Fuel Economy – MHMMotorSports.com – Providing Auto Service and Information

6 Cool Things about the 2021 Dodge Durango SRT 392

2021 Dodge Durango SRT 392 in F8 Green

This post could have just as easily been “480 Cool Things about the 2021 Dodge Durango SRT 392.” That would have counted each of its 475 horsepower and five other cool things of some sort.

Until the supercharged 710-horse Hellcat came out this year, the SRT 392 was the rortiest Durango that Dodge saw fit to make. If the 235-horsepower gap between them seems immense—it’s as much as the turbocharged 4-cylinder in a Lexus NX 300 makes—it’s nothing compared to the price chasm. At $64,490 with delivery to start, the 392 is exactly $18,000 less than the Hellcat. Hand that much money to a Kia salesman and he’ll give you back a Rio S hatchback and 15 bucks in change.

Both Durangos are loud, hard-riding, and exceptionally thirsty—in the 392 I averaged 13.5 mpg from a 152-mile stint composed of 50 percent city-type driving. But their appearance is virtually the same inside and out, and according to Dodge the difference in 0-60-mph times is just 0.9 second.

More Dodge news and reviews

Strength in numbers

2021 Dodge Durango SRT 392

The SRT 392’s naturally aspirated 6.4-liter Hemi V8 puts out its 475 horsepower at 6000 rpm and 470 lb-ft of torque at 4300 revs. It is power that makes itself felt instantly and then keeps building. Dodge reports 60 mph from rest in 4.4 seconds. Towing capacity is 8700 pounds—the same as the Hellcat.

More engine fun

New view

2021 Dodge Durango SRT 392

Revised front-end styling includes a different headlight signature and a reshaped bumper and lower intake. Except for the Hellcat’s own aero splitter, wheel style, rear valance panel, and logos, the two hottest Durangos could almost pass for twins. They share a hood with a functional scoop, body-color wheel-lip moldings and rocker-panel aero extensions, and bright dual-exhaust tips.

More design fun

The inside story

2021 Dodge Durango SRT 392

A next-generation Uconnect 5 infotainment system with a bigger 10.1-inch touchscreen in is new for ’21. It’s intuitive and direct to operate, and audio operation benefits from external tuning and volume knobs. The redesigned instrument panel shows Challenger influences, and the center console has been reworked to accommodate a wireless charging pad. Leather-and-suede sport seats are practically identical to those in the Hellcat.

Is Your Car Spying On You?

Owning the road

2021 Dodge Durango SRT 392

The SRT’s sacrifices in ride comfort really are trade-offs for better handling, steering, and braking. The SRT button on the instrument panel accesses driving modes with configurable suspension and steering settings. Substantial Brembo-brand disc brakes halt this bad boy with reassuring rapidity.

Cragar S/S: The Kleenex of Retro Custom Wheels

Roomy rocket

2021 Dodge Durango SRT 392

Head- and legroom are ample in the front two rows. The SRT has standard second-row captain’s chairs that fold and tilt for access to the third row, which has legroom and cushion height that adults will find acceptable.

Velour Madness! An Ad Gallery Featuring Classic Auto Interiors

Holding the bottom line

2021 Dodge Durango SRT 392

Believe it or not, the 2021 Durango SRT 392 has the same starting price as the ’20 model did.

CG Report Card


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

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

Big & Tall Comfort

Big Guy	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	475-hp 6.4-liter
Engine Type	V8
Transmission	8-speed automatic
Drive Wheels	AWD

2021 Dodge Durango SRT 392

Class: Large SUV

Miles driven: 233

Fuel used: 18.0 gallons

Real-world fuel economy: 12.9

Driving mix: 60% city, 40% highway

EPA-estimated fuel economy: 13/19/15 (city, highway, combined)

Fuel type: Premium gas required

Base price: $62,995 (not including $1495 destination charge)

Options on test vehicle: Technology Group ($2395), Trailer-Tow Group IV ($1195), Premium Interior Group ($2495), 19 Harman Kardon amped speakers with subwoofer ($995), Pirelli P-Zero 3-season tires ($595), Blind-Spot and Cross-Path Detection ($495)

Price as tested: $72,660

Follow John on Twitter

Check out the Consumer Guide Car Stuff Podcast

2021 Dodge Durango SRT 392 Gallery

(Click below for enlarged images)

Test Drive: 2021 Dodge Durango SRT Hellcat

Written by: John Biel on April 6, 2021.

