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The Small Infiniti QX50 is Big on Tech and Engineering Features

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Infiniti’s smallest SUV is big on tech features.

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

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

2021 Infiniti QX50 Review

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

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

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

Exterior

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

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

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

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

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

Interior

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

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

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

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

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


Tech

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

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

Safety

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

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

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

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


Performance

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

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

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

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

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

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

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

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

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

Competitive Set

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

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

Our Recommendation

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

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

2021 Infiniti QX50 Specifications

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

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

See Also — New and Improved! 2019 Infiniti QX50

Photos copyright Auto Trends Magazine. All rights reserved.

Toyota Brings the TRD Treatment to the Midsize Camry Sedan

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

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

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

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

2020/2021 Toyota Camry TRD Review

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

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

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

Exterior

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

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

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

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

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

Interior

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

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

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

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

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

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

Tech

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

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

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

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

Safety

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

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

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

Performance

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

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

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

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

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

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

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

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

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

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

Competitive Set

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

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

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

Our Recommendation

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

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

2021 Toyota Camry TRD Specifications

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

See Also — Toyota Camry Hybrid: Big Fuel Savings

Images copyright Toyota Motors. All rights reserved.

The Kia K5 Outclasses Most Competitors, Including the Departing Optima

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

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

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

2021 Kia K5 Review

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

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

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

Exterior

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

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

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

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

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

Interior

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

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

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

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

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

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

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

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

Tech

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

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

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

Safety

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

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

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

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

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

Performance

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

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

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

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

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

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

Competitive Set

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

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

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

Our Recommendation

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

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

2021 Kia K5 Specifications

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

Data compiled by Tom Keegan. All rights reserved.

See Also — The 2020 Kia Sedona Buying Guide

Photos copyright Auto Trends Magazine. All rights reserved.

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

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

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

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

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

2020/2021 Toyota RAV4 Review

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

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

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

Exterior

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

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

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

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

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

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

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

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


Interior

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

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

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

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

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

Tech

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

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

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

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

Safety

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

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

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

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

Performance

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

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

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

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

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

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

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

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

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

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

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

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

Competitive Set

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

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

Our Recommendation

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

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

2020 Toyota RAV4 Specifications

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

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

See Also — The Fifth-Generation Toyota RAV4 Evaluatuated

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

Subaru WRX Showcases Its Performance Chops

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Subaru’s WRX pulls out all the performance stops.

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

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

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

2020 Subaru WRX Review

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

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

Exterior

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

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

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

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


Interior

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

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

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

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

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


Tech

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

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

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

Safety

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

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

Performance

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

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

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

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

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

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

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

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

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

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

Competitive Set

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

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

Our Recommendation

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

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

2020 Subaru WRX Specifications

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

See Also — 10 Things We Like About the Subaru Legacy

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

A Cut Above: Mazda’s Mazda3

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Upscale Mazda3 is offered as a sedan or hatchback.

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

2020 Mazda3 Review

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

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

Exterior

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

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

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


Interior

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

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

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

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

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

Tech

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

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

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

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

Safety

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

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

Performance

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

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

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

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

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

Competitive Set

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

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

Our Recommendation

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

2020 Mazda3 Sedan Specifications

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

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

Photos copyright Auto Trends Magazine. All rights reserved.

Volkswagen Atlas Revels in its Strengths

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Volkswagen’s Atlas offers ample room for seven.

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

2020 Volkswagen Atlas Review

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

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

Exterior

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

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

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

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

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


Interior

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

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

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

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

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

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

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

Tech

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

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

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

Safety

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

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

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

Performance

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

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

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

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

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

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

Competitive Set

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

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

Our Recommendation

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

2020 Volkswagen Atlas Specifications

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

See Also — Behind the Wheel: 2018 Volkswagen Atlas

Photos copyright Auto Trends Magazine. All rights reserved.

More Than an Encore: Buick Encore GX

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Buick supplies an encore to the Encore.

