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Test Drive: 2021 Nissan Leaf SL Plus

2021 Nissan Leaf SL Plus in Sunset Drift Chromaflair paint (a $395 option)

2021 Nissan Leaf SL Plus

Miles driven: 179

Battery capacity: 62 kWh

CG Report Card


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

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

Big & Tall Comfort

Big Guy	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	214 horsepower
Engine Type	Electric motor
Transmission	Automatic
Drive	Front-wheel drive

EPA-estimate MPGe: 114 city/94 hwy/104 combined

EPA-estimated driving range: 215 miles

Consumer Guide range estimate (ideal conditions): 215+ miles

Base price: $43,920 (not including $925 destination charge)

Options on test vehicle: Splash guards ($200), premium paint ($395), carpeted floor mats and cargo-area mat ($190)

Price as tested: $45,630

Quick Hits

The great: Responsive acceleration; engaging handling; affordable pricing for a pure-electric vehicle

The good: Good selection of comfort, safety, and technology features; nicely finished interior in SL Plus trim

The not so good: Maximum driving range doesn’t match most rival EVs; rear seat backs don’t fold flat with the cargo floor

More Leaf price and availability information

John Biel

If you’re a dedicated user of a fully electric motor vehicle, the PLUS versions of the Nissan LEAF—with full-charge operating ranges that exceed 200 miles—probably seem like a good idea. If you’re a no-nonsense range-über-alles EV owner, the LEAF SL PLUS probably represents the height of senseless extravagance.

The PLUS package, with a 160-kW motor served by a 62-kWh battery, is available on all three LEAF trim levels. However, the EPA’s maximum-range estimate for the basic S PLUS is 226 miles, while SV and SL PLUS range is projected at 215 miles—and the line-topping SL starts at $5700 more than the S.

The Nissan Leaf was redesigned for the 2018 model year, and after receiving updates for 2019 and 2020, it rolls into 2021 with no changes.

Consumer Guide tested one of these silent sybarites that, for 2021, start at $44,845 with delivery, though a trio of stand-alone options pushed the final price to $45,630. It continues to be a comfortable-riding and fairly roomy compact hatchback sedan with commendable zip.

A quick review of the second-generation LEAF that bowed for 2018 recalls that the PLUS power-and-range boost came in for 2019. After adding standard safety features for the ’20 model year, it comes into 2021 unchanged. The ask for the SL PLUS is $3450 higher than the midrange SV with the same powerplant. The upcharge fetches an electronic parking brake, ProPILOT Assist light-autonomy adaptive cruise control and steering, Intelligent Around View Monitor, Intelligent Driver Alertness Monitor, LED headlights and daytime running lights, LED turn-signal indicators in the heated power mirrors, auto-dimming rearview mirror, Homelink universal transceiver, rear cargo cover, leather seats with 8-way power adjustment for the driver’s seat, and a 7-speaker Bose Energy Efficient Series audio system. (The SL’s 3930-pound curb weight is 16 pounds more than the SV PLUS weighs.)

Quick Spin: 2020 Mini Cooper SE Hardtop

In SL Plus trim, the Leaf’s cabin boasts a nice roster of upscale features. The unusual “hockey puck” shifter takes a little getting used to. A switch ahead of the shifter controls the “e-Pedal” drive mode–activating the e-Pedal makes the electric motor’s regenerative braking more aggressive, which enables the vehicle to come to a complete stop in certain driving situations just by lifting off the throttle pedal; applying the brakes isn’t necessary.

Other notable standard features are a heated leather-wrapped steering wheel; heated front seats; Apple CarPlay/Android Auto compatibility; NissanConnect infotainment with 8-inch touchscreen, navigation, satellite radio, and remote vehicle-monitoring system; 17-inch alloy wheels; and a charge-port light. Safety and driver assistance are boosted by the Safety Shield 360 group: blind-spot and rear cross-traffic alerts, automatic emergency braking with pedestrian detection, lane-departure warning, and automatic headlight high-beam control. Other standard tech items are a forward-collision warning, Nissan’s Intelligent Lane Intervention (to help keep the car in its lane when lane markings are clear), and Rear Door Alert.

Meet the New GM Logo

Considering the compact-hatchback dimensions, the Leaf offers respectable space in the front and rear seats.