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

First Spin: 2021 Buick Envision

2021 Buick Envision Essence

Well, believe it or not, we’re already almost at the end of Buick’s first full model year as an SUV-only brand. The LaCrosse large sedan and Cascada convertible both said sayonara after the 2019 model year, and Buick’s last traditional passenger-car holdouts—the midsize Regal Sportback hatchback sedan and Regal TourX wagon—were dropped after the 2020 model year.

The Buick brand is now all SUV, all the time, and the newest addition to its product roster is the all-new second-generation Envision compact SUV. The redesigned Envision is built on new architecture that is 30 percent stiffer than the first-generation model, and about two inches lower and wider. And—perhaps as a tip of the cap to those departed passenger cars—the new Envision gets a healthy dose of dramatic style. In addition to its lower and wider dimensions, its crisp new bodywork picks up several cues from the well-received Buick Avista concept of a few years back.

Buick’s blackout-trim Sport Touring Package is added to the Envision option list for 2021. It includes body-color door handles, a dark grille surround and mesh inserts, moldings with a dark gloss finish, and black roof rails.

The first-gen Envision arrived on our shores for the 2016 model year as the first Chinese-built vehicle that General Motors had ever sold in North America. The new Envision is also built in China, but it’s perfectly suited to American tastes. In both size and price, it bridges the gap between Buick’s Encore and Encore GX subcompact crossovers and the 3-row midsize Enclave. And as before, the Envision is also notably less costly than the rest of the premium compact SUV category, which makes it an interesting alternative to the higher-end versions of many mainstream-brand compact crossovers.

Quick Spin: 2021 Infiniti QX50

The Envision’s dashboard is styled as dynamically as its exterior, but most controls fall readily to hand. The slim center HVAC vents are tucked discreetly under the infotainment touchscreen, but they’re still effective. An air ionizer is a standard feature on Essence and Avenir models, and includes an Air Quality Indicator readout in the touchscreen.

The Envision model lineup is pared down for 2021, and now ascends through base Preferred (MSRP: $31,800), mid-level Essence ($35,800), and top-line Avenir ($40,200) trim levels. All are powered by a turbocharged 2.0-liter Ecotec 4-cylinder paired with a 9-speed automatic transmission, and all offer a choice of front-wheel drive or an active-twin-clutch all-wheel-drive system. AWD adds an $1800 price premium regardless of trim level.

Test Drive: 2021 Genesis GV80 2.5T Prestige

We’re fans of GM’s straightforward, easy-to-use infotainment systems. Large icons make it easy to select individual functions. A helpful 360-degree surround-view monitor is included in the $2500 Technology Package I option group.

All Envisions come standard with the Buick Driver Confidence Plus suite of safety features, which includes forward collision alert, automatic emergency braking with pedestrian detection, lane keep assist with lane departure warning, rear cross-traffic alert, and rear park assist. Also standard are wireless Apple CarPlay and Android Auto connectivity.

The Avenir trim is a new addition to the Envision lineup. It brings several exclusive features, including 20-inch pearl-nickel-finish wheels, a color head-up display, leather upholstery with diamond perforated inserts, unique grille-mesh pattern, Avenir badging inside and out, and an available Rich Garnet paint color. Avenirs can be further upgraded via the Technology Package II option group ($1965), which adds features such as adaptive cruise control, Continuous Damping Control adaptive suspension, Enhanced Automatic Parking Assist, a rearview-camera washer, and GM’s Rear Camera Mirror (a rearview mirror that can be switched to a video rearview-camera display).

Quick Spin: 2021 Toyota Venza Limited

The center console houses dual cupholders, an electronic parking-brake switch, drive-mode selector button, and a push/pull-button gear selector. There’s a small open storage shelf nestled underneath the center console.

Our test vehicle was a front-drive Essence model that was equipped with the Sport Touring Package ($1325), Ebony Twilight Metallic paint ($495—as are all colors other than Summit White), and the Technology Package I ($2500). Like the Avenir trim, the Sport Touring Package is new to the Envision lineup. It’s an appearance group that adds blackout trim elements, ST badging, a rear cargo-compartment cover, and 20-inch dark-finish aluminum wheels in place of the standard 18-inch alloys. The Technology Package I adds an HD 360-degree surround-vision monitor, head-up display, a great-sounding Bose 9-speaker premium audio system, front park assist, and a full-feature Buick Infotainment system with navigation. Add in the $1195 destination charge, and the bottom-line price of our test vehicle was $41,315. As a reference point, upper-line trim levels of the Toyota RAV4 can be optioned up well past the $40K mark these days.

