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All-Wheel Drive Supplies the Nissan Altima With a Competitive Edge

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An all-wheel-drive option for Nissan’s midsize sedan.

2021 Nissan Altima

Nissan continues to hold steady with its car models as the Versa, Sentra, Altima, and Maxima serve an increasingly smaller pool of shoppers. Despite consumer sentiment shifting in greater numbers to crossovers, Nissan continues to invest in its cars by updating its models. That’s great news for shoppers wanting a modern model.

Last updated in 2019, the 2021 Altima returns with light changes covering trim-level ordering and package availability. The Altima remains one of the few models with available all-wheel drive, giving Nissan an important competitive edge in the segment.

2021 Nissan Altima Review

The 2021 Altima is available in nine configurations scattered across five trims: S ($24,300), SV ($25,400), SR ($26,200), SL ($29,990), and Platinum ($34,100). Add $925 for the destination charge.

All trims except for the Platinum offer standard front-wheel drive with a naturally aspirated four-cylinder engine and a continuously variable transmission. The SV, SR, and SL trims are upgradeable to all-wheel drive for $1,400. It’s included with the Platinum.

Only the SR trim offers the available turbocharged four-cylinder engine, which adds $4,400 to the price. This engine also works with a CVT to send power to the front wheels.

2021 Nissan Altima

Exterior

We like the Altima’s styling. No, check that. We think it’s gorgeous.

The Altima supplies sporty lines, a bold front fascia, and a floating roof layout. Distinct character lines, just the right number of cut-outs, and pretty wheel choices make this a handsome choice.

All trims come with automatic headlights. The base trim is outfitted with halogen headlights and 16-inch steel wheels wrapped within all-season tires. Beginning with the SV trim, Nissan adds LED headlights, LED daytime running lights, 17-inch machined aluminum-alloy wheels, and a rear decklid spoiler.

Further up the trim range Nissan adds LED fog lights, heated outside mirrors, 19-inch wheels, an exhaust finisher, and a rear sonar system.

2021 Nissan Altima
2021 Nissan Altima

Interior

The spacious Altima struts its stuff inside with ample room for five adults. It’s on the larger side for a midsize sedan, resulting in ample rear head and legroom. Importantly, the Altima’s trunk size is sufficient, making this sedan an ideal people mover with adequate cargo-carrying capacity.

Nissan outfits the base model with woven fabric trim and manual-controlled seats. Other standard features include full power accessories, a tilt-and-telescopic steering column, and air conditioning.

The list of options includes a 6- or 8-way power driver’s seat with lumbar support and a 4-way power passenger seat. The SR trim comes with “sport combo” seats, while the two top trims have leather seats.

We found the Altima’s driver’s seat very comfortable. Known as “zero gravity bucket” seats, Nissan says the front seats provide consistent support from the hips to the shoulders with 14 different pressure points built in to support the spine. They’re NASA inspired, designed to maximize comfort for long trips on Planet Earth.

2021 Nissan Altima

Tech

You’ll note in our recommendation at the end of this article that we don’t prefer the base model. That’s because the standard 5-inch display isn’t what most customers want.

Instead, beginning with the SV trim, Nissan brings in an 8-inch touch-screen display with satellite radio, four USB connections and charge ports, Bluetooth, Siri Eyes Free, and Android Auto and Apple CarPlay smartphone compatibility. Most trims come with a 6-speaker audio system. A 9-speaker Bose audio package is standard beginning with the SL model.

Safety

All Altima trims come with automatic emergency braking with pedestrian detection, forward collision warning, and lane departure alert. Rear cross-traffic alert, blind-spot warning, and rear automatic braking are optional on the base model, but are included elsewhere. A lane intervention system is standard beginning with the SL trim.

One intriguing feature we’ve become familiar with is ProPILOT Assist, which represents Nissan’s foray into semi-autonomous driving. When activated, it combines full-range adaptive cruise control with steering assist, which keeps the sedan centered on clearly marked roads (center lines and side markers, for example). You’ll still keep your hands on the steering wheel, but the sensors intervene by supplying inputs to help you stay the course.

Theoretically, the car drives itself, but that’s not its intent. Besides, it won’t intervene to stop the car in all situations – you need to keep your hands on the wheel. Figure that when Nissan does go fully automated this system will serve as an important building block in that endeavor.

2021 Nissan Altima

Performance

You can’t get all-wheel drive with the available turbocharged engine and that’s a bummer. Then again, the turbo is available only on the SR trim. Nissan replaced the previous V6 with this variable compression engine and it’s a solid choice. But it’s also one costly $4,400 upgrade.

For everyone else, which is probably 95-percent of all Altima shoppers, the standard engine will do. This one develops 188 horsepower and 180 pound-feet of torque and are average numbers for the segment. Power routes to the rear wheels utilizing a continuously variable transmission. Specifically, it’s a gearless setup designed to maximize efficiency. Equally, it manages power fairly evenly thanks to computer-controlled inputs that keep engine RPMs within range.

In those models equipped with all-wheel drive, the driving dynamics change accordingly. The advantage here is that up to 70 percent of the power shifts to the rear wheels as needed. Consider this a big advantage under certain driving conditions, such as on slick roads, and snow particularly.

We found out how well the AWD system works, but unexpectedly. With no snow, ice, or rain to contend with, the system remained inactive. But once we crossed a surface with traction in question, we noticed the change. Specifically, when we passed through a parking lot and drove over wet leaves and pine needles while making a turn, then suddenly, the rear wheels kicked in, giving us added traction and stability while navigating the road.

Yes, this example doesn’t reveal the full scope of the AWD Altima’s capabilities, but it does amplify two things:

1), the system isn’t always on. And that’s a good thing as fuel economy drops once it’s active.

2), when the system kicks in you get an added measure of driving confidence.

Should you consider all-wheel drive? That depends largely on where you live. If you’re in a snowy climate, then yes. Otherwise, you don’t need it unless having it makes you feel more secure. For a $1,400 upgrade, that’s a reasonable cost. But the most efficient model has front-wheel drive with fuel economy numbers nearing 40 mpg highway or about 3 mpg better than all-wheel drive.

Competitive Set

Some manufacturers have bowed out of the segment or are preparing to do so as sales shift to crossovers. Dodge, Chrysler, Ford, and Mitsubishi are among the brands that come to mind. Everyone else appears to be staying, although we think the Chevrolet Malibu will soon follow the Buick Regal and make an exit.

The remaining players include two of the top recognized names in the industry: the Toyota Camry and Honda Accord. Like the Altima, the Camry is also available with all-wheel drive. Only the Subaru Legacy offers standard all-wheel drive. The Kia K5 is another model with optional all-wheel drive.

In this segment, you’ll also find the Volkswagen Passat, Hyundai Sonata, and the Mazda Mazda6. A few other models to consider include the Volkswagen Arteon, Nissan Maxima, and the Kia Stinger. The Stinger comes with standard rear-wheel drive and available all-wheel drive.

2021 Nissan Altima

Our Recommendation

We recommend beginning your search with any trim except the base model. The list of amenities grows substantially with the SV trim, which costs just $1,100 more than the base S trim. If you like sportiness, then the SR trim adds another $800 to your cost.

Because the list of standard safety and tech features are strong, you don’t need to choose the various packages and upgrades available. And even if you do, it is possible to drive off in a well-equipped Altima with optional all-wheel drive for under $30,000. And that’s a strong price point to consider.

2021 Nissan Altima

2021 Nissan Altima Specifications

  • Base price: $24,300 (plus $925 freight)
  • Seats 5 occupants
  • Engine No. 1: 2.5-liter 16-valve four-cylinder gasoline engine
  • 188 horsepower @ 6,000 rpm
  • 180 foot-pounds of torque @ 3,600 rpm
  • 3.31 inches bore by 3.94 (3.5) inches stroke
  • Engine compression ratio: 12.0-to-1
  • Engine No. 2: Turbocharged 2.0-liter 16-valve four-cylinder gasoline engine
  • 248 horsepower @ 5,600 rpm
  • 280 foot-pounds of torque @ 1,600 rpm
  • 3.31 inches bore by 3.55 (3.5) inches stroke
  • Engine compression ratio: 8.0 ~ 14.0 (variable)-to-1
  • Continuously variable automatic transmission
  • Wheelbase: 111.2 inches
  • Length: 192.9 inches
  • Width: 72.9 inches
  • Height: 57.4 inches
  • Passenger volume: 100.0 cubic feet
  • Storage volume: 15.4 cubic feet
  • Towing capacity: NR
  • EPA: 28/39 mpg city/hwy (2.5L); 25/34 (turbo)
  • Regular grade gasoline (turbo: premium)
  • Fuel tank: 16.2 gallons
  • Curb weight: From 3,212 to 3,462 pounds
  • IIHS safety rating: Top Safety Pick
  • Limited vehicle warranty: 36 months/36,000 miles
  • Powertrain warranty: 5 years/60,000 miles
  • Corrosion warranty: 5 years/unlimited miles
  • Vehicle assembly: Smyrna, Tenn. or Canton, Miss.

See Also — All-Wheel Drive Surprise: 2019 Nissan Altima

Photos copyright Auto Trends Magazine. All rights reserved.

Return of the Toyota Venza!

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The Venza nameplate returns. This time it’s a hybrid-only crossover.

2021 Toyota Venza

The Toyota Venza most certainly was not a popular model during its original 2009-2015 run, but it fulfilled its mission as the brand’s lone wagon-like crossover utility vehicle. Like the Chrysler Pacifica before it and the Honda Accord Crosstour that was sold around the same time, the Venza was somewhat of an odd duck in a sea of pedestrian models.

Fast forward to 2021 and the Venza name returns. Once again it is a crossover, but this time it has a more conventional expression. Gone is the wagon-like look of the first-generation model. In its place is a handsome two-row midsize model with room for five.