The PLUS motor/battery outstrips the base unit by quite a lot. Available only in S and SV trim, the latter consists of a 110-kW motor and 40-kWh lithium-ion battery good for 147 hp and 236 lb-ft of torque. Projected range is 149 miles. In addition to its greater range, the PLUS powerplant is more powerful at 214 hp and 250 lb-ft of torque. It delivers lively, linear acceleration and makes the LEAF PLUS capable of easily maintaining safe expressway cruising speeds.

First Look: 2022 Nissan Ariya

The Leaf offers a respectable 23.6 cubic feet of cargo volume, which grows to 30 cu. ft. with the rear seat backs folded. The seat backs don’t fold flush with the cargo floor, however, and the audio system’s subwoofer (which is mounted just behind the seats) takes up space as well. The supplied charging cable comes with a soft-sided carrying case.

This reviewer took over the test car with an indicated charge level of 99 percent. With commuting-time temperatures in the 30s and low 40s Fahrenheit and the heat on, his test stint of 72.5 miles (with 49 percent city-type operation) left charge level at 64 percent and indicated range at 138 miles, meaning a trip of 200-plus miles in these driving conditions was possible—and clicking off the heater showed remaining range would have inched up to 144 miles. Tapped into the 240-volt charger at the CG offices, the car reported is would need four hours and 40 minutes to return to full charge, but a “Level 3” quick-charge port is built in to permit faster charging. The EPA rates the SV/ SL PLUS at 114 MPGe in city driving, 94 on the highway, and 104 combined; respective figures for the S PLUS are 118/97/108.

Guide to Electric Vehicle Charging

The Leaf includes both a 6.6 kW charge port (the smaller port with the orange cover) and a 100 kW CHAdeMO charge port (blue cover). The charge-port light makes plugging in at night or in a dark garage much easier.

The front-wheel-drive second-generation LEAF displays nimble handling—it’s a good city car for more than just its gasless operation—and a smooth ride. In speedier expressway driving expect to hear a little bit of wind and road noise. At the flick of a console lever, drivers can summon e-Pedal for “one-pedal” operation. When the accelerator pedal is released all the way, regenerative and friction brakes are applied automatically, bringing the car to a complete stop on level ground or slopes without need of the brake pedal. The LEAF will hold its position until the accelerator is pressed again.

Written by: The Daily Drive staff on April 14, 2021.

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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.

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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.

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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.

First Spin: 2021 Toyota Camry

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

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

First Look: 2021 Kia K5

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

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

Test Drive: 2020 Hyundai Sonata Hybrid Limited

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

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

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

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

Test Drive: 2020 Volkswagen Passat 2.0T SEL

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

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

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

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

Test Drive: 2020 Toyota Camry TRD

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

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2021 Kia K5 GT-Line AWD Gallery

(Click below for enlarged images)

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

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Test Drive: 2021 Toyota Land Cruiser Heritage Edition

2021 Toyota Land Cruiser Heritage Edition in Midnight Black Metallic

2021 Toyota Land Cruiser Heritage Edition

Class: Premium Large SUV

Miles driven: 595

Fuel used: 56.4 gallons

CG Report Card


Room and Comfort	C
Power and Performance	B+
Fit and Finish	A
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	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	381-hp 5.7L
Engine Type	V8
Transmission	8-speed automatic
Drive Wheels	4WD

Real-world fuel economy: 13.4 mpg

Driving mix: 20% city, 80% highway

EPA-estimated fuel economy: 13/17/14 (city, highway, combined)

Fuel type: Premium gas recommended

Base price: $87,845 (not including $1365 destination charge)

Options on test vehicle: None

Price as tested: $89,210

Quick Hits

The great: Build quality, classy interior materials

The good: Smooth power from naturally aspirated V8, sterling reputation for durability and reliability

The not so good: Poor fuel economy, limited cabin space versus class competitors, on-road driving manners can be ponderous

More Land Cruiser price and availability information

John Biel

Ah, the “Heritage Edition.” It’s a badge that automakers have been known to slap on a well-worn nameplate as a marketing device now and again. Sometimes it’s an anniversary present, a recognition of a significant number of years on the market. Other times, though, it is the figurative gold watch that a vehicle gets right before it is retired.

