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Test Drive: 2020 Chevrolet Corvette Stingray Coupe

2020 Chevrolet Corvette Stingray Coupe in Sebring Orange Tintcoat (a $995 option)

2020 Chevrolet Corvette Stingray Coupe

Class: Premium Sporty/Performance Car

Miles driven: 616

Fuel used: 26.5 gallons

Real-world fuel economy: 23.2 mpg

Driving mix: 25% city, 75% highway

EPA-estimated fuel economy: 15/27/19 (city, highway, combined)

CG Report Card


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

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

Drivetrain
Engine Specs	495-hp 6.2L
Engine Type	V8
Transmission	8-speed automatic
Drive Wheels	RWD

Fuel type: Premium gas recommended

Base price: $58,900 (not including $1095 destination charge)

Options on test vehicle: 2LT Coupe Preferred Equipment Package ($7300), Z51 Performance Package ($5000), GT2 bucket seats ($1495), Front Lift Adjustable Height w/ memory ($1495), body-color exterior accents ($995), Sebring Orange Tintcoat paint ($995), 19-inch front/20-inch rear Carbon Flash painted aluminum wheels with machined edge ($995), black composite rockers (dealer-installed, $550), orange seat belts ($395), Carbon Flash Metallic painted outside mirrors ($100)

Price as tested: $79,315

Quick Hits

The great: Unbeatable level of performance for the dollar; broad range of available features and appearance options offer excellent customizability

The good: Respectable ride quality for a high-performance supercar

The not so good: Poor rear visibility; low-slung seats can make entry/exit tricky; some enthusiasts will bemoan lack of a manual transmission

More Corvette price and availability information

Damon Bell

The introduction of any new-generation Corvette is a big deal in the automotive world, and it’s an even bigger deal when that new-generation Vette represents a major reimagining of the car itself and the fulfillment of a long-rumored architectural change—that being the shift from a traditional front-engine layout (which the production Corvette has had ever since its introduction in 1953) to a mid-engine design, with the powerplant behind the passenger compartment.

The C8 Corvette has an aggressive, highly sculpted look from any angle. Door-latch-release buttons are hidden underneath the leading edge of the bodyside-scoop openings. The rear-deck spoiler is included in the 2LT option group.

And that’s just what happened with the launch of the eighth-generation (or C8) Corvette for the 2020 model year. We previously reported on our experience with a C8 convertible in 1LT trim—you can check out that review here. Our coupe test vehicle was more lavishly equipped, and as a result it was almost $9K more than our convertible tester (this despite that fact that the convertible commands a starting-price premium of $7500 over the coupe). However, that money buys some very welcome features.

Test Drive: 2020 Chevrolet Corvette Convertible

The C8’s cabin ambiance is a step up from previous-generation Corvettes. The cockpit is cozy at best, but the squared-off steering wheel helps free up a bit of leg space, and the extra-slim HVAC vents still put out a good amount of air.

The two main packages are the 2LT Preferred Equipment Package ($7300) and the Z51 Performance Package ($5000). The 2LT group adds a long list of comfort and convenience features: Chevrolet’s “Infotainment 3 Premium” touchscreen system with navigation, 14-speaker Bose premium audio system, head-up display, HD front curb-view camera, memory driver and passenger convenience package, rear camera mirror, performance data and video recorder, heated and ventilated seats, power lumbar control and power seat bolsters, heated steering wheel, advanced theft-deterrent system, universal home remote, wireless charging, heated power outside mirrors with integrated turn signals (auto dimming on the driver’s side), rear cross traffic alert, side blind-zone alert, and cargo nets.

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The digital gauge cluster is excellent–it boasts crisp, clear graphics and multiple display-layout options.

The Z51 package adds upgraded performance suspension, brakes, exhaust (which adds another 5 horsepower and 5 more pound-feet of torque), and rear axle ratio with an electronic limited-slip rear differential. Also included are a rear spoiler, high-performance run-flat tires, and a heavy-duty cooling system. Our test vehicle was further outfitted with the GT2 bucket seats, a novel height-adjustable front suspension, and a number of paint and trim upgrades that pushed the bottom-line price well past the $58,900 base MSRP, but still under $80K—which qualifies as a bargain for a performance vehicle of this caliber.

Test Drive: 2020 Aston Martin Vantage Coupe

The push-pull gear selector fairly easy for our testers to acclimate to; the climate-control buttons, less so.

We took our Corvette coupe on a 520-mile road trip, and then put on almost 100 more miles of city driving, which gave us a good opportunity to experience the C8’s livability and practicality as well as its performance. And that performance, of course, is stellar. Acceleration is superhero-quick, and cornering ability is outstanding, with virtually no body lean in fast turns. The 8-speed dual-clutch automatic transmission reminds us a bit of the Nissan GT-R’s 6-speed dual-clutch transmission—great at quick upshifts and downshifts in vigorous performance driving, but sometimes less content, and less refined, when simply trundling around town. Ride quality is more than respectable, given the handling prowess on hand.

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The optional GT2 bucket seats are supportive and long-haul comfortable.

