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Matt Keegan has maintained his love for cars ever since his father taught him kicking tires can be one way to uncover a problem with a vehicle’s suspension system. He since moved on to learn a few things about coefficient of drag, G-forces, toe-heel shifting, and how to work the crazy infotainment system in some random weekly driver. Matt is a member of the Washington Automotive Press Association and is a contributor to various print and online media sources.

The Small Infiniti QX50 is Big on Tech and Engineering Features

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Infiniti’s smallest SUV is big on tech features.

Infiniti’s mark in the luxury sphere is limited to five models. That’s a far fewer number than many of its top competitors, but Nissan’s luxury marque makes a vigorous undertaking with the products it does have.

The 2021 QX50 is a noteworthy exemplar of a model that makes a strong claim in the small SUV segment. It does so through handsome styling as well as by delivering cutting-edge technology and advanced engineering features.

2021 Infiniti QX50 Review

Infiniti offers the 2021 QX50 in five trims: Pure ($37,950), Luxe ($41,500), Essential ($44,700), Sensory ($50,000), and Autograph ($54,200). You’ll find standard front-wheel drive and available all-wheel drive, the latter incurring a $2,000 price differential. In addition, this model has a $1,025 destination charge.

We enjoyed a 2020 Infiniti QX50 Autograph AWD and took it to some of our favorite places around central North Carolina in early October. This model costs $61,220, including the destination charge. This means that there were several upgrades included such as a Premium White Leather Package with blue accents and piping ($2,500). Other add-ons included a Tow Package ($650), Welcome Lighting ($425), illuminated kick plates ($485), Cargo Package ($285), splash guards ($225), and a rear bumper protector ($275).

Because we’re transitioning between model years, the pricing information covers the 2021 model.

Exterior

Infiniti makes do with three utility vehicles and that’s about half the number of what its chief competitors offer. But Nissan’s luxury emblem manages quite well with the QX60 and QX80 joining the QX50 in reaching consumers.

All three models share an elegant look marked by a substantial grille and muscular lines. The QX50 utilizes a fair amount of chrome; most noticeable is where the beltline and roofline intersect to form a resplendent crimp. The requisite LED lighting, alloy wheels, and rear fascia elements add poise and refinement.

Most trims feature 19-inch aluminum-alloy wheels with 20-inch wheels available. Each wheel choice is set within run-flat all-season tires. This means you won’t find a spare tire unless you purchase one separately.

All trims come with high-and low-beam LED lights, LED daytime running lights, and LED taillights. All but the base trim comes with LED fog lamps. An adaptive front lighting system appears beginning with the Sensory trim.

Curiously, heated outside mirrors are not standard – they’re optional with the Luxe trim and standard with the Essential. A power liftgate is standard; a motion-activated liftgate is included with the Autograph. Aluminum roof rails and a panoramic moonroof are included with the Luxe trim; rear passenger window sunshades are optional with the Sensory and standard with the Autograph.

Interior

The Infiniti QX50 lives up to its claim of seating five people. This is where the model is more midsize than a compact with ample legroom front and back.

Lots of curves and layering give the QX50 form and distinction. The controls sit high, are easy to read and decipher. There isn’t much of a “wow” factor with the instrumentation, but that’s not its mission.

We like the materials Infiniti uses throughout the cabin, including available leather hides, elegant wood and the blue imitation suede material found in our Autograph model. Most other trims are simpler, but the overall look is still quite pleasing.

All trims come with a tilt-and-telescopic steering column, dual-zone climate control, and rear heating ducts under the rear seat. Imitation leather seats are included with the Pure, Luxe and Essential trims, while the Sensory and Autograph trims have real hides, the latter in semi-aniline.

Standard 8-way power driver’s seat with 2-way lumbar support and an 8-way front passenger seat are among the standard features. Heated or heated and cooled front seats are available. Some models come with three-zone climate control.


Tech

The standard tech features for the 2021 QX50 include a 6-speaker audio system with satellite radio, a CD player and a USB port. Bluetooth and smartphone integration with Android Auto and Apple CarPlay is also included.

Choose the Sensory or Autograph editions and Infiniti swaps out the standard audio package with a 16-speaker Bose audio system. This arrangement was in our test model and it makes a significant difference in sound quality and balance throughout the cabin.

Safety

The standard driver-assist safety features include high-beam assist, forward collision warning, forward emergency braking with pedestrian detection, blind-spot warning, rear cross-traffic alert, and rear automatic braking. That makes for a laudable standard package.

Move up one notch to the Luxe edition and the QX50 gains such features as lane-departure prevention, steering assist, distance control assist, and blind-spot intervention. You’ll also find ProPILOT Assist and adaptive cruise control with full speed range.

The ProPILOT system imbues the Infiniti with semi-autonomous driving characteristics that essentially motivates this utility vehicle. You’ll still need to control it, but various inputs keep the QX50 centered even as it navigates curves. Of course, if the road you’re on isn’t clearly marked, then the system won’t detect everything, thus your involvement is required. Yet, we like that ProPILOT gives us a glimpse into what is soon to come.

Two other safety-related features include traffic-sign recognition (Essential trim) and a head-up display (Sensory). Beginning with the Essential trim, Infiniti swaps out the standard rearview monitor with an around-view monitor bundled with a front and rear sonar system.


Performance

Infiniti offers just one powertrain combination with the 2021 QX50 and it’s a strong one.

Under the hood is a 2.0-liter turbocharged four-cylinder engine with 268 horsepower and 280 pound-feet of torque. Power travels to the wheels utilizing a continuously variable transmission.

What’s special about the engine is that it is the first mass-production engine with variable compression ratio technology. Instead of a fixed compression ratio, the Infiniti’s engine adjusts and that’s a good thing.

How so? Because a blend of high and low compression ratios enable the engine to work more efficiently by delivering more power when it is needed and conserving it when it is not.

The Infiniti VC engine ups the compression ratio when the turbo isn’t being called on as much. When the turbo spools, the compression ratio lowers. This combination is possible thanks to an electric motor that moves an actuator arm that shortens the reach of the pistons within the engine. The dreaded knock is also avoided.

The VC-Turbo is also surprisingly quiet because Infiniti (Nissan) eliminated the two balance shafts inherent to four-cylinder engine design. Instead, the engine includes a mount that dampens vibrations. Specifically, embedded sensors within the upper engine mounts read vibrations, then deliver opposing vibrations to eliminate them. Nissan says that the VC-Turbo is much quieter than the previous QX50 engine and nearly matches the smoothness of a V6 layout.

So, what does this mean for the QX50? Well, quite a lot. We found the step-off power robust and the passing power strong. It’s a small engine for sure, but it doesn’t lack the “oomph” we think luxury buyers demand. And that’s a good thing: if you can’t have the power of a V6, then a potent turbo four is usually a fantastic substitute. And in this case, Infiniti nailed it.

What surprised us was the continuously variable transmission – it did its job almost silently in the background. It also simulates eight forward gears in sport mode, allowing for a more engaging driving experience. We’re not big fans of CVTs, preferring the shift changes of an automatic, but in the QX50’s domain, it consistently rose to the occasion.

Yes, Infiniti could have gone with its commendable 7-speed automatic or the company’s new 9-speed automatic, but they chose the CVT. Likely, this move squeezes out another 2 or 3 mpg that wouldn’t otherwise be realized. Since we averaged about 30 mpg during our week of testing, we were pleased with the results.

Competitive Set

Just how many small luxury SUVs are out there? Plenty! Indeed, every luxury manufacturer (except for Genesis) has at least one. The market is strong and can sustain multiple models as consumers prefer utility vehicles over cars.

Among the competing models are the Lincoln Corsair, Cadillac XT5, Mercedes-Benz GLC Class, Audi Q5, and the BMW X3. But there are many other models to consider including the Land Rover Range Rover Velar, Jaguar I-Pace, Volvo XC60, Porsche Macan, Alfa Romeo Stelvio, Acura RDX, and the Lexus NX. Prices in this segment start in the mid-30s and top $70,000 for some trims. We omitted the electric offerings, but they’re also worth exploring for some consumers.

Our Recommendation

There’s always much to consider when weighing trim choices and available packages. With five trims to choose from, Infiniti offers an unusually large number of steps from the base to the top trim. That spread is about $20,000, which isn’t unusual in the luxury realm.

As per our usual recommendation, we rarely suggest a base trim for any model. Here, the standard Pure lacks some safety and comfort features we’d prefer. We think starting your search with the Essential trim is reasonable, although if you want a better sound system, then you’ll need to move up to the Sensory trim. At this point, you’ve just crossed the $50,000 threshold which isn’t unusual for this segment. Infiniti includes a Climate Package here and does so at no charge. Specifically, you’ll find climate-controlled front seats, rear passenger sunshades, and a three-zone climate control system.

2021 Infiniti QX50 Specifications

Infiniti 2021 QX50
Segment Small luxury SUV
Price Range $37,950 to $56,850
Destination Charge $1,025
Standard Engine 2.0-liter, Turbo I4
Horsepower 268 @ 5,600 rpm
Torque (lb.-ft.) 280 @ 1,600 to 4,800 rpm
Transmission Continuously variable
Seating 5
Curb Weight (pounds) 3,838 to 4,178
Wheelbase (inches) 110.2
Length (inches) 184.7
Width (inches) 74.9
Height (inches) 66.0
Head room (f,r…inches) 41.0, 39.1
Legroom (f,r…inches) 39.6, 38.7
Shoulder room (f,r…inches) 57.9, 57.1
Hip room (f,r…inches) 55.6, 53.8
Storage (cubic feet) 31.4/54.4
Gross vehicle weight rating (pounds) 4,916 to 5,075
Towing (pounds) 2,000
Payload (pounds) 862 to 1,107
Fuel premium
Fuel Tank (gallons) 16.0
EPA Fuel MPG (city/highway/combined) 23/29/26 (AWD); 22/28/25 (FWD)
Manufacturing Plant Aguascalientes, Mexico

Data compiled by Tom Keegan. Specifications supplied by the manufacturer.

See Also — New and Improved! 2019 Infiniti QX50

Photos copyright Auto Trends Magazine. All rights reserved.

Toyota Brings the TRD Treatment to the Midsize Camry Sedan

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In the TRD, Toyota rolls out the sportiest Camry yet.

The Toyota Camry needs little introduction. After all, it has served as America’s best-selling car model for 17 consecutive years. This midsize sedan now offers something else few competitors have: available all-wheel drive.

Now in its eighth generation, the Camry gains a new TRD trim. Also, Android Auto joins Apple CarPlay in the smartphone connectivity realm, an important move that saves customers from upgrading to a costly navigation system.

Finally, the 2021 Camry features a new grille, new wheels, and a floating multimedia screen. The usual options and package changes round out the updates for the new model year.

2020/2021 Toyota Camry TRD Review

We’re concentrating on the all-new TRD trim for this review, but we’ll touch on the other trims as we see fit. The 2021 TRD is priced from $31,170 plus a $955 destination charge. The other trims include the LE, SE, SE Nightshade, XLE, and the XSE. Yes, our test vehicle was a 2020 model, but we’re sharing 2021 details to reflect the current model year.

All Camry TRD models are front-wheel drive and come with a V6 engine paired with an automatic transmission.

See Also — Can the Toyota RAV4 TRD Off-Road Handle Tough Terrain?

Exterior

The TRD isn’t like any Camry we’ve seen to date. At least not one from Toyota. Sure, you may have seen a Camry equipped with aftermarket enhancements, but these are typically added by the owner, not by the factory or at the dealer level. Until recently, Toyota Racing Development (TRD) concentrated mostly on enhancing the brand’s sports cars and pickup trucks. Now, both the Camry and large Avalon sedan benefit from the available upgrades.

Lots of special features are included with the TRD such as Bi-LED combination headlights with black accents, black painted outside mirrors and window trim, a TRD gloss black pedestal rear spoiler (wing), a front splitter, side aero skirts, and a rear diffuser with red pinstriping. The TRD cat-back exhaust with polished stainless-steel tips is also unique to this trim. Like the XSE, this one comes with 19-inch wheels: but on this trim these are a TRD design.

Put together, the TRD takes what’s already a much more aggressive look for the Camry (especially since its 2018 overhaul) to provide the sportiest visage yet. It’s almost surprising for a model that was once downright bland, but we think Toyota pulled it off. There’s a lot going on with this vehicle – sharp lines, an oversized gaping grille, multiple ridges and bulges, and divergent angles. It’s not a design for everyone even though the Camry is an everyday automobile.