Oh, did we say that this one is sold as a hybrid only and comes with standard all-wheel drive? Yes, that’s exactly what the current Venza represents.

2021 Toyota Venza Review

The 2021 Venza is here and brings with it three trim levels: LE ($32,470), XLE ($36,000), and Limited ($39,800). Add $1,175 for the destination charge.

Every trim comes with a gas engine, a hybrid drive system, and a continuously variable transmission.

2021 Toyota Venza

Exterior

The Venza offers a strong departure from other Toyota models, although some of the current design elements are still apparent. Some of the differences include a flowing coupe-like design with pronounced body sculpting, a high profile that intersects with the falling roofline, narrow lighting elements, and a creased rear fascia.

Squint your eyes ever so slightly and the Venza hearkens to an earlier Lexus RX design, especially with its profile. Likewise, you’re forgiven for holding a similar viewpoint.

Toyota equips the Venza with aerodynamic underbody panels, an active grille shutter, aerodynamic side garnish, and an integrated rear spoiler. These features along with the available low-profile silver roof rails combine to enhance fuel efficiency.

The list of features includes automatic LED headlights, dual LED daytime running lights (except on the base trim), and LED tail and stop lights, and dual chrome exhaust tips. Other features include heated power side mirrors with puddle lights, an available fixed panoramic roof on the top-trim Limited (with a toggle switch to alternate between clear and frosted glass), and rain-sensing wipers.

Alloy wheels are standard across the model line: 18-inch wheels come with the LE and 19-inch wheels dress the XLE and Limited. A height-adjustable power liftgate is included.

2021 Toyota Venza
2021 Toyota Venza

Interior

Just as the exterior taps Lexus elements, the interior offers a similar vibe. Happily, Toyota made a clean departure from the brand’s smaller crossovers to raise the design level measurably.

The difference-maker is the available 12.3-inch touch-screen display. It simply dominates the center stack, but in an elegant way. The display is the cabin’s focal point, but it also draws attention to the choice materials used throughout the interior, including beautifully stitched surfaces.

The front seats are the best in the house. They’re comfortable, supportive, and offer ample space to move about. On the other hand, the rear seat space is small for the segment and is even less roomy than the RAV4. Part of the challenge back there is the sloping roofline that impedes the headroom. We also found that the standard storage space is on the small size. With the rear seat folded, it still offers below-average cargo-carrying space.

Besides full power accessories, the Venza comes with a leather-wrapped tilt-and-telescopic steering wheel/column (power-adjustable in the XLE and Limited); LED lighting, an overhead console, an electric parking brake with brake hold, dual-zone climate control, cloth seats, an 8-way power driver’s seat with lumbar control, and a cargo tonneau cover.

The list of upgrades includes a heated steering wheel, imitation leather seats, heated and ventilated front seats, woodgrain trim, and silver scuff plates.

2021 Toyota Venza

Tech

Toyota consistently supplies a strong roster of tech features, including many standard items. We were surprised (happily so) to find a Qi-compatible wireless smartphone charger with this model. Not only that, it’s standard equipment. How many times have you forgotten or misplaced a USB port?

Other standard features include satellite radio, four USB charging ports; a 120-volt outlet, an 8-inch touch-screen display; six speakers; Amazon Alex, Android Auto, and Apple CarPlay compatibility; Bluetooth; and Wi-Fi Connect.

Move up to Limited edition (optional with the XLE) and a JBL audio system, HD Radio, 9 speakers, and navigation are included. Toyota also adds a 12.3-inch touch-screen display.

Another feature we could mention with the safety equipment instead is an available 10-inch color head-up display. This one is optional with the Limited edition.

Safety

Why choose safety features when they’re included with your model? Well, at least almost all of them.

Under the Toyota Safety Sense 2.0 (TSS 2.0) umbrella, the Venza 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, and road sign assist.

What are the only features not included? That would be blind-spot monitoring with front and rear parking assist and automatic braking. You’ll find this bundle included with the middle-trim XLE.

2021 Toyota Venza

Performance

Toyota could have created a Venza with a gas engine and added a hybrid option just as they do with most of its other models. However, this time Toyota chose to go the hybrid route only. By doing so, it claims the most efficient model in the segment.

Powering the Venza is a 2.5-liter gasoline engine, the same used in the RAV4 Hybrid. This one produces 176 horsepower and 163 pound-feet of torque and works with a continuously variable transmission. Also at play are three electric motors and a lithium-ion battery pack. One of the motors turns the rear axle, making this an on-demand all-wheel-drive hybrid.

Under full throttle, the Venza packs 219 horsepower and that’s sufficient to move this vehicle steadily forward with no drama. What’s significant about this arrangement is just how efficient the Venza is – it makes about 40 mpg. And that’s excellent amongst its competitors.

Certainly, the Venza isn’t a performance maven. That’s not its mission. Instead, it delivers a comfortable ride, decent steering and handling, and it’s quiet. Our only qualm was with the brakes – they’re all “hybrid squishy” which means they’re tuned for regenerative braking — designed to harness kinetic energy to send to the battery to create energy to motivate the vehicle.

What wasn’t as easy to detect was the workings of the all-wheel-drive system. Under certain conditions, the system kicks in to send up to 80 percent of the power to the rear wheels. This is ideal for providing stability on wet roads and other slippery surfaces (leaves, for instance). The Venza’s arrangement is less costly too as it utilizes the motor, not the drivetrain to activate the rear axle.

There’s also another point to keep in mind about the Venza: it’s not rated for towing. Where competing models typically pull thousands of pounds, the Toyota just doesn’t pretend to compete in the trailering arena. Happily, there are other Toyota models in the size range that do, including the RAV4, Tacoma, 4Runner, and Highlander.

2021 Toyota Venza
2021 Toyota Venza

Competitive Set

As a hybrid, the Venza is in a league of its own. But that league is somewhat hard to define as the Venza sits on the same platform as the RAV4 and is barely two inches longer overall. That size differential pushes the Venza into the midsize category where the Nissan Murano, Ford Edge, and Chevrolet Blazer hold sway.

But they’re not the only models in this still underrepresented group (most midsize crossovers have three rows, not two). The Volkswagen Atlas Cross Sport, Hyundai Santa Fe, and the Honda Passport are also worth considering.

2021 Toyota Venza

Our Recommendation

With three trims available, our pick is the middle one. We think it offers many of the amenities customers want and for a price that’s within the range of competing models. Keep in mind that all-wheel drive is standard – although the kind of system used is different, it still sends power to the rear wheels as needed.

All in all, the 2021 Toyota Venza is a laudable utility vehicle. Where it lacks in performance and utility, it offsets that with posh styling, stellar fuel economy, and build quality that’s second to none.

2021 Toyota Venza

2021 Toyota Venza Specifications

Toyota 2021 Venza
Segment Midsize Crossover
Price Range From $32,470 to $39,800
Destination Charge $1,175
Standard Engine 2.5-liter, I4
Transmission Continuously variable
Horsepower 176 @ 5,700 RPMs
Torque (lb.-ft.) 163 @ 5,200 RPMs
Seating 2+3
Curb Weight (pounds) 3,847 to 3,913
Wheelbase (inches) 105.9
Length (inches) 186.6
Width (inches) 73.0
Height (inches) 65.9
Headroom (f,r — inches) 38.6, 39.0
Legroom (f,r — inches) 40.9, 37.8
Shoulder room (f,r — inches) 57.4, 56.9
Hip room (f,r — inches) 54.4, 45.2
Storage (cubic feet) 28.8/55.1
Gross vehicle weight (pounds) NR
Towing (pounds) NR
Payload (pounds) NR
Fuel regular
Fuel Tank (gallons) 14.5
EPA Fuel MPG (city/highway/combined) 40/37/39
Manufacturing Plant Takaoka, Japan

See Also — Toyota Camry Hybrid: Big Fuel Savings

Images copyright Toyota Motors. All rights reserved.

Lexus Brings a Convertible to the Gorgeous LC 500 Line

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Drop-top fun comes to Lexus’ range-topping sport coupe.

2021 Lexus LC 500 Convertible

We’ve been anticipating a convertible variant for the breathless LC 500 line and now it’s here. Lexus’ range-topping sport-touring coupe that debuted in 2018 along with a hybrid version, now claims a drop-top version to round out the model line. Notably, it’s fast, seductive, and very expensive. That said, the LC 500 Convertible just may be the right choice for individuals who love all things Lexus and desire a “wind in the hair” driving experience.

2021 Lexus LC 500 Convertible Review

Lexus prices the 2021 LC 500 Convertible from $101,000 to $119,800, plus a $1,025 destination charge. Two trims are available: Standard and the limited-edition Inspiration Series. The LC 500 is a rear-wheel-drive model that seats up to four.

2021 Lexus LC 500 Convertible
2021 Lexus LC 500 Convertible

Exterior

We’re familiar with LC 500, having previewed this model in Hawai’i in February 2017. Test drives of the coupe and hybrid gave us an excellent opportunity to understand the workings of this amazing coupe. We appreciate that Lexus drew elements from the LFA sports car for this design. Moreover, it’s a fitting model to slot above the RC coupe.

Why we won’t rehash what we said here and here regarding the design elements of the coupe, the main difference between it and the convertible is obvious with the soft-top roof.

From its profile, the LC soft-top with the roof up is attractive, but it is with the roof down that its allure rises substantially. We think a hard-top roof would have presented a better look as it did with the now-retired IS, but that’s not the avenue Lexus chose when imagining an LC convertible.

With a white body and black roof, the contrast was evident – it offers a tease of what’s to come with the roof down and is a can’t miss siren to its loveliness. The LC is a head-turner of its own right, but the closed soft-top roof delivers a double-take, especially for anyone familiar with the coupe. From the rear, it’s even more impressive and inviting – who can resist any convertible on a lovely day, particularly one matching the LC’s design acuity?