Nearly 90 percent of Buick sales are utility vehicles and that’s why names such sedan names as Century, Roadmaster, and LaCrosse have gone away. The only car model left is the Regal, represented by hatchback and wagon variants. But the Regal is in its last year as GM and the PSA Groupe (the new owner of Opel, the Regal’s supplier) go in a different direction. That leaves Buick with utility vehicles only. And with the transition to crossovers nearly complete, Buick introduced its fourth utility this year, the Encore GX.

The Encore GX is the encore to the Encore. No, it isn’t the same model. Instead, GM Korea developed a slightly larger model that sits between the Encore and the compact Envision. The Buick Enclave is this brand’s largest of four crossovers.

2020 Buick Encore GX Review

Buick prices the 2020 Encore from $24,100 to $28,500, plus a $995 destination charge. Three trims are available: Preferred, Select, and Essence. The Encore GX is a front-wheel-drive model that seats five. All-wheel drive is available.

Exterior

You can’t ignore the Encore when examining the Encore GX. That Buick is using the same name for different models is odd, but here we are.

The styling in the latest model seems more sophisticated with elegant headlamps, sophisticated front fascia cut-outs, beautiful profile curves, and better wheel packages. The optional black roof ($395) is a welcome touch.

Available on all trims is the Sport Touring Package (up to $1,100). This one brings in front and rear sport bumpers with red accents, a custom grille with red accents, bodyside body-color moldings, body-color rocker moldings, and 18-inch high-gloss wheels.

All color choices except for Summit White incur an extra charge, specifically $495 for metallic paint. Choose the White Frost Tricoat and the spend up is $1,095. You’ll pay extra for a power liftgate too ($520).

Interior

Slip behind the wheel of the Encore GX and the differences between this model and the Encore are apparent. Where the Encore is decidedly mainstream, the Encore GX has an improved appearance. Notably, the available black-and-beige two-tone color layout looks great and helps this model sport its premium mantle well.

Another notable advantage is the interior size. Though only 1.6 inches longer between the wheels, the cabin layout is smarter and supplies adequate space for rear-seating passengers. The Encore, also a five-seat model, is best for four occupants. But the Encore GX manages five seating positions better and has more legroom to show for it.

The GX’s front seats are average – more padding would help on those long trips, while large people may find them too narrow. We do like that the Buick’s controls are straightforward – neatly ordered and easy to discern. The carbon-fiber-like trim piece running across the dashboard is a nice touch.

Cloth seats with imitation leather trim come standard. Full leather is available. Move away from the standard Preferred model {it really isn’t preferable, in our opinion) and such features as a power driver’s seat, heated front seats, a heated steering wheel, and dual-zone climate control become available.

Tech

GM products typically perform quite well in all things technology. Buick is no exception.

The list of standard features includes an 8-inch diagonal touch-screen display, Bluetooth, wireless Android Auto smartphone compatibility, Apple CarPlay, USB ports, a six-speaker audio system, satellite radio, and 4G LTE wireless hotspot capability. OnStar and Buick Connected Services are also included.

Move up to the Select trim and Buick adds a remote vehicle starter system. Choose the Essence trim and a 120-volt power outlet is added to the rear of the center console.

If you want a navigation system, its bundled within an Experience Buick Package ($1,935) available on the Select and Essence trims. This package brings in a panoramic moonroof and an HD rear vision camera.

Safety

Buick does a noteworthy job with advanced driver-assist technologies with the 2020 Encore GX. That said, it can’t match Toyota in its list of standard equipment. Yet, we’re pleased that the Buick Driver Confidence package bundles automatic high beams, automatic emergency braking, front pedestrian braking, forward collision alert, following distance indicator, and lane-keep assist with lane-departure warning.

Move away from the Preferred trim and the Encore GX gains rear cross-traffic alert and lane change alert with side blind zone alert. Other available features such as adaptive cruise control, rear park assist, and a head-up display are bundled within an Advanced Technology Package ($1,935) on all but the base trim.