We think the available color schemes are especially interesting. You have a choice of four: midnight black metallic, celestial silver metallic ($500), supersonic red ($500), and wind chill pearl ($925). The last three are two-tone with black metallic paint offering a fitting contrast.

Word has it that the take rate for V6 Camrys is only about 6 percent. Thus, Toyota has committed to evenly dividing production between V6 XLE, V6 XSE, and TRD trims. This means only 6,000 units of each V6 trim are produced annually. We think the supersonic red will be the hardest to find as it offers more pop than the other choices.

Interior

True to most sedans, the best seat inside the roomy Camry TRD are in the front row. The buckets seats, dressed all in black, look especially sharp. They’re comfortable with ample padding and sufficient bolstering present.

Move to the rear seat and the story changes. It isn’t that the seats are uncomfortable, rather that access and egress is challenging due to the sloping roofline.

What we do appreciate is the legroom. There’s ample room for a tall passenger to fit inside and move around. We’ve found ourselves disappointed in some midsize models, but not with the Camry.

All trims except for the TRD have a 60/40 split fold-down rear seat that supplies access to the trunk measuring 15.1 cubic feet. Alas, the TRD has a fixed rear seat.

The list of standard features includes air conditioning, full power accessories, a leather-trimmed tilt-and telescopic steering wheel with red stitching, an overhead console with map lights and sunglasses storage, six bottle holders, and aluminum sport pedals.

Other TRD features include TRD start-up animation and red-illuminated accents in the instrument panel, imitation leather seats with red stitching and red seat belts, and special logo touches. We find this trim features the right kind of embellishments for an already modern interior.

Tech

For some odd reason the TRD doesn’t match the XLE and XSE trim in tech amenities. Likely, that’s due to the TRD placing an emphasis on trim and suspension enhancements over other things. Instead, the TRD comes equipped with the features offered in the standard model. At least the offering should be sufficient for most.

Here, Toyota equips the TRD with a 7-inch touch-screen display. You’ll also find a 6-speaker audio package, Android Auto and Apple CarPlay smartphone compatibility, Amazon Alexa compatibility, one USB media port and one USB charge port, Bluetooth connectivity, satellite radio, and connected services.

Oddly, Toyota shows an upgrade to its Audio Plus with JBL package on the media site, but not on the consumer site. Apparently, you can get a 9-inch touch-screen display and bundle that with the 9-speaker JBL audio system and get Wi-Fi Connect thrown in. You’ll need to ask your dealer about this discrepancy.

Navigation is not available with the TRD. That’s no loss as your smartphone app can take you there.

Safety

Every Camry trim comes with the Toyota Safety Sense 2.5+ bundle. This one includes automatic high beams, a pre-collision system with pedestrian detection, lane departure alert with steering assist, lane-tracing assist, road sign assist, dynamic radar cruise control. On most trims, full-speed range dynamic radar cruise control is standard.

But Toyota doesn’t stop there – blind-spot monitoring with rear cross-traffic alert is included with the XLE trim and above. You get a full suite of safety features in the TRD, including some that would cost you extra in a luxury model. These features build on what Toyota already has in place, namely a suite of 10 airbags, stability and traction control, electronic brake-force distribution, and smart stop technology.

On the safety score front, the 2020 Camry earned a Top Safety Pick+ rating from the Insurance Institute for Highway Safety (IIHS) and a 5-star rating from the National Highway Traffic Safety Administration (NHTSA) in crash testing.

Performance

The midsize segment is in the midst of a wholesale shift from a blend of V6 and inline-four-cylinder engines to an almost all four-cylinder mix. Honda was the most recent manufacturer to ditch a V6 in the Accord in favor of a turbocharged engine, following on the heels of Nissan with the Altima.

For 2021, Toyota continues with its standard four and available V6 option. This year, they’ve added available all-wheel drive with the base engine. This option has become increasingly popular with Nissan, Kia, and Toyota offering it, while Subaru keeps it standard with the Legacy. In past years we’ve seen it on a pair of defunct models: the Chrysler 200 and Ford Fusion Sport. Figure that offering all-wheel drive is one initiative manufacturers employ to keep vehicle owners in the sedan fold by offering a feature that’s common with crossovers.

The standard engine in most Camry models is a 2.5-liter naturally aspirated four-cylinder motor with upwards of 206 horsepower and 186 pound-feet of torque. These numbers are laudable as most engines in this class don’t crack 190 horsepower (188 with the Altima).

Upgrading to a V6 is reserved for the top trims. This one makes 301 horsepower and 267 pound-feet of torque. Like the base engine, the V6 works with an 8-speed automatic transmission with sequential shift mode. This means you have the option of controlling the transmission shift points with the shifter.

The TRD model comes with the V6 only. There is no power advantage with it as it develops the same horsepower delivered in the XLE and XSE trims. There is a slight drop in fuel efficiency though as this model is rated 22 mpg in the city and 31 mpg on the highway for a combined 25 mpg. That’s down 1 mpg over the other two trims.

On the other hand, the standard engine is all about efficiency with its EPA rating of 28 mpg city, 39 mpg highway for a combined 32 mpg. Choose all-wheel drive and the combined fuel economy falls by as much as 4 mpg.

We’re pleased with Toyota’s V6 engine and have tested it in a variety of models including the Avalon, Tacoma, and Sienna. It’s a strong workhorse, cranking out ample power the moment you step on the gas pedal and by supplying sufficient boost when traveling down the highway.

In TRD guise, the Camry demonstrates its sporty side with a delicious cat-back exhaust system resonating throughout the cabin. The suspension sits slightly lower to the ground and benefits from stiff dampers and thick sway bars. Larger brakes and summer tires are other distinctives to set this vehicle apart. This also translates into a firm ride and that’s something to keep in mind when evaluating Camry trims.

We found the Camry TRD likeable in nearly every area. Sure, this is still a front-wheel-drive model, but it remains relatively composed on twisty roads. It doesn’t hold up in cornering as well as a rear-wheel-drive model, with some pitching and diving detected. But that’s not its mission: the TRD is all about the look and feel of performance without the all-around chops. It reminds us of the Nissan Maxima and that’s not a bad thing.

Sidebar: Toyota also offers a Camry Hybrid. This one comes with a 2.5-liter inline-four-cylinder engine generating 176 horsepower and 163 pound-feet of torque. An electric motor also sends power to the front wheels by utilizing a continuously variable transmission. When working in conjunction with the gas engine, this duo produces 208 horsepower. A lithium-ion battery pack stores power, which is derived from the engine and through regenerative braking. Toyota prices the 2020 Camry Hybrid from $28,430 (2021 prices not available as of this writing).

Competitive Set

The midsize sedan may have lost ground to crossovers, but it remains a solid first-vehicle choice for many American drivers. Firstly, because there are so many choices available. Secondly, because the price point for most models starts below $25,000. You’d be hard-pressed to find a midsize crossover costing under $30,000.

In this segment, the Honda Accord and Nissan Altima remain the top sellers after the Camry. Other models to consider include the Subaru Legacy, Volkswagen Passat, Kia K5, Chevrolet Malibu, Mazda6, and the Hyundai Sonata. Models from Dodge, Chrysler, Mitsubishi, and Ford are no more. Other brands with mainstay models have disappeared along the way, including Oldsmobile, Mercury, Saturn, Plymouth, and Pontiac.

We didn’t mention the Buick Regal or the Kia Stinger, because these are hatchback/sportback models. The Regal is built by Opel and shipped to the U.S. That model is in its final year as GM discontinues importing the hatchback and TourX wagon versions of this midsize model. As for the Stinger, it comes with standard rear-wheel drive and available all-wheel drive.

Our Recommendation

Would you be satisfied with the Camry TRD? You might, especially if you’re already a Camry fan. On the other hand, if you’re a performance maven, then this isn’t the model for you.

Instead, Toyota faithful should look at the 86 and GR Supra, as each offers a level of driving fun the Camry cannot touch. Otherwise, if it is the Camry you like, we think any trim powered by the available V6 engine should satisfy most drivers desirous of a performance edge.

2021 Toyota Camry TRD Specifications

Toyota 2021 Camry TRD
Segment Midsize Sedan
Price Range From $31,170
Destination Charge $955
Standard Engine 3.5-liter, V6
Transmission 8-speed automatic
Horsepower 301 @ 6,600 RPMs
Torque (lb.-ft.) 267 @ 4,700 RPMs
Seating 2+3
Curb Weight (pounds) 3,575
Wheelbase (inches) 111.2
Length (inches) 194.6
Width (inches) 73.1
Height (inches) 56.3
Head room (f,r — inches) 38.3, 38.0
Leg room (f,r — inches) 42.1, 38.0
Shoulder room (f,r — inches) 57.7, 55.7
Hip room (f,r — inches) 55.4, 54.7
Storage (cubic feet) 15.1
Gross vehicle weight (pounds) NR
Towing (pounds) NR
Payload (pounds) NR
Fuel regular
Fuel Tank (gallons) 15.8
EPA Fuel MPG (city/highway/combined) 22/31/25
Manufacturing Plant Georgetown, Kentucky

See Also — Toyota Camry Hybrid: Big Fuel Savings

Images copyright Toyota Motors. All rights reserved.

The Kia K5 Outclasses Most Competitors, Including the Departing Optima

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Kia elevates the midsize sedan market with the all-new K5.

Kia has steadily and efficiently transformed itself from a producer of budget cars to become a maker of several premium models. We’re not sure when the transformation began picking up steam, but its midsize Optima sedan demonstrated just how far Kia has gone in the 20 years that model has been sold stateside. Indeed, from its 2001 debut to its 2020 termination, the Optima has grown increasingly stylish, comfortable, tech-laden, and elegant.

As the fourth-generation Optima drew to a close, we knew an all-new model was on tap for 2021. What we didn’t expect, at least not at first, is that the new model would bring with it a different name, in this case the K5. The K5 is the Optima’s name in other markets, including in its Korean homeland. Kia has been weighing transitioning to an alphanumeric naming convention, then began experimenting with it a few years ago with the K900 (K9 in Korea) luxury sedan. Truly, we’re not sure what the future holds for the other Kia models, but we do know that the 2021 Kia K5 is not simply a fifth-generation Optima, rather it is a premium player in a mainstream market.

2021 Kia K5 Review

Kia offers the 2021 K5 in five trims: LX ($23,490), LXS ($24,490), GT Line ($25,390), EX ($27,990), and GT ($30,490). In addition, this model incurs a $965 destination charge.

What’s not yet known yet is whether Kia will roll out hybrid and plug-in hybrid variants. However, that seems likely, especially as the Optima offered both. If for some reason that isn’t the case, then we believe Kia’s electrification efforts will extend to some other models. Indeed, like other manufacturers, Kia has committed to expanding its efforts.

Kia supplied us with a GT-Line AWD model for our review. Priced from $29.090, our tester had two extras included: Wolf Grey trim, for a $445 upgrade, and a Special Edition Package ($800) that bundled navigation, a 10.25-inch display screen, adaptive cruise control with stop and go, and highway driving assist. Specifically, our sticker price came in at $31,300.

Exterior

If styling could talk, it would say the K5 is “beautiful.” And it is astonishingly so – the familiar “tiger nose” grille is narrow and wider, honed in by a sleek LED headlight assembly. Notably, the lower grille is large, but not so gaping as some competitors. Additional lighting elements, in this case LED fog lights, are available and offset the intake. From the front, the K5 appears wide, elegant, and rests close to the ground.

The K5’s profile is no less interesting, gently rising as it pushes away from where it intersects with the front lights before descending slightly as it reaches the rear lights. The roof is long, almost coupe-like, with its take on a floating design much more thought out than some models. Handsome character lines, body sculpting, and wheel lip detailing kick things up a notch. Moreover, the choice of wheels does everything to amplify the feeling of class and opulence.

Head to the rear and the view includes a large window that seems almost like a hatchback. That’s the style of the nearly similar-sized Kia Stinger, but the look isn’t far different. An available trunk lip spoiler supplies a sporty touch – we’re fans of the track lighting with the exquisite dashes running across it. Further, some models include rear fog lights to go with the exhaust ports and diffuser trim.

The list of standard features includes LED reflector headlights, LED daytime running lights, and 16-inch alloy wheels. Among the upgrades are LED projector lights, the LED fog lights, and LED rear combination lights. Some trims offer 18-inch wheels, while 19-inch alloy wheels, a quad-tip exhaust, performance brakes, and a sport-tuned suspension are exclusive to the sport-imbued GT.

Finally, rounding out the list of upgrades is a panoramic sunroof with LED interior lighting and a gloss-black rear spoiler.

