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Test Drive: 2021 Chevrolet Suburban High Country

2021 Chevrolet Suburban High Country in Black

2021 Chevrolet Suburban High Country 4WD

Miles driven: 187

Fuel used: 13.3 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	A
Tall Guy	A

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

Drivetrain
Engine Specs	420-hp 6.2L
Engine Type	V8
Transmission	10-speed automatic
Drive Wheels	4-wheel drive

Real-world fuel economy: 14.1 mpg

Driving mix: 65% city, 45% highway

EPA-estimated fuel economy: 14/19/16 (mpg city, highway, combined)

Fuel type: Premium gas recommended

Base price: $75,300 (not including $1295 destination charge)

Options on test vehicle: High Country Deluxe Package ($5605), rear-seat media system ($1995), power-sliding center console ($350) High Country Deluxe Package discount (-$500)

Price as tested: $84,045

More Suburban price and availability information

Quick Hits

The great: Cavernous room for both people and cargo; pleasant road manners for such a large vehicle

The good: Long list of standard and available features; satisfying acceleration

The not so good: Brawny V8 is thirsty for premium fuel; extra-large dimensions can make close-quarters maneuvering a challenge; interior trimmings aren’t particularly impressive for a top-of-the-line luxury model

John Biel

Introduced in 1935 as a people-toting addition to the Chevrolet light-duty truck line, the Suburban is the old dog of American automotive nameplates. However, for 2021, this old dog has learned some new tricks.

The Chevrolet Suburban–the largest SUV in Chevy’s model lineup–gets even bigger with its redesign for 2021. It’s 4.1 inches longer in wheelbase and 1.3 inches longer overall compared to the previous-generation model.

In the span of its first 85 anniversaries, the Suburban rested on a solid rear axle. For number 86, it switches to a multilink independent-rear setup that improves ride quality and contributes to a roomier interior. A number of other new features are sprinkled in—and the final novelty is a Consumer Guide “Best Buy” designation in the large SUV category.

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The High Country’s cabin isn’t as posh as you might expect for a top-line luxury model, but the dashboard layout is agreeable. We’re fans of Chevrolet’s Infotainment 3 touchscreen interface, and we acclimated quickly to the dashboard-mounted push/pull-button gear selector. There’s a small covered cubby bin to the right of the infotainment screen.

CG’s test Suburban was a 4-wheel-drive version in High Country trim. High Country sits at the top of five rear-wheel and six 4-wheel-drive trim levels, and pulls the big Chevy sport-ute into luxury-vehicle price territory. As a 4×4, it starts at $76,595 with delivery, $3000 more than a comparable 4×2. The test truck reached $84,045 with options that included an extensive High Country Deluxe package, rear-seat media system, and power sliding floor console.

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A power-sliding front console is a $350 option. It’s pictured here in the fully aft position, which opens up space for a “hidden” storage tray (right) to slide out of the lower section of the console bin.

However, if you want a vehicle with the Suburban High Country’s dimensions and 6.2-liter V8 but a genuine luxury ambience, you’ll have to get a GMC Yukon XL Denali or Cadillac Escalade ESV. Features are one thing; the High Country has lots of them, as we’ll see. But while not stark, it doesn’t come off as plush as, say, the top trims in rival brands’ pickups that put some luxury cars to shame. There are plenty of places to see or contact plastic, and even soft-faced surfaces on the dash and doors have virtually no padding beneath them. (At least third-row riders get a vinyl-covered patch of armrest on the grained-plastic sidewalls, which is more than many other 3-row SUVs do for back-benchers.)

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There’s generous space in the comfortable leather-upholstered seats–the front seats are heated and ventilated, and the second-row seats are heated. The $1995 Rear Seat Media System includes 12.6-inch HD touchscreens.