Performance

Buick supplies the Encore GX is two engine choices. Both are turbocharged and each one has just three cylinders. What’s interesting is that the engines are very close in size.

The first engine displaces 1.2 liters and makes 137 horsepower and 162 pound-feet of torque. This one works exclusively with a continuously variable transmission and is the only powertrain combination for the Preferred, a front-wheel-drive-only trim.

The second engine displaces 1.3 liters and makes 155 horsepower and 174 pound-feet of torque. This engine also works with a CVT, but if you choose all-wheel drive, then a 9-speed automatic transmission comes in.

Our test Essence trim came with the upgraded engine and front-wheel drive. At first, we were skeptical that it would have little more than enough power to move the Encore GX at a steady clip. After all, we noted that the smaller Encore has a turbocharged 1.4-liter four-cylinder engine. Happily, we discovered that the Encore GX shows no lack of power. Indeed, from its step-off acceleration to passing power, this small crossover supplied ample gusto at all times. We were pleasantly surprised to find turbo lag was nearly imperceptible.

The Encore GX excels where it needs to – sprinting down the road, maneuvering tight spaces, and delivering a tight turning radius. It supplies a quiet and relatively comfortable ride. Well, at least relative to what other small crossovers muster.

Another feature of this small crossover is its efficiency, but you need to choose the larger engine to get it: 30 mpg. That’s a laudable return on fuel economy for any SUV. That it comes with a peppy engine and has a CVT that knows how to behave makes it worth considering. Save your cash and don’t opt for all-wheel drive, a part-time system that makes only a minor difference in this small model.

Finally, if you need to tow, the Encore GX has a 1,000-pound trailering capacity. While we don’t recommend regularly using this feature for a small SUV, it is there when properly equipped.

Competitive Set

Buick is GM’s premium brand, thus its models are situated somewhere between Chevrolet and Cadillac and alongside GMC in the scheme of things. That said, it’s the mainstream models that invite comparison, including the Mazda CX-30, Ford EcoSport, Honda HR-V, Kia Seltos, Hyundai Kona, and the Nissan Rogue Sport, to name a few.

None of those models (with the exception of the Mazda), however, match the level of premium features as the Buick, so comparing base models from Acura and Audi, for instance, can also prove helpful.

Our Recommendation

Our recommendation is the Select trim. We’d stay with the standard engine and eschew all-wheel drive. There’s bound to be discounting and other incentives available, therefore we recommend opting for the power liftgate and the Sport Touring Package.

Your final cost should come in around $27,000 and that’s a price point we think is quite reasonable for this small crossover utility vehicle.

2020 Buick Encore GX Specifications

Buick 2020 Envision GX
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) 3,025 to 3,273
Wheelbase (inches) 102.2
Length (inches) 171.4
Width (inches) 71.4
Height (inches) 64.1
Headroom (f,r…inches) 39.7, 38.1
Legroom (f,r…inches) 40.9, 36
Shoulder room (f,r…inches) 55.4, 53.6
Hip room (f,r…inches) 51.9, 47.5
Storage (cubic feet) 23.5, 50.2
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); 30/32/31 (1.3)
Manufacturing Plant Bupyeong, South Korea

See Also — Buick 2020: What’s New

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

BMW M235i: Not Your Typical Coupe

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BMW has an all-new model, but that shouldn’t be a surprise. After all, with more than three dozen models offered, new releases are an annual event.

The 2020 BMW M235i xDrive Gran Coupe is the latest model served and that name is a mouthful. Breaking it down, the M represents the performance side of the house, while the 235i indicates the more powerful of the two Grand Coupe models offered. Moving on, xDrive is BMW’s term for all-wheel drive. Finally, Gran Coupe suggests a fancy two-door model, but in this case, it is a four-door with a relatively coupe-like appearance.