The Land Cruiser is the priciest–and oldest–vehicle that Toyota sells in the United States. It’s scheduled to be dropped (at least for a while) after the 2021 model year, but the similar Lexus LX 570 will remain available. Toyota has hinted that a new-generation Land Cruiser could be introduced on our shores at some point in the future.

The Toyota Land Cruiser Heritage Edition could be both. This version of the V8-powered body-on-frame premium SUV appeared for 2020 ostensibly to mark 60 years on the U.S. market (though the first sale of a Toyota vehicle named Land Cruiser took place in 1958). However, as the ’21 model year was starting, the Internet was buzzing with an “insider” rumor that the Cruiser would not return to the U.S. for 2022.

As it turns out, the rumor is true… Toyota recently confirmed that the Land Cruiser will be discontinued in America after the 2021 model year, though we wouldn’t be surprised to see a new-generation model appear at some point in the future. And for the time being, the current-generation Land Cruiser is still here in all its hardy and high-riding glory, and the Heritage Edition is still around to celebrate the vehicle’s history.

Quick Spin: 2020 Lexus GX 460 Premium

The Land Cruiser’s instrument panel is understated and much more traditional than newer-design rivals, which is a plus for some shoppers. The classy materials and excellent assembly quality also impress.

The 2021 Land Cruiser Heritage Edition costs $89,210 with delivery. The only option for it is a third-row seat—a three-passenger 50/50-split bench with halves that fold up against the sidewalls—that Consumer Guide’s test vehicle did not have. (A rear-seat entertainment system optional for the base model is not available to the Heritage.) The Heritage sells for $2330 more than the standard Land Cruiser, a fee that buys:

distinct grille design
dark-chrome finish for the grille and other exterior trim
bronze-colored 18-inch BBS alloy wheels
retro-look “TOYOTA Land Cruiser” C-pillar badges
Yakima MegaWarrior roof rack
perforated-leather upholstery
black headliner and bronze contrast stitching on seats, steering wheel, center stack, console box, and door panels
cargo-area cover
all-weather floor and cargo mats

Curiously, the Heritage Edition does without a few things that are standard on the base job. Perhaps as a result of not automatically coming with a third-row seat, the Heritage lacks cup holders and LED lighting in the rearmost portion of the truck; the bi-level covered console box does not come with a drink cooler; and there are no running boards.

Test Drive: 2020 Toyota 4Runner TRD Pro

The off-road-setting controls are clustered around the shift lever in the center console, and a wireless charging pad is located behind a swing-down door in the center stack of the dashboard. The dual cupholders are on the shallow side.

Otherwise, this dressed-up elder of Toyota showrooms (the current Land Cruiser fundamentally dates to 2007) comes pretty well equipped—as it should for almost 90-large. Seats are heated and ventilated in front and heated in the second row. The driver occupies a 10-way power-adjustable seat with memory settings. Four-zone automatic climate control, heated leather-wrapped steering wheel, power sunroof, Qi wireless charging, rain-sensing windshield wipers, push-button starting, front and rear parking assist, blind-spot monitor, and rear cross-traffic alert are other comforts and conveniences. The Toyota Safety Sense tech bundle adds pre-collision braking, pedestrian detection, lane-departure warning and mitigation, and adaptive cruise control. The audio system is a 14-speaker JBL unit. A 9-inch touchscreen shows audio (including satellite radio), climate, and navigation displays.

The drivetrain starts with a 5.7-liter V8 that’s hooked to an 8-speed automatic transmission. The 4-wheel drive is full time with a 2-speed transfer case and locking center differential. Electronic drive settings keyed to the underlying terrain, crawl control, and trailer sway control are built in.

Utility Madness! A Gallery of Classic SUV Ads

The Land Cruiser’s sole engine is a naturally aspirated 5.7-liter V8 paired with an 8-speed automatic transmission. The Heritage Edition comes standard with these bronze-finish, 18-inch BBS-brand wheels.

The 381-horsepower engine is strong and quiet, and its 401 lb-ft of torque help make it capable of an 8100-pound towing capacity. None of that comes cheaply, though. EPA gas-mileage estimates are just 13 mpg in the city, 17 on the highway, and 14 combined. This driver averaged 15.9 mpg from a 64-mile stint with 39 percent city-style driving, but another editor was alarmed to see instantaneous readings that slid below 11 mpg during a long highway drive into the teeth of high winds. This high-riding old-school SUV can seem a little tippy in corners or when braking aggressively. However, bump absorption on well-broken-in urban streets and expressways is pleasingly compliant.