Quick Spin: 2020 Mazda CX-5 Signature

Longitudinally hinged doors open to reveal a narrow but extra-deep center-console storage bin.

In Essence trim, the Envision’s interior materials aren’t as opulent as some luxury-brand rivals, but they are quite nice for the price. Despite the satin-metal and carbon-fiber-look trim accents and grey contrast stitching, the interior ambiance of our test vehicle came off a bit monotone due to the all-black Ebony color scheme; we’d probably opt for the available Whisper Beige interior to add a bit more contrast to the cabin.

Interior small-items storage is OK—there are slim door-map pockets with bottle holders, dual center-console cupholders, a small covered bin at the base of the dash with charging ports (and a wireless charging pad, if so equipped). There’s also a small open shelf tucked underneath the front console, but it’s sized more for a handbag than a full mom-sized purse. The center-console bin has longitudinal bomb-bay-style doors that enable easier pass-back access to the second-row seats. The bin itself is rather narrow, but it’s also almost a foot deep.

Test Drive: 2020 Mercedes-Benz GLB250

There’s good space for adults in the front and rear seats. Perforated leather upholstery is standard in Essence models.

Controls ergonomics are agreeable for the most part. The nicely designed push/pull-button gear selector uses push buttons for Park and Neutral, and “pull buttons” for Drive and Reverse; the reverse button has braille-like bumps so it can be easily identified by touch, without taking your eyes off the road.

The infotainment screen is angled slightly toward the driver, so it’s easy to see and access. We especially liked the 360-degree surround-view monitor, which provides a clear, high-resolution view that activates automatically at low speeds when approaching obstacles. We also appreciated the physical power/volume and tuning knobs (as opposed to touch-sensitive or virtual controls), but those knobs situated far enough left on the dashboard that they can be an awkward reach around the steering wheel for some drivers. Thankfully, there are redundant controls on the back of the steering wheel itself. The clearly marked climate controls are easy to locate and use when driving—especially the flipper-style buttons for the heated seats, dual-zone temperature settings, and fan speed.

Test Drive: 2020 Jeep Cherokee Limited

The Envision’s cargo area isn’t tops in its class in terms of outright volume, but it’s nicely laid out and easy to access via the height-adjustable hands-free power liftgate (which is standard on Essence models).

There’s good room in the front seats, even for big and tall occupants. In fact, your writer is 6’6”, and he had to move the driver’s seat forward a bit from the fully aft position (his usual setting) to get comfortable behind the wheel. Rear-seat passenger room isn’t outstanding for the class, but it’s good enough for an average-sized adult to sit in comfort behind an average-sized adult in the front row. Our test vehicle wasn’t equipped with the available panoramic sunroof, but we suspect that the sunroof’s housing might steal a bit of headspace for extra-tall occupants. Rear-seat passengers get dual HVAC vents and a USB and USB-C charging ports in the center console, but unfortunately the rear seat backs don’t recline, and the seating position is a bit on the upright side.

Quick Spin: 2020 Subaru Outback Touring XT

The Envision’s sole powertrain is a turbocharged 2.0-liter 4-cylinder that makes 228 horsepower and is paired with a 9-speed automatic transmission. Dark-finish 20-inch wheels are included in the Sport Touring Package.

The rear seats fold perfectly flat to the cargo floor in a 60/40 split to create a smooth, level load surface. Outright cargo volume is less than the previous-gen Envision, however, as well as most class rivals—there’s 25.2 cubic feet of space behind the second-row seats, which grows to 52.7 cubic feet of cargo space with the second-row seats folded.

Test Drive: 2020 Volkswagen Tiguan R-Line

The new Envision has a lower, wider, “swoopier” profile than its predecessor.

The Envision’s 2.0-liter four uses a twin-scroll turbocharger and makes 228 horsepower and 258 pound-feet of torque—enough for satisfyingly peppy acceleration with minimal turbo lag. The alert transmission downshifts promptly to quickly deliver added “go” when called upon. Though the shifts themselves feel smooth, they are quite audible, which adds to the athletic feel of the powertrain.

