battery is located under the cargo floor, which prevents the hybrid from having the adjustable load floor found in other CR-Vs. Rear 60/40 seats fold flat and flush with the cargo floor for 68.7 cubic feet of available space.

Test Drive: 2019 Toyota RAV4 Hybrid Limited

CR-V Hybrids have a bit less cargo space than their non-hybrid stablemates (33.2 cubic feet behind the rear seats, and 68.7 cu. ft. with the rear seats folded, compared to 39.2 and 75.8, respectively), but those are still good numbers for the class. Plus, the load floor is helpfully low, and there are handy second-row seatback-release latches in the cargo area.

In addition to their specific powerteam, CR-V Hybrids also come with additional standard features, relative to the gas models, at each trim level. The Hybrid Touring’s bonus item is front and rear parking sensors. Hybrids also get a push-button gear selector (in place of the gas version’s stand-up shifter), and an instrument-panel display that can be configured to report power distribution and even hand out an efficiency “grade” after each trip.

Given Honda’s lack of option packages, Tourings come about as complete as a CR-V can be. Seats and steering wheel are leather-trimmed, and the front buckets and wheel are heated. The memory-function driver’s seat is power-adjustable 12 ways. Some of the built-in comforts and conveniences are remote engine start, rain-sensing windshield wipers, hands-free power liftgate, power moonroof, dual-zone automatic climate system, LED headlights with automatic high-beam control, keyless entry and starting, 9-speaker audio system, navigation, satellite and HD radio, Apple CarPlay/Android Auto smartphone integration, and Qi wireless charging (new to all Tourings for 2020). Additional safety features are rear cross-traffic alert, blind-spot alert, and a driver-attention monitor.

Test Drive: 2019 Hyundai Ioniq Plug-In Hybrid

The CR-V Hybrid’s powertrain actually puts out a bit more power than the regular-line CR-V: 212 horsepower instead of 190 hp. It’s also one of the smoothest-operating hybrid powertrains on the market; the gasoline engine and electric motor are remarkably well integrated, and the action of the regenerative brakes is likewise smooth and linear.

Bright metal and woodgrain accents brightened the black interior that was the only color choice for CG’s Sonic Gray Pearl test vehicle. (Other interior colors are available, but only in combination with specific paints.) Soft-touch surfaces are found atop the instrument panel and front doors. Climate and audio controls are easy to work. Storage options for incidental items are good, but not outstanding: an ample glove box sited low in the dash, where it might open on a passenger’s knees; an open storage space in the console beneath a flip-up armrest; a single rear-seat storage pouch behind the front passenger seat; cup holders in the console and pull-down rear armrest; and large door pockets with bottle holders.

Honda is no novice in the hybrid field, having been there for 20 years. The CR-V joins the brand’s several electrified sedan offerings even as it spreads Honda’s wings a little bit by adding to the growing body of small sport-ute hybrids.

Test Drive: 2019 Mitsubishi Outlander PHEV

Though we didn’t achieve outstanding fuel economy relative to the EPA-estimate numbers like we did with our Honda Accord Hybrid test vehicle, the new-for-2020 CR-V Hybrid impressed us greatly nonetheless. You’ll pay the normal hybrid-vehicle premium in initial purchase price, but you’ll be rewarded with an excellent powertrain that delivers fine power and excellent smoothness along with its improved fuel efficiency.

Check out the entertaining and informative Consumer Guide Car Stuff Podcast

2020 Honda CR-V Hybrid

2020 Honda CR-V Hybrid Gallery

2020 Honda CR-V Hybrid

Written by: The Daily Drive staff on July 7, 2020.

Test Drive: 2020 Toyota Highlander Platinum

June 9, 2020Uncategorized2020, 2020 Toyota Highlander Platinum, Amazon Alexa, AWD, AWD/4WD, Big&Tall Friendly, Crossovers/SUVs, Fuel Economy, Gallery, Highlander, John Biel, Mileage, Moon Dust, Options, Pics, Platinum, Prices, Review, road test, Safety Sense, Specs, test drive, Toyotaadmin

2020 Toyota Highlander Platinum AWD in “Moon Dust” metallic silver paint (a $425 option)

2020 Toyota Highlander Platinum AWD

Class: Midsize Crossover SUV

Miles driven: 298

Fuel used: 14.0 gallons

CG Report Card


Room and Comfort	A-
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	295-hp 3.5-liter
Engine Type	V6
Transmission	8-speed automatic
Drive Wheels	AWD