What’s especially interesting about this model is that it isn’t derived from the 2 Series sedan with standard rear-wheel drive and available all-wheel drive.
Instead, BMW turned to its X2 crossover to fashion this one. Thus, like the X1 and X2 utility vehicles that utilize a front-wheel-drive architecture, the M235i does likewise. But you can’t get it in front-wheel drive as all-wheel drive is standard.

BMW prices the 228i xDrive Gran Coupe at $37,500 and the M235i xDrive Gran Coupe from $45,500, plus $995 for the destination charge. Interestingly, BMW rolls this model within the 2 Series lineup, which ranges from $35,300 to $52,400. Finally, there are also a pair of M2 models (not to be confused with the M235i), which cost $58,900 (Competition Coupe) and $83,600 (CS Coupe).

Are you still with me? No worries, this review will include just one model and we’ll simply call it the M235i in most instances to keep your attention.

2020 BMW X6 Review

Exterior

The BMW M235i looks every bit the bimmer, especially from the front. The recognizable twin-kidney grille overwhelms the front fascia and matches the current trend to make them bigger and appear more aggressive. The headlamps arch up and away from the grille, while a wide lower grille imparts sportiness and is itself offset by deep cutouts.

It’s with the profile where things get interesting. Immediately, the focus is on the four doors with a sloping roofline and high beltline at play. Its seemingly taller profile hints at its crossover origins with ample sheet metal underscoring that point. A long hood and short rear deck are BMW staples. The body skirting and sporty alloy wheels underscore its performance side. From the rear, the deck sits high and is marked by thin wraparound taillamps, exit vents, and a rear diffuser.

Depending on the angle viewed, you may see a coupe, sedan, or crossover elements present. At least it flows together instead of serving as a mishmash of contrasting designer ideas.

Interior

Let’s stop pretending the M235i is a coupe for a moment. Front-seat access/egress is what you expect. Open the rear doors and you better duck your head as the “coupe-like” fall of the roofline impacts the door design greatly. The rear seat holds two with adequate shoulder, hip, and legroom. It does an admirable job on headroom for the average adult, but don’t forget getting in and out does come at some risk to your head getting whacked.

The M235i’s interior is BMW jaw-dropping beautiful. We’d expect no less, but it is always a pleasure to view in person. For starters, this one features sport front seats dressed in bright red leather. The look is spectacular, exquisite, but not over the top. You’ll find standard sport seats or you can opt for the M Sport seats we enjoyed all week long, a $750 upgrade.

As for the rest of the interior, it is fairly streamlined – BWM avoids overcomplicating things by placing the emphasis on the drive experience above all. Soft-touch materials, metallic trim, and leather touches dominate.


Tech

We can’t say BMW has the best tech package available. It does what it needs to do with its colorful display and knob controller. We’d prefer a touch-screen display, however. Apple CarPlay is included, but Android Auto is conspicuously absent. Satellite radio and USB connectivity are two other features that come to mind.

The list of line item upgrades includes wireless charging and WiFi hotspot ($500). A Harman Kardon sound system will cost you $875.

Safety

On the safety front, BMW equips the M235i with blind-spot detection, lane departure warning, daytime pedestrian detection, collision mitigation, and active driving assist.

The only other safety feature is a one-off upgrade and includes adaptive cruise control ($1,200). That’s a costly upgrade for a feature many mainstream models bundle for less or include as standard equipment.

Performance

A transversely mounted 2.0-liter turbocharged four-cylinder engine powers the M235i. It’s the most powerful four-banger in BMW’s lineup, as it delivers a robust 301 horsepower and 331 pound-feet of torque. Notably, it outperforms many naturally aspirated V6 engines and offers more power than some V8s of the early 2000s. With launch control activated, a 0-60 mph time of 4.6 seconds is possible – no wonder this four-door sports an “M” label. Power routes to the wheels utilizing an 8-speed automatic transmission.