The Z51’s exhaust sounds delightfully snarly, and it actually caused a bit of cognitive dissonance for us. We’ve driven a few mid-engine exotics, such as the Audi R8 and Acura NSX, and their exhaust notes have a Euro/tech-oriented sound, so our “muscle memory” of those vehicles meant that the brawny, US of A muscle-car bellow of the Corvette really took us aback. However, the rear-mounted engine, and the single pane of glass between the cockpit and the engine compartment, means that some less lusty mechanical sounds—occasional whirrs, hisses, and clanks—find their way into the cabin too. Also, tire noise is greatly affected by the kind of road surface you’re driving on. We hit some rough freeway pavement during our road trip, which made things quite noisy inside the cabin.

Like previous Corvettes, the C8’s cockpit is rather cozy. Your tester is 6’6”, and he had juuuust enough space overall, though wearing a helmet comfortably in the driver’s seat is probably a no-go. The upgraded GT2 seats are supportive and long-haul comfortable, though entry/exit is the expected drop-in/climb-out affair, due to the low-slung ride height and low-mounted seats. Also, the doors need to be opened wide for big-and-tall occupants to get in and out—which can be tricky in tight quarters.

A couple other tall-person problems: The glovebox door opens right onto our knees in the passenger’s seat, and the squared-off steering wheel (an important space saver, given the cockpit’s cozy dimensions) blocked our view of the top edge of the digital gauge cluster. Thankfully, the configurable head-up display included in the 2LT equipment group does a great job of conveying a broad range of information at a glance.

Test Drive: 2020 BMW M8 Competition Convertible

A standard carry-on-size suitcase just fits in the Corvette’s front trunk.

The unusual, longitudinally oriented push-button gear selector works well for the most part… we got used to it pretty easily. However, the longitudinally oriented climate controls are a little funky at first. The buttons are arranged along a pronounced “ridge” that cascades down from the center of the dashboard, bisecting the cockpit. That line of buttons is about a foot and a half long… a lot of real estate to scan quickly to locate the button you’re looking for. We didn’t find it that natural during our time with the car, but owners will probably acclimate.

Test Drive: 2020 Mercedes-AMG GT C Roadster

The Corvette’s rear trunk is right next door to the engine compartment, so it gets warm on long drives. There’s room for a couple golf bags or a carry-on suitcase and more back there, though we had to fiddle with the positioning of our suitcase to get the trunk lid to close properly.

The drive-mode selector, which offers Tour, Weather, Sport, and Track modes, is prominently placed and lavishly detailed. It has a separate upholstered wrist rest (complete with contrast stitching and an embossed Corvette-flag logo) and a metal adjustment knob with a lot of resistance… it seems as though the Vette’s engineers really wanted to make you feel like you were doing something when using that knob. Maybe they were thinking they needed a center-console consolation prize of sorts to make up for the lack of an available manual transmission?

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The removable targa-roof panel securely locks into latches in the rear trunk area for easy storage, but it takes up almost all the trunk’s space.

Forward visibility is fantastic, thanks in no small part to the cab-forward cockpit and short nose enabled by the mid-engine layout… though if you’re accustomed to previous Corvettes, looking out over that short hood will take a little getting used to. The view out the rear is subpar, however—a common issue with mid-engine sports cars. GM’s rear camera mirror (it’s included in the 2LT package) helps in certain driving situations, but we found the video camera view somewhat disorienting (and even a little headache-inducing) while driving. Thankfully the mirror can be easily toggled back and forth between a traditional rearview mirror and the video camera display. The generously sized, well-placed outside rearview mirrors also do their part to aid rear visibility.

The “front lift adjustable height w/ memory” feature ($1495) and HD front curb-view camera (included in the 2LT package) are handy features that give real peace of mind when navigating tight spots. The height-adjustable front suspension allows the Vette to traverse steep driveways and speed bumps and such without scraping, and it can even be linked to GPS data to “remember” where such obstacles are and activate automatically.

The Corvette’s dual-trunk setup helps its practicality overall, but there are still some compromises you’ll have to make. There’s 12.6 cubic feet of space in total, but it’s split between the front trunk (the “frunk”) and rear trunk. That time-honored trunk-space metric—a couple sets of golf clubs—will fit in the rear trunk, but there was barely enough room for our standard rollerboard carry-on suitcase (we had to load it in with its backside to the rear of the vehicle before the trunklid would close). Also, the rear trunk also gets rather warm on longer drives, since it’s right next door to the engine. If you live a good distance from the grocery store, maybe put your ice cream and frozen foods in the frunk.

More Than 6 Decades of the Corvette in Pictures

The $1495 height-adjustable front suspension is a useful option that helps avoid scraping the Corvette’s nose on steep driveways and speed bumps and the like. An HD front curb-view camera is included in the 2LT package; it includes front as well as left- and right-side front-wheel views that make it easier to avoid scuffing the nose or a wheel rim.

The removable targa-roof panel is great when you want some open-air fun, but removing it and stowing it is a two-person job… and even then it’s a little awkward. The top section neatly locks into place in the rear trunk, but that basically takes up all the trunk’s cargo capacity, save for a couple jackets or coats.