Real-world fuel economy: 21.3 mpg

Driving mix: 45% city, 55% highway

EPA-estimated fuel economy: 20/27/23 (city, highway, combined)

Fuel type: Regular gas

Base price: $48,800 (not including $1120 destination charge)

Options on test vehicle: Special color ($425), carpeted floor mats/cargo mat ($318), cargo cross bars ($350), universal tablet holder ($99)

Price as tested: $51,112

Quick Hits

The great: Expanded cargo volume; long list of comfort and convenience features; classy cabin trim

The good: Pleasant ride and driving manners; satisfying acceleration

The not so good: Third row seat is best suited for kids

More Highlander price and availability information

John Biel

More Highlander with more to it is Toyota’s plan for its 3-row midsize crossover sport-ute in 2020. It is redesigned on a new platform that’s 2.4 inches longer overall—with the added length at the rear to expand cargo volume—and gifted with several new convenience features. Considering the exceptional contenders in the class, particularly the all-new Kia Telluride and Hyundai Palisade, the moves were practically mandatory.

The Highlander grows a bit larger with its redesign for 2020, and most of that space comes aft of the rear wheels to improve cargo room. The roof cross bars on our test vehicle are a $350 accessory option.

The redone Highlander comes in five gas and four hybrid trim levels, all with a choice of front- or all-wheel drive. Consumer Guide tested a top-of-the-heap gas-engine Platinum with AWD. Base price, with delivery, is $49,920 (the torque-vectoring all-wheel drive adds $1950 to the cost of a Platinum), and the test vehicle came to $51,112 with extra-cost Moon Dust paint and a trio of relatively inexpensive options.

First Look: 2021 Toyota Venza

The top-line Highlander’s interior gets a bit ritzier with the 2020 redesign, boasting handsome satin-metal-look accents, upscale leather, and classy stitching. The center console houses drive-mode controls; an electronic parking brake; and on/off switches for the traction control, snow mode, hill-descent control, auto stop/start systems.

The sole engine offering for gas-only Highlanders is the carried-over 295-horsepower 3.5-liter V6 mated to an 8-speed automatic. (A 2.7-liter four that had been the base engine in prior years has been dropped for 2020.) Smooth and powerful overall, the V6 responds well from a standing start, and takes advantage of snappy transmission kickdown for good passing power in highway driving. There’s a slim improvement in eagerness when “Sport” mode is activated. In a 78-mile test stint with 30 percent city-type driving, this reviewer recorded 20.8 mpg. The EPA projects a V6 AWD Highlander for 20 mpg in city use, plus 27 mpg on the highway and 23 combined.

Test Drive: 2020 Ford Explorer Platinum

The Highlander’s second row is spacious enough for adults to ride in comfort. Our test vehicle was equipped with captain’s chairs (which come with a floor-mounted cupholder), but a bench seat is available for 8-passenger seating. Just visible on the front passenger seat back is the universal tablet holder, a $99 accessory.

Ride and handling are examples of classic crossover execution, with driving ease and passenger comfort at the forefront. The ’20 Highlander’s size gain isn’t just in body length. The wheelbase is stretched by 2.4 inches as well, a factor in ride that is nicely composed and resistant to most bumps. The only handling issue this tester encountered was a need for regular steering correction in blustery crosswinds.

First Spin: 2020 Toyota Highlander

The Highlander’s third-row seat is best suited for children, and passengers small and limber enough to climb back there easily.

With the expanded body dimensions, cargo capacity is increased regardless of seating configuration—maximum capacity with the flat-folding second- and third-row seats retracted has been raised to 84.3 cubic from 78.6 cubic feet in 2019. The Highander Platinum comes standard with a hands-free power liftgate. A sizeable left sidewall indent and some wide, shallow space under the rear cargo floor (with a slot for stowing the cargo cover when not needed) add to the vehicle’s cargo-carrying flexibility.