Without knowing from the onset that the M235 wasn’t based on the 2 Series architecture underpinning the coupe and convertible, we set out for our favorite backroad drives, the same ones taken for the Toyota GR Supra and the Lexus RC F. Taking a similar path is ideal for comparing/contrasting models. But as we soon learned, the M235i is different, with its front bias quickly becoming apparent.

Fire up the M235i and its ready to go. We could want a stick shift with this model ala Subaru, but we’re happy with the automatic. The Grand Coupe “wants” to get going and we’re eager to comply.

A performance model like this one does well around town, but on the open road, it brings full performance to bear. Smash the pedal and the turbo spools after a brief lag then it coaxes every bit of energy it can from the engine. This model’s step-off acceleration is laudable; its passing power is excellent. Make the move from the default Comfort mode to Sport and the hesitation is minimized.

On twisty roads, the M235i’s front-wheel-drive bias soon became evident. It handles most roads with ease, but a smidgen of body roll becomes evident while moving down any curvilinear byway. The big giveaway comes when cornering – where the BMW-derived Supra simply moves in and pulls out of corners with little effort, you’ll feel the front end lean forward slightly in the M235i before it corrects itself as the grip of the rear wheels kicks in. You won’t find anything near a 50-50 weight distribution here. Instead, it comes in at 58.3 (front) to 41.7 (rear).

The M235i lacks no power. It delivers from the get-go and keeps pouring it on under every driving situation. It tracks well and handles admirably, despite the front-wheel bias. Up to half the power shuttles to the rear wheels under spirited driving conditions. It’s at these times you may think its rear-wheel drive, but it isn’t. That’s a smart move on BMW’s part.

Of course, enthusiasts understand the difference between this model and M2 Competition that’s also available. Choose the latter if you’re a track maven, but the added $13,000 cost will keep most people in the M235i fold.

Competitive Set

Direct competitors in this segment are few, but there are two worth considering. The Subaru WRX STI is one such model, even if it lacks a “luxury” appellation. This particular model handles very well and comes with a coveted 6-speed manual gearbox. Another model to consider is the Mercedes CLA45 AMG. All three ride on front-wheel-drive platforms with standard all-wheel drive.

Our Recommendation

The BMW M235i xDrive Gran Coupe isn’t your typical BMW 2 Series, but that may not matter to anyone looking for a performance model. It performs well, delivers an exhilarating driving experience, and typically keeps the price below $50,000, which is reasonable for any BMW performance variant. Opt for the 228i if you want much of the look without the power edge – 228 horsepower and 258 pound-feet of torque – saving you $8,000 in the process.

2020 BMW M235i Specifications

BMW 2020 M235i
Segment Compact Luxury Coupe/Sedan
Price Range $37,500 to $45,500
Destination Charge $995
Engine No. 1 2.0-liter, turbocharged Inline-four
Horsepower 301 @ 5,000 – 6,250 RPMs
Torque (lb.-ft.) 331 @ 1,750 – 4,500 RPMs
Transmission 8-speed automatic
Seating 5
Curb Weight (pounds) 3,605
Wheelbase (inches) 105.1
Length (inches) 178.5
Width (inches) 70.9
Height (inches) 55.9
Headroom (f,r…inches) 39.8, 35.7
Legroom (f,r…inches) 41.4, 34.4
Shoulder room (f,r…inches) 55.5, 53.1
Hip room (f,r…inches) NR
Storage (cubic feet) 12
Gross vehicle weight (pounds) NR
Towing (pounds) NR
Payload (pounds) NR
Fuel Premium
Fuel Tank (gallons) 13.7
EPA Fuel MPG (city/highway/combined) 23/32/26
Manufacturing Plant Leipzig, Germany

Data compiled by Matt Keegan. All rights reserved.

See Also — Go Big or Go Home: 2019 BMW X7 SUV
Photos copyright Auto Trends Magazine. All right reserved.

White Space Wonder: 2020 Nissan Rogue Sport

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The Rogue Sport is the middle of a trio of small Nissan crossovers.