The list of standard exterior features includes arrowhead LED daytime running lights with triple projector LED headlamps, heated side mirrors, puddle lamps, flush door handles with illumination upon opening, 20-inch wheels, four-wheel power-assisted disc brakes, a wind deflector, and a windscreen.

Individual options include 20- or 21-inch forged alloy wheels and a carbon-fiber door scuff plate. A windshield wiper deicer is bundled with a heated leather-trimmed steering wheel.

2021 Lexus LC 500 Convertible

Interior

Lexus’ spec sheet shows seating for four, but this car is ideal for two. We’re not sure why Lexus felt the need to add a rear seat – perhaps to help owners with insurance – but there is little room for anyone back there. Even small children would find the space confining with a car seat or booster seat not able to overcome the sheer lack of legroom.

We found the front seats comfortable and supportive with ample adjustment possibilities ensuring the right fit. Between the highly adjustable driver’s seat and the equally adjustable power tilt-and-telescopic steering column, there wasn’t much concern about comfort and drivability. Heating and cooling elements are always welcome. However, we think Lexus missed an opportunity to include massaging.

Perhaps the most impressive feature of the drop-top LC is the mechanization of the convertible roof. While we can certainly wish for a drop-down hardtop, the soft-top went beyond our expectations in its operation.

Indeed, the workings are simple from the driver’s perspective with singular switch-control activation via a panel located between the seats just ahead of the armrest/storage compartment and behind the tech scratchpad. Lift the cover on the compartment and there are two switches available. The first one manages the entire roof fall and rise activity along with the windows, while the second one raises the rear quarter windows that the first switch only drops down.

Here’s how the roof switch works: pull the switch toward you and hold it. Observe how the roof automatically disengages from the windshield – there are no release levers to manage – and the windows roll down while a portion of the trunk raises up to receive the folding roof. Stay steady with your finger and the entire process is completed within 15 seconds. Importantly, the roof can retract while on the go – at speeds up to 31 mph. Just keep an eye on the rear-view mirror and take note of the arms that move into place to receive the roof before the trunk lid pops secure into place. The process is done when the instrument panel notification indicates that it is done.

The roof reconnects the same way as long as the switch is pushed toward the front of the car. Again, the process completes automatically with only the rear quarter windows remaining down. We’re not sure why activating the second switch is required to close the windows, especially as those windows drop with the initial roll down. It might be a safety issue to ensure that the windows are flush once the roof reconnects.

The list of standard interior equipment includes keyless entry with push-button start, a leather interior, aluminum pedals, 10-way power front seats with power lumbar support for the driver, a power tilt-and-telescopic steering column, LED interior lights, and stainless-steel scuff plates.

Upgrades outside of the Inspiration Series trim includes a heated leather-wrapped steering wheel, semi-aniline leather seats, and embossed headrests. Also, Lexus offers a climate concierge with upper body heating. This means you can drive with the top down on a cold day thanks to neck heaters.

2021 Lexus LC 500 Convertible

Tech

There’s no shortage of high-tech items gracing the LC. That’s to be expected for Toyota’s luxury marque. And more so with a six-figure sports model.

Specifically, the standard audio package comprises 12 speakers, HD Radio, satellite radio, and rear-mounted speakers. Further, Apple CarPlay, Android Auto, and Amazon Alexa compatibility come standard. Lastly, Lexus Enform apps, Wi-Fi, Siri Eyes Free, two USB ports, and navigation round out the standard features.

There are a few options available including a 13-speaker Mark Levinson audio system ($1,220) and a head-up display ($900).

2021 Lexus LC 500 Convertible

Safety

Toyota Motors is big on standard safety features and Lexus doesn’t disappoint. The LC comes with automatic high beams, a pre-collision system with pedestrian detection, lane-keep assist with lane-departure alert, blind-spot monitoring, and adaptive cruise control. An automatic parking system is included.

If you’re concerned about rollovers with a convertible, you should be. Especially when the roof is down and protection is scant. That said, a pair of active roll bars rise into place behind the rear seat, mitigating a likely disaster without them in place. They’re not a substitute for smart driving, but they are useful for potentially saving lives.

2021 Lexus LC 500 Convertible
2021 Lexus LC 500 Convertible

Performance

Powering the LC 500 is a 5.0-liter V8 engine with 471 horsepower and 398 pound-feet of torque. No turbochargers, no superchargers, just straight up natural aspiration. Power routes to the rear wheels utilizing a 10-speed automatic transmission. Steering wheel-mounted paddles shifters are included.

Though not a lightweight model (weighing approximately 4,500 pounds), the LC 500 moves forward with authority. Upon ignition, the engine lets out a roar with a whoosh emitting from the rear. Under full throttle, the sport exhaust system supplies an outstanding soundtrack – natural and loud.

With the top down, riders enjoy the full sound experience – it reminds us of the note that was once a staple of Detroit machines. It’s a scream we never tire of – in part because it drills down into every fiber of the body. Also, it often surprises people not familiar with this model. “Did a Lexus just do that?”

The LC checks off all the right boxes – a comfortable ride, excellent steering, and wonderful handling. Wide tires, a strut-and-multilink suspension system, and an available Torsen limited-slip differential with adaptive dampers ($460) keep it on track. On twisty roads, the LC is entirely at home as it effortlessly moves forward. It’s a strong corner taker too as it slithers in and out with no brake action required.

Our lone area of disappointment is the lack of a manual transmission. We understand that the take rate would most likely be low, but Lexus misses an opportunity to put a signature on what’s an otherwise stellar model. Just as Toyota found a way to bring back the GR Supra (with BMW’s help), we think the LC would benefit by adding a 6-speed manual – a fitting exclamation mark on the entire line.

2021 Lexus LC 500 Convertible

Competitive Set

The LC 500’s segment comprises two- and four-passenger models. As with the LC, most rear seats are in rival models are also useless.

Among the competing models are the BMW M850i, Jaguar F-Type, Mercedes-Benz SL-Class, and the Porsche 911. Other models worth shopping includes the Chevrolet Corvette and Nissan’s GT-R.

Our Recommendation

The available Inspiration Series drives up the final price by about $20,000. That’s a spend-up we’re not keen on, but it carves out exclusivity for the 100 buyers in the U.S. who might opt for one. The “structural blue” paint scheme, carbon fiber door sills, 21-inch forged wheels, and white interior are gorgeous though.

Stick with the base model and perhaps opt for the head-up display and the limited-slip differential. They’re the only options you’ll need, bringing your final price to a cool $103,000 or so.

2021 Lexus LC 500 Convertible

2021 Lexus LC500 Convertible

  • Sticker price from $102,025
  • Price as tested: $110,000 (est.)
  • Seats four
  • Engine: 5.0-liter V8 gas
  • 471 horsepower @ 7,100 RPM
  • 398 foot-pounds of torque @ 4,800 RPM
  • 10-speed automatic transmission
  • Wheelbase: 113.0 inches
  • Length: 187.4 inches
  • Width: 75.6 inches
  • Height: 53.2 inches
  • Passenger volume: 85.2 cubic feet
  • Storage volume: 3.4 cubic feet
  • Towing capacity: NR
  • EPA: 15/25/18 mpg city/highway/combined
  • Premium gasoline
  • Fuel tank: 21.7 gallons
  • Curb weight: From 4,540 pounds
  • IIHS safety rating: NR
  • Limited vehicle warranty: 48 months/50,000 miles
  • Powertrain warranty: 72 months/72,000 miles
  • Corrosion warranty: 72 months/unlimited miles
  • Vehicle assembly: Motomachi, Japan

See Also — First Look: 2018 Lexus LC500 and LC500h

Photos copyright Auto Trends Magazine. All rights reserved.

Stellantis Logo Revealed by Peugeot, Fiat Chrysler Ahead of Spring Merger

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Stellantis unites American, French, and Italian automakers.

Stellantis

“To brighten with stars” is the meaning of the sobriquet chosen by French automaker Peugeot Groupe (PSA) and Italian-American manufacturer Fiat Chrysler Automobiles (FCA) as they plan to merge their companies under the “Stellantis” banner next year. When done, the combined entity will create the world’s fourth-largest automaker, completing an effort that began before the pandemic and could establish a trend for competing businesses to follow.

Mission Stellantis

Stellantis may not roll off the tongue immediately, but the new company hopes that it accomplishes its mission nevertheless. That endeavor unites once competing businesses under a singular umbrella, bringing with it the synergies required. Cost-saving is chief among them as the new company will enable 14 disparate marques to coalesce; share platforms, engineering, and technologies; and give Stellantis greater clout when negotiating with suppliers. Thus, the Stellantis name is reserved exclusively for the enterprise.

Notably, the company’s name will not find its way to a single vehicle. Instead, all 14 brands will operate with their own make/models serving their respective markets. These brands comprise Abarth, Alfa Romeo, Chrysler, Citroën, Dodge, DS, Fiat, Jeep, Lancia, Maserati, Opel, Peugeot, Ram, and Vauxhall. Ferrari is not included as that brand became independent a few years back.

Only one PSA name is not familiar to automotive enthusiasts: DS. The others, including Peugeot and Citroën, were once marketed in North America. Models from Opel and Vauxhall have also appeared stateside, most currently in the Buick Regal sedan, hatchback, and wagon.

Dutch Headquarters

The new company will be headquartered in Amsterdam, the Netherlands. It will continue to operate regional headquarters in Auburn Hills, Michigan; Paris, France; and Milan, Italy. Moreover, Stellantis will trade on three stock market exchanges: New York, Paris, and Milan.