Test Drive: 2019 Lexus LX 570

Retro-look roof-pillar badges and an adventurous-looking Yakima roof rack are standard on the Heritage Edition.

Minus the running boards, step-in posed a bit of a challenge. Once in, however, both rows of the test vehicle were bestowed with comfortable seating and good headroom and legroom. Soft-touch materials were in evidence on much of the dashboard and door panels. Audio inputs were easy to make on the screen, and benefitted from external volume and tuning knobs. Climate controls were more complicated, with repetitive-push temperature settings. Fan speed must be set through the touchscreen.

In addition to the console box previously mentioned, personal-item storage is handled by a large 2-tiered glove box, door pockets with bottle holders, a deep covered bin with power point at the front of the console, and net pouches on the backs of the front seats. Twin covered cup holders are in the console and two more pop out of the pull-down storage armrest in the center of the second-row seats. The Land Cruiser tailgate is in two pieces: a transom-like liftgate and a pull-down tailgate. One benefit to not having the third-row seat is a gain in cargo space because even when folded the seat sections intrude somewhat on the load area. The 60/40 second-row seats rest flat when folded, but leave gaps in the floor.

Test Drive: 2021 GMC Yukon Denali

Heritage Edition Land Cruisers wear a slightly different grille design than other models. All Land Cruisers have a split-gate design–below the chrome trim is a bottom-hinged tailgate, and above is a top-hinged liftgate.

With its size, fuel consumption, and interior-space limitations, the Land Cruiser really is the kind of nostalgia piece that the Heritage Edition winks at. The Land Cruiser is riding off into the sunset, but Toyota’s luxury brand Lexus makes the LX 570 that’s basically a plusher—and not terribly more expensive—variant of the same vehicle. The company must feel that if you’re going to spend Lexus money then you ought to actually own a Lexus.

Test Drive: 2020 Infiniti QX80 Limited

Toyota’s long-running luxury SUV is something of a status symbol for its excellent build quality, outstanding off-road capabilities and old-school swagger, but its high price tag, subpar fuel economy, and cumbersome on-road driving manners restrict its appeal for average premium-SUV shoppers who don’t need the Cruiser’s all-terrain capabilities.

(Click below for enlarged images)

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2021 Toyota Land Cruiser Heritage Edition

Written by: The Daily Drive staff on December 29, 2020.

Review Flashback: 2007 Chevrolet Monte Carlo SS

2007 Chevrolet Monte Carlo SS

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

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

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

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

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

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

More Review Flashback! fun

2007 Monte Carlo SS Review

Overview

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

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

2007 Chevrolet Monte Carlo engine specs

Acceleration

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

Fuel Economy

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

Ride Comfort

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

Handling

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

Quietness

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

Controls

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

Review Flashback! 1987 Chevrolet Monte Carlo SS

2007 Chevrolet Monte Carlo specs

Comfort

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

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

Cargo Room

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

Headlamp Hat Dance: 6 Years of the Chevrolet Monte Carlo

2007 Chevrolet Monte Carlo prices

Value

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

News

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

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2007 Chevrolet Monte Carlo SS Gallery

2007 Chevrolet Monte Carlo SS

Written by: Tom Appel on December 10, 2020.

Test Drive: 2020 Aston Martin Vantage Coupe

2020 Aston Martin Vantage Coupe in China Grey

2020 Aston Martin Vantage Coupe

Class: Premium Sporty/Performance Car

Miles driven: 254

Fuel used: 15.1 gallons

Real-world fuel economy: 16.8 mpg

Driving mix: 60% city, 40% highway

CG Report Card


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

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

Big & Tall Comfort

Big Guy	C+
Tall Guy	C+

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

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

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

Fuel type: Premium gas required

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

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

Price as tested: $170,231

Check out our Premium Sporty/Performance Car Best Buys

Quick Hits

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

The good: Poshly appointed cabin; surprisingly compliant ride

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

John Biel

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

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

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

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.

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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.

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.

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First Look: 2021 Kia K5

2021 Kia K5

Kia unveiled an all-new version of its mainline midsize sedan today, and with it a new model name. “Out” is the Optima nameplate, replaced by a badge that Kia uses for this car in global markets: K5. “In” is dramatic new styling, available all-wheel drive, a choice of two turbocharged 4-cylinder engines, and fresh technology features.