The Corvette sees just a few detail changes for 2021, such as wireless Apple CarPlay and Android Auto capability, new colors and body-stripe options, and the availability of the Magnetic Selective Ride Control suspension without the Z51 Performance Package. There are even hotter Corvette variants on the horizon as we move further into the C8 era—including electric-motor AWD versions, if the rumors are true—and those will be a big deal too.

The 1984 Corvette and the Mysterious 15-Inch Wheels

The C8 Corvette is an ambitious and successful re-imagining of America’s sports car. The new mid-engine layout is a radical change, but it provides new levels of performance potential–and Chevrolet engineers took pains to ensure that the traditional Corvette virtues of relative affordability and practicality didn’t fall by the wayside.

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2020 Chevrolet Corvette Stingray Coupe Gallery

(Click below for enlarged images)

The 1984 Corvette and the Mysterious 15-Inch Wheels

Written by: The Daily Drive staff on February 5, 2021.

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Review Flashback: 2007 Chevrolet Monte Carlo SS

2007 Chevrolet Monte Carlo SS

Thanks in large part to Chevrolet’s involvement in NASCAR racing, the somewhat anachronistic Monte Carlo outlived its useful life span by half a decade or so. By 2000, the mainstream-brand midsize/large coupe segment was all but gone, with only the coupe versions of the Honda Accord and the Toyota Camry (dubbed Solara) still seeing meaningful sales volume.

The sixth—and last—generation of the Monte Carlo debuted for 2000. The Monte rode on General Motors’ W-platform architecture, and was thus similar mechanically to the Buick Century, Lacrosse, and Regal, as well as the Chevrolet Impala, Oldsmobile Intrigue, and Pontiac Grand Prix.

A performance-oriented version of the Monte Carlo, the SS, was available for the entire 2000-2007 run of the last-gen model. For 2000-2006, the SS was powered by a supercharged version of GM’s ubiquitous 3.8-liter “3800” V6. The beefy engine cranked out a middling 240 horsepower, but a substantial 280 lb-ft of torque at just 3600 rpm.

The big news for performance fans was the arrival of a 5.3-liter V8 for 2006. This pushrod V8, also found under the hood of GM’s half-ton pickups, was good for substantially more horsepower (303) and torque (323 lb-ft) than the V6.

Monte Carlos powered by the 5.3 V8 are rather rare, as the engine became available midway through the 2006 model year, and total sales volume for 2006 and 2007—the Monte’s last years—was very low.

Shared below is Consumer Guide’s original review of the 2007 Monte Carlo SS (including the original “News” section at the end of the report, which looks forward to the impending arrival of the reborn Chevrolet Camaro). Noteworthy is the absence of comment regarding the V8 Monte Carlo’s most sinister handling characteristic: torque steer. As this author can attest to first hand, full-throttle acceleration in any V8-powered GM W-platform model resulted in impressive pull to the side and required healthy amounts of driver correction to keep the car on course. You can read all about that torque steer here.

More Review Flashback! fun

2007 Monte Carlo SS Review

Overview

Chevrolet’s midsize coupe shares its basic underskin design with the Impala sedan. Monte Carlo comes in LS, LT, and sporty SS trim. LS and LT have a 211-hp V6 engine. SS has a 303-hp V8 with GM’s Active Fuel Management that deactivates four cylinders while cruising to save fuel. The 233-hp V6 LTZ model is discontinued. All Monte Carlos have a 4-speed automatic transmission. Front side airbags are standard. Curtain side airbags are unavailable. Leather upholstery and heated front seats are standard on SS, available on LT. OnStar assistance is standard.

Torque-Steering Trio: Remembering GM’s “Small Block” Front-Drivers

2007 Chevrolet Monte Carlo engine specs

Acceleration

Ample power at any speed. Similar test Impalas with 211-hp V6 less strong but still more than adequate in around-town driving. Ethanol-blended fuel, called E85, is available in many states and can be less expensive than regular-grade gasoline. E85 can be used in 211-hp Monte Carlos. Test Impalas showed no difference in acceleration using E85.

Fuel Economy

Test SS averaged 17.2 mpg in mostly city driving. V6 Monte Carlos use regular-grade fuel. Chevy recommends premium for V8s.

Ride Comfort

Surprisingly compliant given SS models’ sport suspension and 18-inch tires. Large bumps felt but Monte Carlo is never harsh.

Handling

SS has sporty moves with well-balanced steering, though it never really feels agile. Good stopping control.

Quietness

Wind rush and tire roar both intrude. V8 subdued at cruise, has muscle car rumble under throttle.

Controls

Gauges clearly marked, easy to read. Large, clearly marked radio/climate controls have easy-grip rubberized surfaces, operate smoothly, though climate controls mounted too low for easy use. Monte Carlo trails most like-priced imports for quality feel. Hard plastic expanses dominate cabin, have budget look and feel.

