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Midsize Performance Master: 2021 Hyundai Sonata N-Line

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A performance-oriented version debuts for the Hyundai Sonata.

2021 Hyundai Sonata N-Line

Performance and a midsize sedan don’t mix, but that belief is fading fast. Indeed, several manufacturers offer sedans with sporty variants, giving customers a choice that goes beyond the average people mover.

With the midsize Sonata, Hyundai has offered some decent performers in the past, especially when a V6 engine was available. Now that the product line is composed of four-cylinder engines only, the performance side has dropped. Until now, that is, thanks to the all-new N-Line trim that’s destined to flex Hyundai’s sporty ambitions in the Sonata and select other models.

2021 Hyundai Sonata N-Line Review

Hyundai prices the 2021 Hyundai Sonata from $23,600 to $33,850, plus a $995 destination charge. Also available is the Sonata Hybrid. The hybrid model is marketed separately and is priced from $27,750, plus destination.

The Sonata is a front-wheel-drive midsize sedan with room for five. For this review, we’ll concentrate chiefly on the N-Line, which was our test model. Otherwise, the Sonata comes in five trims with three engine choices.

2021 Hyundai Sonata N-Line

Exterior

In 2011, Hyundai rolled out the most evocative Sonata to date, offering a sedan with styling that pushed the design boundaries while pulling in several luxury model attributes. Just four years later the Sonata was overhauled again with its dramatic expression relaxed. But beginning in 2020, with the release of the current-generation model, Hyundai once again has moved the needle.

The current Sonata has the look of a far more expensive car, with a silhouette that rivals BMW. Its front fascia features a gaping maw with LED lights and accent lights present. The accent lights are the most intriguing feature, as they move away from the grille and begin climbing up the hood. The way the lights and hood creases meet forms an unusual look, one that demands some scrutiny. All across its body, the Sonata features distinct character lines, a high beltline, handsome wheels, and a distinctive rear fascia.

That rear fascia is just as dramatic as the front fascia, with LED lighting connecting the taillights. There’s almost a bustle forming the trunk, a look that’s at once dramatic as it is elegant. Our N-Line model finished it all with its dual twinned exhaust ports – it’s the only Sonata trim outfitted in this manner.

Other N Line features include specially designed 19-inch alloy wheels; heated side mirrors; glossy black grille, side mirrors, and window surround; unique front and rear fascias; and a rear spoiler.

2021 Hyundai Sonata N-Line

Interior

You’re forgiven if you mistake the Sonata for a large sedan. For several generations, the Sonata has represented one of the largest models in the midsize segment. Equally significant is that the Sonata is routinely classified by the EPA as a large car. Perhaps that’s why the larger and now retired Azera never succeeded – it was too close to the Sonata in size to offer much of a difference to shoppers besides its V6 engine.

The 2021 Sonata seats five adults comfortably. There’s ample room for two up front and supplies decent space for three in the back. Even so, we think two in the back is ideal with the center seat armrest folded down with the two cupholders made available. But let’s throw one qualifying remark out there: if the front passengers insist on having their seats pushed back, that will intrude on rear legroom. That’s true with any vehicle, but keep this in mind if your family is comprised of mostly tall members.

Although all trims are comfortable, the N-Line cossets its passengers with unique and generously bolstered N sport front seats with leather and suede seating surfaces and full leather for the rear seat. A long list of standard features includes full power accessories, a tilt-and-telescopic steering column, a leather-wrapped steering wheel, zoned climate control, heated front seats, ambient lighting, and aluminum sport pedals.

Storage space is quite good (especially at the base of the center stack) with enough pockets, crannies, and beverage holders to please everyone. The trunk measures 16 cubic feet, which is average for the segment. The 60/40 split fold-down rear seat expands that space accordingly, so put in the skis or find enough space to bring your yard sale finds home with ease.

2021 Hyundai Sonata N-Line

2021 Hyundai Sonata N-Line

Tech

Some screens are eye candy, but if that’s what you want to call the 10.25 touch-screen display sitting on top of the dashboard just above the center stack, we’re okay with that. Not only does the N-Line gain the “bigly” screen, but it is matched with a 12.3-inch LCD instrument cluster that’s also customizable.

Wow, just wow – we haven’t seen too many screens like these in other models costing tens of thousands of dollars more, but in the N-Line you have it. The look is amazing, the usefulness of both screens is definitely an important strength for this model.