Announced in October 2019, the $50 billion deal uniting PSA and FCA was finalized internally two months later. The understanding then, as it remains to this day, is that the companies must work through a lengthy closing process. Indeed, following its initial review, the companies won the approval of their respective shareholders as well as meeting other antitrust and other regulatory requirements. Some of the later milestones are yet in progress. An end-of-first-quarter 2021 closing is expected.

Peugeot’s USA Initiative

Well before the Stellantis development, the Peugeot brand has been working on returning to the U.S. on its own — without the four other PSA brands. For several years, the company has operated out of its Atlanta headquarters to begin the long work of bringing its vehicles to America. That effort will continue although it may now include some help from Stellantis’ American family.

Nothing has been said of this, but a company bent on consolidating to cut costs may find that Peugeot vehicles sold side-by-side with Chrysler brand products, for instance, is the best approach to advancing its agenda. We’d be surprised if this weren’t so.

Looking Ahead

Uniting disparate companies is often fraught with cultural challenges as evidenced in the earlier DaimlerChrysler debacle. Yet, a few years after that company separated, Fiat joined with Chrysler to form arguably a strong union. The Chrysler side will now have a third opportunity to work with an international automaker.

This time, the Fiat Chrysler team will come into this relationship on a 50:50 basis with the PSA Groupe. The Italian and French automakers are longtime rivals, but under the Stellantis umbrella, the new structure allows all stakeholders to advance two areas where the industry is heading: automation and electrification. Separately, the cost to develop them is nearly prohibitive for some companies who must then consider mergers, acquisitions, or alliances to move forward (GM and Honda, for example). Under Stellantis, the 14 brands will have the opportunity to not just survive but thrive, although further consolidation may cause underperforming brands such as Chrysler and Vauxhall to cease.

See Also – Deal Undone: Fiat Chrysler Renault Merger

Logo courtesy of Fiat Chrysler and PSA Groupe.

Preview: 2021 Nissan Rogue Crossover

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Nissan’s popular Rogue crossover is now in its third generation.

The 2021 Nissan Rogue is all new and is available in four trims.

The Nissan Rogue is a compact crossover utility vehicle and is also the brand’s bestseller. Introduced in 2008, the second-generation model rolled out in 2014 and quickly solidified its place in the segment. For 2021, the third-generation Rogue is here, the first of five new models Nissan is introducing over the next year. It follows on the heels of new Altima, Sentra, Titan, and Versa models that were recently redesigned.

2021 Nissan Rogue Preview

The big news for 2021, of course, is the Rogue’s new platform. This one is about the size of the previous one with the new Rogue’s length reduced by 1.5 inches. Yet, through its redesign process, the new model sees a slight boost in cargo capacity. As before, the Rogue is a five-passenger crossover with standard front-wheel drive and available all-wheel drive.

We’ll have a full review of the 2021 Rogue once we get behind the wheel of one. For now, we’ll examine some of the highlights of this model:

Updated Engine Performance

The Rogue is easily outclassed in the performance department by several competitors, including those with upgradeable engine options. Nissan, however, continues with the single powertrain combination that has worked so well for it previously.

This one is a 2.5-liter four-cylinder engine with an even 181 horsepower and 181 pound-feet of torque, up from the 170/174 previously. As before, power routes to the front or all four wheels by means of a continuously variable transmission. Notably, Nissan has more than 20 years of experience building CVTs and it shows – we found its versions best able to manage engine noise.

The most efficient version of the Rogue achieves a laudable 27 mpg in the city and 35 mpg on the highway for a combined 30 mpg. When properly equipped, the Rogue pulls up to 1,350 pounds.

Increased Cargo Space

The Rogue’s improved storage compartment now measures 74.1 cubic feet, up from 70 cubic feet with the rear seat folded. That improvement comes from removing one inch of legroom in the back seat, but the impact is small, including for a relatively tall passenger sitting behind an equally tall driver.

We like the Rogue’s storage compartment, as it features a pair of panels to flatten the second-row floor. Further, the floor can be lowered a few inches more to increase depth. Equally, we like the large side pockets as these are sizable enough to hold a 12-pack of soda, a gallon of milk, or a jug of laundry detergent. Moreover, you’ll find additional storage pockets up front, including oversized drink holders and a below-console storage area for squirreling away tablets and purses from harm’s view.

See Also — White Space Wonder: 2020 Nissan Rogue Sport

Advanced Connected Technologies

The small crossover segment is not lacking in creature comforts, including modern technology. This year, the Rogue comes with a standard 8-inch touch-screen display. Also available is a 9-inch center console display, a 12.3-inch digital dashboard, and a 10.8-inch color head-up display, the latter a first for the Rogue. We’re a fan of “heads up” systems as key information floats above the hood where it is easily seen.

Shortly after launch, Nissan plans to make wireless Apple CarPlay available. At the moment, you’ll find both connected Apple CarPlay and connected Android Auto. This means a USB connection is required. We like the convenience of wireless CarPlay for a seamless over the air connection.

Yet perhaps our favorite feature and one now available with the 2021 Rogue is a wireless charger pad. This one sits at the base of the console and supplies a convenient way to charge a smartphone. Other tech features include an available around-view monitor. Furthermore, Google Maps and Waze are included and are voice-activated at that.

Improved ProPILOT Assist with Navi-Link

What’s a Nissan vehicle without ProPILOT assist? The answer is simple: it may not be a 2021 model. Indeed, this year, Nissan makes its vaunted semi-autonomous vehicle package available on more models. What is ProPILOT Assist? As Nissan describes it the system is “a hands-on, driver-assist technology that reduces the hassle of stop-and-go highway driving and makes long drives on the open highway easier.” In effect, the system combines steering assist with adaptive cruise control to help manage several driving features, including accelerating, braking, and steering in local traffic and on the open road.

This year, Nissan pairs the system with Navi-Link, which brings in data from a navigation map to enhance the driving experience. Specifically, the system allows for speed limit assist, speed adjust by route, extended auto restart timing, and supplies improvement to current functions, including braking, lane marker detection, and steering assistance. This system is standard on the range-topping Platinum and available with the SL edition.

Four Available Trims

Prior to this year, Nissan offered the Rogue in three trims: S, SV, and SL. This year, the Platinum edition tops the model range, bringing with it such features as door-to-door navigation, quilted semi-aniline leather-appointed seating, heated rear seats (outboard only), ambient lighting, the digital dashboard, head-up display, a Bose audio system, and ProPILOT Assist with Navi-Link.

Nissan prices the 2021 Rogue as follows: S ($25,650 (FWD)/$27,050 (AWD); SV ($27,340/$28,740); SL ($32,000/$33,400); and Platinum ($35,430/$36,830). Premium paint is a $395 upgrade across the model line. The two-tone paint option with premium paint is a $695 upgrade and available with the SL and Platinum trims only. Likewise, the two-tone paint option alone is a $350 upgrade with these same trims.

See Also — Highlights of the 2020 Nissan Rogue

Photo courtesy of Nissan Motors. All rights reserved.

How to Fix a Broken Rivian Vehicle

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American automotive and technology company Rivian is working diligently to bring its first vehicles to the market, with the production of its battery-electric R1T pickups and R1S SUVs beginning early next year. By June 2021, the first models should be in the customer’s hands, which will then reveal just how capable these models are.

No Dealerships

As with any vehicle launch, Rivian will spend several months producing launch models and testing the same before customers see one. This effort allows the company to identify potential problems and make repairs and adjustments to the build process. The goal is, of course, to supply flawless execution of the entire manufacturing regimen, to eliminate problems, and ensure customer satisfaction.

Inasmuch as any manufacturer attempts to get things right, problems occur after the fact. We’ve seen automakers bogged down with recalls, large and small, as well as service bulletins to handle problems that don’t warrant massive intervention. These issues are typically resolved at the dealership level, specifically through service departments tasked with handling maintenance and repairs.

On-Site and Local Repairs

However, Rivian does not have dealerships as the company will sell its electric vehicles directly to consumers, businesses, and other interested parties. Instead, we have learned that Rivian has a unique process in the works, one that’ll enable customers to seek out repairs nearby, including very locally.

In an interview with Automotive News, Rivian’s president CJ Scaringe said that the company will have a fully operational service network in place to handle repairs. Specifically, the network will comprise 41 service centers scattered across the United States. Customers will then have the option to bring their R1S or R1T to these centers for assistance.

But service centers are not the be-all and end-all, especially for customers who find themselves stranded or hundreds of miles between centers. Thus, the Rivian strategy also includes scheduled mobile service at homes or businesses. With this latter option, maintenance crews are dispatched to where they are needed, handling repairs that over-the-air updates cannot manage.

Amazon’s Stake and Order

The R1S and R1T are not the only electric vehicles Rivian will build at its Normal, Illinois, manufacturing plant. A third model, which is a delivery van, will launch in 2021 next year. Its primary customer is Amazon, one of several important Rivian stakeholders. Indeed, in September 2019, Amazon invested $700 million in Rivian and ordered 100,000 vehicles with deliveries through 2024.

Likely, Rivian will establish direct repair centers with Amazon to handle its needs. Or, it may routinely dispatch repair vehicles to Amazon facilities. Regardless, electric vehicles have so few running parts compared to models powered by an internal combustion engine, that such repairs should be few and accomplished quickly.

Three Editions

Besides detailing its maintenance and repair strategy, Rivian announced that its SUV and pickup truck will each be available in three editions, with a fourth likely following. The R1T Launch Edition ($75,000) and the R1S Launch Edition ($77,500) roll out in June and August, respectively. Canadian customers will have access to both vehicles beginning the following November.

The Launch Editions come with a 300-plus mile range and the Adventure Package. That package features a reinforced underbody shield and an on-board air compressor. For the truck, the package includes a power tonneau cover and a Gear Guard remote monitoring system. Inside, the two models include heated and cooled perforated vegan leather seats, natural-grained ash wood trim, and the Rivian Elevation 360-degree audio system with removable Bluetooth.