The Envision receives Buick’s QuietTuning measures—which include active noise-cancellation technology, dual-pane window glass, and sound-absorbing acoustic materials—as standard, so the cabin is respectably quiet overall. The engine groans a bit at idle and at low speeds, but the exhaust note rises to a fairly sophisticated growl in fast acceleration.

The Envision’s handling is crisp and capable, if not outright invigorating. The standard 5-link rear suspension delivers relatively nimble moves, but some of our testers thought the steering felt overboosted and didn’t offer enough road feel or feedback in spirited driving. However, the steering also felt especially quick and effortless in low-speed, close-quarters maneuvering. The ride quality is OK, but the Envision is a bit more “active” over rough pavement in around-town driving than some of our testers prefer—there’s some “thunkiness” and side-to-side motions over sharp bumps. However, the ride smooths out nicely at highway speeds. We’re anxious to test an optioned-up Avenir model to see if the Continuously Damping Control suspension smooths out those around-town bumps and pavement imperfections.

We put 302 miles on our test vehicle in testing that consisted of about 75 percent city driving, and we averaged 21.1 mpg. That’s well below the EPA estimates, which are 24 mpg city/31 highway/26 combined, but the extra-frigid temperatures and blizzard-level snowfall in our Chicagoland environs likely conspired to bring our economy numbers down.

In terms of its overall dimensions and price point, the Envision hits a real sweet spot in the compact-SUV marketplace. With the added features and dynamic new looks of the redesigned 2021 model, that sweet spot just got a bit sweeter.

Test Drive: 2020 Acura MDX A-Spec

With its striking new styling, pleasant road manners, new features, and new Avenir luxury trim level (left), the redesigned 2021 Buick Envision makes a strong case for itself against both luxury-brand and mainstream-brand rivals.

Follow Damon on Twitter

Listen to the Consumer Guide Car Stuff Podcast

2021 Buick Envision Essence Gallery

(Click below for enlarged images)

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

Written by: Damon Bell on February 24, 2021.

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

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.

Test Drive: 2020 Nissan 370Z NISMO

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.

Quick Spin: 2020 Dodge Challenger R/T Scat Pack Widebody

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?

Test Drive: 2020 Cadillac CT5-V

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.

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

Test Drive Gallery: 2020 Mazda 6 Signature

2020 Mazda 6 Signature in Soul Red Crystal Metallic (a $595 option)

2020 Mazda 6 Signature

Class: Midsize Car

Miles driven: 681

Fuel used: 24.8 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	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	250-hp 2.5L
Engine Type	turbo 4-cylinder
Transmission	6-speed automatic
Drive Wheels	Front-wheel drive

Real-world fuel economy: 27.5 mpg

Driving mix: 30% city, 70% highway

EPA-estimated fuel economy: 23/31/26 (city/highway/combined)

Fuel type: Premium gas recommended

Base price: $35,300 (not including $920 destination charge)

Options on test car: Soul Red Crystal Metallic paint ($595), carpeted cargo mat ($100)

Price as tested: $36,915

Quick Hits

The great: Roomy interior, upscale cabin trim, refined powertrain

The good: Fuel economy

The not so good: Small center console, limited outward visibility from the back seats

More Mazda 6 price and availability information

CG Says:

Is the current-generation Mazda 6 the best-looking mainstream-brand midsize sedan you can buy today? Styling is always a debatable topic, but at least a couple of our Consumer Guide editors say yes. After more than half a decade after its introduction as a 2014 model, the Mazda 6 compares favorably—stylistically and otherwise—to newer-design class rivals, thanks in part to the car’s substantial refresh for the 2018 model year. At Consumer Guide, we’ve had our share of Mazda 6 test vehicles, and for the last three years, they’ve been nearly identically equipped—all were top-line Signature models in Mazda’s dazzling Soul Red Crystal Metallic extra-cost paint.

The 6 ‘s substantial update for 2018 included the addition of the upscale Signature trim level and availability of a turbocharged 2.5-liter 4-cylinder engine that makes 250 horsepower on premium fuel and 227 hp on regular gas. Given that the 6 saw no significant changes for the 2019 and 2020 model years, we’ll refer you to our review of a 2018 Signature model and our cross-country road trip in a 2019 Signature for more details.

For 2021, the Mazda 6 gets minor updates that include wireless Apple CarPlay and Android Auto capability as standard equipment and the addition of a specially trimmed Carbon Edition appearance package that comes with Polymetal Gray paint and blacked-out trim elements. Signature models gain a driver-attention monitor and rear automatic braking.