What does come in the High Country are perforated-leather bucket seats in the first two rows, all heated (and ventilated in front). The leather-wrapped steering wheel is heated, too. Backs and cushions of the Jet Black seats in the test truck were interwoven with bronze-colored threads that complemented trim highlights on the steering-wheel arms. A woodgrain band runs through the dash and resumes on the doors. Doors open to expose High Country sill plates.

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Thanks in part to the Suburban’s lengthy wheelbase, the third row is spacious enough for adults to ride comfortably.

There’s a 10-speaker Bose audio system, satellite radio, head-up display, wireless charging, Wi-Fi hotspot, keyless entry and starting, trizone automatic climate control, rear camera mirror, and driver’s-seat memory settings. Chevrolet Infotainment 3 Premium comes with navigation, a stand-up 10.2-inch color touchscreen, voice recognition, and wireless Apple CarPlay/Android Auto capability. On the outside are LED headlamps and taillamps; hands-free liftgate; 22-inch alloy wheels, sterling-silver painted with chrome inserts; and a specific bright grille with bronze highlights atop the horizontal bars. Nearly every conventional system for traffic and pedestrian monitoring, parking assistance, and emergency braking is standard; adaptive cruise control and enhanced emergency braking were added as parts of the High Country Deluxe group.

There is plenty of adult-sized room and seat comfort in every row, even in back, where three fit grown-ups might fit—but two for sure. With a 3.4-inch-longer wheelbase and the more-compact rear suspension, legroom grows by 2.3 inches in the second row and 2.2 inches in the third row. Second-row seats adjust for legroom and tilt to clear access to the third row, though it’s about as easy to pass between them to reach the back. Headroom is very good throughout, even in the third row, and even under the optional panoramic sunroof (Deluxe package again) that extends over the front two rows.

Drivers face good-sized analog speedometer and tachometer dials above which run a somewhat-crowded series of digital dials for other functions. External buttons help make it a cinch to program audio settings on the touchscreen. Front climate controls use a mix of convenient dials and function buttons, though seat heating/cooling buttons sit a bit low. Personal-item storage choices come down to a big glove box, a large covered console box, pockets in the sides of console and in each door, and pouches on the backs of the front seats. An extra $350 buys the sliding console box that tracks back to expose a large tray and access a drawer that is hidden when the console is in the full-forward position. Exposed cup holders in the console serve front- and middle-row passengers, and cup holders are molded into the sidewalls for use by third-row passengers.

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Not surprisingly, the Suburban offers some serious cargo-hauling capacity. There’s a very generous 41.5 cubic feet of space behind the third-row seats, which grows to a full 144.7 cu. ft. with the second- and third-row seats folded.

The physical changes to the ’21 Suburban add 2.2 cubic feet of cargo room behind the third-row seat, where there’s 41.5 cubic feet of luggage space. Switches on the right side of the cargo hold raise and lower the rearmost seats. Lowering middle and rear seats opens up 144.7 cubic feet of flat-floored area, albeit with gaps behind and between the middle-row buckets.

A 6.2-liter V8 of 420 horsepower and 460 lb-ft of torque and a 10-speed automatic transmission continue as standard in the High Country, but a 277-horse 3.0-liter inline-six turbodiesel is a new option. The gas engine gets the big body-on-frame wagon moving smartly and gives the 4WD High Country the ability to tow up to 7900 pounds when equipped with the Max Trailering Package. (Owners interested in obtaining every last pound of pull from a Suburban will want a lower-trim rear-drive model with the 5.3-liter gas V-8—capacity is 8300 pounds.)

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Suburban High Country models come standard with a burly 6.2-liter EcoTec3 V8 that puts out 420 horsepower, and flashy 22-inch Sterling Silver painted wheels with chrome inserts.

The 6.2 incorporates new Dynamic Fuel Management that enables the engine to run on two, four, six, or eight cylinders according to conditions, but even with this and a subtle stop/start function it’s no gas-sipper. This driver’s 97.6-mile test with 59 percent city-type operation yielded just 12.6 mpg, well below the EPA’s city-use estimate of 14 mpg.