Besides the Launch and Adventure Package editions, an Explore Package rolls out in 2022. This one costs $67,500 (R1T) and $70,000 (R1S), with a lower level of content than the other trims. Yet, the same 300-mile range is standard.

Rivian promises an even lower-cost version of both models down the road, with a battery range of about 250 miles. Further, a longer-range R1S model is planned in both five- and seven-passenger seating capacities.

See Also — Delayed Rivian On Track to Deliver Electric Trucks and SUVs

Cadillac Gets Most Things Right
With the XT6 Crossover

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The XT6 makes three Cadillac utility vehicles.

The look of luxury is evident inside and out with the 2021 Cadillac XT6.

As GM’s luxury brand, Cadillac is tasked with delivering to customers the ultimate in design, opulence, tranquility, and technical prowess. The marque largely meets its mission through the varying vehicles it currently offers.

The Cadillac of old is gone – there isn’t a land barge in sight, although the burly Escalade certainly gets a nod. Also, it’s that very same Escalade that remains the only model that hasn’t assumed Cadillac’s current nomenclature, with sedans starting with a CT followed by a number (e.g., CT4 and CT5) and the utility vehicles doing likewise (XT4, XT5, and XT6).

At the moment, Cadillac doesn’t have an electrified vehicle to show for it, but that will soon change when its first “LY” family of vehicles debuts. The LYRIC is on schedule for a 2022 debut for the 2023 model year. It’s an all-electric utility vehicle.

Our test model is the latest Cadillac newcomer that isn’t the all-new Escalade. The XT6 is a midsize, three-row crossover that was introduced in 2020 and features a new “Luxury” trim for 2021.

2021 Cadillac XT6 Review

Cadillac prices the 2021 XT6 from $47,995 to $58,190, plus a $995 destination charge. Three trims are available: Luxury, Premium Luxury, and Sport. The XT6 is a front-wheel-drive model that seats up to seven. All-wheel drive is available across the model line.

Exterior

We’ve seen the Cadillac design evolve over the past two decades or ever since this marque introduced its “art & science” schematic. In more recent years, Cadillac relaxed the edginess, but not dramatically. Its upright stance and pronounced angles supply definition; the XT6’s broad grille and sentry-like vertical taillamps evoke strength.

The XT6’s profile doesn’t have the standout look of the front end, as it offers a look familiar to the segment with its squared roof and high profile. Defining features such as character lines, body sculpting, and customized wheels are familiar expressions. That’s not a bad thing as a more conservative-oriented layout essentially rules the segment.

The list of standard features includes automatic high-beam assist, power-adjustable and heated manual-folding side mirrors, 18-inch alloy wheels, and a power liftgate. Move up to the Premium Luxury trim and Cadillac brings in front rain-sense wipers, 20-inch alloy wheels, and a hands-free power liftgate.

Move up to the Sport edition and this one features black trim across the grille, roof rails, and exterior accents. Special 20-inch diamond-cut alloy wheels are standard.

Interior

The XT6’s interior upholds the brand’s upscale appeal with choice materials, including available leathers, wood trim, and metallic touches supplying sophistication. Further, the look only gets better once you begin your search with the Premium Luxury trim, which was last year’s base trim.

Some manufacturers choose a “busy” interior layout with multiple layers, contrasting colors, and various materials to supply distinction. The XT6’s dashboard is layered from the driver side to the center stack, then eases into a singular panel that’s above a lacquered wood panel. Equally, the center stack shows restraint with few switches to interrupt the flow. Notably, the available wireless charging port at the base of the stack is a welcome feature – it’s our go-to upgrade when one is sought.

Most trims come with seven-passenger seating, while the Sport edition holds six. As mentioned, the XT6 shares its platform with the Buick Enclave and Chevrolet Traverse, but its more than seven inches shorter between the wheels. The result is a slightly smaller interior, especially in the storage compartment.

For example, the XT6 measures just 12.6 cubic feet behind the third row, while the Enclave has 23.6 cubic feet. With the third row folded, the Enclave has 58 cubic feet to the XT6’s 43.1 cubic feet. Behind the first row, the Enclave’s cargo space measures 97.6 cubic feet to 78 cubic feet for the Cadillac. To be clear, the Buick and Cadillac have matching first- and second-row legroom space, with the Enclave offering a few additional inches for the third row.

Cadillac equips the XT6 with imitation leather seats, power front seats, a leather-wrapped steering wheel, and three-zone climate control. Move up to the Premium Luxury trim and this model features leather seating, wood accents, an automatic heated steering wheel, and a power tilt-and-telescopic steering column.

Advance to the Sport trim and the features remain the same. However, shoppers have the option to choose six-passenger seating by swapping out the middle-row bench seat with captain’s chairs. That’s our preferred seating layout for this segment.

There are also several package options available for further customization. We won’t break them down, but we can say that such features as semi-aniline leather seats, a leather-wrapped instrument panel, illuminated front door sill plates, and unique interior trims are available. Further, other available amenities include ventilated front seats, heated outboard second-row seats, and illuminated cargo sills may be worth your consideration.

Tech

Cadillac equips the XT6 Luxury trim with an 8-inch touchscreen display with voice recognition technology. This model also comes with Bluetooth, wireless Android Auto, wireless Apple CarPlay, and four USB ports. An 8-speaker Bose audio system is standard. Satellite radio and wireless charging is also available.

Move up to the Premium Luxury grade and several upgrades become available, including a 14-speaker Bose audio system, navigation, and a Night Vision system. Wireless phone charging is standard beginning with this trim.

Safety

We’re generally pleased with Cadillac’s safety offerings with the XT6. Automatic emergency braking is standard as is GM’s OnStar suite of emergency and roadside assistance package. All trims come with forward collision alert, following distance indicator, front pedestrian braking, lane keep assist with lane departure warning, front and rear park assist, and an HD rear vision camera.

Beginning with the XT6 trim, Cadillac offers a Driver Assist Package ($1,300). This one combines adaptive cruise control with automatic seatbelt tightening, enhanced automatic emergency braking, and reverse automatic braking.

If there one thing we don’t like, then that would be that the Driver Assist Package requires opting for the Enhanced Visibility and Technology Package ($2,350), which includes a head-up display, an HD surround vision camera system and recorder, rear pedestrian alert, a rear camera mirror with washer, and automatic parking assist with braking. We like the tech package, but we don’t think it should be a requirement to access the Driver Assist Package.


The Cadillac crest has changed in recent years, losing its wreath in 2014. As for the XT6, only the brand’s logo is evident on the exterior. There is no sign of “Cadillac” anywhere on its surface.

Performance

For its first year, Cadillac offered one engine choice for the XT6. Now in its second year, a second engine arrives, slotting in below the previous offering.

The standard engine is a 2.0-liter turbocharged four-cylinder with 237 horsepower and 258 pound-feet of torque. This engine also serves the XT4 and the XT5, but in the XT6 it’s tasked with moving an additional 400-plus pounds over the XT5. That’s a big ask for such a small engine.

We didn’t test drive an XT6 with the new base engine, so our comment is based largely on practicality. Specifically, on how difficult an engine must work to motivate any vehicle, including one fully loaded with passengers and all their gear. Certainly, the base engine gets it done, but its fuel economy edge is only 2 mpg over the V6. Further, its towing capacity is just one-quarter of the larger engine.

The better choice is the 3.6-liter V6 found in many other GM products. We first “discovered” this powerplant when we drove the 2007 Saturn Aura. Yes, Saturn and, yes, it was that long ago.

One thing we can say about GM is that when they develop a new engine they stick with it, make improvements as needed, and then disseminate it widely. That Cadillac uses this engine liberally isn’t really a surprise – other than the Blackhawk V8, this luxury marque shares much of its remaining running gear with the rest of GM’s brands.

Our XT6 Sport model came with the V6 and all-wheel drive. But it isn’t any ordinary all-wheel-drive system either – you must push a button to activate it, which means it works part-time or on-demand. Now, we aren’t sure why Cadillac chose this approach – the company certainly knows how to make an all-wheel-drive system that kicks in automatically or when you need it. The advantage, though, is apparent in fuel economy – when the system is active, our mpgs fell by about 5 mpg. Once we turned it off, it climbed back to where it was.

Yet, most shoppers simply don’t need all-wheel drive, unless they live in a snowy climate. That’s about half the country. That said, we recommend all-wheel drive if you frequent twisty roads, mountainous areas, or simply prefer the greater assurance such a system supplies when the roads are wet.

In our opinion, the V6 is ideally matched to the XT6. It supplies ample step-off acceleration and admirable passing strength. Mind you, we drove the vehicle with no more than two people inside and absent the gear families will take with them when going to faraway places. Still, we were pleased by how well the engine is a match for this crossover. We’d be remiss if we said nothing about the 9-speed automatic transmission: it fires off cogs with ease and works smoothly in the background, just the way we want it!

Like any high-profile vehicle, the XT6 does its share of rocking and rolling on twisty roads. However, we credit Cadillac’s sport-tuned suspension system with keeping this utility vehicle planted. The Sport edition comes with standard adaptive dampers and a quicker responding steering ratio, the latter for a more engaging driving experience. That’s everything for some crossover owners, including this driver.

Is there a demerit of note? Yes, there is. Notably, while most models in this segment pull around 5,000 pounds, the XT6 tops out at 4,000 pounds. That’s a critical difference for some shoppers and something that could dissuade them from the Cadillac.

Competitive Set

The midsize, three-row luxury utility vehicle segment is filled with competitors. That Cadillac arrived so late to the segment may be attributable to its reliance on the Escalade to serve the market. But the Escalade is simply too large for shoppers in this segment and with the top models costing over $100,000, it’s about $30,000 more costly than the most expensive XT6. Clearly, the XT6 fills its mission.