More Mazda news and reviews

2020 Mazda 6 Signature Gallery

2020 Mazda 6 Signature

In Defense of the Sedan: A Minneapolis Family Road Trip in the 2019 Mazda 6

2020 Mazda 6 Signature

Test Drive: 2020 Hyundai Sonata Limited

2020 Mazda 6 Signature

Test Drive: 2020 Subaru Legacy Limited

2020 Mazda 6 Signature

First Spin: 2021 Toyota Camry

2020 Mazda 6 Signature

First Look: 2021 Kia K5

2020 Mazda 6 Signature

(Click below for enlarged images)

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2020 Mazda 6 Signature Gallery

Mazda 6 Signature Gallery

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

For GREAT deals on a new or used Nissan check out Mossy Nissan National City TODAY!

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.)

Test Drive: 2020 BMW M8 Competition Convertible

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.

Test Drive: 2021 Lexus LC 500 Convertible

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

Follow John on Twitter

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.

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.

Test Drive: 2019 Ford Mustang Shelby GT350

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 Nissan Titan PRO-4X Crew Cab

Nissan Titan PRO-4X, 2020 Nissan Titan PRO-4X

2020 Nissan Titan PRO-4X Crew Cab in Red Alert red

2020 Nissan Titan PRO-4X Crew Cab

Class: Large Pickup

Miles driven: 186

Fuel used: 13.8 gallons

Real-world fuel economy: 13.4 mpg

CG Report Card


Room and Comfort	C+
Power and Performance	A-
Fit and Finish	B
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	B-
Tall Guy	A

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

Drivetrain
Engine Specs	400-hp 5.6-liter
Engine Type	V8
Transmission	9-speed automatic
Drive Wheels	4WD

Driving mix: 60% city, 40% highway

EPA-estimated fuel economy: 15/21/17 (city/highway/combined)

Fuel type: Regular gas

Base price: $49,790 (not including $1595 destination charge)

Options on test vehicle: PRO-4X Utility Package ($2190),PRO-4X Convenience Package ($3390), PRO-4X Moonroof Package ($1490), Protection Package ($390), PRO-4X mud flaps ($285), PRO-4X rugged step boards ($1050)

Price as tested: $60,180

Quick Hits

The great: Gutsy V8 engine; generous list of standard safety equipment

The good: Numerous interior-storage solutions; competitive pricing

The not so good: Ride quality and occupant space don’t match class leaders; limited powertrain options compared to domestic rivals

More Titan price and availability information

John Biel

The buyers of full-sized pickups have six brands from which to choose. That means they have at least six kinds of “off-road specials” to consider if that’s the kind of truck that floats—or maybe tows—their boat.

The PRO-4X is the off-road-oriented trim level in Nissan’s pickup lineups. The Titan PRO-4X comes standard with features such as a raised suspension with underbody skid plates, Bilstein off-road monotube shocks, and front tow hooks.

Titan is Nissan’s big pickup, and the PRO-4X is its high-riding trail wanderer. Available in “regular” or XD “heavy 1/2-ton” versions, it comes with the kinds of things the off-roaders typically do: ride height raised by two inches; special shock absorbers (Bilstein monotube shocks in this case); deep-sidewall all-terrain tires on dark-finish 18-inch alloy wheels; electronic locking rear differential; dark-painted over fenders; tow hooks; and skid plates under the oil pan, fuel tank, two-speed transfer case, and radiator. Black grille, door handles, mirrors, and tailgate finisher are all typical of the class.

First Look: 2021 Ford F-150

The Titan’s control layout is straightforward and user-friendly for the most part. The PRO-4X Convenience Package is pricey at $3390, but it adds lots of welcome features, such as leather-upholstered seats with contrast stitching and PRO-4X logos; heated steering wheel with power tilt/telescoping; memory function for the steering wheel, seats, and outside mirrors; remote engine start, 360-degree around-view monitor, and auto-dimming outside mirrors.