Interior

The demarcation between midsize and large sedan has blurred in recent years. Indeed, as midsize sedans increase in size, they’re also about as roomy as some large cars from a generation or two ago. What a reversal in car design too – during the 1970s and 1980s, downsizing was in vogue. Subsequently and especially since the late 2000s, the reverse is true.

Thus, a K5 is a true five-passenger sedan with no penalty seat. Doubtlessly, the middle rear seating position isn’t the best, but it isn’t obstructed by a large drivetrain hump either.

Clean lines, a distinct separation between the upper and lower dashboard, an uncluttered center console, and useful storage compartments are among the K5’s chief attributes.

Yes, plastics are evident, especially on the lower trims with its piano black trim. Furthermore, the lower door panels have the expected hard plastics. None of this cheapens the K5, however.

Move up a few trim levels and the K5 takes on its upscale persona with thickly padded surfaces, metallic touches surrounding vents and driver controls, and even open-pore woodgrain. While not having a look matching Cadillac, we think Buick owners will find the vibe pleasing. In particular, owners of the LaCrosse and Lucerne might consider the K5 or the slightly larger Cadenza.

All trims come with full power accessories, a tilt-and-telescopic steering column, an electronic parking brake, and dual-zone climate control. Keyless entry and push-button start appear on the LXS trim as does a smart trunk (it opens as you approach it with the key fob on your person). One other available feature includes a heated steering wheel.

The seats are covered in cloth on the LX and LXS trims. Choose the GT-Line and a combination of cloth and imitation leather is evident. Likewise, the two top trims have imitation leather seats.

Among the upgrades include 10-way driver and front passenger seats, heated front seats, and ventilated front seats. On the other hand, a few features are surprisingly missing: heated outboard rear seats and window shades are not available.

Tech

Kia supplies most models with an 8-inch touch-screen display and Bluetooth wireless technology. Also standard is one USB charging port, Apple CarPlay and Android Auto smartphone compatibility, and a 6-speaker audio system with HD Radio.

Among the upgrades are two additional USB ports. Satellite radio, navigation, a 12-speaker Bose audio system, and a 10.25-inch touch-screen display are also available. Our test model had the Bose and screen upgrade, the latter feature with its width and depth perception equaling the best ones out there. We never use a navigation system when one is supplied, preferring to use our smartphone app to take us there. That’s our recommendation for anyone considering a navigation package – you simply don’t need it.

There was one more upgrade in our model worth considering: a wireless charging pad. It’s bundled within the GT-Line Premium Package or comes standard with the two top trims. Yes, we’re smitten with charging pads as they eliminate the annoyance of always carrying a cord with you. Significantly, on some trims wireless Android Auto and Apple CarPlay is possible, otherwise you’ll still need to carry a cord.

Safety

The automotive manufacturers are seeking to outdo each other in all things safety. That’s a big switch from decades ago when the domestics fought airbag inclusion in their vehicles. Today’s models have a generous suite of airbags, stability and traction control, improved headlights, and various other features to make them safer.

But the safety effort doesn’t stop there. In fact, you’ll find a host of driver-assist features in most models and for some manufacturers, including Kia, these features are standard fare.

The K5 benefits from its “Drive Wise” suite, which includes forward collision-avoidance assist with pedestrian detection. You’ll also find driver attention warning with leading vehicle lane departure alert, lane departure warning, lane-keeping assist, lane-following assist, high beam assist, and a rearview monitor with parking guidelines.

Some K5 trims go beyond the generous “basic” package to include other items such as blind-spot collision-avoidance assist and rear cross-traffic collision-avoidance assist. Other features include parking distance warning, highway driving assist, and safe exit assist.

Finally, but no less importantly, all but the LX and LXS trims offer smart cruise control with stop and go. Otherwise, it’s optional on the three top trims.

Performance

Kia serves up two engine choices and pairs them with an 8-speed automatic transmission. The standard turbocharged choice displaces 1.6 liters and bangs out 180 horsepower and 195 pound-feet of torque. For the first time, Kia offers available all-wheel drive on the base engine. Previously, front-wheel drive was your only choice.

The second engine choice will power the GT trim when it debuts in November. This one is a 2.5-liter turbocharged four-cylinder with 290 horsepower and 311 pound-feet of torque. Those numbers are quite impressive, making it one of the most powerful engines in this class. Indeed, only the Toyota Camry’s V6 comes close. Kia describes the transmission as a “wet” dual-clutch shifter. Unlike the usual “dry” double-clutch transmission, this one relies on oil for lubrication and cooling. Likely, it’s Kia’s way to ensure transmission longevity, which can be a bone of contention for dual-clutch units working under rigorous loads.

Our tester came with the standard engine and all-wheel drive. All-wheel drive was once exclusive to the Subaru Legacy and a standard feature too. In more recent years, the Chrysler 200 offered it as did the Ford Fusion Sport. Both the 200 and Fusion are no more.

These days, all-wheel drive is appearing on more models, including the Nissan Altima and Toyota Camry. It’s a decent option for anyone living in the snowbelt who prefers a sedan or a crossover. Yes, the take rate is likely to prove small, but it a niche worth exploring, particularly for those considering transitioning from a car to a crossover.

We found the standard engine suitable to the task even though its displacement is quite small. Indeed, it is actually tiny. What impressed us is how quickly the turbo spooled, delivering strong power low on the RPM scale and giving the required boost for highway passing.

The all-wheel drive system proved an added benefit, keeping this sedan straight when a bit too much power traveled to the front wheels. We found the ride smooth, the steering accurate, and the handling engaging, especially on twisty roads and when cornering. It’s doubtful the front-wheel-drive version would handle as well, so that’s something to keep in mind.

Competitive Set

Can you say, “midsize sedan?” For decades, this was the family vehicle of choice for anyone not wanting a minivan. A steady stream of offerings from the domestics ensured strong sales. Trouble is, the names changed frequently and the offerings with it.

Kia may have ditched the Optima, but it replaced this one with a better model. We’d compare this sedan with a Buick, if GM’s premium brand had something besides the Regal. Owners of the now-retired and full-size LaCrosse is one such model that Kia likely had in mind.

In this segment, the strongest sellers include the Toyota Camry, Honda Accord, and Nissan Altima. Other models to consider include the Subaru Legacy, Volkswagen Passat, Chevrolet Malibu, Mazda6, and the Hyundai Sonata. Models from Dodge, Chrysler, Mitsubishi, and Ford are no more.

Our Recommendation

We’re excited to see what the K5 GT is all about, but likely we won’t get to review one before next year. So, our choices as of this writing are with the standard four trims. We’re impressed that the K5 costs just $100 more than the outgoing Optima. This is clearly a big leap forward for Kia and they’re not asking consumers to pay for it.

Kia models are typically well equipped for each trim. With the K5, we’d go with all-wheel drive for the extra handling benefit. Finally, if you choose the GT Line, you’ll pay near the sticker price of our test model or you can drop the Special Edition Package to save cash. Our money is on the upgrade as the big screen is simply beautiful and as good as, if not better, than what some luxury marques offer.

2021 Kia K5 Specifications

Kia 2021 K5
Segment Midsize Sedan
Price Range $23,490 to $30,490
Destination Charge $965
Engine No. 1 1.6-liter, turbo I4
Horsepower 180 @ 5,500 rpm
Torque (lb.-ft.) 195 @ 1,500 rpm
Transmission 8­-Speed Automatic
Engine No.2 2.5-liter, turbo I4
Horsepower 290 @ 5,800 rpm
Torque (lb.-ft.) 311 @ 1,650 rpm
Transmission 8-Speed Dual-Clutch
Seating 5
Curb Weight (pounds) NR
Wheelbase (inches) 112.2
Length (inches) 193.1
Width (inches) 73.2
Height (inches) 56.9
Head room (f,r…inches) 40.2, 37.8
Legroom (f,r…inches) 46.1, 35.2
Shoulder room (f,r…inches) 58,0, 56.1
Hip room (f,r…inches) NR
Storage (cubic feet) 16.0
Gross vehicle weight (pounds) NR
Towing (pounds) N/A
Payload (pounds) NR
Fuel Regular
Fuel Tank (gallons) 14.8
EPA Fuel MPG (city/highway/combined) 29/38/32
Manufacturing Plant West Point, Georgia USA

Data compiled by Tom Keegan. All rights reserved.

See Also — The 2020 Kia Sedona Buying Guide

Photos copyright Auto Trends Magazine. All rights reserved.

Can the Toyota RAV4 TRD Off-Road Handle Tough Terrain?

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Toyota brings the TRD Off-Road to the RAV4 line.

Things have certainly changed for Toyota and we’re not talking about the current pandemic world we live in.

Prior to 2020, we saw a shift in car-buying habits that remains current today: consumers are moving away from traditional car models such as the compact Corolla and midsize Camry, and toward car-based utility vehicles such as the Toyota RAV4. Indeed, where the Camry and Corolla were the 1-2 sales punch for Toyota for the past two decades, both have been supplanted by the RAV4, which is now America’s best-selling vehicle that isn’t a pickup truck.

Before we move on, one personal note is in order: my wife and I have owned or leased a RAV4 for 16 years until we traded our more recent one in for a Corolla this year. The Mrs. is particularly fond of the RAV4 (and all Toyota products for that matter), thus it was easy to get her a second Corolla. As a journalist and new vehicle reviewer, keeping our biases under wraps remains important. We’ll endeavor to do so as we examine the current and fifth-generation Toyota RAV4 as presented to use in TRD guise.

2020/2021 Toyota RAV4 Review

Because we’re transitioning between model years, the pricing and trim information presented here covers the 2021 model. The rest of our information pertains to the 2020 RAV4.

Toyota offers the 2021 RAV4 in six trims: LE ($26,050), XLE ($27,345), XLE Premium ($30,050), Adventure ($33,155), TRD Off-Road ($35,780), and Limited ($34,580). Add $1,120 for the destination charge. Separately, Toyota markets a RAV4 Hybrid model. This one is available in five trims with prices ranging from $28,500 to $37,030. It’s a standard hybrid, therefore you won’t find federal or state incentives as you would with a plug-in hybrid. Speaking of a plug-in hybrid, a RAV4 Prime model rolls out later in the 2021 model year.

Our test TRD Off-Road retailed for $41,780. It came with several package upgrades, including a Weather Package ($1,015), a Premium Audio and Navigation bundle ($1,620), and a Technology Package ($1,950). Other charges included a two-tone color scheme ($500) and paint protectant film ($395). By far, this was the most expensive RAV4 we’ve seen.

Exterior

We’re fans of the styling changes Toyota has made in recent years, including with the current-generation model that rolled out in 2019. The current RAV4 is the sportiest one yet and mirrors the exterior improvements Toyota has made to its cars in recent years.

Some critics say that there is only so much you can do to a crossover to differentiate it from the pack. While the silhouette is roughly the same, it is the various cutouts, angular lines, gaping grille, and lighting elements that make the RAV4 shine. Add in stylish wheels and an available two-tone paint scheme, and the RAV4 makes its mark in a crowded sphere.

The standard model comes with 17-inch steel wheels, while other trims offer various 17-, 18-, and 19-inch alloy wheel designs. All models come with all-season tires, except for the TRD Off-Road and its all-terrain tires.

Standard LED lighting (headlights, daytime running lights, and rear lights) are an unexpected, but welcome feature. Toyota brings in fog lights with the XLE trim. Power-controlled and folding side mirrors are standard; most trims add heating. You’ll even find puddle lamps on the Limited.

Available equipment includes a power tilt-and-slide moonroof. The Limited model makes available a panoramic glass roof along with the moonroof.

Roof rails are standard; roof rack cross bars are optional. All but the base trim have a power liftgate.

What sets the TRD Off-Road apart from the others? Well, thanks to the Adventure trim, Toyota already had something to work with, including an 8.6-inch ground clearance. TRD, by the way, stands for Toyota Racing Development. This division is responsible for the marque’s performance and off-road development.

The TRD Off-Road possesses features no other RAV4 can claim, including high-rise roof rails, larger over-fenders, and sporty grille and bumper designs. As mentioned, the all-terrain tires are unique to this trim and look great with the matte black TRD alloy wheels. Special badging also denotes this model.


Interior

Compact utility vehicles seem roomier than ever. Thanks to a competitive segment, most manufacturers are building slightly larger models with roomy interiors. We put the RAV4’s interior space about on par with the midsize Camry sedan. Thus, you’ll find ample room for five inside.