Our survey of the luxury market reveals the following direct competitors to the Cadillac XT6: Acura MDX, Audi Q7 and Q8, BMW X6, Infiniti QX60, Land Rover Discovery and Range Rover Velar, Lincoln Aviator, Lexus GX, Maserati Levante, Mercedes-Benz GLE, Porsche Cayenne, Tesla Model X, and the Volvo XC90. Most competitors offer standard front- or rear-wheel drive. Each one supplies all- or four-wheel drive.

We mentioned the Buick Enclave earlier. Although it isn’t a luxury brand, the Enclave Avenir pulls out all the stops. Other mainstream models with high-end trims worth comparing include the Hyundai Palisade, Kia Telluride, Mazda CX-9, and the Volkswagen Atlas.

Our Recommendation

We don’t recommend the Luxury trim mostly for the reason we mentioned earlier: the base engine simply isn’t the best fit for this vehicle. Start at the Premium Luxury level and you get the V6, a hands-free power liftgate, an automatic heated steering wheel, additional safety features, wireless phone charging, and a power-folding third-row seat.

Opt for the six-passenger seating compartment and you’ll have a roomier cabin with better middle-row seats. For under $60,000 the XT6 is well within the range of most of its competitors and that’s without available all-wheel drive.

2021 Cadillac XT6 Specifications

Cadillac 2021 XT6
Segment Midsize SUV
Price Range $47,995 to $58,190
Destination Charge $995
Engine No. 1 2.0-liter, turbo I4
Horsepower 237 @ 5,000 rpm
Torque (lb.-ft.) 258 @ 1,500 to 4,000 rpm
Transmission 9-speed automatic
Engine No. 2 3.6-liter, V6
Horsepower 310 @ 6,600 rpm
Torque (lb.-ft.) 271 @ 5,000 rpm
Transmission 9-speed automatic
Seating 6 or 7
Curb Weight (pounds) 4,362 to 4,690
Wheelbase (inches) 112.7
Length (inches) 198.5
Width (inches) 77.3
Height (inches) 69.9, 70.2
Headroom (f,r…inches) 39.8, 39.1, 37.2
Legroom (f,r…inches) 41.2, 39.1, 29.5
Shoulder room (f,r…inches) 58.3, 57.4, 53.5
Hip room (f,r…inches) 50.1, 55.7, 39.5
Storage (cubic feet) 12.6, 43.1, 78.7
Gross vehicle weight (pounds) NR
Towing (pounds) 1,000 (2.0); 4,000 (3.6)
Payload (pounds) NR
Fuel Regular
Fuel Tank (gallons) 19.0 (2.0); 22.0 (3.6)
EPA Fuel MPG (city/highway/combined) 21/27/23 (2.0, FWD); 18/25/21 (3.6, AWD)
Manufacturing Plant Spring Hill, Tennessee

See Also — Once Again, We Bid Farewell to the Chevrolet Impala

Chevrolet Trailblazer photos copyright Auto Trends Magazine. All rights reserved.

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

The High Potency Dodge Challenger SRT Hellcat Redeye Widebody Coupe

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On the road with the hottest Hellcat of all.

The YouTube sensation Poke Drago admires the Challenger SRT Hellcat Redeye Widebody.
At the October 2020 Cars and Coffee event in Roxboro, NC.

The Dodge Challenger is a mid- to large-size sport coupe, a throwback to models popular in the 1960s and 1970s. The current model, introduced in 2008, has undergone numerous tech and engineering iteration since, but otherwise remains largely the same over its current run. The Challenger competes in a narrow segment with the Chevrolet Camaro and Ford Mustang. Unlike the other two with available convertibles, this one makes do with its traditional hardtop design.

Dodge offers the 2020 Challenger in multiple trims and additional permutations based chiefly on the drivetrain or powertrain available. The standard SXT starts at $28,095, while the Hellcat Redeye Widebody costs $78,695. The top-trim models also incur a $2,100 gas guzzler tax. All models are assessed with a $1,495 destination charge.

Our test model had one of the longest model names we’ve seen thus far – 2020 Dodge Challenger SRT Hellcat Redeye Widebody. The model year, brand, and model name need no further explanation, but the remaining four descriptors do. First, we have SRT – Street and Racing Technology. This is Dodge’s performance arm, which is responsible for developing the performance versions of the Charger, Challenger, and Durango models.

Second, we have Hellcat. Although that name hardly needs an introduction, it represents models motivated by the most powerful of three Hemi V8 engines. The current performance range starts at 717 and tops out at 807 horsepower. It’s that upper range that represents the Redeye sobriquet: 797 or 807 horsepower. The final designation, Widebody, represents wider fenders, body skirting and enhanced wheel lips that increase the Challenger’s width. Here, the Challenger is no wider between the left and right wheels, but its overhangs are more pronounced.

With a starting price of $78, 695, the Redeye already carries a $50,000 price premium over the base model. Add in the required gas guzzler tax ($2,100) and the destination charge ($1,495), and the cost rises to $82,290.

But there are upgrades available too in the form of various packages. These include a Plus Package ($2,095), Driver Convenience Group ($1,295), Technology Group ($1,295), Laguna Leather Package ($1,795), Alcantara Appearance Package ($1,795), and a Carbon and Suede Interior Package ($1,595). There is also a Rear Seat Delete option that replaces the rear seat with a cargo net.

Our final price came in at $92,245, but that’s before discounting kicks in that typically shaves thousands off the final cost. As of this writing, the discounts approached $8,000.

Check out the air catcher inlets next to the headlamps.
The “nostril” scoops are a menacing touch.

Exterior

The Challenger’s silhouette represents the familiar “coke bottle” design from this model’s earliest years and modernized for the twenty-first century. Dodge kept enough of the original’s design elements to make a handsome tribute to the earlier model, including the oval headlamps, high profile, and the defining “fuel” label over the fuel door.

New elements include LED lights ringing the headlamps, contemporary sport wheels set within all-season performance tires, and track LED lighting, to name a few. Line the original and the current model side-by-side and the heritage cues becomes quite evident.

The red “eye” is a unique touch for the Redeye trim.
As for the Hellcat, Dodge includes numerous features that enhance performance and looks. Most noticeable is the aluminum dual-scoop hood, a design that supplies the Hellcat with “nostrils.” An SRT front fascia, conical cold-air intake, special 20-inch lightweight aluminum wheels, and red brake calipers are other noteworthy upgrades.

We’d be remiss if we left out three sources for cooling the Redeye: the two air catcher headlamps and an inlet located near the wheel liner. The air catchers are interesting as they replace what appears to be headlamps up front. Instead, holes allow air to flow through the engine compartment.

Dodge also gives the Redeye special badging unique to this trim. Look closely at the Hellcat insignia and direct your attention to where an eye would be. On other Hellcat models, there isn’t an eye. On this one, a red “eye” is present.

2020 Dodge Challenger SRT Hellcat Redeye Widebody.

Interior

The Challenger seats five, but two is the ideal. The rear seat seems almost like an afterthought – access and egress are difficult. Moreover, if you sit in the back, you’ll find the legroom limited: just 33.1 inches are available. That’s still better than some models, but it isn’t comfortable. Also, you’ll sit low and the sightlines are terrible. Certainly, it would be better to opt for the rear seat delete and call it a day.

We’re pleased with the Challenger’s fit and finish as well as the materials used. The interior is dark, well ordered, and not overrun by buttons and gadgets. Its as close to a throw-back design as Dodge dared go without leaving twenty-first century buyers in the dust.

The instrumentation is heritage oriented with huge dials for the tachometer and speedometer. The usual driver information center sits between the two and reveals a Hellcat Redeye logo on ignition. A flat-bottomed steering wheel and center console passenger hand grip are expected touches along with the aluminum pedals.

The front seats are comfortable, even a bit snug with generous bolstering. Most definitely Dodge designed this car with the driver and front passenger’s comfort in mind.

One of the Challenger’s strong suits is its big trunk, which measures 16.2 cubic feet. Compare that to the 13.5 cubic feet for the Mustang and the 9.1 cubic feet for the Camaro and the differences are quite stark.

Thick and generously bolstered seats cosset the driver and front passenger.

See Also — 12 Things We LOVE About the Dodge Charger R/T Scat Pack

Safety

If you want forward collision warning and adaptive cruise control, these features are available on all other trims, but not on the Hellcat Redeye. We’re not sure why it’s this way, but it might have something to do with the grille design and the placement of sensors and cameras.

Choose the Driver Confidence Group and the Redeye gains blind-spot monitoring with rear cross-traffic detection. But you won’t find other features such as lane keep assist and lane departure warning, which are common in modern cars.

An automatic is the only choice with the Redeye.

Technology

Fiat Chrysler’s Uconnect infotainment interface is one of our favorites. It’s easy to use with clear screens and large icons present. Some Challenger models have the standard 7-inch display, while others, including the Hellcat, have an 8.4-inch display.

Dodge bundles Uconnect with Bluetooth, Apple CarPlay and Android Auto smartphone compatibility, and two USB ports. The Hellcat adds navigation, although you might not use it much if you’re connected with your smartphone.

A six-speaker sound system is standard across the model line, although an Alpine system is in the Hellcat.

Better yet, if you spring for the audio group upgrade, you’ll gain an 18-speaker Harman Kardon audio system and that makes for a sweet sound experience!

A sporty, yet uncomplicated interior.

Performance

The differences between the standard Hellcat and the Redeye yields a power boost of more than 10 percent with the latter. While the standard model makes 717 horsepower and 656 pound-feet of torque, the Redeye delivers 797 horsepower and 717 pound-feet of torque.