Review Flashback! 1987 Chevrolet Monte Carlo SS

2007 Chevrolet Monte Carlo specs

Comfort

FRONT: Head, leg room adequate. Good seat comfort with easy entry/exit. Decent visibility compromised slightly by thick rear pillars.

REAR: Generous space for a sporty coupe, though passengers over 5-ft-10 will want more head room. High step over, low seat complicate entry/exit.

Cargo Room

Generous trunk space for a coupe, just average for a midsize car. Standard 60/40 split folding rear seatbacks increase versatility. Adequate cabin storage.

Headlamp Hat Dance: 6 Years of the Chevrolet Monte Carlo

2007 Chevrolet Monte Carlo prices

Value

Monte Carlo is a throwback to the era of the midsize domestic coupe, trading passenger space and cargo room for a sporty profile. It’s affordable, has competent road manners, and the SS accelerates and sounds like a muscle car. But this midsize car feels dated compared to class pacesetters such as the Honda Accord and Toyota Solara.

News

Monte Carlo is a goner after 2007, say our sources. Slow sales are the main reason. But another factor is the announced return of a Camaro coupe and convertible on General Motors’ new rear-wheel-drive Zeta platform. Expected to start sale in early 2009, Chevy’s reborn “ponycars” should look much like the recent crowd-wowing concepts. Like previous Camaros, the new ones will seat four and offer both V6 and V8 power. Independent rear suspension is planned to trump the solid axle of archrival Ford Mustang.

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2007 Chevrolet Monte Carlo SS Gallery

2007 Chevrolet Monte Carlo SS

Written by: Tom Appel on December 10, 2020.

Test Drive: 2020 Aston Martin Vantage Coupe

2020 Aston Martin Vantage Coupe in China Grey

2020 Aston Martin Vantage Coupe

Class: Premium Sporty/Performance Car

Miles driven: 254

Fuel used: 15.1 gallons

Real-world fuel economy: 16.8 mpg

Driving mix: 60% city, 40% highway

CG Report Card


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

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

Big & Tall Comfort

Big Guy	C+
Tall Guy	C+

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

Drivetrain
Engine Specs	503-hp 4.0L
Engine Type	Turbocharged V8
Transmission	8-speed automatic
Drive Wheels	Rear-wheel drive

EPA-estimated fuel economy: 18/24/20 (mpg city, highway, combined)

Fuel type: Premium gas required

Base price: $152,995 (not including $3086 destination charge)

Options on test vehicle: Aston Martin Premium Audio ($2270), Comfort Collection ($2595), Tech Collection ($3000), headrest embroidery–Aston Martin wings ($750), black hood mesh ($1595), smoked rear lamps ($750), 10-spoke directional gloss-black wheels ($3190)

Price as tested: $170,231

Check out our Premium Sporty/Performance Car Best Buys

Quick Hits

The great: Outstanding acceleration, braking, and handling; jaw-dropping looks; lusty exotic-car exhaust note

The good: Poshly appointed cabin; surprisingly compliant ride

The not so good: Fuel economy; steep pricing; grabby brakes; compromised rear visibility; limited cargo room

John Biel

Living and working in a major metropolitan area, Consumer Guide Automotive editors are adjacent to a moneyed class large enough to keep more than a few luxury and exotic auto dealers in business. Ply our expressways or prowl the right streets and in the course of a year you’ll come across examples of lot of things you thought existed only in the pages of a monthly magazine or on a website.

Even in an understated color, the Vantage Coupe–which was completely redesigned for 2019–is breathtaking.

That said, one of the rarer sights is Aston Martin. The brand of Bond—you needn’t ask which Bond—is scarce in these parts. That’s no surprise considering, as industry weekly Automotive News reported, AM sold just 1164 cars across the USA in all of 2019. That was roughly half the business that Ferrari—even McLaren—reportedly did in the same period. Maybe that’s why when this tester slipped an Aston in ahead of a Ferrari in evening rush-hour traffic, the ferrarista felt compelled to pull alongside for a check-out. (Certain that no one he knew was behind the wheel—and that would be me all right—he didn’t linger.)

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If you like Alcantara suede, you’ll love the Vantage’s interior… it’s swathed in the stuff. The control interface is a mix of unconventional elements like the push-button shifter and Mercedes-Benz-sourced switchgear.

What Mr. Ferrari (not Signor Ferrari—he’s dead) was eyeballing was a 2020 Vantage, the Aston Martin “starter car.” It clocks in at $156,081 with delivery, but Consumer Guide’s China Grey tester punched out at $170,231 with two option “collections” and five stand-alone extras. It is a sleek and strikingly beautiful machine—and the beauty isn’t just skin deep. The driving is quite attractive, too.

Exotic luxury-sports coupes aren’t known for their generous cargo capacity, though the Vantage’s hatchback layout provides a bit more versatility.

Rumbling away beneath the aluminum clamshell hood is a Mercedes-AMG-sourced 4.0-liter twin-turbocharged V8 that makes 503 horsepower at 6000 rpm and 505 lb-ft of torque at 2000 rpm. (Variations of this engine serve the Mercedes-AMG GT.) Even in default “Sport” driving mode the Vantage is an intense accelerator from a standing start. Clomp the pedal on the highway and the 8-speed ZF automatic transmission mounted at the rear drops a couple of gears in a hurry and you are off and gone.