With standard Magnetic Ride Control suspension, the going is quiet and comfortable. There’s a moment of patter over pavement cracks, but nothing that crashes or reverberates. There’s also good sealing against outside noise—including the engine under acceleration, which comes across as a muffled roar. Handling is fairly easily—for a thing this size. At least the standard HD Surround Vision display makes it easier to reverse or park with confidence and precision.

Among the new Suburbans, the High Country isn’t the best dollar value. However, buyers with needs for lots of room and power in an SUV who zero in on one elsewhere in the lineup will find it the doggonedest thing.

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It’s expensive to buy and expensive to keep filled with premium gasoline, but the 2021 Chevrolet Suburban High Country offers outstanding passenger, cargo, and towing capacities; a long list of thoughtful convenience and technology features; and better all-around tractability than you might expect for such a large vehicle.

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Listen to the very entertaining Consumer Guide Car Stuff Podcast

2021 Chevrolet Suburban High Country Gallery

(Click below for enlarged images)

2021 Chevrolet Suburban High Country

Meet the 2021 Consumer Guide Best Buys

Written by: The Daily Drive staff on March 4, 2021.

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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.

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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.

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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.

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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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Test Drive: 2021 Kia K5 GT-Line

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

2021 Kia K5 GT-Line AWD

Class: Midsize Car

Miles driven: 215

Fuel used: 8.8 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	A
Tall Guy	B-

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

Drivetrain
Engine Specs	180-hp 1.6L
Engine Type	Turbo 4-cylinder
Transmission	8-speed automatic
Drive Wheels	All-wheel drive

Real-world fuel economy: 24.4 mpg

Driving mix: 60% city, 40% highway

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

Fuel type: Regular gas

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

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

Price as tested: $31,300

More Kia K5 price and availability information

Quick Hits

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

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

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

John Biel

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

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

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

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

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

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

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

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

First Look: 2021 Kia K5

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

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

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

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

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

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

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

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

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

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

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

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2021 Kia K5 GT-Line AWD Gallery

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

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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

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2020 Aston Martin Vantage Coupe Gallery

2020 Aston Martin Vantage Coupe

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

Road Test: 2020 BMW X3 xDrive30e

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Test Drive: 2020 Volkswagen Atlas Cross Sport

2020 Volkswagen Atlas Cross Sport 2.0T SEL in Pacific Blue Metallic

2020 Volkswagen Atlas Cross Sport 2.0T SEL

Class: Midsize Crossover SUV

Miles driven: 609

Fuel used: 26.5 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	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	235-hp 2.0-liter
Engine Type	turbo 4-cyl
Transmission	8-speed automatic
Drive Wheels	AWD

Real-world fuel economy: 23.0 mpg

Driving mix: 30% city, 70% highway

EPA-estimated fuel economy: 18/23/20 (city, highway, combined)

Base price: $41,445 (not including $1020 destination charge)

Options on test vehicle: Monster Mats rubber floor mats and heavy-duty trunk liner with VW CarGo blocks ($235)

Price as tested: $42,700

Quick Hits

The great: Expansive passenger space in both the front and back seats

The good: Clean control-panel layout; pleasant ride/handling balance

The not so good: Fairly hefty exterior dimensions for a 5-passenger SUV; sloping rear roofline slightly compromises rear visibility

More Atlas Cross Sport price and availability information

John Biel

In an automotive world in which it at least seems like everybody is buying crossovers or sport-utility vehicles, expect there to be some variety in consumer tastes. Not everyone in that vast pool of shoppers is out for maximum practicality. Volkswagen is courting them with a new, more rakish 2-row midsize SUV, the Atlas Cross Sport.

Similar to the strategy Honda followed in creating the two-row Passport from the three-row Honda Pilot, Volkswagen has created the Atlas Cross Sport by shortening its Atlas SUV and giving it a sporty, sloping rear roofline.