The interior is clean and inviting with driver and cabin controls sensibly placed. There’s also a lot of hard plastics within view, but that’s common to this segment. Most trims include soft-touch materials in plain sight – such as along the dashboard. Both the LE and XLE have a urethane-wrapped steering wheel; you’ll find leather beginning with the XLE Premium.

Toyota describes the standard seating surfaces as “fabric-trimmed” which represents a type of cloth material. Most trims use SofTex, a synthetic material that has the look and feel of real leather. We find this trim comfortable and breathable; some buyers like it because no animal-based materials were used in the manufacturing process. Interestingly, real hides are not available on any trims, although the steering wheel and shifter are wrapped in leather on most trims.

Just as the TRD Off-Road brings flair to the exterior, the interior is similarly adorned. Beautiful red stitching and red trim accents add pop and distinction, offering a fitting contrast to the black seats covered in imitation leather. Check out the TRD logos stitched in the front headrests and the matching all-weather floor mats.

The list of standard features for the RAV4 includes keyless entry. Most trims have push-button start. Full power accessories, a tilt-and-telescopic steering column, and climate control are included. Also, dual-zone climate control, a heated steering wheel, heated and ventilated front seats, and heated outboard rear seats are available. Further options include a cargo area cover and ambient lighting.

Tech

Toyota equips the RAV4 with a 7-inch touch-screen display and six speakers. Also included is Bluetooth, Android Auto and Apple CarPlay smartphone compatibility, connected services, and one USB media port.

Among the upgrades are an 8-inch touch-screen display with HD Radio. Some packages include an 11-speaker JBL audio system with navigation and as many as four USB ports.

An available Qi-compatible wireless smartphone charging pad is bundled within a package available beginning with the XLE Premium. Our model had one and we were pleased to be rid of our cord.

Another upgrade to consider is a bird’s eye camera system to replace the standard backup monitor. It’s available on the two top trims only and is also part of a package upgrade.

Safety

Toyota is one of the leaders in all things driver-assist technologies. Where other manufacturers make you pay extra for these items (including not a few luxury marques), you’ll find a generous bundle of standard features under the Toyota Safety Sense 2.0 (TSS 2.0) umbrella.

Every 2020 RAV4 comes with a pre-collision system with pedestrian detection, lane departure alert with steering assist, lane tracing assist, automatic high beams, full-speed range dynamic radar cruise control (adaptive cruise control), and road sign assist.

Optional on the base trim, but standard elsewhere is blind-spot monitoring with rear cross-traffic alert. Also, the Adventure and TRD models add something not available elsewhere: downhill assist control to join hill start assist and trailer-sway control.

As a result of these features and the way the RAV4 is engineered, this model is an Insurance Institute of Highway Safety (IIHS) Top Safety Pick award recipient. Likewise, the 2020 RAV4 holds a 5-star rating from the National Highway Traffic Safety Administration (NHTSA). Thus, the RAV4 scores high and consumers are the benefit.

Performance

Strong engines get the work done. That they’re also efficient is a bonus.

The RAV4 benefits from a 2.5-liter four-cylinder engine with 203 horsepower and 184 pound-feet of torque. It is naturally aspirated too – no boosting through turbochargers is necessary. Power routes to the front wheels or to all four wheels utilizing an 8-speed automatic transmission.

On most models, the RAV4 averages about 30 mpg in combined city/highway driving. Our test model averaged 29.9 mpg and that’s great as we did take it off-road.

But not everyone will use a RAV4 for anything but standard on-road work. If you do, you’ll find an engine that’s responsive, steering that’s direct, and with poised handling. We found the ride comfortable in most situations, although the TRD Off-Road seems stiffer thanks in part to its tires and specially tuned suspension system.

Most RAV4 trims come with an independent front suspension with MacPherson struts and a stabilizer bar as well as a multi-link suspension with a stabilizer bar. The TRD Off-Road adds unique red-painted coil springs and jounce bumpers front and back. Unique struts are up front and unique shocks bring up the rear.

Jounce bumpers, by the way, are an interesting feature for the RAV4. They’re designed to absorb impact and dampen noise, vibration, and harshness, and are especially useful for tackling tough terrain.

We did not take the RAV4 to Uwharrie National Forest, where Jeeps and 4Runners dominate. The distance wasn’t the only issue – we believe the RAV4 isn’t designed for tough trails, but it does a laudable job where the pavement ends and gravel, dirt, and mud begin.

Utilizing all-wheel drive instead of four-wheel drive puts the TRD Off-Road at a disadvantage, but one Toyota tries to overcome by utilizing what they call a “Multi-Terrain Select and Rear Driveline Disconnect.” The second portion of the system prevents power from shifting to the rear wheels in most driving situations, conserving fuel. Otherwise, 50 percent of the power shifts rearward and that’s important when going off road.

With MTS on all-wheel-drive models, drivers can consider four modes: mud and sand; rock and dirt, snow, and normal). You’ll default to normal, but the others come in handy where conditions warrant.

We switched between the first two modes as needed, sensing increased grip to handle what laid before us. Yet, we were hesitant about climbing over anything that might puncture the gas tank or scrape the undercarriage – not one skid plate was to be had.

With this in mind, we first tackled a favorite gravel road, sensing power shifting to the rear wheels with the second mode dialed in. Carefully, we exited the road for well-trodden clay-covered spot, circling around to gauge grip. The big challenge, though, was climbing up or descending any sharp angle as the RAV4’s guidance system warned us of danger ahead. By essentially crawling forward and moving the steering wheel sharply to the left and to the right, we avoided scraping the front bumper. Certainly, this wouldn’t have been a concern of ours with a real four-wheeler, but it was with the RAV4.

In all, the TRD Off-Road showed its grace on the open road and its capabilities while tackling light-duty terrain. But take care where rocks, logs, and streams prevail – you could run into trouble. Instead, leave the tough work to the Tacoma or 4Runner, as both are imbued with much off-road mettle unlike the RAV4 Off-Road.

Competitive Set

The compact utility vehicle market is the new segment-leading seller for automakers. Every manufacturer has at least one model in the mix. Toyota has two when you include the slightly smaller C-HR.

The RAV4’s chief competitors include the Honda CR-V and the Nissan Rogue. Throw in the Rogue Sport for good measure. Other models in this segment include the Mitsubishi Outlander, Subaru Forester, GMC Terrain, Ford Escape, Chevrolet Equinox, Dodge Journey, Jeep Compas, Mazda CX-5, Hyundai Tucson, Volkswagen Tiguan, and the Kia Sportage. Did we leave anyone out? That’s possible as there are several models that are near competitors, which gives consumers a lot to consider when shopping for a small utility vehicle.

Our Recommendation

If you’re seriously considering a RAV4 TRD Off-Road model, we think you’ll want to put it side-by-side with the Toyota 4Runner. The reason is simple: although this special version of the RAV4 has some off-road capabilities, only the 4Runner can handle tough terrain. Indeed, with its traditional body-on-frame design, stout engine, and tuned suspension, it’s the one you want to handle water fording, axle articulation, and other challenges of the trail less traveled. And with a beginning price of $36,340 ($38,315 for the Trail Edition), the cost for a 4Runner is in the same neighborhood as the RAV4.

Otherwise, if it’s a RAV4 you want, starting your search with the XLE delivers many of the features you expect in a compact crossover. You don’t need all-wheel drive, but if you want that option, you can have this model for just under $30,000. That’s a fair price point for a small SUV, especially for one that’s big on design, value, technology, and is reasonably comfortable.

2020 Toyota RAV4 Specifications

Toyota 2020 RAV4
Segment Compact SUV
Price Range From $26,050 to $35,780
Destination Charge $1,120
Standard Engine 2.5-liter, I4
Horsepower 203 hp @ 6,600 rpm
Torque (lb.-ft.) 184 lb.-ft. @ 5,000 rpm
Transmission 8-speed automatic
Seating 5
Curb Weight (pounds) 3,370 to 3,620
Wheelbase (inches) 105.9
Length (inches) 180.9
Width (inches) 73.0
Height (inches) 67.0
Headroom (f,r…inches) 39.5, 39.5
Legroom (f,r…inches) 41.0, 37.8
Shoulder room (f,r…inches) 57.8, 56.4
Hip room (f,r…inches) 54.3, 47.7
Storage (cubic feet) 37.6
Gross vehicle weight (pounds) 4,610 to 4,705
Towing (pounds) 1,500 to 3,500
Payload (pounds) 1,085 to 1,240
Fuel regular
Fuel Tank (gallons) 14.5
EPA Fuel MPG (city/highway/combined) 26/35/30
Manufacturing Plant Ontario, Canada

Data compiled by Tom Keegan. Specifications supplied by the manufacturer.

See Also — The Fifth-Generation Toyota RAV4 Evaluatuated

Toyota RAV4 Off Road photos copyright Auto Trends Magazine. All rights reserved.

Subaru WRX Showcases Its Performance Chops

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Subaru’s WRX pulls out all the performance stops.

Compact sedans typically are Point A to Point B models that deliver an admirable blend of cost, standard amenities, and efficiency. Most models can be had beginning from under $20,000, with well-equipped models costing just a few thousand dollars more.

Subaru takes a different approach to the segment, by offering standard all-wheel drive and two model types based on the same chassis. The standard model is the Impreza. The performance variants are the WRX and WRX STI.

The WRX family is legendary with few true competitors outside of the Volkswagen GTI and R as well as the now-retired Ford Focus ST and RS. A scarcity of competitors doesn’t mean the market has dried up, but it does translate into Subaru operating largely unchallenged in a niche segment.

2020 Subaru WRX Review

Subaru offers the 2020 WRX in five trims: WRX ($27,495), WRX Premium ($29,795), WRX Limited ($32,095), WRX STI ($36,995), WRX STI Limited ($41,695). Add $900 for the destination charge.

Our test “Series White” model is one of only 500 made. This one features a special Option Package ($4,200) comprised of various performance, exterior, and interior upgrades. These include a Brembo Performance Braking System, a sport-tuned suspension system with Bilstein dampers, ultra-suede performance Recaro front bucket seats, LED steering response lights, and LED fog lights: Also: bronze-finish 18-inch aluminum-alloy wheels, keyless entry with push-button start, an 8-way power driver’s seat, and black trim accents inside and outside highlight this package. Add in special molding and a rear bumper applique, and the total price was $35,290.

Exterior

Is the WRX intimidating? Not to the degree of some models with gaping grilles, huge LED lights, and fat body skirting. There is only so much you can do to add styling elements to what is essentially an Impreza sedan.

But the WRX does make a strong effort thanks to its large front intakes, noticeable side sills, and hefty rear diffuser. The standard wheels look great, but the STI models bring in 19-inch wheels and a big rear wing. Or, you can replace the rear wing with a small lip spoiler – that’s an option Subaru supplies.

Most models come with either 17- or 18-inch aluminum-alloy wheels set within summer performance tires. LED headlights appear with the Limited; a power slide-and-tilt moonroof slots in with the Premium trim.

Other features include standard power- and folding side mirrors, available heated mirrors, and halogen headlights (Premium) or LED fog lights (Limited).


Interior

We’ve had misgivings about Recaro seats, especially in the Ford Mustang GT where we found them uncomfortable. Too bolstered and hard for our tastes, those sets of Recaros increased whatever back pain we had. And that was a lot.

Happily, the Recaros in the WRX are not the same. Sure, they’re generously bolstered, but we found them sufficiently padded and not uncomfortable.

We can’t say the WRX’s interior dazzles. It does not. But that isn’t its mission – this is a driver-centric model with driver information split between the instrument panel and a second display located on top of the center stack. There’s enough plastic to remind you of its humble origins, but there is also soft-touch materials and metal trim to soothe.

Most models come with performance-designed front bucket seats with the Recaros appearing further up the trim chain or as an option. You’ll find either 8- or 10-way power driver’s seat on some trims. All models come with a 60/40 split-fold down bench seat that leads to a trunk measuring a modest 12 cubic feet.

The requisite flat-bottomed steering wheel is wrapped in leather and features red stitching. Cloth upholstery is standard; ultra-suede with leather or leather-trimmed upholstery is also available. All trims come with aluminum-alloy pedal covers.


Tech

Only the base WRX comes with a 6.5-inch touch-screen display, otherwise, a 7-inch display is standard. Some trims include navigation, but with standard Android Auto and Apple CarPlay smartphone compatibility, you don’t need it.

Other features bring in satellite radio, HD Radio, and a CD player. You’ll also find Bluetooth, two USB ports, and an auxiliary jack. Nothing unusual here as Subaru covers what’s expected.