The power increase is due to yet another modification under the hood. Specifically, Dodge swaps out the 2.4-liter supercharger in the Hellcat for a 2.7-liter unit in the Redeye. Furthermore, boost increases from 11.6 PSI to 14.5 PSI, while the redline moves up to 6,400 RPM from 6,000 RPM.

But Dodge wasn’t done yet as the Redeye also benefits from stronger rods and pistons, an enhanced oil capability, and a pair of dual-stage oil pumps (up from the standard one). Other upgrades include an all-new performance hood, a mail-slot grille, and a cold-air intake fixed near the wheel liner.

The Redeye delivers 797 horsepower or 807 with the Sport Stock.

Inasmuch as the power quotient increases here, Dodge gives customers an opportunity to bump performance to 807 horsepower by means of a Super Stock package. This upgrade not only increases power but it comes with a revised suspension system and grippier tires. No, this trim doesn’t match the Hellcat Demon’s 848 horsepower, but it also doesn’t require aircraft fuel – premium grade will do. Anyway, the Demon with premium fuel was “only” rated at 808 horsepower for a barely noticeable increase over the Super Stock.

So, the big question related to the Challenger, specifically the Hellcat and entirely to the Redeye is this one: how fast is it? For the 0-60 mph time, it comes in at a blistering 3.4 seconds. As for the quarter-mile, figure about 10.8 seconds at 131 mph. Yes, we did play with the first time, but not the second – you need a track to reach that lofty speed.

The way the Redeye behaves is nothing less than outstanding. What may slow you down is the shifting and squealing rear tires. More than once the tires shifted out from underneath us as full power moved to the rear wheels. This can be disconcerting to the novice or anyone unfamiliar with the raw power at hand. A tight grip of the steering wheel and easing up on the gas pedal will bring the Redeye under control.

Some of the most fun is procured by playing with the touchscreen display. Indeed, all the performance commands to help you get the most out of the Redeye are reachable by clicking “Apps” on the screen. From there, you’ll find various “race options,” including line lock, launch control, chiller, shift light, and race cooldown.

Electronic lock is a sought-after feature, something that engages the front brakes to hold the coupe steady while leaving the rear wheels free for a burnout. You may have seen videos of these antics and they are certainly a sight to behold. The noise and smoke generated is astounding – you don’t want to do this too much for the sake of the tires.

We prefer playing with launch control as this is a better way to gauge performance. This feature works by activating the system, holding the brake pedal in place with your left foot while pressing down on the gas pedal with your right foot. Once the engine hits a certain RPM (usually in about 10 seconds), then release the brake and enjoy head snap-back straight-line acceleration.

Two other features include the chiller and after-run chiller. The first one is tasked with diverting the air-conditioning refrigerant from the cabin to a chiller unit mounted by the low temperature circuit coolant pump. After going through other processes, the coolant finally flows to the heat exchangers in the supercharger. In the Redeye, the chiller is optimized to lower the intake air temperature further for improved performance.

Are you ready for line lock?

The second feature is what Dodge calls an “after-run chiller.” It’s designed to automatically kick on when the engine is shut off, keeping the cooling fan and low-temperature circuit coolant pump running to lower the supercharger air temperature. It’s on the panel where the driver can track the supercharger temperature.

We’re thoroughly impressed by what the Hellcat Redeye has to offer. Besides its heritage good looks, comfortable seats, and decent tech offerings, it simply is a very fast car. We found the steering weighty, but not tiresome, and the ride was comfortable. On the other hand, it doesn’t excel in cornering. The Redeye is heavy – it weighs more than 4,400 pounds and it doesn’t feel light on its feet. In fact, it feels cumbersome at times, especially when navigating twisty roads. It isn’t anywhere as well planted as the Camaro or Mustang, and it certainly is not like any smaller model such as the Toyota GR Supra or the Nissan 370Z.

While most sport coupes of this generation do a far better job of handling twisty roads, the Challenger tends to rock back and forth slightly. If you’re cornering, the full weight of this vehicle becomes apparent if you don’t significantly reduce your speed. Dodge offers all-wheel drive with the V6 model, but only rear-wheel drive with the V8s. The added weight of such a system would affect performance, although its handling advantage would assist with control. The Camaro and Mustang are about 500 pounds lighter and at least six inches shorter between the axles. Neither has all-wheel drive, but both have sophisticated suspension systems.

Most of our driving was local or by navigating the backroads of central North Carolina. We took one trip to Roxboro, a 90-mile circuitous route. We averaged 16.6 mpg across those miles, but finished about 1 mpg lower overall. For this reason the Redeye is slapped with the EPA’s gas guzzler tax as the Redeye earns an estimated 13 mpg in the city, 21 mpg on the highway for a combined 16 mpg. Premium fuel is the rule; expect regular fill ups if the Redeye is also your daily driver.

SRT: Street and Racing Technology.

Which Hellcat?

Our focus here is on the Redeye, but it isn’t the only Hellcat model. Indeed, start with the standard model and that’s all the Hellcat most drivers want. Quite easily, your price may approach $70,000, but that’s before discounting comes in.

The Redeye with or without the Super Stock Package brings in the extra performance, but it does so at a significant price premium. Indeed, the Hellcat Redeye Widebody represents a $17,600 upgrade bundle and that’s before another $10,000 in package options on our test model.

Doubtlessly, few people give price another thought when weighing the Redeye – they can afford the upgrade and they also value the performance edge provided. Judging by this vehicle’s reception at a local Cars and Coffee event, the Redeye is the frosting on the eye candy everyone wishes they had. And that, my friends, is enough.

The dual carbon or gunmetal stripe packages supply a handsome touch.

2020 Dodge Challenger Specifications

Dodge 2020 Challenger
Segment Sports coupe
Price Range $28,095 to $78,695 (plus $2,100 gas guzzler tax)
Destination Charge $1,495
Engine No. 1 3.6-liter, V6
Horsepower 303 @ 6,350 rpm
Torque (lb.-ft.) 268 @ 4,800 rpm
Transmission 8-speed automatic
Engine No. 2 5.7-liter, V8
Horsepower 372/375 @ 5,200/5,150
Torque (lb.-ft.) 400/410 @ 4,400/4,300 rpm
Transmission 8-speed automatic
Engine No. 3 6.4-liter, V8
Horsepower 485 @ 6,100 rpm
Torque (lb.-ft.) 475 @ 4,100 rpm
Transmission 8-speed automatic
Engine No. 4 6.2-liter, supercharged V8 or HO V8
Horsepower 717/797/807 @ 6,000/6,400 rpm
Torque (lb.-ft.) 656/707 @ 4,800 rpm
Transmission 8-speed automatic
Seating 5
Curb Weight (pounds) 3,858 to 4,492
Wheelbase (inches) 116.0
Length (inches) 197.5, 197.9
Width (inches) 75.7, 78.3
Height (inches) 57.2 to 58.4
Headroom (f,r…inches) 39.3, 37.1
Legroom (f,r…inches) 42.0, 33.1
Shoulder room (f,r…inches) 58.5, 53.9
Hip room (f,r…inches) 55.3, 47.8
Storage (cubic feet) 16.2
Gross vehicle weight (pounds) NR
Towing (pounds) 1,000 (V6 only)
Payload (pounds) NR
Fuel Regular (V6), Midgrade (5.7), Premium (others)
Fuel Tank (gallons) 18.5
EPA Fuel MPG (city/highway/combined) 19/30/23 (V6); 13/21/16 (6.2)
Manufacturing Plant Brampton, Ontario, Canada

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

2020 Dodge Challenger SRT Hellcat Redeye Widebody.

See Also — The High Potency Dodge Charger SRT Hellcat

Photos copyright Auto Trends Magazine. All rights reserved.

The All-New Chevrolet Trailblazer Forges Urban Paths

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A sub-$20,000 starting price for a new Chevrolet.

Chevrolet was once a car-dominated brand, but now utility vehicles are taking over. Indeed, GM’s bow-tie marque currently boasts seven models for the choosing – five crossovers and two SUVs. The latest model is the Trailblazer, a familiar name to brand enthusiasts. However, unlike the previous model, this one isn’t fit for rigorous off-road duty. Instead, Chevrolet designed this small crossover to navigate the urban jungle, which is where the vast majority of drivers find themselves.

2021 Chevrolet Trailblazer Review

Chevrolet prices the 2021 Trailblazer from $19,000 to $25,500, plus a $995 destination charge. Five trims are available: L, LS, LT, Active, and RS. The Trailblazer is a front-wheel-drive model that seats five. All-wheel drive is available on all but the base trim.

Exterior

If the Trailblazer has a familiar look, then that’s intentional. Indeed, this model borrows elements from the Blazer, a two-row midsize model, which in turn ports elements from the Chevy Camaro sport coupe. All in all, it makes for a sporty look, at least with the front fascia. Thus, it also sports a more contemporary visage than the slightly smaller Trax and the compact Chevrolet Equinox.

The Trailblazer’s truck-like looks are advanced by its upright grille, which is divided by a narrow upper grille and gaping lower grille. Its profile may advance its most striking elements with big-arched wheel-wells, defining character lines, and distinct body sculpting. This model’s high beltline begins rising sharply just ahead of the rear door handles, intersecting with the roof to form a sporty touch. Our test model with its contrasting black roof, matching black trim, and signature wheels were downright handsome.

From the rear, the Trailblazer looks more hatchback than crossover-like with its liftgate shell punctuated by wraparound tail lamps. Our evaluation model also featured diffuser-like trim with a pair of exhaust ports – yes, that’s certainly not a real skidplate fixed between the two exhaust pipes.

The list of standard features includes halogen headlamps, automatic high beams, LED daytime running lights, power side mirrors, and a manual liftgate. A panoramic power sunroof with a power sunshade and a hands-free power liftgate comes bundled with package upgrades beginning with the LT trim.