This base setting is excellent for around-town driving or Interstate cruising with responsive steering and a surprisingly compliant ride for the type. Cornering is very flat with fine roll control, and standard electronic anti-slip differential and dynamic torque vectoring aid power delivery. Brakes are on the grabby side—it took some awareness and practice to keep each side-street stop-sign braking event from being unpleasantly abrupt—but you can’t find fault with the stopping power. These were the standard brakes, by the way. A new-for-’20 carbon-ceramic brake option is said to be much more attuned to track driving than street use. “Sport+” mode delays upshifts and tightens steering and damping, but you have to engage “Track” to bring out a truly stiff ride. Left to its own devices in Track mode, the ZF snaps off upshifts at around 2000 rpm versus 1500-1750 or so in Sport, and very perceptible automatic downshifts coax loud howls from the exhaust. For more personal control, there are highly responsive paddle shifters.

Fuel-economy estimates from the EPA are 18 mpg in the city, 24 mpg on the highway, and 20 combined. This reviewer’s 117-mile stint—55 percent of it under city driving conditions—averaged only 17.4 mpg.

Test Drive: 2020 Mercedes-AMG GT C Roadster

The Vantage’s Mercedes-AMG-sourced twin-turbo 4.0-liter V8 puts out 503 horsepower and 505 lb-ft of torque. Twenty-inch alloy wheels are standard; these 10-spoke directional gloss-black-finished wheels are a $3190 option.

How comfortable drivers and passengers feel and how well served they are by the Vantage’s features may depend on a lot of personal factors like their size and expectations. Seating position is quite low but seats are comfortable and well bolstered at the sides for great grip. Legroom is fairly generous, but headroom for tall drivers might start to feel close, even with the seat cushion down all the way, and ducking under the roof to enter will take some care. Though a blind-spot monitor was included in the Tech Collection option, it doesn’t register in the power-folding mirrors. Over-the-shoulder vision isn’t great, and the view through the coupe’s extremely raked back window is limited but not completely pointless.

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Similar to Mercedes-AMG tradition, the Vantage V8’s intake plenum is adorned with a plaque listing the technician who inspected the engine.

Controls take some acclimation. The trans is activated by push buttons arrayed in a horseshoe shape on a platform at the head of the console, with the starter button at top center. Two rows of buttons for other functions complete the horseshoe. Infotainment is essentially the old Mercedes-Benz COMAND with a central control dial. Information appears on the 8-inch display screen in boxes that are rotated by turning the controller. Inputting radio presets reminded me how much I disliked this system in older M-Bs. Seat-adjustment controls are on the sides of the console. There are handy dials for temperature and fan speed, but other dual-zone climate controls rest with layers of buttons tucked between the dials. Driving gauges show up well. Graphics change with driving mode in the large, electronic display centered by the tachometer.

There isn’t much in-cabin storage space: a small console bin, door pockets, a narrow tray that runs behind the two seats—but no glove box. Twin cup holders in the console aren’t very deep or very wide, so that 64-ounce morning pick-me-up is not a good idea. You wouldn’t want to spill it on the Alcantara that is everywhere on the seats, dash, and door panels. A nice touch is Alcantara-covered “biscuits” on the sides of the console that serve as knee pads. Heated seats and premium audio cost extra.

Cargo space is similarly limited to 10 cubic feet. You’ll probably get a couple soft-sided weekend bags under the hatch lid. At least liftover is low in a car that stands just 50.1 inches tall.

CG has driven 2020 cars like the Mercedes-AMG GT C and BMW M8 Competition with final prices higher than this Aston Martin—though they were convertibles that tend to be pricier to start with, and they were more powerful. (Note that the Vantage adds a convertible for 2021.) For some, the ability to turn heads with a car hardly anyone sees may have a value that negates those advantages. If so, the Vantage could be for them.

Photo Feature: 1951 Jowett Jupiter Convertible

In the realm of super-performance, six-figure luxury exotic sports cars, there are similarly priced rivals that offer more horsepower and outright performance than the Aston Martin Vantage. However, the Vantage’s head-turning styling, decadent cabin trim, unique sports/grand-touring feel, and sheer exclusivity make it a standout choice nonetheless.

Click below for enlarged images

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Listen to the very entertaining Consumer Guide Car Stuff Podcast

2020 Aston Martin Vantage Coupe Gallery

2020 Aston Martin Vantage Coupe

Written by: The Daily Drive staff on November 10, 2020.

Photo Feature: 1970 Dodge Coronet Super Bee

1970 Dodge Coronet Super Bee Hardtop Coupe

Note: The following story was excerpted from the December 2016 issue of Collectible Automobile magazine

Collector cars can turn up in odd places. A 1925 Bugatti was found at the bottom of a Swiss lake. A 1957 Plymouth was buried in a time capsule in Oklahoma. The elements took their toll on both.