The Nissan Rogue Sport is available in three times with optional all-wheel drive.

Crossover utility vehicles are today’s family car, offering a blend of raised visibility, passenger space, and utility. Nissan is well represented in the segment with six utility vehicles to choose from, including the Armada SUV. At the entry-level, Nissan is represented by a trio of models: the subcompact Kicks, the compact Rogue, and the Rogue Sport, which sits between the two. We had the opportunity to evaluate a 2020 Nissan Rogue Sport recently, finding it a compelling entry in the segment.

What’s New for 2020

Introduced in 2017, the Nissan Rogue Sport receives a refresh for its fourth year. The 2020 model features an updated front fascia, modifications to its trim-level offerings, and the standardization of the Nissan Safety Shield 360 driver-assist bundle to all trims. The Rogue Sport is not a derivative of the Rogue. Instead, it is a slightly smaller model based on the Qashqai sold elsewhere.

The 2020 Rogue Sport is available in S ($23,430), SV ($24,900), and SL ($28,600) trims. Add $1,095 for the destination charge. This model comes with standard front-wheel drive and seats five. Upgrading to all-wheel drive adds $1,350 to your cost.

Exterior

We’re a fan of Nissan’s “V-motion” grille as it gives each of its vehicle’s a signature look – there is no mistaking a Nissan for anything else. Moreover, on some models, such as the Altima sedan, it imparts a premium expression. The same can be said for the Rogue Sport – it looks like a pricier vehicle from the front, especially with its standard LED running lights. Stylish wheel choices, flowing lines, body sculpting, and a late-rising beltline add flair.

The Rogue Sport comes with 16-inch steel wheels, halogen headlights, LED daytime running lights, power side mirrors, and a rear spoiler. The SV brings in 17-inch aluminum-alloy wheels, power heated side mirrors with LED turn signal indicators, and roof rails. At the top SL trim, the Rogue Sport includes 19-inch aluminum-alloy wheels. Fog lights and LED low- and high-beam headlights are included as part of a package upgrade. Unfortunately, there is no power liftgate option – we think Nissan missed something here.

Interior

The Rogue Sport offers room for five, but is ideal for four. The layout is simple, far from complicated, with ample soft-touch surfaces and hard plastics present. The front seats are fairly comfortable and not very well bolstered. The rear compartment is suitable for two, but no more. Cloth seats are standard, leather-wrapped seats are available.

When it comes to cargo space, the Rogue Sport features 22.9 cubic feet of standard cargo space. Fold down the rear seat and 61.1 cubic feet with the seat folded. We like the available “divide-n-hide” cargo system which comes with the SV and SL trims. It supplies partitioned separation of cargo and a place to hide away important stuff such as a purse or a laptop.

Nissan equips the Rogue Sport with full power accessories, a tilt-and-telescopic steering column, air conditioning, LED interior lighting, an overhead sunglasses storage compartment, and a cargo cover. Among the upgrades are heated front seats, a heated steering wheel, dual-zone climate control, push-button ignition, dual illuminated visor vanity mirrors, and a power driver’s seat with lumbar support.


Safety and Technology

This year, Nissan extended its Safety Shield 360 driver-assist bundle to the base S trim. This means every Rogue Sport comes with a full suite of features, including high beam assist, automatic emergency braking with pedestrian detection, blind-spot warning, lane-departure warning, rear cross-traffic alert, and rear automatic braking.

Also available is ProPilot Assist, which represents Nissan’s foray into semi-autonomous driving. This technology goes beyond adaptive cruise control by keeping the vehicle centered in its lane and bringing it to a full stop when activated. You’re not supposed to remove your hands from the steering wheel, but if you ease your hands away from the wheel surface momentarily, the activated ProPilot system essentially takes over, guiding the Rogue Sport down clearly marked roads. It is standard on the SL and wrapped with a Technology Package on the SV. We like the system and can see where the tech will lead to greater autonomy later.