The 2020 Cross Sport expands the Atlas line, which bowed in 2018 in a 3-row style that is one of the largest vehicles VW has ever sold in the U.S. While both types of Atlas have the same wheelbase, the Cross Sport is 5.2 inches shorter in total length. It’s also 2.3 inches lower, with a sloping rear roofline for a sportier look. Not surprisingly, then, the Atlas Cross Sport takes a hit in headroom and cargo capacity (at a maximum 77.8 cubic feet of stuff-toting space, it trails “big brother” by 19 cubic feet in that respect). However, the Cross Sport actually improves on the Atlas’s fine second-row legroom by adding 2.8 inches to it.

Consumer Guide tested a Cross Sport SEL with a 2.0-liter turbocharged engine and 4MOTION all-wheel drive, a vehicle that starts at $42,465 with delivery. Only a package of floor and cargo mats brought the full price up to $42,700. The Atlas SEL with 4MOTION (but a standard V6) has a base price $2850 higher.

Test Drive: 2019 Honda Passport Elite

The Atlas Cross Sport’s cabin has a classy, understated ambiance. SEL models get Volkswagen’s slick Digital Cockpit virtual gauge cluster and 8-inch touchscreen navigation system as standard equipment. The console houses the engine start/stop button, drive-mode dial, electronic parking brake, and a storage bin with charging ports and a wireless charger.

The Atlii also share powerteam choices, the 2.0-liter turbo four and a 3.6-liter V6—both connected to an 8-speed automatic transmission—though the Cross Sport makes greater use of the four throughout its much broader model line. At 235 horsepower at 4500 rpm, the boosted four falls 41 ponies shy of the V6. However, its 258 lb-ft of torque trails the V6’s grunt by just eight lb-ft, and it peaks much sooner at a low 1600 rpm. As a result, the Cross Sport is moderately snappy from a start, but not the overall performer that the narrow-angle V6 is. The four is also a bit noisier, though not egregiously so. Unlike the bigger Atlas, which restricts AWD to trucks with the V6, the Cross Sport pairs 4MOTION with either engine. A front-drive Cross Sport, which weighs 185 pounds less, might be a little quicker.

The 4MOTION system’s “On-road,” “Snow,” “Off-road,” and “Custom off-road” modes tailor powertrain operation to terrain and road conditions. In On-road, drivers can further tap into “Eco,” “Normal,” “Sport,” and “Custom” options that alter throttle response and transmission operation. The Off-road setting incorporates hill-descent control for better vehicle control on steep grades.

Test Drive: 2020 Toyota Highlander Platinum

Since the Atlas Cross Sport doesn’t have a third-row seat like its larger Atlas sibling, Volkswagen moved the second-row seat back 2.8 inches to further improve the already-excellent second-row legroom.

Real-world fuel mileage for the all-wheel variant hews closely to the EPA estimates, but it’s kind of a low bar for a turbo four: 18 mpg in the city, 23 on the highway, and 20 combined. This driver clocked 21.9 mpg after an 85.3-mile run that featured 43 percent city-style operation.

The fully independent coil-spring suspension is another mutual feature of the two types of Atlas (though the 3-row one has a minutely thicker rear stabilizer bar). As such, the Cross Sport rides smoothly and handles easily—like the larger model.

Front passengers enjoy bucket seats that are comfortably supportive. The same can be said for the rear bench. Legroom is very good throughout, and the rear seat is wide enough for three adults to seriously consider occupying this area at the same time. (A flat floor helps considerably.) The 60/40-split rear seat has reclining backs for added comfort. Even with the lowered roof and a panoramic sunroof (standard in the SEL), there’s still decent headroom. However, the longer cant of the rear roof pillars impedes driver vision to the rear corners a little more than in the somewhat airier 3-row Atlas.