A 6-speaker audio package is standard, but a Harman Kardon system is optional on some trims. That one comes with 9 speakers and a 440-watt amplifier.

Safety

It’s almost as if Subaru wants customers to buy a WRX with a CVT as that’s where you’ll find its full suite of driver-assist technology. It’s called EyeSight Driver Assist Technology and it has adaptive cruise control, pre-collision braking, and lane departure and sway warning. We’ve seen adaptive cruise control on models with a stick shift before – you just can’t include full stop and go as the driver must be fully engaged at that point.

Most of the other safety features are trim specific or are included with an options package. Specifically, blind-spot detection with lane change assist and rear cross-traffic alert, reverse automatic braking, and high-beam assist is a bundled option beginning with the WRX Limited. Overall, the WRX is behind what some competitors offer or what most Subaru models supply. Perhaps when the next-generation WRX rolls out in a year or two we’ll see improvements in what’s offered.

Performance

The Subaru WRX comes with two engine choices: hot and hotter yet. Both engines feature horizontally opposed cylinders for a flat design that allows engine output to flow directly into the transmission, which sits behind the engine and not to the side.

But the benefits don’t stop there, which makes us wonder why other manufacturers (besides Porsche) don’t use this “BOXER” design. Indeed, the BOXER sits lower in the engine bay, effectively lowering the center of gravity for improved drive and handling. Further, the design ensures reduced vibration and better fuel efficiency. We think the answer to our wonderment has something to do with the vehicle’s architecture. Thus, Subaru designs its vehicles for the engine, not the other way around.

The two WRX engines add turbochargers and displace 2.0- and 2.5-liters, respectively. The first three WRX trims come with the 2.0-liter turbocharged flat-four that generates 268 horsepower and 258 pound-feet of torque.

Both STI trims get a 2.5-liter turbocharged BOXER with 310 horsepower and 290 pound-feet of torque. While the first engine works with either a 6-speed manual gearbox or a continuously variable transmission, the STI models utilize a 6-speed manual exclusively.

Our Series White model had the standard engine with the 6-speed manual. From the get-go, we knew that this powertrain combination was a strong one. We found out just how capable it is by driving on some of our favorite backroads in central North Carolina – places where the scenery is beautiful, the traffic is little, and law enforcement is not on the prowl.

Kudos to Subaru for engineering a transmission with silky-smooth shifts and flawless clutch uptake. If you’re new to driving a manual, this one won’t intimidate you. Yes, you still must become accustomed to three-pedal foot action, but the experience should result in a reasonably pleasing driving time. Moreover, the manual is far superior to the CVT and its simulated eight forward gears. To us, it is pointless to consider this vehicle with anything but the manual, even with the available safety features on tap.

Subaru imbues the WRX with all the driving characteristics expected in a performance model from direct and weighted steering, to poised handling, and with solid braking. What Subaru does that amplifies the experience is standard all-wheel drive. Indeed, with such a system in place, power transfers to the rear wheels when you need it most, as in on slippery roads and when cornering. It’s an unfair advantage for rally car racing that Subaru exploits and one that benefits the driver.

Being unfair is absolutely okay, especially when you’re behind the wheel of the WRX. The car just feels so right on so many levels. The level we like is fast, although even keeping at highway speed and weaving in and out of traffic (using your turn signals, of course), underscores how well this sedan moves.

From a dead stop and quickly moving up to 60 mph, the WRX reaches that speed in second or third gear, pushing the redline while pressing forward. A restrained engine roar and low exhaust moan are the accompaniment – other vehicles may have a more pronounced cacophony, but we weren’t about to complain. Slamming on the brakes brought this sedan to a quick and short stop thanks to the Brembo braking system. In a car with this potency, the brakes should at least match the prowess of the powertrain.

In all, the WRX performs the way we want. But for a small group of individuals, only the STI will satisfy as it is the ideal model for the track. For everyone else, the standard WRX strikes a wonderful balance between commuter and rally cars. Shop carefully and you should drive away from your Subaru dealer with a nicely equipped model for about $30,000.

Competitive Set

We mentioned models from Volkswagen and Ford as WRX competitors. Throw in the Honda Civic Si and Type R for good measure. It’s too bad Mitsubishi no longer makes the Lancer and its Evo variant, especially the latter which effectively ruled the roost for many years.

The WRX is by no means a luxury model, but there are a few upper-end models that offer similar performance thrills, including the Audi S3 and Mercedes-Benz CLA. However, you’ll pay much more for either choice, and that’s what makes the Subaru so appealing to a strong cohort of believers.

Our Recommendation

If money isn’t a big issue, we’d explore the STI trims from the onset. All that additional power at the ready simply amplifies this vehicle’s performance credentials. And it won’t leave you wondering about “what could have been” if only you opted for the best.

That said, you cannot go wrong by accepting any WRX model, especially one with the manual gearbox. Again, we’d avoid the CVT as it is essentially counter-intuitive to this model’s performance-laden mission.

2020 Subaru WRX Specifications

  • Sticker price from $27,495 to $41,695
  • Seats 5
  • Engine No. 1: 2.0-liter turbocharged flathead gas
  • 268 horsepower @ 5,600 RPM
  • 258 foot-pounds of torque @ 2,000 to 5,200 RPM
  • 6-speed manual or continuously variable transmission
  • Engine No. 2: 2.5-liter turbocharged flathead gas
  • 310 horsepower @ 6,000 RPM
  • 290 foot-pounds of torque @ 4,000 to 5,250 RPM
  • 6-speed manual transmission
  • Wheelbase: 104.3 inches
  • Length: 180.9 inches
  • Width: 70.7 inches
  • Height: 58.1 inches
  • Passenger volume: 96.6 cubic feet
  • Storage volume: 12 cubic feet
  • NR
  • EPA: 21/27/23 (2.0L stick); 18/24/21 (CVT); 16/22/19 (2.5L) mpg city/highway/combined
  • Premium gasoline
  • Fuel tank: 15.9 gallons (gas)
  • Curb weight: From 3,294 to 3,514 pounds
  • IIHS safety rating: Top Safety Pick
  • Vehicle assembly: Lafayette, Indiana

See Also — 10 Things We Like About the Subaru Legacy

Subaru WRX photos copyright Auto Trends Magazine. All rights reserved.

Infiniti Overhauls QX80 Trims and Makes This Important Safety Feature Standard

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Infiniti’s big SUV features new trim names and standard SRVM.

2021 Infiniti QX80 Review

The QX80 remains the top model in Infiniti’s product line, a full-size SUV with room for eight. The current generation rolled out in 2011 as the QX56 and was given a new name when it received its first facelift in 2014. In 2018, the QX80 received its second refresh and for 2021 Infiniti debuts new trim names: Luxe, Premium Select, and Sensory. The latest model is in Infiniti showrooms.

The other change of note is that this marque’s smart rearview mirror (SRVM) is now standard. We’ll detail what this system is about following our dissection of the trim groupings.

We reviewed the 2020 Infiniti QX80 here. Given that the changes involve trim packages and the SRVM, we’ll focus on the updates here.

Shoppers might also consider two other Infiniti utility vehicles: the two-row QX50 and the three-row QX60.

Performance Highlights

Every 2021 QX80 is powered by a 5.6-liter V8 engine with 400 horsepower and 413 pound-feet of torque. Power routes to the wheels employing a 7-speed automatic transmission.

Notably, all three trims come with standard rear-wheel drive and available four-wheel drive, a $3,100 upgrade. Infiniti calls the system “all mode,” which means it can operate in three positions: AUTO, 4HI, and 4LO. The first setting mimics all-wheel drive as power shifts to all four wheels automatically, as needed.

We found the big V8 more than sufficient for the task at hand. It reminds us of something the Detroit 3 make, with its naturally aspirated design, whooshing sound, and ample grunt. It supplies engaging steering, very good handling, and a comfortable ride thanks to its rear automatic self-leveling suspension.

Combined with a 7-speed automatic transmission, this SUV pulls up to 8,500 pounds. It comes with a trailer tow hitch.

In four-wheel-drive guise, the QX80 manages most off-road places just fine. On gravel roads, we didn’t need to switch to 4HI, but did. In a few places where clay, puddles, mud, and dirt were common, the QX80 prevailed. We’ve never taken a large SUV to an off-road course, mostly because of its girth. That said, its 9.2-inch ground clearance means capable approach, break-over, and departure angles. While doubtful many buyers of a luxury SUV have that in mind, it’s still attainable.

Luxe – From $70,445

There is no strip model in the Infiniti QX80 lineup. The standard Luxe trim comes with automatic LED headlamps, power-folding and heated side mirrors, and 20-inch all-aluminum wheels. Upgrading to select metallic exterior color choices adds $695.

Inside, the seats are covered in leather and feature a 10-way power driver’s seat with 2-way lumbar support. That seat is very supportive for tall individuals and is all-day comfortable. Other features include wood accents, a power third-row split-bench seat, and second-row captain’s chairs. Those seats are nearly as comfortable as the front thrones. As for the third row, the seats are sufficiently padded, but the legroom is very tight. We’d reserve that seat for youngsters only.

On the tech front, the Luxe comes with a 7-inch touch-screen display, a 13-speaker Bose audio system, navigation, Android Auto and Apple CarPlay smartphone compatibility, Bluetooth, satellite radio, and a Wi-Fi hotspot.

The list of safety features is impressive and includes forward emergency braking with pedestrian detection, predictive forward-collision warning, backup-collision intervention, lane-departure warning, lane-departure prevention, blind-spot warning, blind-spot intervention, and an around-view monitor. Full-range cruise control is also included.

Swapping out the captain’s chairs for a bench seat is a no-cost upgrade. We highly recommend it if the eighth seating position is not needed.

Premium Select – From $75,440

The middle of three QX80 trims features black touches across the grille, trim, and mirror caps. Matching 22-inch dark finish forged aluminum-alloy wheels add pop.

Inside, the Premium Plus offers upgraded trim and additional seating colors.

Sensory – From $81,595

While the changes from the Luxe to Premium Select trims were modest, upgrading to the Sensory level delivers a more comprehensive adjustment in features. Our test model was the Sensory 4WD, therefore we’re most familiar with what this one offers.

A pair of mechanical offerings exclusive to this trim are worth noting. To begin with, this one adds hydraulic body motion control. Although you won’t take corners with abandon, the system noticeably reduces body roll and that’s laudable. The second feature is the vehicle speed-sensitive power steering. Here, the steering lightens as the speed increases.

This trim offers more chrome highlights than the other two and has forged aluminum-alloy wheels to match. An adaptive front lighting system with automatic-leveling headlights is also included.

Inside, the Sensory lives up to its name with the Charcoal Burl trim with gradient finish. The semi-aniline leather seats are extra plush and beautiful to behold. Heated and ventilated front seats are standard; models with the optional second-row bench seat benefit from outboard heated seats.

As for tech features, this is precisely where the Sensory pulls out all the stops. To begin, a 17-speaker Bose audio system is included. Further, a rear-seat entertainment system features a pair of 8-inch displays. Other improvements include an additional USB port and a 120-volt power outlet. The power outlet is one feature we’d love to see offered on the other trims, but it isn’t.

About SRVM

We like tech features as long as they do what they’re purported to accomplish. Some driver-assist features are annoying, but there isn’t anything we hate more than automatic on/off engine shutoff that cannot be contravened by the driver.

One of the more useful features offered by Infiniti is its nifty SRVM system. The system utilizes the rear-view mirror, easily switching between a standard mirror and an LCD monitor that benefits from a rear-mounted camera to display a high-definition image. In effect, the system “looks past” obstacles such as lighting, passengers, and cargo to supply a clear view of what’s behind the vehicle. We like this feature because of the extra safety measure it provides.

Competitive Set

Each of the major luxury marques offers a large SUV. This wasn’t always the case as the BMW X7 is a more recently offered model.

Besides BMW, shoppers might compare the Cadillac Escalade and Lincoln Navigator. Both offer something that the Infiniti does not: standard and stretched wheelbase versions.

The Mercedes-Benz GLS Class, Lexus LX, and the Land Rover Range Rover Sport are other models to consider. The competition is tough, but we think this Infiniti holds its own.

Our Recommendation

As much as we enjoyed the Sensory model, we think the standard Luxe trim has many of the creature features customers want built in. Thanks to every safety feature made standard, the Luxe has much to offer.

We would consider upgrading to four-wheel drive, given that the system mimics all-wheel drive when roads are slippery. The added measure of grip support can certainly come handy on slick roads and not just where icy or snowy conditions prevail.