The N-Line benefits from other features inherent to top-trim or luxury models. A wireless charging pad is standard as is a 12-speaker Bose audio system. For Hyundai, it’s the details that matter most, thus other features such as Homelink, a second-row USB port, and LED interior lighting are also included.

2021 Hyundai Sonata N-Line

Safety

Nearly every driver-assist safety feature is included with the N Line. There is one exception, representing one feature offered with the top-of-the-line Limited: parking collision-avoidance assist.

In no particular order the N-Line comes with the following equipment: high-beam assist, driver attention warning, lane keeping assist, lane following assist, forward collision-avoidance assist with pedestrian detection, rear occupant alert, safe exit warning, blind-spot collision avoidance assist, highway drive assist, rear cross-traffic collision avoidance assist, and full-speed adaptive cruise control with stop and go.

We must say this about the Sonata’s active features: they represent the company’s groundwork toward autonomous driving. We’ve experienced similar arrangements with other brands, including Volvo, and have found Hyundai is keeping up with the best.

In the vehicle ratings category, the Hyundai Sonata garnered a Top Safety Pick award from the Insurance Institute for Highway Safety (IIHS). This award applies to the Limited trim with its low-beam and high-beam LED projector headlights. Surprisingly, the one feature absent from the Sonata is adaptive headlights. Were these offered, the Sonata likely would have received the Institute’s highest ranking: Top Safety Pick+.

As for the National Highway Traffic Safety Administration (NHTSA), this federal agency gives the Sonata a 5-star rating, its highest score. The two scores combined underscore the safety strength of Hyundai’s midsize sedan.

Performance

One year removed from the release of the current-generation model, the Hyundai Sonata gains an all-new N-Line version. This one raises the model line’s performance quotient significantly, delivering something close to what we expect from a sports sedan.

Powering the new N-Line is a 2.5-liter turbocharged four-cylinder engine. This same engine was developed for all three Hyundai Kia Automotive Group brands – Genesis, Hyundai, and Kia – with Genesis getting it first. This is important to note as the new engine should become a significant driver of the Genesis G70 and G80, although it’ll be specially tuned for Hyundai’s luxury brand.

As for Hyundai itself, the new engine is quite potent as it delivers 290 horsepower and 311 pound-feet of torque. Whether you realize it or not, those numbers are in the neighborhood of the small-block V8s produced by Detroit more than a decade ago – the new engine is not only more powerful, but it is far more efficient.

Paired with the turbo is an 8-speed “wet” dual-clutch transmission. The “wet” aspect is important as it manages power better and releases heat efficiently. We were impressed by how smoothly it shifted and how well it worked with the turbo engine.

Power routes to the front wheels alone – we could wish for all-wheel drive, but it isn’t currently offered. A better choice here would have been for Hyundai to add a limited-slip differential, which allows the drive wheels to move somewhat independently.

A differential’s job becomes especially important and evident when cornering, by cutting down on wheelspin while heightening traction. In other words, it limits the “slip” inherent in front-wheel-drive cars, especially those with copious amounts of power sent to the wheels as it does with the N-Line.

2021 Hyundai Sonata N-Line

But the performance upgrade isn’t the only change that makes the N-Line intriguing. Hyundai went all out to strengthen and stiffen the suspension system, including the shocks, springs, anti-roll bars, as well as the powertrain mounts. Hyundai also made an important change to the location of the steering-assist motor, moving it from the steering column to the steering rack, which yields a more engaging feel and precise handling.

The culmination of these changes includes using summer tires – our test mode was shod with Continental ProContact rubber, although these should be swapped out for all-season or winter tires once temperatures drop below 45 degrees Fahrenheit. We encountered cold weather several mornings, finding the tires clomped around until they warmed. We don’t advise this, though, as tire damage becomes a real possibility.

Start the engine and a faint rumble emits from the rear. It’s just a hint of the power on tap. You could ease the gas pedal or stomp on it. In fact, Hyundai offers a launch mode although we didn’t bother with it.

On the straightaways, the Sonata moves forward at a steady clip, picking up speed quickly as the turbo spools. The turbo lag was mostly imperceptible and that pleased us. The N-Line is clearly faster than any Sonata we’ve driven to date and we’ve covered more than one dozen over the past three generations.

Our time on the twisty roads revealed the Sonata’s weakness, but it still manages curvilinear expanses with minimal body roll. The steering is light, the Sonata’s handling is nicely weighted, and the sedan does a stellar job of absorbing most bumps.