Consumer Guide tested a PRO-4X Crew Cab with a starting price of $51,385 with delivery, which is $2200 more than a King Cab (with a shorter cab but longer 6.5-foot bed) while $4190 cheaper than an XD (Crew Cab/long bed only). The following list shows that, compared to other crew cab off-road specials, the test vehicle would be at about the middle of the pack for price. Note that the two cheapest trucks have standard V6s, not a V8 as in the PRO-4X:

Ford F-150 Raptor—$57,785
Nissan Titan XD PRO-4X—$55,575
GMC Sierra 1500 AT4—$54,995
Toyota Tundra TRD Pro—$54,525
Nissan Titan PRO-4X—$51,385
Chevrolet Silverado 1500 LT Trail Boss—$50,395
Ram 1500 Rebel—$49,685
Chevrolet Silverado 1500 Custom Trail Boss—$43,695

Aside from its mission-specific parts, the PRO-4X is like all the other Titans. The line receives a midcycle freshening for 2020 with revised styling, a single upgraded powerteam, and new safety and convenience features. (Indeed, the added adaptive cruise control, driver-attention warning, and traffic-sign recognition were standard on the test vehicle, and the new dual-pane panoramic sunroof was included as part of a $1490 option group that included ventilated front seats).

Quick Spin: 2020 Ram 1500 Rebel EcoDiesel

As is typical with full-size crew-cab pickups, there’s plenty of space in the Titan’s back-seat area. Standard on the PRO-4X are 60/40-split flip-up rear seat cushions with underseat storage and a fold-flat load floor.

A 5.6-liter V8 is the sole Titan engine. Output has been increased to an even 400 horsepower, which makes it the most powerful standard-equipment engine in the general half-ton-pickup field. (However, among the off-roaders, Ford’s turbocharged 3.5-liter V6 provides the Raptor with 450 ponies.) It is paired with a new 9-speed automatic transmission.

Considering that CG previously tested a ’20 Titan SL Crew Cab 4×4 with the same powertrain and infotainment system with navigation and 9-inch touchscreen, we will direct you to that review for comments on performance and accommodations. One slight difference is in EPA-estimated combined city/highway fuel mileage. The feds figure the PRO-4X should get 17 mpg, one fewer than other non-XD 4-wheel-drive Titans. Respective city- and highway-specific estimates are the same as the others at 15 and 21 mpg. However, our overall 186-mile test with 60 percent city driving averaged just 13.4 mpg. As configured, the test truck has payload and towing maximums of 1630 and 9210 pounds, respectively.

Quick Spin: 2020 GMC Sierra 1500 AT4 Diesel

The Titan’s standard 5.6-liter Endurance V8 gets a 10-horsepower boost for 2020, to an even 400. Eighteen-inch alloy wheels with a painted dark finish are standard equipment on PRO-4X models.

CG had the chance to drive the PRO-4X off road at the press preview for the new Titans and was impressed with it on rough terrain. This latest test was on the streets and expressways in the Chicago area. Though we’ve found the ride quality of the Nissan truck to trail the higher standards established by other brands, the PRO-4X actually narrows the gap with its direct competitors because, frankly, all of the off-road specials suffer some on pavement due to their tire and suspension changes.

All Titans feature Safety Shield 360 safety and driver-assistance technologies: forward-collision warning with automatic emergency braking and pedestrian detection, blind-spot alert, lane-departure warning, rear cross-traffic alert, automatic high-beam headlights, and rear automatic braking. The tested truck hit $60,180 with plenty of add-ons designed to make roughing it less rough. Among them were leather seats—heated front and rear—with orange contrast stitching and PRO-4X-label embroidery, Fender 10-speaker audio, and heated steering wheel. There’s nothing innovative about the cargo bed, but the tester was equipped with the extra-cost “Utili-Track” system for securing cargo, electronic locking tailgate, and bed step that tucks up under the bumper when not in use. A set of running boards was added to assist entries and exits.

Titan may lag behind other large pickups in terms of refinement and features, but with the reasonably priced PRO-4X it’s not being left behind where the road ends and the trail starts.

Test Drive: 2020 Nissan Titan SL Crew Cab

Though the Nissan Titan can’t match its domestic competition in terms of features, powertrain choices, or all-around refinement, its standard V8 delivers gutsy power, and the PRO-4x model offers extra off-road capability.

Check out the Consumer Guide Car Stuff Podcast

2020 Nissan Titan PRO-4X Gallery

Nissan Titan PRO-4X

Written by: The Daily Drive staff on July 27, 2020.

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

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.

Quick Spin: 2019 Lexus LC 500

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.

Test Drive: 2019 Mercedes-Benz AMG CLS53

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.

Test Drive: 2019 Land Rover Range Rover Sport SVR

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.

Garage Space: 25 Late-Model Collectible Cars

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.