Numerous features added for 2020 finally bring the Highlander up to par with the rest of the field. They include Apple CarPlay/Android Auto smartphone connectivity, Amazon Alexa compatibility, Qi wireless charging, a 10-inch head-up display (with speedometer, road-sign recognition, and navigation information in V6 models), a Wi-Fi hotspot, an infotainment touchscreen expanded to 12.3 inches, and a digital rearview mirror that can project an unobstructed camera image in the mirror. All are standard on the Platinum. Another upgrade, this one built into all Highlanders, is the 2.0 version of the Toyota Safety Sense package of safety and driver-assistance features: forward-collision warning with emergency braking and pedestrian detection, lane-departure warning and mitigation, automatic high-beam headlights, lane-trace assist, road-sign recognition, and full-speed adaptive cruise control.

Test Drive: 2020 Kia Telluride SX

There’s 16 cubic feet of cargo space behind the Highlander’s third-row seats, which grows to 84.3 cubic feet with both the second- and third-row seats folded to create a smooth, level load floor.

There’s more to the Highlander Platinum. Other standard features are 20-inch alloy wheels, LED headlights and fog lights, heated power mirrors with puddle lamps, panoramic sunroof, and rain-sensing windshield wipers. Upholstery is leather. Power-adjustable front seats are heated and ventilated, and the second-row captains chairs are heated. The climate system is trizone; the audio setup is an 11-speaker JBL unit with satellite radio. Rear obstacle detection with automatic braking and blind-spot/rear cross-traffic alerts are included too.

Test Drive: 2020 Hyundai Palisade Limited

The lone powertrain offered on non-hybrid Highlanders is a carryover 3.5-liter V6 paired with an 8-speed automatic transmission. Twenty-inch alloy wheels are standard on Limited and Platinum models.

Passengers will find the top-line Highlander eminently habitable. There’s fine head- and legroom in the front two rows on comfortable seats. You’ll be able to fit actual adults in third-row seats, albeit not for long, and they can’t be taller than about 5-foot-10. Plenty of soft, pliable surfaces are deployed about the cabin. Audio controls are essentially intuitive and easy to work on the big, colorful horizontal touchscreen. (External volume and tuning knobs are handy.) Climate relies on lots of repetitive-push buttons, but second-row passengers get a thorough bank of controls that they can work for themselves. Personal items can be stashed in a big, configurable console box that also houses the flip-up wireless charger pad; the good-sized glovebox; a small pull-out drawer to the left of the steering column; a pouch on the back of each front seat; and large pockets in all doors. There are open cup holders in the console, in the floor-level tray between the second-row seats, and in the hard-plastic sidewalls of the third row.

It’s a good thing for the Highlander—and those thinking of buying one—that it has been brought in line featurewise with the new and well-equipped competitors in its group. But catching up isn’t leading. Shoppers in this segment have several excellent choices and can afford to be choosy. Perhaps they’ll find that more Highlander is just what they need.

Test Drive: 2019 Nissan Pathfinder Rock Creek Edition

The redesigned 2020 Toyota Highlander gains a number of enhancements–including more space and some welcome new features–that help it keep pace with the formidable competition in its segment.

Listen to the Consumer Guide Car Stuff Podcast

2020 Toyota Highlander Platinum Gallery

2020 Toyota Highlander Platinum

Written by: The Daily Drive staff on June 8, 2020.

Road Test: 2021 Kia Seltos SX Turbo AWD

May 24, 2020Uncategorized2021 Kia Seltos SX Turbo AWD, All-Wheel Drive, AWD, awd 30 mpg, AWD 30 MPG Club, fuel econoy subcompact SUV, Kia, MPG, road test, small SUV club, test drive, Test Drivesadmin

Entry Crossover Hitting Above Its Weight

Made To Do More. Explore The Possibilities. Rugged and Ready. A Penchant for Adventure.

These are just a few of what Kia wants you to experience with the all-new 2021 Seltos. Clean Fleet Report spent a week in the highly optioned Seltos SX Turbo AWD, and came away with a smile and satisfaction of having experienced much on Kia’s wish list.

The sleek side view

Smooth Operator

The all-wheel drive (AWD) Kia Seltos SX has a 1.6-liter turbocharged four-cylinder engine that, running on 92 octane, produces 175 horsepower (hp) and 195 pound-feet of torque (lb.-ft.). Our zero-to-60 times were around 9.0 seconds, which was plenty peppy for the 3,317-pound Seltos. For best performance, the seven-speed DCT (dual clutch transmission) automatic has three driver-selectable drive modes–Normal, Smart and Sport. For fuel economy we stayed in Smart, while turning the selector wheel all the way to the right, we found Sport for more spirited driving.