Enter a curve and you’ll be braking, even if you’ve already cut your speed substantially – this is where a limited-slip differential is most useful, by ensuring that wheelspin is minimized. But be forewarned: without the corresponding reduction in power, you may be stunned by the amount of understeer present.

2021 Hyundai Sonata N-Line

Competitive Set

At one time, the Hyundai Sonata counted about a dozen models as direct competitors. Such is a segment that still attracts a strong cohort of shoppers, although several players have left. Not everyone wants a crossover or a pickup truck; the Sonata supplies much value to them in sedan guise…thank you very much.

In the midsize segment, three models vie for top honors: the Toyota Camry, Honda Accord, and the Nissan Altima. The Camry and Altima now offer all-wheel-drive variants.

Other models to consider include the Volkswagen Passat, Subaru Legacy, Kia K5, and the Mazda6. Interestingly, Kia and Mazda also offer all-wheel-drive variants, while Subaru’s offering comes with standard all-wheel drive.

Detroit’s three main manufacturers have exited the segment, taking with them a near equally long list of competitors, including the Buick Regal, Chevrolet Malibu, Ford Fusion, Dodge Avenger, and the Chrysler 200. Mitsubishi no longer offers a midsize model and nameplates such as Saturn, Plymouth, Oldsmobile, and Mercury are long gone. It’s a new world we’re in and change remains the industry’s constant force.

Our Recommendation

Hyundai gives shoppers plenty to consider when weighing the Sonata. Between the various trims and the other engine choices, Hyundai has the segment covered – except for a limited-slip differential or available all-wheel drive.

Despite the one glaring shortcoming, we can recommend the N-Line as is. This trim screams “luxury” and has all the comfort, tech, and safety features you want. Moreover, it supplies many of the creature features luxury shoppers want and does so for thousands of dollars less. Consequently, that fact alone makes the N-Line a value model among some very heady competition.

2021 Hyundai Sonata Specifications

Hyundai 2021 Sonata
Segment Midsize Sedan
Price Range $23,600 to $33,850
Destination Charge $995
Engine No. 1 2.5-liter, I4
Horsepower 191 @ 6,100 rpm
Torque (lb.-ft.) 181 @ 4,000 rpm
Transmission 8-speed automatic
Engine No.2 1.6-liter, turbo I4
Horsepower 180 @ 5,500 rpm
Torque (lb.-ft.) 195 lb.­ft. @ 1,500-4,500 rpm
Transmission 8-Speed Automatic
Engine No.2 1.6-liter, turbo I4
Horsepower 180 @ 5,500 rpm
Torque (lb.-ft.) 195 lb.­ft. @ 1,500-4,500 rpm
Transmission 8-Speed Automatic
Seating 5
Curb Weight (pounds) 3,120 to 3,336
Wheelbase (inches) 111.8
Length (inches) 192.9
Width (inches) 73.2
Height (inches) 56.9
Headroom (f,r…inches) 40.0, 38.4
Legroom (f,r…inches) 46.1, 34.8
Shoulder room (f,r…inches) 57.9, 56.1
Hip room (f,r…inches) 54.6, 54.4
Storage (cubic feet) 16.0
Gross vehicle weight (pounds) 4,354
Towing (pounds) NR
Payload (pounds) NR
Fuel Regular
Fuel Tank (gallons) 15.9
EPA Fuel MPG (city/highway/combined) 28/38/32 (2.5); 27/36/31 (1.6T)
Manufacturing Plant Montgomery, Alabama

See Also — The Head-Turning, Attention-Getting Hyundai Palisade

Photos copyright Auto Trends Magazine. All rights reserved.

The Hyundai Sonata Sets a New Benchmark for Midsize Sedans

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The seventh-generation Hyundai Sonata.

The Hyundai Sonata is a midsize, front-wheel-drive sedan with room for five. For 2020, the Sonata is all-new, launching the sedan’s seventh generation. It is one of the longest continually made Hyundai model names and among the brand’s most popular vehicles, despite the growth of utility vehicle demand. We think the 2020 Sonata raises the bar in a yet competitive segment, bringing with it a cutting-edge style, advanced safety features, new technologies, and tremendous value.

2020 Hyundai Sonata Review

For 2020, Hyundai offers the Sonata in SE ($23,600), SEL ($25,700), SEL Plus ($27,650), and Limited ($33,500) trims. Add $995 for the destination fee. You’ll find various packages available on some trims.