A happier fate befell this 1970 Dodge Super Bee that went neglected in the automotive-technology school at Illinois Central College in East Peoria, Illinois. Chrysler Corporation donated car to the college in the early Seventies with the stipulation that it could never be sold or licensed for the road—a common restriction.

1970 Dodge Coronet Super Bee Hardtop Coupe

Illinois Central students must have been excited to have a muscle car to work on. The Super Bee was Dodge’s version of Plymouth’s popular Road Runner. The Road Runner proved that a muscle car with a hot engine but no unneeded luxuries to increase price or weight would be a big seller.

Review Flashback! 2004 Mercury Marauder

1970 Dodge Coronet Super Bee Hardtop Coupe

Dodge based the Super Bee on its midsize Coronet. The standard engine was a 383-cid V-8 that in 1970 put out 325 horsepower. The Super Bee was capable of accelerating from 0 to 60 mph in about seven seconds, and ran the quarter mile in around 15 seconds. The price for a ’70 hardtop coupe was $3074; a companion pillared coupe went for $3012.

Still, one wonders why a Super Bee was donated instead of a more ordinary model. Brandt Rosenbusch, manager of FCA Historical Vehicles, speculates that the car might have just been an extra.

Written by: John Biel on October 22, 2020.

Quick Spin: 2021 Toyota Supra 2.0

2021 Toyota Supra 2.0 in Nitro Yellow (a $425 option)

2021 Toyota Supra 2.0

Class: Premium Sporty/Perfomance Cars

Miles driven: 129

Fuel used: 4.6 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	B-
Tall Guy	C

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

Drivetrain
Engine Specs	255-hp 2.0-liter
Engine Type	Turbo 4-cyl
Transmission	8-speed Automatic
Drive Wheels	rear

Real-world fuel economy: 28.0 mpg

Driving mix: 30% city, 70% highway

EPA-estimated fuel economy: 25/32/28 (city, highway, combined)

Fuel type: Premium gas required

Base price: $42,990 (not including $955 destination charge)

Options on test vehicle: Safety & Technology Package ($3485; adds adaptive cruise control, blind-spot monitor with rear cross-traffic alert, parking sensors with emergency braking function, navigation, 12-speaker JBL audio system, wireless Apple Car Play, and Supra Connected Services), Nitro Yellow paint ($425)

Price as tested: $47,855

Quick Hits

The great: Nimble handling; communicative steering; price advantage over 6-cylinder Supra

The good: Quick acceleration; very respectable fuel economy for a high-performance sports car

The not so good: Some complicated infotainment controls, low-slung cockpit can make entry/exit tricky, stingy cargo space, enthusiasts will bemoan lack of a manual transmission

More Supra price and availability information

CG Says:

Toyota brought back its storied Supra nameplate last year on a racy-looking two-seat coupe that shares its underpinnings and 6-cylinder powertrain with the BMW Z4 roadster. For 2021, the Supra’s six gets a 47-horsepower boost (from 335 to 382 hp), and the lineup gains an entry-level model with a 2.0-liter 4-cylinder engine—the subject of our review here.

Combine the Supra’s dramatic bodywork with the extra-cost Nitro Yellow paint, and you’ve got a truly eye-grabbing car.

The new 4-cylinder Supra has the obvious benefit of a significantly cheaper starting price: $42,990, a full $8000 cheaper than the $50,990 base MSRP of the 6-cylinder-powered Supra 3.0. Even with destination, vibrant extra-cost Nitro Yellow paint, and the Safety and Technology Package (which is essentially fully loaded, save for accessory-type items such as carbon-fiber mirror caps, a carpeted cargo mat, and the like), the 2.0’s bottom-line price of our test vehicle came in at about $3K less than the 3.0’s starting price.

Test Drive: 2019 BMW Z4 sDrive30i

The steering-wheel badge is Toyota, but the majority of the interior components and controls are straight from the BMW parts bin. Even though the 2.0 lacks some of the features of the 3.0 models, the ambiance here is upscale.

Like the rest of the Supra’s underpinnings, the turbo 4-cylinder engine comes from BMW Z4—it’s the same basic powerplant that’s in the Z4 sDrive30i model, and its horsepower and torque ratings are also the same—255 hp and 295 pound-feet. Not surprisingly, the four does a bit better than the six in the fuel-economy department. It’s EPA-rated at 25 mpg city/32 highway/28 combined—that’s 3 mpg better overall than the Supra 3.0.

Test Drive: 2020 Toyota Supra 3.0 Premium

Luggage capacity isn’t a primary concern among Supra buyers, but there’s 9.9 cubic feet of capacity here–enough for a couple good-sized suitcases. Plus, the hatchback design makes the cargo area a bit easier to access.

We were fans of BMW’s excellent turbo four in the Z4 sDrive30i we tested, and we’re fans of it here. This is a snarky engine that pulls strongly from most any speed, with barely a hint of turbo lag; the 255-hp rating feels conservative by the seat of our pants. We’re also fans of the refined but aggressive exhaust note—one of the best, most-exotic 4-cylinder tones we’ve heard in a while.