With the base trim, the Trailblazer sports 16-inch steel wheels set within all-season tires. Move up through the trim range and both 17- and 18-inch painted or high-gloss aluminum-alloy wheels appear.

Interior

How many people can fit inside a Trailblazer? 2? 3? 4? 5? On paper, the answer is five, although we’re never big fans of recommending a full contingent in such a small vehicle unless everyone is small, the driver and front passenger included. But the Trailblazer is a decent 2+2 model with more rear legroom in this vehicle than found in some larger models.

With bucket seats up front and a split-folding rear bench seat, there’s little about the Trailblazer that surprises us here. But the fold-flat front passenger seat was a welcome discovery as that makes it possible to carry skis or a floor lamp inside with relative ease. We’ve seen Jeep take this approach with its models – we’re glad Chevrolet is following suit.

Chevrolet managed to design the Trailblazer to avoid the cheap look common to small models nearly everywhere. There’s nothing especially elegant about the interior, but it does make a strong effort to please the eye instead of annoying the senses.

The layered dash is a far cry from the slap-slab layout common years ago with brightwork trim used sparingly, yet appropriately throughout. As much as we like the center console design with its handy cell phone pocket, the big door pockets grabbed our attention, as they supply space for a water bottle and other items.

Standard cloth seats with matching cloth door panels are a pleasant touch. A leather-wrapped steering wheel and shift knob, along with imitation leather seats raise this crossover’s appeal considerably. Certainly, a real leather option would enhance this model, but luxury is not its mission. Notably, Chevrolet is targeting buyers who want a well-equipped model without all the expensive upgrades.

Chevrolet equips the Trailblazer with the usual cohort of convenience features, including full power accessories, a tilt-and-telescopic steering column, and air conditioning. But there are a few other features available and typically within a package upgrade. These include automatic air conditioning, an automatic-dimming rearview mirror, a flat-bottom steering wheel, and a remote vehicle starter system.

One of our favorite features that are available beginning with the LT trim is a 120-volt power outlet. Chevrolet fixes this outlet to the rear of the center console. A power outlet is everything for anyone who works remotely and needs to keep a laptop or other electronic devices charged. Combine the outlet with the available Wi-Fi system and suddenly working remotely becomes possible.

Tech

The battle for new-vehicle shoppers is intense, perhaps more so among small crossover models. While consumers may be willing to pay a few thousand dollars more for a utility vehicle instead of a small sedan or hatchback, they also expect to get more for their money. In the infotainment arena, manufacturers are responding in kind.

Chevrolet Infotainment is the name of the system found in this brand’s vehicles, as they eschew the marketing names used by competitors, including Ford (Sync), Dodge (Uconnect), and Kia (Uvo), to name a few. Chevrolet uses version 3 in the Trailblazer, which reflects the latest tech available.

All Trailblazer trims come with a standard 7-inch touch-screen display with Bluetooth and smartphone compatibility, namely Android Auto and Apple CarPlay. Further, a 4-speaker audio system is standard, as is connected services, and a pair of USB ports.

Move away from the base trim and a 6-speaker audio system is included. Other upgrades include an 8-inch touch-screen display available with the LT; Alexa, satellite radio, and HD Radio with the Activ and RS; and a 4G LTE Wi-Fi hotspot that’s optional across the model range.

We’ve long been fans of Chevrolet’s infotainment system as we’re pleased by its ease of use. Other manufacturers have shown improvement in recent years, but the Chevrolet package remains one of the best.

Safety

For such a low price, Chevrolet equips the Trailblazer with a strong roster of standard safety features, such as automatic emergency braking. This list is also composed of front pedestrian braking, forward collision alert, following distance indicator, and lane-keep assist with lane departure warning.

Move beyond the base model and Chevrolet makes additional features available, although you’ll pay extra for them. These include lane change alert with side blind-zone alert, rear cross-traffic alert, and rear park assist. A high-definition rearview camera is available on the two top trims.

As for adaptive cruise control, it is available beginning with the LT trim.

Performance

Chevrolet supplies two engine choices with the Trailblazer. Both have just three cylinders and are turbocharged. Notably, the size separation between them is narrow, although the power differences are somewhat sharper.

The standard engine displaces 1.2 liters and develops 137 horsepower and 162 pound-feet of torque. This engine works solely with a continuously variable transmission and is the only powertrain combination for the standard L, a front-wheel-drive-only trim.

A 1.3-liter three-cylinder engine is also available. This one makes 155 horsepower and 174 pound-feet of torque. It also works with a CVT, however, if you select the all-wheel-drive version, then a 9-speed automatic transmission sends power to the wheels.

Our test Activ trim came with the upgraded engine and front-wheel drive. We weren’t too surprised by the engine’s performance as we had the same arrangement in the Buick Encore GX, the Trailblazer’s upscale sister model. Indeed, the new Chevrolet supplies ample off-the-mark power and delivers sufficient passing power.

There were times we forgot how small the engine is, including under hard acceleration. For instance, turbo lag is almost nonexistent or at least not noticeable enough to warrant concern. The Trailblazer moves down any road with authority, handles tight spaces with grace, and delivers a ride that’s certainly a cut above what you’d expect for this class.

It is an efficient model too, delivering approximately 30 mpg combined. That’s about 5 mpg under what a similar sedan or hatchback would throw down, so keep this in mind. Yet, the numbers are quite good and are not off-putting. Chevrolet sweetens this model’s buying consideration with an available 1,000-pound towing capacity. This can prove helpful for anyone needing to move a small skiff around.

Inasmuch as we sing the Trailblazer’s attributes, there is one glaring issue that must be addressed: nomenclature. The fact that Chevrolet resurrected a popular name for a new model is one thing. That the new model doesn’t pretend to do what the previous model does is something else.

For example, if you think the Trailblazer will blaze new trails you’ll be sorely disappointed. Even in all-wheel-drive guise, this model is almost exclusively designed for firm pavement. Thus, if you do choose to take it off-road, only the most well-trodden path will do. Likewise, you’ll need to avoid any surfaces that might damage the underbody – no rock climbing for you – leave this type of rigorous work to the Chevrolet Colorado.

Competitive Set

Chevrolet is GM’s mass-market brand, accounting for approximately 70 percent of its sales. Therefore, it is important for this marque to cover all the bases when it comes to utility vehicles. Largely, Chevrolet succeeds. In fact, with the Trax also in the lineup, there is overlap at the bottom of the brand’s range.

There are many models in this segment worth exploring, including the Mazda CX-30 and CX-3, Ford EcoSport, Kia Seltos, Honda HR-V, and the Nissan Rogue Sport, just to point out a few.

We’d be remiss if we omitted several others, including the Toyota C-HR, the upcoming Volkswagen Taos, Hyundai Venue and Kona, and the Subaru Crosstrek. Nearly all come with standard front-wheel drive and available all-wheel drive, but the Toyota and certain Nissan, Hyundai, and Kia models are front-wheel-drive only. On the other hand, the Subaru comes with standard all-wheel drive.

Our Recommendation

Our pick is the LT trim with the upgraded engine. We’re not about to recommend springing for all-wheel drive, unless snowy surfaces are common in your area. Otherwise, the extra boost from the engine upgrade should be sufficient. Happily, the continuously variable transmission wasn’t especially annoying.

We like the LT because it also brings in upgraded wheels and remote start. But it also makes available other features, although you’ll pay extra for them. There are eight color choices to choose from, but unless you opt for the Iridescent Pearl Tricoat ($645), you won’t pay extra for them.

Interestingly, if you choose the upgraded engine, Chevrolet includes the Driver Confidence Package (rear park assist, rear cross-traffic alert, and lane change alert with side blind zone alert). Also included is the Convenience Package (additional USB ports, automatic climate control, the upgraded screen, satellite radio, and the 120-volt outlet). At this point, the only upgrade we think worth the taking is adaptive cruise control ($620), which Chevrolet bundles with an upgraded Driver Information Center screen, leather touches, and a rear center armrest. Your out-the-door price approaches $26,000 and that’s with nominal discounting currently in place.

All In all, the Trailblazer brings tremendous value to the segment. For instance, it is priced $2,300 less than the Trax, although the latter is down to just two trims. Moreover, the Trax has a turbocharged four-cylinder engine that has less power than either Trailblazer engine. We think the newer model is the better of the two all the way around.

2021 Chevrolet Trailblazer Specifications

Chevrolet 2021 Trailblazer
Segment Small SUV
Price Range $24,100 to $28,500
Destination Charge $995
Engine No. 1 1.2-liter, turbo I3
Horsepower 137 @ 5,000 rpm
Torque (lb.-ft.) 162 @ 2,500 rpm
Transmission continuously variable
Engine No. 2 1.3-liter, turbo I3
Horsepower 155 @ 5,600 rpm
Torque (lb.-ft.) 174 @ 1,600 rpm
Transmission CVT or 9-speed automatic
Seating 5
Curb Weight (pounds) 2,996 to 3,289
Wheelbase (inches) 103.9
Length (inches) 173.5/173.7
Width (inches) 71.2
Height (inches) 64.8 to 65.7
Headroom (f,r…inches) 40.0, NR
Legroom (f,r…inches) 40.9, 39.4
Shoulder room (f,r…inches) 55.4, 53.8
Hip room (f,r…inches) 52.3, 45.7
Storage (cubic feet) 25.3, 54.4
Gross vehicle weight (pounds) NR
Towing (pounds) 1,000
Payload (pounds) NR
Fuel Regular
Fuel Tank (gallons) 13.2
EPA Fuel MPG (city/highway/combined) 26/30/28 (1.2); 29/33/31 (1.3)
Manufacturing Plant Bupyeong, South Korea

See Also — Once Again, We Bid Farewell to the Chevrolet Impala

Chevrolet Trailblazer photos copyright Auto Trends Magazine. All rights reserved.

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

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.