The EPA rates the 1.6L turbo at 25 mpg city/30 highway/27 combined. In 260 miles driving throughout Southern California we averaged 28.1 mpg. But on a 175-mile all-freeway run, with the smart cruise control set at 65 mph, we averaged a stout 33.5 mpg.

Driving Experience: On the Road

There is a slight bit of hesitation when accelerating from a stop, but it is not to be confused with turbo lag. When launching the Seltos SX there seems to be a momentary turbo lag, but what is felt is the DCT automatic engaging. The DCT is a manual transmission at heart and, for some additional fun, place the shift lever into the manual setting and shift through the seven gears manually. If you are not a fan of a DCT, Kia offers the Seltos with its version of a Continuous Variable Transmission (CVT), called an ITV, for Intelligent Variable Transmission. A CVT/IVT has no gears and no shifts, so it is smooth accelerating or decelerating.

The SX shoes

The 18-inch machined alloy wheels, which are unique to the SX trim, are shod with Kuhmo 235/45 all-season tires. On certain paved surfaces there was noticeable road noise transmitted to the cabin. The wider tires not only help with handling, but also with stopping.

The Seltos SX AWD makes use of torque vectoring, which increases traction by predicting which wheel will best utilize power in a given road situation. This enhances stability in corners and gives the vehicle more connection to the road. The good steering feel and the AWD system gave a solid, stable command of the road, with high-speed freeway ramps able to be attacked over the posted speed limit. There was little affect by passing big rigs, and the body roll when pushing corners a bit too fast was minor and nothing that wasn’t predictable or manageable.

For additional traction on snow-covered or icy roads, there is a Lock button that locks the center coupling, offering sure-footed traction up-to about 25 miles per hour. This is a handy feature when the roads get sloppy and tricky.

The Seltos SX is composed, and for a subcompact crossover, the overall ride was pleasant, encouraging long road trips. While not sporty, the Seltos SX is fun and easy to drive.

All-New: In and Out

The 2021 Kia Seltos slots between the Soul and Sportage, carving-up Kia’s crossover offerings with even a sharper knife. The Seltos shares the platform with the Hyundai Kona (which Clean Fleet Report really liked), but the Seltos has been stretched by one inch in the wheelbase and eight inches in length. The exterior of our test Seltos was painted in Starbright Yellow with a black roof, a color combination that brought out its personality. Small crossovers can blend together, but not the Seltos as its styling is unique.

Angles from every angle

Available in five trim levels of LX, EX, S 2.0L, S 1.6T, and SX, the Seltos has a smooth exterior with a few well-placed sharp angles. Clean Fleet Report’s SX model had LED headlights with a stacked design separating the daytime running lights and fog lights that are located on the outer corners in the bottom fascia. For a cool factor, the SX upgraded the signature tiger nose grille with a horizontal LED light bar that runs nearly the complete length of the grille.

The appealing side view has a gently sloping windshield with chrome rack rails, black rear view mirrors with slim LED turn signals, a black color-keyed shark fin antenna and an integrated spoiler over the rear hatch window. The sides have minimal chrome, with the strip below the windows ending in an attractive design element on the rear pillar. The horizontal LED taillights are connected by a chrome eyebrow strip, which houses the slim back-up lights. The concave design of the hatch includes the Seltos and SX badges. The black bumper has a chrome strip with simulated exhaust ports that looked odd, but the flat silver plate on the bottom of the rear fascia looks sharp.

Climbing inside, the cabin includes ample leg and headroom for two six-footers up front with the rear seat providing good space and comfort for two adults–three for short trips. Clean Fleet Report was driving the 2020 Seltos SX, which came with what Kia calls Sofino leatherette seats. The driver seat was heated and 10-way power adjustable with lumbar, while the passenger gets manual adjustments. We like that the outlook on the road, with 7.3 inches of ground clearance, was higher than a sedan, but not as high as a SUV. The rear seat center armrest has cup holders, and if there are no passengers out back, fold down the 60/40 split rear seat for additional storage area. With the rear seat folded flat, at 5’9”, I was able to lie down, so being able to sleep in the Seltos in a pinch is an added benefit. The rear storage area has a convenient feature where the floor panel can be dropped-down about two inches, producing additional space for taller items.

