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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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Test Drive: 2021 Chevrolet Suburban High Country

2021 Chevrolet Suburban High Country in Black

2021 Chevrolet Suburban High Country 4WD

Class: Large SUV

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.)

Quick Spin: 2020 BMW X7 M50i

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.

Test Drive: 2021 GMC Yukon Denali

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.

First Spin: 2021 Cadillac Escalade

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.)

Quick Spin: 2020 Ford Expedition MAX Platinum

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.

First Look: Jeep Grand Wagoneer Concept

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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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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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.

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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).

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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.

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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.

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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.

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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.

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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.

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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.

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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: 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.

Test Drive: 2020 Mercedes-AMG GT C Roadster

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

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

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

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

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

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

More Than 6 Decades of the Corvette in Pictures

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

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

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

The 1984 Corvette and the Mysterious 15-Inch Wheels

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

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2020 Chevrolet Corvette Stingray Coupe Gallery

(Click below for enlarged images)

The 1984 Corvette and the Mysterious 15-Inch Wheels

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

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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.

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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.

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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Listen to the very entertaining Consumer Guide Car Stuff Podcast

2021 Kia K5 GT-Line AWD Gallery

(Click below for enlarged images)

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

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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.

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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.

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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.

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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)

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2021 Toyota Land Cruiser Heritage Edition

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

Test Drive Gallery: 2020 Mazda 6 Signature

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

2020 Mazda 6 Signature

Class: Midsize Car

Miles driven: 681

Fuel used: 24.8 gallons

CG Report Card


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

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

Big & Tall Comfort

Big Guy	A-
Tall Guy	B+

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

Drivetrain
Engine Specs	250-hp 2.5L
Engine Type	turbo 4-cylinder
Transmission	6-speed automatic
Drive Wheels	Front-wheel drive

Real-world fuel economy: 27.5 mpg

Driving mix: 30% city, 70% highway

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

Fuel type: Premium gas recommended

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

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

Price as tested: $36,915

Quick Hits

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

The good: Fuel economy

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

More Mazda 6 price and availability information

CG Says:

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

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

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

More Mazda news and reviews

2020 Mazda 6 Signature Gallery

2020 Mazda 6 Signature

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Review Flashback: 2007 Chevrolet Monte Carlo SS

2007 Chevrolet Monte Carlo SS

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

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

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

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

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

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

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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.

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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.

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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.

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2007 Chevrolet Monte Carlo prices

Value

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

News

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

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2007 Chevrolet Monte Carlo SS Gallery

2007 Chevrolet Monte Carlo SS

Written by: Tom Appel on December 10, 2020.

Test Drive: 2020 Aston Martin Vantage Coupe

2020 Aston Martin Vantage Coupe in China Grey

2020 Aston Martin Vantage Coupe

Class: Premium Sporty/Performance Car

Miles driven: 254

Fuel used: 15.1 gallons

Real-world fuel economy: 16.8 mpg

Driving mix: 60% city, 40% highway

CG Report Card


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

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

Big & Tall Comfort

Big Guy	C+
Tall Guy	C+

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

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

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

Fuel type: Premium gas required

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

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

Price as tested: $170,231

Check out our Premium Sporty/Performance Car Best Buys

Quick Hits

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

The good: Poshly appointed cabin; surprisingly compliant ride

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

John Biel

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

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

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

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

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

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

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

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

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

Test Drive: 2020 Mercedes-AMG GT C Roadster

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

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

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

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

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

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

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

Photo Feature: 1951 Jowett Jupiter Convertible

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

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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.

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2007 Monte Carlo SS Review

Overview

Acceleration

Fuel Economy

Ride Comfort

Handling

Quietness

Controls

Comfort

Cargo Room

Value

News

2007 Chevrolet Monte Carlo SS Gallery

2020 Aston Martin Vantage Coupe

Quick Hits

John Biel

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2020 Aston Martin Vantage Coupe Gallery

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