2021 Infiniti QX80 Specifications

Infiniti 2021 QX80
Segment Full-size luxury SUV
Price Range $69,050 to $83,300
Destination Charge $1,395
Standard Engine 5.6-liter, V8
Horsepower 400 @ 5,800 rpm
Torque (lb.-ft.) 413 @ 4,000 rpm
Transmission 7-speed manual
Seating 7 to 8
Curb Weight (pounds) 5,678 to 5,813
Wheelbase (inches) 121.1
Length (inches) 210.2
Width (inches) 79.9
Height (inches) 75.8
Head room (f,r…inches) 39.9, 40.0, 36.8
Legroom (f,r…inches) 39.6, 41.0, 28.8
Shoulder room (f,r…inches) 63.8, 63.5, 60.5
Hip room (f,r…inches) 59.2, 58.4, 48.8
Storage (cubic feet) 16.6/49.6/95.1
Gross vehicle weight rating (pounds) 7,300 to 7,435
Towing (pounds) 8,500
Payload (pounds) NR
Fuel premium
Fuel Tank (gallons) 26.0
EPA Fuel MPG (city/highway/combined) 14/20/16
Manufacturing Plant Japan

Data compiled by Tom Keegan. Specifications supplied by the manufacturer.

See Also — New and Improved! 2019 Infiniti QX50

Photos copyright Auto Trends Magazine. All rights reserved.

Ford F-250 Super Duty and a Trail-Stomping Tremor Package

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Tremor shakes things for the Ford Super Duty, but in a good way.

The Ford Super Duty with the available Tremor Package navigates the Sandhills of central North Carolina. Maximized off-road capabilites are its strong suit.

America loves her pickup trucks with millions of units sold annually. The Ford F-150 is the most popular nameplate, but there’s also a Super Duty line comprised of F-250, F-350, and F-450 models. These heavy-duty light trucks offer the largest engines in the segment and come with payload and towing numbers that should meet or exceed nearly every need.

We found out just how capable and big the F-250 is when a Crew Cab model dressed in Lariat trim and outfitted with the Tremor Package appeared for a week’s worth of on- and off-road fun.

2020 Ford F-250 Super Duty

Ford offers six trims with the 2020 F-250, but not all six are available across the board. For instance, the Regular cab comes in XL ($34,035) and XLT ($38,815) trims. Choose the SuperCab and you’ll find three trims: XL ($36,370), XLT ($41,480), and Lariat ($46,930). Add $1,695 for the destination charge. Taxes, tags, and registration are extra.

The Crew Cab pulls out all the stops with XL ($37,625), XLT ($43,310), Lariat ($49,260), King Ranch ($59,335), Platinum ($66,225), and Limited ($83,930) trims. The top trim features the diesel engine. Fully loaded you may see a find price around $90,000!

Our test single-rear-wheel Lariat Crew Cab model with the Tremor Package, four-wheel-drive, and the 160-inch wheelbase came in at just above $71,000.


Exterior

Full-size pickup trucks are huge. The heavy-duty versions are simply massive, especially when dual rear wheels are present. Our test model had a single-rear-wheel-chassis, but it was easily the largest pickup truck we’ve had to date.

Ford still offers three cabin sizes: Regular, SuperCrew and Crew Cab. The Regular cab seats up to three, the SuperCrew five or six, and the Crew Cab up to six. Depending on the chosen cab, you’ll find five wheelbase lengths: 142-, 148-, 160-, 164-, and 176-inch choices. Our crew cab came right in the middle, although the longest wheelbase is also available. The longest wheelbase brings in the 8-foot bed, whereas a 6-foot-, 9-inch bed is standard.

In its longest form, the F-250 measures 266.2 inches long – that’s 22 feet of mass! Compare that to the Smart Fortwo that’s just under 9-feet long and those differences are quite stark.

The Super Duty is a moving slab of sheet-metal. A large chrome grille with menacing daytime running lights are intimidating to say the least. The lengthy profile seems to stretch on and on, but it was the huge side mirrors that caught our attention the most – we could imagine them touching the coasts whenever the truck was faced due north or south. In reality, they’re no bigger than the tow mirrors you find on many pickup trucks. What we appreciated the most about them is that they automatically fold close when the truck is off – at least if you select the right trim package.



Interior

Crew cab models have cavernous interiors and the F-250 did not disappoint. Our test model featured a pair of bench seats. Up front, the 40/20/40 layout affords ample space for three, but we think that with the middle seating position flipped forward with the huge storage compartment exposed is the way to go. In the rear is a 60/40 split fold-up bench seat.

Is the Super Duty luxurious? No, but it does have premium touches worth considering. Its bigly interior alone sets it apart from luxury sedans, but there’s still enough plastic present to remind everyone that this is a mainstream model. At the Lariat level, leather seats come in – they’re cushy and comfortable, but they’re not “nappa” or among many of the other fine hides available. That said, they’re a nice upgrade over cloth.

Move up to the top three trims and the brightwork trim gives way to real wood or brushed metal. This is a better look, but the hard plastics on the bottom of the dashboard, the door inlays, and seats remain. All trims come with carpeting or can be swapped out for vinyl flooring that’s recommended for work crews.


Tech

You need to look beyond the XL trim to find the tech amenities that most people want. The XL serves as the work truck here with few creature features of note.

Begin your shopping at the XLT level and Ford’s SYNC 3 interface kicks in. It’s a vast improvement over the previous systems and nearly on par with the industry’s best, namely Fiat Chrysler’s Uconnect and GM’s Intellink telematics. The domestics offer the best systems among mainstream models in our opinion.

Ford includes a 5-speaker audio system in the Regular cab and seven speakers in the other two cab choices. You’ll also find satellite radio, a 110-volt outlet, and USB ports. Move up the trim range and a 10-speaker B&O audio system is standard. Navigation, a wireless charging pad, and a surround-view camera are also available.

Safety

If you’re looking for crash test scores for the Super Duty you won’t find them. The federal NHTSA and the private IIHS don’t perform tests on big pickup trucks. Certainly, if you are in an accident with one, the sheer size of these trucks will help absorb some of the impact. But don’t rely on girth alone to keep you safe.

Look beyond the base XL trim and the Super Duty features a suite of driver-assist features. These include lane-keep alert, cross-traffic alert, blind-spot monitoring, and automatic emergency braking. Adaptive cruise control is available. Looking ahead, we believe pickup trucks will offer the same safety features as cars – an all-new 2021 Ford F-150 should presage what a future Super Duty model has on tap.

Performance

For the past decade, the Ford F-250 has been a tale of two V8 engines: a 6.2-liter gas and a 6.7-liter turbo-diesel. Both have performed quite well for the Super Duty line, but this year they’re joined by an optional 7.3-liter V8 engine.

The third engine, the newest in Ford’s arsenal, replaces a 6.8-liter V10 available in the Super Duty through 2010 and more recently in Ford’s E-Series vans and other truck applications. Those vans are no longer available to consumers, as the Transit is the model of choice. You can still buy an E-Series Cutaway to build an ambulance, school bus, delivery, or other commercial vehicle and that’s where the new engine is found.

With the V10 aged and ready to sail away, Ford developed a new engine to cover its super duty light duty trucks, the vans, as well as its commercial Class 6/7 models. Ford might have considered a twin-turbo layout as per its EcoBoost engine line, but it chose a naturally aspirated V8 and went big there.

Why another V8? Figure that Ford wanted a workhorse V8 that wouldn’t rely on turbochargers for added power. That’s probably a smart choice too as the turbos would have been under constant pressure to move, in some cases, tens of thousands of pounds of mass, payload, and towing.

It’s one thing to propel the F-150 for its targeted recreational and light-duty commercial owners. It’s another thing to call on a turbocharged engine to constantly handle the heavy work of a Super Duty model – we doubt that there are turbos in existence that can take a constant pounding.

The new V8 is no slouch as it develops 430 horsepower and 475 pound-feet of torque. That’s just below the maximum 450 horsepower/510 pound-feet of torque in the 3.5-liter EcoBoost V6 found in the F-150 Raptor, but it’s well above the 385 horsepower and 430 pound-feet of torque in the standard engine. And it blows the old V10 away, which produced only 288 horsepower and 424 pound-feet of torque.

Before we move on, the engine upgrades carry a line item extra cost. For the upgraded V8, you’ll pay an additional $2,045 to procure one. With the turbo-diesel, the cost is $10,495. That’s quite a difference, but if you’re looking at long-term ownership, the diesel may be the better deal. The diesel also has the best pulling power of the three, with 475 horsepower and an outstanding 1,050 pound-feet of torque at the ready. Both engine options work with a 10-speed automatic transmission.

Our Tremor came with the new engine. After a week’s worth of driving and off-road shenanigans, the new engine’s capabilities came into focus. And we were pleased: the near-four-ton beast moved with authority from a dead stop and seemed to defy physics as it romped down the highway. Kudos to Ford with matching this engine with a 10-speed automatic transmission, its gear-changer of choice in most models these days. Clean shifts under a variety of driving conditions proved its worth. The only question we have is how does this transmission behave under heavy loads? It’s not uncommon for them to hunt for gears when pulling more than 10,000 pounds.

The Tremor’s size is a nonfactor on paved roads, but we can imagine it’s a whole ‘nuther thing when tackling off-road trails. In fact, the trail loops in our state are best used by midsize trucks and similar-sized SUVs, such as the Jeep Wrangler and the upcoming Ford Bronco. We don’t see anyone buying a Super Duty for trail fun anyway, but with its huge tires and nice lift, water fording up to 33 inches is possible. Further, if you’re on a country road that turns to mud or sand, the four-wheel-drive system comes in handy – we tackled the Sandhills in our area and the truck wasn’t going anywhere in two-wheel drive. But the moment we activated four-wheel drive, there was no slowing down its forward progress.

So, what makes the Tremor Package special besides its placarding? Several things, beginning with the maximum-traction 35-inch all-terrain tires. An off-road-tuned front and rear suspension, 1.7-inch twin-tube dampers, and the rock crawl and trail control mode are other benefits. Yes, the trail issue comes up again – you may need to buy grille and brush guards if you have trail stomping in mind. These are just a few of the many factory and third-party accessories available with any Ford truck.

Competitive Set

The usual suspects vie with Ford to produce a full-size pickup truck. From GM are the Chevrolet Silverado HD and GMC Sierra HD twins. Another domestic producer with its hand in the mix is the Ram 2500/3500. Two Japanese manufacturers build their big trucks in the U.S.: Toyota Tundra and Nissan Titan. However, neither the Tundra or Titan are available in heavy-duty guise, although the Titan XD comes closest.

Our Recommendation

We don’t see much use for a Regular cab in this segment and we find the SuperCab too confining for tall people. Moving up to the Crew Cab from the SuperCab means a slight bump in cost. You also get the full range of trim features with the Crew Cab and that’s the overarching appeal in our opinion.

Our recommendation means shopping for a Crew Cab with the single rear wheels, but choose the double if maximum towing is your thing. The standard engine is more than sufficient, but opt for the new V8 if you need some extra kick. It isn’t an efficient model by any stretch – we averaged 13.4 mpg over 253 miles – but that’s only slightly below the 15 mpg similar trucks usually average. Only go with the turbodiesel if long-term ownership and top towing capabilities are factors in your shopping consideration, otherwise the spend-up is a hard one for most people to justify.

2020 Ford F-250 Super Duty Specifications

Ford 2020 F-250 Super Duty
Segment Full-size pickup truck
Base Sticker Price $54,140 (including a $1,695 destination charge)
Price as tested (estimated) $71,185
Engine No. 1 6.2-liter, gas V8
Horsepower 385 @ 5,750 RPMs
Torque (lb.-ft.) 430 @ 3,800 RPMs
Transmission 6 or 10-speed automatic automatic
Engine No. 2 7.3-liter, gas V8
Horsepower 430 @ 5,500 RPMs
Torque (lb.-ft.) 475 @ 4,000 RPMs
Transmission 10-speed automatic automatic
Engine No. 3 6.7-liter, turbodiesel V8
Horsepower 475 @ 2,600 RPMs
Torque (lb.-ft.) 1,050 @ 1,600 RPMs
Transmission 10-speed automatic automatic
Seating 6
Curb Weight (pounds) 7,874
Wheelbase (inches) 141.6 to 176
Length (inches) 231.8 to 266.2
Width (inches) 80.0 (SRW); 96.0 (DRW)
Height (inches) 78.8 to 82.2
Headroom (f,m,r…inches) 40.8, 40.3/4
Legroom (f,m,r…inches) 43.9, 33.5 or 43.6
Shoulder room (f,m,r…inches) 66.7, 65.8/9
Hip room (f,m,r…inches) 62.5, 64.7
Storage (cubic feet) 11.6/31.6/52.1
Gross vehicle weight (pounds) 9,900 to 10,800
Towing (pounds) 13-15,000 (std.); 21,700 (5th)
Payload (pounds) Up to 3,110 to 4,260
Fuel Regular
Fuel Tank (gallons) 29/34/48
EPA Fuel MPG (city/highway) NR city/highway/combined
Manufacturing Plant Louisville, Kentucky or Avon Lake, Ohio

See Also — King of all Trucks: Ford F-150 Raptor

2020 Ford F-250 Super Duty photos copyright Auto Trends Magazine. All rights reserved.

A Cut Above: Mazda’s Mazda3

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Upscale Mazda3 is offered as a sedan or hatchback.