The Sonata is Hyundai’s largest car line and is joined by the compact Elantra and subcompact Accent. The Veloster and electrified Ioniq are two additional car lines of note.

This spring, Hyundai rolls out the Sonata Hybrid. Pricing details, however, are pending.

Exterior

You’ll have to forgive us if we think that the new Sonata’s silhouette reminds us of the Kia Stinger. It does, but the Stinger is a liftback (hatchback) whereas the Sonata is a sedan.

It’s just that the Hyundai has a coupe-like appearance, something that isn’t easily pulled off with a sedan. The Volkswagen Arteon and its CC predecessor managed to do so successfully. The Sonata follows in that tradition and also succeeds.

The Sonata’s front fascia features a gaping grille with beautiful LED accent lights. What’s unusual about the lights is that they move partway up the hood for a uniquely elegant look. It’s a stunning display, something you’d expect with a far more expensive sedan.

Other standout features for the Sonata’s exterior is its lithe profile, high beltline that suddenly pulls up to meet the falling roofline, beautiful wheels, and stunning rear LED lights on the Limited.

All models come with automatic headlamps, LED lighting, and alloy wheels. Beginning with the SEL trim, Hyundai upgrades to 17-inch wheels and adds power and heated side mirrors, a power trunk, and dual-tip exhaust outlets.


Interior

There is ample room inside the Sonata with five able to sit in comfort. The front seats are comfortable, plush, and supportive. The rear 60/40 split fold-down bench seat with a center pass-through to the 16.0 cubic foot trunk is also comfortable. It’s ideal for two with the center armrest dropped, but three can fit.

The Sonata’s cabin has an upscale vibe, with ample soft-touch materials throughout. The base models have cloth seats, with imitation leather and real leather available. You won’t find wood trim, but you’ll take in carefully crafted surfaces with beautiful sculpting. It’s a “cut above” look, but something we expect with the segment. Indeed, the Camry, Accord, and Altima each offer gorgeous interiors in their own right.

Move away from the base model and this sedan supplies power front seats with driver lumbar support, heated and ventilated front seats, zoned climate control, LED lighting, and a heated steering wheel. One thing we were surprised not to find with this Sonata was rear outboard heated seats.

Another surprise was the rear-seat headroom. With a sloping roofline, headroom can become an issue. Fortunately, Hyundai placed the seat just forward enough to keep heads from touching the rear glass or the headliner. My six-foot frame had at least two inches to spare while I sat in the back seat – very impressive!

Tech

The Sonata comes with a bevy of tech features, but the key one of note is included on the Limited trim only: smart park. You may have seen a Hyundai Sonata commercial during this year’s Super Bowl where three famous actors plus baseball legend David Ortiz gawked at the self-parking feature of the all-new model.

Well, the system works as planned, although it does take some getting used to. First, you need to have the right key fob for the job, something supplied exclusively with the Limited. The fob reveals a pair of “forward” and “backward” switches, which control the vehicle’s movement without the driver behind the wheel. Second, as long as you’re standing within 10 feet of the Sonata, smart park works, otherwise, it shuts down if you’re out of range.

No, the system doesn’t parallel park, but it does move the sedan into tight spaces you might not otherwise try. The commercial shows a tight parking space, but I know of a few garages where smart park could prove very handy. You know what I mean: garages where personal stuff lines the interior with very little room for a car to squeeze inside. With smart park, you can safely enter and exit the garage without worrying about running over stuff or hitting a wall – 13 sensors detect the surroundings, keeping the car centered and safely away from anything that it might hit.

Under smart park, it moves at a crawl…nothing more.

Of course, you can make the Sonata do things for short distances that no other car can do. One feature is “walk the dog” where you can activate the smart park and walk alongside it for a brief instance, just as you would do with your canine. No, you can’t go around the block with the Sonata at your side because the system soon shuts down when it doesn’t detect other vehicles or obstacles nearby. But you can move the sedan forward long enough to get the attention of your neighbors who might agree with Rachel Dortch that the Sonata is, indeed, a “ghost car.”

As for the rest of the Sonata’s tech offerings, you’ll find a standard 8-inch touch-screen display, Bluetooth, a six-speaker audio system with HD Radio, USB input, and Apple CarPlay and Android Auto smartphone compatibility. Optional features and services include satellite radio, Blue Link connected services, a 12-speaker Bose audio system, wireless charging, and a Wi-Fi hotspot.