Test Drive: 2020 Hyundai Santa Fe Limited

The Atlas Cross Sport’s sloping roofline cuts into cargo capacity, but there’s still good space here: 40.3 cubic feet behind the second-row seats, and 77.8 cubic feet with the second-row seat backs folded.

The Cross Sport’s distinctive tailgate slope chips away at the total amount of cargo space, but the area is still plenty big enough to be handy. Sidewalls are hollowed out above and behind the wheel houses, there are open bins at the rear corners, and quite a bit of hidden space available around the spare tire. The second-row seat backs fold flat for extra capacity, but they rest slightly lower than the level of the cargo floor.

Volkswagen has given its well-known circular “VW” badge a subtle update, with slightly slimmer, “2D” letters.

Other SEL standard equipment includes 20-inch alloy wheels, full LED exterior lighting, adaptive front lighting and high-beam control, heated power-adjustable mirrors with memory setting, silver roof rails, rain-sensing windshield wipers, 10-way power adjustable memory driver’s seat, 8-way power adjustable front-passenger seat, leatherette upholstery, heated front seats, leather-wrapped steering wheel, and dual-zone automatic climate control. Technology and entertainment items extend to the “Digital Cockpit” instrument display, adaptive cruise control, forward-collision warning, pedestrian monitoring and autonomous emergency braking, automatic post-collision braking, front and rear parking aids, lane-departure warning, blind-spot monitoring, rear cross-traffic alert, remote engine start, keyless access and starting, “hands-free” power liftgate, latest-generation VW Car-Net smartphone app integration, wireless charging, 6-speaker AM/FM/HD audio with voice control, satellite radio, and navigation.

The interior is well stocked with soft-touch surfaces on the dash, door panels, and tops of the front doors. The digital driving controls and big and bright, and can be scrolled by steering-wheel thumb buttons. The Discover Media infotainment system with an 8-inch touchscreen offers straightforward audio programming and use, aided by external power/volume and tuning knobs. Climate controls are direct, no-nonsense dials for temperature and fan-speed settings. Storage for incidental items is handled by large glove and console boxes, a swing-out drawer to the left of the steering column, good-sized pockets with bottle holders. in all doors, and pouches attached to the backs of the front seats. Cup holders are found in the console and central armrest in the rear seat. Rear-seat denizens have a USB charge port and 115-volt power outlet at their disposal.

Test Drive: 2020 Volkswagen Tiguan R-Line

Unlike its three-row Atlas sibling, the Atlas Cross Sport can be had with the 4-cylinder engine–a 235-hp turbo 2.0-liter–and all-wheel drive; the regular Atlas restricts AWD to V6 models. Twenty-inch alloy wheels are standard on SELs.

Considering the additional utility and power in a comparably equipped 3-row Atlas, it seems a better value than the Cross Sport. But if the former’s size and shape just isn’t quite your thing, VW’s still got something you might like instead.

Compared to the original Volkswagen Atlas, the Atlas Cross Sport is less capacious for cargo and passengers (it seats 5 instead of 7), but it’s also a bit more affordable, easier to park, and sportier-looking to boot.

Quick list of every episode of the Car Stuff Podcast

2020 Volkswagen Atlas Cross Sport Gallery

Written by: The Daily Drive staff on July 16, 2020.

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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.

2021 Chevrolet Suburban High Country 4WD

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John Biel

2021 Chevrolet Suburban High Country Gallery

2020 Chevrolet Corvette Stingray Coupe

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Damon Bell

2020 Chevrolet Corvette Stingray Coupe Gallery

2021 Kia K5 GT-Line AWD

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John Biel

2021 Kia K5 GT-Line AWD Gallery

2020 Aston Martin Vantage Coupe

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John Biel

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2020 Aston Martin Vantage Coupe Gallery

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2020 Volkswagen Atlas Cross Sport 2.0T SEL

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John Biel

2020 Volkswagen Atlas Cross Sport Gallery

2020 BMW 840i Coupe

Quick Hits

John Biel

BMW 840i Coupe