Small car models are dwindling in numbers as consumers continue to move to crossovers. For the remaining players, including the Mazda Mazda3, offering distinct features is important if customers are to be won to the segment, let alone the marque. The 2020 Mazda3 does just that with its sharp styling, upscale interior, and available all-wheel drive.

2020 Mazda3 Review

Mazda offers the 2020 Mazda3 in four trims: base ($21,500), Select ($22,700), Preferred ($24,200), and Premium ($26,500).

On all but the base trim, all-wheel drive is a $1,400 option. Add $995 for the destination charge.

Exterior

Mazda has one of our favorite car designs — period. Its “soul of motion” or KODO design language never gets tiring – it looks sporty, refined, and interesting. We do think the hatchback has the better styling, but the sedan has its own beauty found in its gaping grille, slender headlamps, dynamic character lines, and tucked in rear. It shares nearly everything with the hatchback, but it is 9 inches longer overall.

The list of standard features is impressive as it includes LED lighting all around – headlights, daytime running lights, and rear combination lights. Power-folding side mirrors, 16-inch alloy wheels, and rain-sensing wipers are standard. Yes, some of these features are upmarket items, more common to top trims or luxury models.

Move up to the Select trim and this one gains side mirror integrated turn signals and 18-inch alloy wheels. The Preferred trim has a shark-fin antenna while the Premium adds an adaptive front-lighting system, better LED lighting, a power sliding moonroof, and upmarket 18-inch alloy wheels.


Interior

Once again, the Mazda3 pulls out all the stops with the interior. Yes, you’ll find some plastics, but you’ll also find soft-touch materials galore. We especially like the two-tone dashboard design.

The front seats are quite comfortable; the rear seat is manageable for mostly anyone of average size. The look and feel of the cabin is upscale and pleasing to the eye.

Mazda outfits the “3” with full power accessories, push-button start, an electronic parking brake, air conditioning, and pretty cloth-trimmed seats.

Move up to the Select trim and imitation leather seats come in. Mazda also wraps the steering wheel and gear selector in leather. The rear bench seat gains a center armrest with cup holders.

At the Preferred level, an overhead console with sunglasses holder comes in. Other features include an 8-way power adjustable driver’s seat with adjustable lumbar support. The Premium trim features perforated leather-trimmed seats and steering wheel-mounted paddles shifters.

Tech

We like the standard tech offerings with the Mazda3. In fact, with an 8-speaker audio system offered from the onset, that’s at least two more speakers than what most competitors supply.

Mazda equips its compact sedan with an 8.8-inch touch-screen display, HD Radio, Bluetooth, and two USB ports. At the Select level, Apple CarPlay and Android Auto smartphone integration are added.

Move up to the Preferred and satellite radio appears. You’ll also find a 12-speaker Bose audio system – yes, Bose.

Is there anything we don’t like about Mazda’s tech features? Yes, the infotainment interface with its big dial takes time to get used to. We’re not sure we ever did either – we like competing systems that are far more intuitive and simpler to use. And much less distracting.

Safety

The list of standard safety features includes high beam control, driver attention alert, lane departure warning, and lane-keep assist. Move up to the Select trim and this one brings in blind-spot monitoring and rear cross-traffic alert.

You’ll also find adaptive cruise control with full stop and go (automatics only), while models with the manual transmission also offer adaptive cruise control, but with the stop and go feature.

Performance

Mazda supplies one engine choice and it’s the largest one in its class. With a displacement of 2.5 liters, this naturally aspirated engine matches the size of what midsize sedans have. Indeed, the Mazda6 is powered by the same engine or by the optional turbo version.

With an even 186 horsepower and 186 pound-feet of torque, the Mazda3’s engine has more than sufficient power to move this little sedan (or hatchback). And as is increasingly difficult to find, you can still get a 6-speed manual gearbox or opt for the 6-speed automatic transmission. One more point: you’ll find available all-wheel drive, a feature uncommon to this segment. Only Subaru offers it as standard equipment. High-performance models such as the Ford Focus RS had it, but that model is no longer offered stateside.

Our test model came with all-wheel drive, but we weren’t able to enjoy its full benefits as the roads were clear on the days we drove it. Ideally, all-wheel drive is useful on slick roads, especially where snow and ice are prevalent. Notably, this part-time system kicks in when rear-wheel slippage is detected, then shuttles some of the power rearward to stabilize the vehicle. We recommend upgrading for anyone living in a wintry climate – just ensure that all four wheels are shod with winter tires for enhanced grip.

When driving the Mazda3, we were satisfied with the amount of power offered – from step-off to passing performance. Its straightaway performance is good, but the way it behaves on twisty roads is even better thanks to accurate steering and sharp handling. The suspension system performs admirably by absorbing most road imperfections with ease.

We think the estimated 35/36 highway mpg is attainable. Our average was just under 30 mpg due to an even mix of local and highway driving. You’ll lose a few mpg with all-wheel drive, but that’s the trade-off for a car designed to offer superior grip throughout the winter.

Competitive Set

The Mazda3 finds fewer competitors these days as Chevrolet, Dodge, and Ford are no longer selling compact cars in the U.S. The remaining players, though, are formidable and include the Toyota Corolla, Honda Civic, and Nissan Sentra.

Other models in this segment include the Kia Forte, Hyundai Elantra, Volkswagen Jetta, and the Subaru Impreza. All models come with front-wheel drive. The Subaru is the exception with its standard all-wheel drive.

Our Recommendation

Start your search with the Select trim, then decide if the available upgrades are worth the extra cost. Pricey on the top end, the Mazda3 with the Preferred trim will cost you just over $25,000. And that’s a decent price for this stylish sedan that punches above its weight.

2020 Mazda3 Sedan Specifications

Mazda 2020 Mazda3 Sedan
Segment Compact Car
Price Range $21,500 to $26,500
Destination Charge $995
Standard Engine 2.5-liter, I4
Horsepower 186 @ 6,000 rpm
Torque (lb.-ft.) 186 @ 4,000 rpm
Transmission 6-speed manual; 6-speed automatic
Seating 5
Curb Weight (pounds) 3,022 to 3,255
Wheelbase (inches) 107.3
Length (inches) 183.5
Width (inches) 70.7
Height (inches) 56.9
Headroom (f,r…inches) 38.0, 37.3
Legroom (f,r…inches) 42.3, 35.1
Shoulder room (f,r…inches) 55.7, 53.5
Hip room (f,r…inches) 54.6, 50.9
Storage (cubic feet) 13.2
Gross vehicle weight (pounds) NR
Towing (pounds)
Payload (pounds) NR
Fuel Regular
Fuel Tank (gallons) 13.2
EPA Fuel MPG (city/highway/combined) 27/36/30 (FWD); 24/32/27 (AWD)
Manufacturing Plant Hofu, Yamaguchi, Japan

See Also — On the Road With a 2020 Mazda CX-5

Photos copyright Auto Trends Magazine. All rights reserved.

The Highly Efficient Hyundai Ioniq

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Averaging 55 mpg is this model’s modus operandi.

The Hyundai Ioniq is a tale of three models, namely hybrid, plug-in hybrid, and pure-electric variants. All three are front-wheel-drive compact hatchbacks with room for five.

Introduced in 2017, the 2020 model features several changes, including new front and rear bumpers, a refreshed grille, LED lights all around, and new wheel designs.

2020 Hyundai Ioniq Review

Hyundai offers the standard 2020 Ioniq Hybrid in four trims: Blue ($23,200), SE ($25,150), SEL ($28,400), and Limited ($31,200).

Separately, Hyundai markets an Ioniq Plug-In Hybrid in three trims: SE ($26,500), SEL ($29,500), and Limited ($32,950). This one comes with a special tax advantage, namely a federal tax credit of up to $4,543, plus whatever state incentives are available where you live.

The Ioniq Electric comes in two trims: SE ($33,045) and Limited ($38,615). A $7,500 federal tax credit comes into play here. Again, state and local incentives may also affect your final cost. This model has a 170-mile all-electric range.

For the purposes of this review, we’ll look at the Ioniq Hybrid exclusively.

Exterior

When the hybrid segment initially launched in the late 1990s, style was mostly an afterthought. At least conventional styling, that is. The look was common – a bulbous exterior that leaned heavily on an aerodynamic shape to maximize slipperiness to optimize fuel efficiency.

As well as the rounded styling achieved its efficiency goal, it didn’t appeal to a not insignificant slice of potential buyers. In more recent years, even Prius has seen a dramatic change in its visage, although not at the risk of adversely affecting its coefficient of drag.

The Ioniq makes no pretense of advancing a hybrid look. Instead, this model has a more conventional appearance, one that’s uniformly balanced from bumper to bumper. This year, the Ioniq sports a new mesh grille, which gives it a slightly more upscale look.

The front fascia is dominated by Hyundai’s signature gaping grille that’s accented by LED lights. Its profile features a high beltline and a sloping roof. The wheel design is the dead giveaway to this model’s hybrid heritage – they’re styled to reduce drag. From the rear, the tail is raised high with the hatch separated by a bar that runs from tail light to tail light.

Interior

The Ioniq’s interior is open and bright, or at least it seems that way with its abundance of glass. On paper, this model seats five, but four is the ideal. Even then, tall passengers sitting on the rear seat may find that space too confining – the roof slopes enough to cut into headroom.

We’re glad Hyundai chose a conventional cabin design for its hybrid family. Some models – here’s looking at you again, Prius – have a distinctly space-age design. While that look certainly differentiates the Prius’ interior, it is also confusing to the novice with its odd switches, weird shifter, and unfamiliar layout. On the other hand, an Ioniq won’t have you scratching your head as you look around. On higher trims, additional digital features emerge on the dashboard.

As you’d expect, the Ioniq’s seats are covered in cloth. Leather seats show up on the Limited; heated front seats are included beginning with the SE. All models come with full power accessories, a tilt-and-telescopic steering column, and air conditioning. The front driver’s seat features 6-way power control, even with the base model: that’s unusual for a mainstream compact car.

Move away from the base model and the Ioniq has a leather-wrapped steering wheel, steering-wheel-mounted paddle shifters, and a rear center armrest with cup holders on the 60/40 split fold-down bench seat. Other upgrades include door sill plates, a power tilt-and-slide sunroof, and a rear cargo cover.

Tech

An 8-inch high-resolution touch-screen display is standard. Bluetooth, a USB port, and smartphone compatibility with Android Auto and Apple CarPlay are also included. A six-speaker audio system is also standard.

Among the upgrades are a 10.25-inch display screen, navigation, satellite radio, app connectivity, and HD Radio. We appreciated the wireless charging pad in our Limited trim (standard also with the SEL). An 8-speaker Harman Kardon audio system is included with the Limited.

Safety

The Ioniq Hybrid comes with several driver-assist features, including high-beam assist, forward collision-avoidance assist, lane-keeping assist, and driver attention warning.

Move up to the SEL and the safety feature list expands to include forward collision-avoidance with pedestrian detection, smart cruise control with stop and go, and lane following assist.

Choose the Limited trim and this one adds highway drive assist and parking distance warning (forward and reverse).

Hyundai makes available the safety features we expect in today’s new models.

Performance

If you’re looking for head snap-back performance in the Ioniq, you’ll need to look elsewhere. This vehicle is geared heavily toward efficiency, something it does quite well. Every trim earns at least 55 mpg with the Blue making an EPA-estimated 59 mpg on the highway.

Our test driver averaged nearly 55 mpg for most driving segments. Your numbers will come in lower depending on ambient conditions, traffic, and your personal driving habits.

Powering the Ioniq Hybrid is a 1.6-liter four-cylinder engine with 104 horsepower and 109 pound-feet of torque. Also at work is an electric motor with 125 horsepower. As calculated by Hyundai, this powertrain makes a combined 139 horsepower, which is something you’ll achieve under hard acceleration. A six-speed dual-clutch transmission routes power to the front wheels.