On the tech front, the Rogue Sport comes with a 7-inch touch-screen display, a four-speaker audio system with a CD player, Bluetooth, satellite radio, one USB port, and Android Auto and Apple CarPlay smartphone compatibility. Move up to the SV and the audio system adds two speakers. Head to the SL and the Rogue Sport adds navigation and a surround-view monitor. An SL Technology Package ($2,280) adds such features as a moonroof and a 9-speaker Bose audio system.

On the Road

The Rogue Sport won’t ever receive recognition for its robust performance for the simple reason it doesn’t exist. Instead, this small crossover offers steady acceleration and fair passing power, the latter typically accompanied by loud engine noise. That’s because this model’s 2.0-liter, four-cylinder engine is paired with a continuously variable transmission, which is more efficient than the standard geared transmission, but forces the engine’s RPMs higher and sustains them longer than the typical transmission. We’ve driven plenty of cars with CVTs and the “pulling” feeling is always there, even with tuned to ease up on the pressure under full throttle.

As for engine output, this one delivers 141 horsepower and 147 pound-feet of torque. That’s less power than the typical compact crossover, but more than what most subcompacts offer. In other words, the Rogue Sport fills the white space between the Kicks in Rogue in performance as well as in size. We think most buyers will be happy with the standard 17-inch wheels and the decent ride comfort that goes with it. Unlike the Kicks, you do have the option of all-wheel drive, which adds a slight amount of grip to the rear tires under wet or twisty road conditions.

At least the Rogue Sport’s fuel economy is decent enough to set it apart as it delivers an EPA-estimated 25 mpg in the city, 32 mpg on the highway for a combined 28 mpg (27 mpg with all-wheel drive).

Competitive Set

As the Rogue Sport sits between two categories, it can be compared with a wide selection of small SUVs. It is similar in size to the front-wheel-drive-only Toyota C-HR, but is larger than the Honda HR-V. Other models to consider include the Chevrolet Trax, Ford EcoSport, Mazda CX-3, Mitsubishi Outlander Sport, Kia Seltos, Hyundai Venue, Subaru Crosstrek, and the Kia Soul.

Our Recommendation

We think the SV trim with the optional Technology Package ($2,580) is the best value. That package includes remote engine start, fog lights, imitation leather seats, heated front seats, a heated leather-wrapped steering wheel, an electronic parking brake, and the ProPilot Assist system. Your price comes in at $28,575 and that’s about $1,500 less than the SV. As for upgrading to all-wheel drive, we recommend this option for anyone living in a snowy climate. Separately, you’ll want to invest in winter tires as well.

2020 Nissan Rogue Sport Specifications

Nissan 2020 Rogue Sport
Segment Small SUV
Price Range From $23,430
Destination Charge $1,095
Standard Engine 2.0-liter, I4
Horsepower 141 hp @ 6,000 rpm
Torque (lb.-ft.) 147 lb.-ft. @ 4,400 rpm
Transmission Continuously Variable Automatic
Seating 5
Curb Weight (pounds) 3,261 to 3,446
Wheelbase (inches) 104.2
Length (inches) 172.4
Width (inches) 72.3
Height (inches) 62.5 or 63.4
Headroom (f,r…inches) 39.6, 38.3
Legroom (f,r…inches) 42.8, 33.4
Shoulder room (f,r…inches) 56.6, 55.7
Hip room (f,r…inches) 53.4, 46.9
Storage (cubic feet) 22.9, 61.1
Gross vehicle weight (pounds) 4,340 to 4,455
Towing (pounds) NR
Payload (pounds) NR
Fuel regular
Fuel Tank (gallons) 14.5
EPA Fuel MPG (city/highway/combined) 24/30/27(AWD); 25/32/28(FWD)
Manufacturing Plant Kyushu, Japan

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

See Also — Rogue Sport Delivers a Difference for Nissan

Photos copyright Auto Trends Magazine. All rights reserved.