The Supra’s lack of an available manual transmission is a downer for traditional sports-car enthusiasts, but the responsive 8-speed automatic transmission is a pretty good consolation—it’s always alert, and gear changes in both casual and full-throttle acceleration are quick and smooth. We never caught the transmission getting confused or ruffled. Plus, the steering-wheel shift paddles worked great to summon quick, smooth shifts—but we rarely felt the need to use the paddles.

However, we did experience the same quirk we noticed in our 2020 Supra 3.0 tester when the vehicle is coasting to a stop—the transmission’s downshifts are often unusually pronounced, and they make for an awkward, non-linear feel. It takes practice and a deft touch on the brake pedal to come to a smooth stop.

Obviously, the 4-cylinder isn’t as quick as the 2020 Supra’s six or the newly muscled-up 2021 version—Toyota lists a 5.0-second 0-60-mph time for the four, and 4.1 seconds for the 2020 six, and 3.0 for the 2021 six. Still, this “junior” Supra gives up much less to its more powerful siblings in driver engagement and excitement than you might expect. In fact, when driving in the congested urban and suburban environs of our Chicagoland offices, we might prefer the 2.0 Supra to the 3.0 version. Speaking of that, the impressions we gleaned from our test of a 2020 Supra 3.0 Premium hold true here, so check out that review for more details.

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The Supra’s BMW-sourced turbocharged 2.0-liter 4-cylinder engine is officially rated at 255 horsepower, but in the lightweight Supra, it feels much stronger. Eighteen-inch cast aluminum wheels are standard equipment.

The Supra’s suspension tuning feels notably stiffer than the BMW Z4’s, which is in keeping with its pure sports-car mission over the more grand-touring focus of the Z4. The Supra 2.0 is a couple hundred pounds lighter than its 3.0 sibling, in part because it has smaller brakes, manual adjustable seats, and it doesn’t offer the 3.0’s active differential or adaptive suspension.

When you’re talking sports cars, “simpler” and “lighter” can be better in our book—especially because they also usually mean “cheaper.” The Supra 2.0 is a welcome addition to the model lineup that brings the cost of this German-Japanese hybrid down to a price point that makes it a lot more compelling. Hopefully that rumored manual transmission option will become available in the near future.

Test Drive: 2020 BMW M340i

The new-for-2021 2.0 model brings the Toyota Supra’s price down to a shade under $43K to start, thus making this flagship sports car accessible to a broader range of enthusiasts. And even though it gives up 127 horsepower to its 6-cylinder sibling, the turbo 4-cylinder engine feels satisfyingly strong, and it rewards an engaged driver.

Consumer Guide Car Stuff Podcast, Episode 44: Pontiac’s Screaming Chicken, 2021 Ram 1500 TRX

2021 Toyota Supra 2.0 Gallery

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

Test Drive: 2020 BMW 840i Coupe

2020 BMW 840i Coupe in Aventurin Red Metallic (a $1950 option)

2020 BMW 840i Coupe

Class: Premium Sporty/Performance Car

Miles driven: 251

Fuel used: 8.9 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	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	335-hp 3.0-liter
Engine Type	Turbo 6-cyl
Transmission	8-speed automatic
Drive Wheels	RWD

Real-world fuel economy: 28.0 mpg

Driving mix: 45% city, 65% highway

EPA-estimated fuel economy: 23/30/25 (city, highway, combined)

Fuel type: Premium gas recommended

Base price: $87,900 (not including $995 destination charge)

Options on test vehicle: Aventurin Red Metallic paint ($1950), Driving Assistance Package ($1100), Drivers Assistance Pro Package ($1700), M Sport Package ($4850), Comfort Seating Package ($500), 20-inch M V-spoke wheels with run-flat tires ($1300), Integral Active Steering ($1150)

Price as tested: $101,445

More 8-Series price and availability information

Quick Hits

The great: Classy cabin; confident 6-cylinder power with surprisingly good fuel economy for a high-dollar grand touring coupe

The good: About as agile as a big, heavy luxury coupe can get

The not so good: Rear seat is too small for most passengers–even kids; this “budget” 6-cylinder model can still be optioned past the 6-figure mark

John Biel

BMW planted a seed in 2019, and now the 8-Series seems to have reached full bloom in 2020.

The premium sporty/performance replacements for the 6-Series coupe and convertible launched in V8-and-all-wheel-drive M850i xDrive form. The new model year brings a Gran Coupe sedan, high-performance M and M Competition versions of all three body styles, and 6-cylinder 840i variants with the choice of rear- or all-wheel drive. Consumer Guide got its first taste of the 8-Series six in an 840i coupe, an $88,895 car (with delivery) that topped out at $101,445 with options.

The 8-Series Coupe’s bodywork is sexy and sleek in the best grand-touring tradition, and despite the extra-rakish roofline, rearward visibility is better than in some class rivals.