There’s nothing especially remarkable about the way the Ioniq steers and handles. A multi-link rear suspension and the battery’s low center of placement give this hybrid a planted feel. This combination also assists in developing a relatively comfortable ride – at least relative to other compact car models.

Competitive Set

There aren’t many competitors in this segment as the Toyota Prius overwhelmingly dominates, outselling all competitors combined by a wide margin. But even Toyota sees the writing on the wall and now offers a Corolla Hybrid Sedan. You can’t get a hybrid Corolla hatchback, however.

Other models to consider include the Kia Niro crossover and the Honda Insight. The Ioniq is also relatively the same size as the Hyundai Elantra, a gas-powered model.

Our Recommendation

If you’re on a budget, the Ioniq Blue offers tremendous value. That said, we’d encourage a look at any of the plug-in trims as these offer the best value when the federal tax credit is taken.

If a hybrid crossover is your thing and you’re fond of the Hyundai brand, waiting a few months for the next-generation Tucson to appear may be the best course to take. The all-new 2021 Tucson will continue to offer a standard gas-powered model, while introducing standard and plug-in hybrid variants as well. You can’t get an all-electric Tucson, but you can get the Hyundai Nexo, a fuel-cell powered vehicle.

2020 Hyundai Ioniq Hybrid Specifications

Hyundai 2020 Ioniq Hybrid
Segment Compact hatchback
Base Sticker Price $23,200 (plus a $995 destination charge)
Price as tested $32,195 (est.)
Standard Engine 1.6-liter, inline-four
Horsepower 139 @ 5,700 RPMs
Torque (lb.-ft.) 109 @ 4,000 RPMs
Transmission Six-speed dual-clutch automatic
Seating 5
Curb Weight (pounds) 2,966 to 3,115
Wheelbase (inches) 106.3
Length (inches) 176.0
Width (inches) 71.7
Height (inches) 56.9
Head room (f,r…inches) 39.1, 37.4
Leg room (f,r…inches) 42.2, 35.7
Shoulder room (f,r…inches) 56.1, 55.0
Hip room (f,r…inches) 53.8, 52.9
Storage (cubic feet) 26.5
Gross vehicle weight (pounds) 3,935
Towing (pounds) NR
Payload (pounds) NR
Fuel Regular
Fuel Tank (gallons) 11.9
EPA Fuel MPG (city/highway) 55/54/55 city/highway/combined
Manufacturing Plant Ulsan, South Korea

See Also — Nothing Ironic About the Hyundai Ioniq

2020 Hyundai Ioniq Hybrid photos copyright Auto Trends Magazine. All rights reserved.

Volkswagen Atlas Revels in its Strengths

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Volkswagen’s Atlas offers ample room for seven.

We love our crossovers as they seem to do everything we want in a family vehicle: hold passengers, haul equipment, tow a boat, offer top technologies and safety features, and simply supply a better ride experience than family movers of the past. The Volkswagen Atlas is one such model, a three-row midsize crossover with room for seven. We test drove one recently and continue to rate it as one of our favorites in a highly competitive category.

2020 Volkswagen Atlas Review

Volkswagen offers the 2020 Atlas in 16 configurations based on trim, powertrain, and drivetrain. Prices range from $31,545 for the base S model with front-wheel drive and the four-cylinder engine to $49,195 for the SEL Premium with standard all-wheel drive and the V6 engine. Add $1,020 for the destination charge on all trims.

Most models come with the standard engine, which is front-wheel-drive only. Upgrading to the V6 adds $1,400 or $1,800 to your cost, depending on the trim. Upgrading to all-wheel drive is another $1,800 charge.

Exterior

The Atlas is big, bold, and beautiful. This crossover SUV wears its sheet metal well.

We’ve been a fan of this model ever since attending its roll-out at a Texas press preview in 2017. While there, we studied its visage carefully, admiring the broad grille, wide hood, and unusual character lines along its sides. What pleased us the most and still gets our attention today, is that the Atlas is and was a clean departure from what the brand offered previously, namely the first-generation Tiguan.

Since then, the original Tiguan has been replaced by an all-new and larger model. Together, the duo underscores that Volkswagen is taking the segment seriously. Indeed, just this month VW teased us with a new model, this one slotting beneath the Tiguan.

All Atlas models come with LED headlights with LED daytime running lights. Typically, base models don’t offer these features, so there is strong value here. Standard taillights give way to LED lights beginning with the SEL. Other standard features include power-adjustable and heated side mirrors, roof rails, and 18-inch aluminum-alloy wheels.

Among the available features are heated washer nozzles (SE), a panoramic sunroof (SEL), a power liftgate (SE Tech), trailer hitch (V6 models only), 20- and 21-inch wheels, and puddle lights (SEL Premium).


Interior

The Volkswagen Atlas doesn’t match the opulence of the Hyundai Palisade, Kia Telluride, and Buick Enclave (except at the top level), but it isn’t spartan either. What impresses us about this crossover is that there isn’t a penalty seat in the house, including the third-row seat.

As advertised, the Atlas seats seven in a 2-3-2 configuration. You can swap out the middle row bench seat for a pair of captain’s chairs and that’s something we recommend unless you absolutely require seven seating positions. But even with the bench seat in place, the middle row moves and tilts well forward, making third-row access and egress an easy proposition for passengers. Very importantly, the Atlas can do this with three car seats in place – that’s a remarkable feat!

And once you’re seated back there, even adults approaching 6-feet, 6-inches will find enough head and leg room. Yes, that’s a fact, one that we confirmed a few years back when a VW rep measuring 6 feet, 8-inches sat inside.

Cargo space measures 20.6 cubic feet behind the third row, 55.5 feet behind the second row, and 96.8 cubic feet behind the first row.

Volkswagen isn’t Audi, but it carries the same design, fit and finish philosophy of the VW Group’s main luxury marque. The cache belongs to Audi, but Volkswagen does quite well when transforming a simple design into something pleasing. Every seat is also comfortable and that says a lot. We’ve sat in third-row seats that were thin on padding. Not so with the VW. None of the seats are especially plush, but they get the job done.

Only the base model has cloth seats. Every other trim has imitation leather, with the leather-wrapped SEL Premium the exception. The S trim comes with full power accessories, a tilt-and-telescopic steering column, manual-controlled front seats, and dual-zone climate control. Move up to the SE (where we recommend shoppers begin their search), and this model brings in keyless entry with push-button start, three-zone climate control, a leather-wrapped steering wheel, a 10-way power driver’s seat, heated front seats, and rear sunshades.

Other features available include stainless steel pedal caps, ambient lighting, an 8-way power front passenger seat, ventilated front seats, and heated outboard second-row seats.

Tech

On the tech front, Volkswagen supplies the base Atlas with a 6-speaker audio system, a 6.5-inch touch-screen display, Bluetooth, one USB port, and app connect. From the SE on up, an 8-inch touch-screen display is included. VW also brings in HD Radio, satellite radio, and bumps up the USB count to four.

If you want navigation, it is included beginning with the SEL trim. A 12-speaker Fender audio system is exclusive to the SEL Premium trim – we think that’s a shame as it should be available on the other trims as a spend-up line item.

Volkswagen’s Car-Net is standard across the model line and represents a system that connects a customer’s smartphone to the vehicle. You’ll also find MirrorLink, Android Auto, and Apple CarPlay smartphone compatibility. A 115-volt power outlet appears starting in the SE Premium Tech model.

Safety

Safety is a big deal to consumers and this segment requires manufacturers to be on top of their game. A suite of airbags, stability and traction control, and a rearview camera are government requirements. Automakers go well beyond all that to meet what customers demand.

For 2020, the Volkswagen Atlas comes with forward collision warning and autonomous emergency braking with pedestrian monitoring (front assist). VW also includes blind-spot monitoring and rear traffic alert with the S and SE trims.

Move up to the SE with the Tech Package and this one includes adaptive cruise control and lane keeping assist. Park distance control shows up with the SE Tech with R Line. Features such as parking steering assistant, high beam control, and an overhead view camera are exclusive to the top-trim SEL Premium.

Performance

Volkswagen offers a pair of engine choices with the 2020 Atlas. The standard motivator is a 2.0-liter turbocharged four-cylinder engine that develops 235 horsepower and 258 pound-feet of torque. We see this engine in a variety of applications including as the upgraded engine in the compact Jetta sedan, the main mover of the midsize Passat sedan, and the engine of choice in the small Tiguan crossover.

Also available is Volkswagen’s 3.6-liter V6 engine with 276 horsepower and 266 pound-feet of torque. This engine is now relegated to the Atlas only, underscoring the shift to smaller, but boosted engines in all other Volkswagen models. Both engines work with an 8-speed automatic transmission.

Our test Atlas SE came with the V6 engine and front-wheel drive.

The power differences between the two engines are small, but particularly narrow as soon as the torque kicks in. The turbo spools quickly and supplies ample low-end grunt, which makes it a compelling choice for many drivers. The downside is that as equipped, this engine’s tow rating is just 2,000 pounds, while the V6-powered Atlas with the tow package can pull up to 5,000 pounds.

We’ve tested Atlas models with both engines and give the V6 the edge, particularly for its robust step-off power. The V6 moves forward steadily with the transmission quickly serving up gear changes. This engine’s performance rating trails all competitors, however, including the Toyota Highlander (3.5L; 295 hp), Chevrolet Traverse (3.6L; 310 hp), and the Kia Sorento (3.3L; 290 hp).

There are many things we like about the Atlas and the way it drives and feels is one of them. Smooth handling and a comfortable ride are two of its strong suits, the latter buoyed by the standard four-wheel independent suspension. Like nearly every other high-profile vehicle, the Atlas leans as it corners when driving fast. We do like its firm brakes and tight turning radius – on the fuel economy side, you’ll be hard-pressed to maintain 20 mpg and that’s worse than average.

Competitive Set

It seems like every manufacturer has at least one midsize, three-row crossover utility vehicle. That’s not surprising because the crossover has largely replaced the minivan, which was swapped out for wagons and sedans of yore.

If you’re cross-shopping the Volkswagen Atlas, you’ll want to look at the Atlas Cross Sport as well, the two-row variant of this model. Beyond that, you’ll find the Ford Explorer, Dodge Durango, GMC Acadia, Buick Enclave, and the Chevrolet Traverse from the domestic producers. Other models include the Toyota Highlander, Honda Pilot, and Nissan Pathfinder. The Hyundai Santa Fe XL is now gone, replaced by the Hyundai Palisade. From Kia, you have both the Sorento and the Telluride. Rounding out the list of competitors are the Subaru Ascent and Mazda CX-9. That’s more than a dozen models to consider in this segment.

Our Recommendation

We recommend launching your search with the SE trim with the Tech package. This one brings in more standard features and many of the tech items customers want. Add in the second-row captain’s chairs ($550) and the panoramic sunroof ($1,200) and your cost remains below $40,000 with the base engine. That represents a competitive price point for Volkswagen’s largest model.

2020 Volkswagen Atlas Specifications

  • Sticker price from $31,545 to $49,195
  • Seats 7 occupants
  • Engine No. 1: 2.0-liter turbocharged I4 gas
  • 235 horsepower @ 4,500 RPM
  • 258 foot-pounds of torque @ 1,600 RPM
  • Engine No. 2: 3.6-liter V-6 gas
  • 276 horsepower @ 6,200 RPM
  • 266 foot-pounds of torque @ 2,750 RPM
  • 8-speed automatic transmission
  • Wheelbase: 117.3 inches
  • Length: 198.3 inches
  • Width: 78.3 inches
  • Height: 70.0 inches
  • Passenger volume: 153.7 cubic feet
  • Storage volume: 20.6/55.5/96.8 cubic feet
  • Towing capacity: 2,000 to 5,000 pounds
  • EPA: 20/24/22 (FWD I4); 16/22/18 (AWD V6) mpg city/highway/combined
  • Regular gasoline
  • Fuel tank: 18.6 gallons (gas)
  • Curb weight: From 4,233 to 4,517 pounds
  • IIHS safety rating: Top Safety Pick
  • Limited vehicle warranty: 6 years/72,000 miles
  • Powertrain warranty: 6 years/72,000 miles
  • Corrosion warranty: 7 years/100,000 miles
  • Vehicle assembly: Chattanooga, Tennessee

See Also — Behind the Wheel: 2018 Volkswagen Atlas

Photos copyright Auto Trends Magazine. All rights reserved.