2021 Kia K5

The 2021 Kia K5 is built on an all-new “N3” platform, which is a bit lower, wider, and longer in both wheelbase and overall length than the previous-generation Optima’s architecture. Kia says the N3 platform is stronger and quieter too.

2021 Kia K5

Kia says the K5’s striking exterior design incorporates DNA from its high-performance Stinger hatchback sedan, while expanding the brand’s future design language. Highlights of the new look include a “shark-skin” mesh grille, daytime running lights and taillights with a “heartbeat” shape inspired by an EKG pulse monitor, a gloss black applique on the rear trunk that emphasizes the fastback-esque profile, and a striking chrome accent strip that flows from the tops of the side windows to the forward edge of the trunk lid. The interior design is similarly sporty, with a cockpit-like horizontal layout, aircraft-style shift lever, and available flat-bottom steering wheel.

First Look: 2021 Ford F-150

The base engine, which comes in LX, LXS, GT-Line, and EX models, is a turbo 1.6-liter 4-cylinder that makes 180 horsepower and is paired with an 8-speed automatic transmission. Optional on LXS and GT-Line is all-wheel drive in place of the standard front-wheel drive. The AWD system (the first offered in Kia’s midsize sedan) comes with a snow mode for better all-weather performance.

Test Drive: 2019 Kia Optima SX Turbo

The performance-oriented K5 GT gets a turbo 2.5-liter 4-cylinder that makes 290 horsepower and is paired with a new dual-clutch 8-speed transmission; Kia claims a 0-60-mph time of 5.8 seconds. The GT also gets a sport-tuned suspension, 19-inch wheels on Pirelli P-Zero tires, and a Sport + setting on the drive-mode control system.

The Kia Drive Wise suite of safety features is standard on all K5s. Available technology features include natural-language voice-command software, wireless smartphone charging, wireless Apple CarPlay and Android Auto functionality, hands-free Smart Trunk, remote engine start, Bose 12-speaker sound system, and a 10.25-inch high-resolution touchscreen in place of the standard 8-inch touchscreen.

The 2021 Kia K5 is built in Kia’s West Point, Georgia, assembly facility alongside the Telluride midsize SUV. The K5 goes on sale this summer, with GT and all-wheel-drive versions following later in the fall.

First Look: 2021 Lexus IS

2021 Kia K5

CG Says:

Domestic manufacturers may be turning away from traditional sedans as of late, but import brands are remaining committed to this declining, but still vital, market segment. Kia’s press presentation for the K5 noted that there were 1.5 million midsize cars sold in America last year. With crossover SUVs taking over as the default family vehicles of choice, we’ve seen the latest iterations of traditional midsize sedans get more style-forward and performance-focused. The 2021 Kia K5 is in keeping with that trend. The K5 shares is basic architecture with the redesigned-for-2020 Hyundai Sonata, but there are significant differences in powertrain/feature availability between the two, and the interior and exterior styling is likewise completely different. The K5 strikes us as the sportier, more driver-oriented choice.

We’re not quite sold on Kia’s decision to ashcan the Optima name in favor of K5. Though the change better aligns with Kia’s global presence with this car, there was nothing wrong with the Optima name, and alphanumeric monikers have had a spotty success rate in the U.S. market. Names aside, the K5 strikes us as a winner overall.

First Look: 2021 Nissan Rogue

2021 Kia K5

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Written by: Damon Bell on June 30, 2020.

Test Drive: 2020 BMW 840i Coupe

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

2020 BMW 840i Coupe

Class: Premium Sporty/Performance Car

Miles driven: 251

Fuel used: 8.9 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	B
Tall Guy	B

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

Drivetrain
Engine Specs	335-hp 3.0-liter
Engine Type	Turbo 6-cyl
Transmission	8-speed automatic
Drive Wheels	RWD

Real-world fuel economy: 28.0 mpg

Driving mix: 45% city, 65% highway

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

Fuel type: Premium gas recommended

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

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

Price as tested: $101,445

More 8-Series price and availability information

Quick Hits

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

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

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

John Biel

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

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

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

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

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.

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

Check out the Consumer Guide Car Stuff Podcast

BMW 840i Coupe

2020 BMW 840i Coupe

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