Displacing 3.0 liters and rated at 335 horsepower, the turbocharged straight six is a familiar sight under the hoods of current BMWs. It is famously smooth and flexible in tandem with the fine standard 8-speed automatic transmission. With 368 lb-ft of torque that peaks at 1600 rpm and sticks around to 4500 revs, the 840i puts a shoulder into its work right away and keeps pushing for effortless acceleration. BMW states the 840i coupe will go from rest to 60 mph in 4.7 seconds—and buyers willing to shell out $2900 more for xDrive all-wheel drive can cut that to 4.4 seconds. Moving from the default “Comfort” drive mode to “Sport” or “Sport+” sharpens the throttle’s reflexes a little bit, and alters the transmission shift timing, but there’s already enough confident, quiet power in the base setting.

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Our test vehicle came outfitted with “Cognac Extended Merino Leather,” a no-cost option that added to the regal interior ambiance. Seats are long-haul comfortable but they’re set low, so entry and exit is a “drop-in/climb-out” affair.

As for fuel economy, the EPA figures the rear-drive 840i for 23 mpg in the city, 30 mpg on the highway, and 25 in mixed driving. This driver’s limited test—68 miles; 35 percent city-type operation—averaged 25.7 mpg, but CGers’ aggregate mileage crested 28 mpg.

All 8-Series cars share a basic platform, even if that other “coupe” in the family is 9.1 inches longer (on a 7.9-inch-longer wheelbase), 1.4 inches wider, and 2.3 inches taller than its 2-door sibling. That includes aluminum-member multilink independent suspensions at either end.

Test Drive: 2019 BMW M850i Convertible

The center console is home to drive-mode buttons, an electronic parking brake, and the control knob for the iDrive interface. Climate controls are fairly straightforward, and the extra-wide infotainment screen is a plus.

While too big and too heavy—listed curb weight is 3933 pounds—to deliver sports-car agility, the 840i nonetheless responds alertly to steering inputs, a sensation that comes up a notch in the Sport settings. Also on hand to help is rear-wheel Integral Active Steering, included with xDrive but an $1150 option that was added to our test car. An M Sport differential is included to aid traction. Body motion is well controlled in lane changes and cornering. Meanwhile, the suspension steps smartly over road imperfections, recognizing their presence but denying them the opportunity to disrupt cabin calm. Coasting along on the highway, even an overworked urban expressway, the touring is grand.

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There’s a respectable 14.8 cubic feet of cargo space in the 8-Series coupe’s trunk, although the aperture is a bit on the small side.

The 2-door models in the 8-Series range are effectively 2+2s with a back seat that’s better suited for additional cargo space than it is for more companionship. A sharply receding roofline and rear seat cushions that can nearly touch the front seats see to that. (No adult—probably no person—could have sat behind this 5-foot-10.5-inch reviewer where he had the driver’s seat set.) The fortunate two up front are privy to good legroom on comfortable, cosseting heated Merino-leather seats with cushion extenders. Rear roof pillars are commendably thin, and help to maximize over-the-shoulder vision for the driver. Slope-roof coupe designs sometimes result in mail-slot rear-window views, but the 840i’s rear aspect is a bit more open than most.

Regardless of body style, 8s have the same instrument panel. Controls start with “Live Cockpit Professional,” BMW’s combination of a 12.3-inch digital instrument cluster and a 10.25-inch centered screen for the iDrive 7.0 infotainment system, including navigation. Voice commands, touchscreen contact, or remote control from a dial on the console work the system. While the current iDrive is more intuitive to use than earlier iterations were, it remains somewhat complicated, and the remote is a distraction when used on the go. Connectivity needs are treated with standard Apple CarPlay smartphone compatibility, wireless charging, and a Wi-Fi hotspot are included, too.

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The 840i’s gutsy 335-hp 6-cylinder feels even stronger than its horsepower rating would suggest, and delivered fine fuel economy in our tests. Even with the optional 20-inch wheels on run-flat tires, the ride was commendably absorbent.

Additional built-in luxuries are a heated steering wheel and door armrests, 14-way power-adjustable front seats, remote engine start, keyless entry and starting, Harman Kardon surround-sound audio, and satellite radio. Connected Package Pro adds real-time traffic information and BMW Remote Services telematics. The Active Guard system includes safe-driving aids such as front-collision warning and city-collision mitigation, but blind-spot detection and lane-departure warning are part of the Driving Assistance Package option that contributed $1100 to the total cost of the test car.

Interior storage options include a large glove box and a console box with a split-top lid that is hinged at the sides to allow entry from either seating position. There are long door pockets and twin covered cup holders in the console. Trunk space is serviceable, certainly roomy enough for weekend-getaway luggage, and the 60/40 rear seats fold flat to extend the load floor.

The BMW 840i is a sophisticated yet still fun-to-drive expression of a premium sports coupe, and further evidence of how the 8-Series has blossomed.

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Plus-size luxury/sport coupes are among the more decadent vehicles around, but the BMW 840i Coupe delivers satisfying acceleration AND decent fuel economy. And if you’re careful with options, you can stay under six figures.

Check out the Consumer Guide Car Stuff Podcast

BMW 840i Coupe

2020 BMW 840i Coupe

Written by: The Daily Drive staff on May 28, 2020.