Even the speakers have angles

Our Seltos SX came with a 10.25-inch touchscreen housing Kia’s UVO telematics and navigation. The eight-speaker Bose sound system, with a subwoofer, produced excellent sound for AM/FM//MP3/and Sirius/XM. Android Auto Apple CarPlay, Siri Eyes Free, with smartphone integration via Bluetooth, complete the audio system. The leather-wrapped steering wheel has controls for audio, telephone and cruise control. Big thanks to Kia designers for the knobs and wheels to control the radio and automatic temperature control. A note about the speakers. First, the grilles are multi-dimensional, giving a unique look compared to a basic flat speaker cover. Second, the Bose system has sound-connected mood lighting that pulsates with six color themes that change colors and intensity based on volume level. You will need to visit your Kia dealer at night to check-out this cool feature.

Other features are heated and power side mirrors with turn signals, USB ports, wireless charging, sliding front center armrest, cargo cover, rear passenger vents and USB ports, automatic climate control, remote and push button start.

Safety and Warranties

The SX shoes

The Seltos comes with an extensive list of standard and optional safety features. Make sure to speak with your Kia sales rep for what safety features come with which trim level. If you are looking to save a few dollars on your Seltos purchase, don’t skimp on the advanced driver safety assistance systems (ADAS).

Safety items include front, side and curtain airbags, forward collision avoidance, stability control, smart cruise control with stop and go, blind spot collision warning and collision avoidance, park assist with front and rear sensors, vehicle stability management, traction control, hill start assist, tire pressure monitoring system, engine immobilizer, lane keeping assist and departure warning, and rear cross traffic alert.

Since the 2021 Kia Seltos is new, it has not been rated by the National Highway and Safety Administration (NHTSA) or The Insurance Institute for Highway Safety (IIHS).

The Seltos comes with these warranties:

Powertrain – 10 years/100,000 miles
Basic – Five years/60,000 miles
Roadside Assistance – Five years/60,000 miles

Pricing

The 2021 Kia Seltoscomes in five trim levels with base prices, including the $1,120 destination charge, ranging from $23,110 to $28,990. Clean Fleet Report’s Seltos SX with the 1.6L turbocharged engine, AWD and with $475 in options, had a MSRP of $29,485.

Observations: 2020 Kia Seltos SX Turbo AWD

Kia has designed the 2021 Seltos to appeal to buyers looking for something a bit larger than smallest crossovers and a bit smaller than midsize crossovers. Sort of a Goldilocks kind of thing.

Goldilocks?

For versatility, ride, style, fuel economy, and standard and available safety equipment, the 2021 Kia Seltos is hard to beat. But does it meet everything Kia pointed out made the Seltos so special? Did it make us want to do more? Explore the possibilities? Was it rugged and ready? and did it have a penchant for adventure? Yes, Yes, Yes and Yes. We can easily see an owner using the Seltos for commuting, weekend errands and filling it with camping gear and heading off into the vast unknown. The AWD inspires confidence for on road driving and mild off-roading.

In January 2020, Kia announced it will be offering 11 electric vehicles by 2025, with the first model hitting showrooms in 2021. With the Seltos being all-new for 2021, it is too early to speculate on future changes. But since Kia currently sells two electric vehicles (the Soul and Niro), as well as two plug-in hybrids (Niro and Optima) and two hybrids (Niro and Optima), don’t be surprised if the Seltos gets some sort of electrification in the coming decade. Since it shares the Kona platform and the Kona already has an EV, it’s not too much of a stretch. One advantage of the Seltos being at least a hybrid, would be fuel economy that would easily pass the magic 40 mpg mark. Until then, visit your Kia dealer and test drive what Clean Fleet Report feels is one of the best entry-level crossovers on the market. We don’t think you will be disappointed.

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.

Whatever you buy, Happy Driving!

Related Stories You Might Enjoy—It’s a Small SUV Stampede

Road Test: 2020 Toyota CH-R

Road Test: 2016 Honda HR-V

Road Test: 2019 Hyundai Kona (non-electric)

Road Test: 2020 Hyundai Kona Electric

Road Test: 2019 Subaru Crosstrek Plug-in Hybrid

Flash Drive: 2020 Mazda CX-30

Road Test: 2015 Chevrolet Trax

Road Test: 2017 Jeep Renegade

Road Test: 2020 Fiat 500X

Road Trip: 2018 Ford EcoSport

News: 2018 Nissan Kicks

Road Test: 2018 Mitsubishi Outlander Sport

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. We also feature those 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.