Our Limited edition had every possible feature included. We enjoyed charging our phones wirelessly and the Bose audio system was wonderful. The Limited also has a 12.3-inch digital dashboard, which delivers clear and crisp readouts.

Safety

The Hyundai Sonata routinely achieves superior crash test ratings and for 2020 it is a Top Safety Pick winner from the IIHS when it comes with an advanced headlight system.

Hyundai equips every model with forward-collision warning with cyclist detection, lane-keeping assist, lane following assist, driver attention warning, and adaptive cruise control with full stop and go. Beginning with the SEL trim, this sedan gains blind-spot collision avoidance and rear cross-traffic collision avoidance. The Limited also has a rearview monitor and parking collision avoidance assist.

One feature that’s available on the SEL Plus and comes standard with the Limited is Highway Drive Assist. HDA is Hyundai’s semi-autonomous driving feature which can when activated, essentially drive the car. No, you’re not supposed to take your hands off the steering wheel (if you do, you’ll receive prompts to keep your hands planted before the system shuts off), but it supplies inputs that effectively steers the car.

It doesn’t work on roads with unclear or missing markings. In effect, the system “looks” for the center and side lines to guide the vehicle. When activated, HDA displays a green steering wheel on the panel, but watch out: if it turns white, then the system isn’t doing its job. In any case, we found the HDA system very effective and perhaps better than a similar Volvo system tested as recently as 2019.

Performance

You’ll find two engine choices with the 2020 Sonata. Both work with an 8-speed automatic transmission.

The first engine is a 2.5-liter inline-four with 191 horsepower and 181 pound-feet of torque. You’ll find this engine on the SE and SE trims. The second engine is a 1.6-liter turbocharged inline-four with 180 horsepower and 195 pound-feet of torque. That’s nearly identical power, although the turbo supplies more kick when it is needed.

Our test Limited model, like the SEL Plus, comes with the turbo engine. It offers ample step-off acceleration and passing power. The turbo spools quickly, with very little lag of note. It is suitable for this car, although we couldn’t help wondering if a larger motor might be better suited for this car, say 2.0-liters.

Anyway, the steering is light, handling is spot on, and the ride is comfortable. The cabin, however, isn’t as quiet as we would prefer, with road noise seeping in, especially through the rear passenger windows.

Fuel economy is one of this model’s strengths, with both engines topping 30 mpg combined city/highway. However, we struggled to break 25 mpg for the week, but we think we know one of the faults: testing the vehicle’s smart park feature multiple times meant for extensive idling.

Competitive Set

Although several manufacturers have exited the segment or are planning to do so, the Hyundai Sonata can count on more than a half-dozen competitors, including the similar Kia Optima.

Other models in the segment include the Toyota Camry, Volkswagen Passat, Chevrolet Malibu, Honda Accord, Mazda6, Nissan Altima, Ford Fusion, and the Subaru Legacy. The Legacy is the only model with standard all-wheel drive. It’s optional in the Nissan and Toyota.

Our Recommendation

It’s not common for us to recommend a top-trim model, but that’s exactly what we have in mind with the 2020 Sonata. The Limited trim has every feature available and with a top price under $35,000, it comes in thousands of dollars below a fully optioned Camry. You’ll want to consider the Limited if you have long-term ownership plans in mind and if having advanced safety and tech features is important to you.

2020 Hyundai Sonata Specifications

Hyundai 2020 Sonata
Segment Midsize Sedan
Price Range $23,600 to $33,500
Destination Charge $995
Engine No. 1 2.5-liter, I4
Horsepower 191 @ 6,100 rpm
Torque (lb.-ft.) 181 @ 4,000 rpm
Transmission 8-speed automatic
Engine No.2 1.6-liter, turbo I4
Horsepower 180 @ 5,500 rpm
Torque (lb.-ft.) 195 lb.­ft. @ 1,500-4,500 rpm
Transmission 8-Speed Automatic
Seating 5
Curb Weight (pounds) 3,120 to 3,336
Wheelbase (inches) 111.8
Length (inches) 192.9
Width (inches) 73.2
Height (inches) 56.9
Headroom (f,r…inches) 40.0, 38.4
Legroom (f,r…inches) 46.1, 34.8
Shoulder room (f,r…inches) 57.9, 56.1
Hip room (f,r…inches) 54.6, 54.4
Storage (cubic feet) 16.0
Gross vehicle weight (pounds) 4,354
Towing (pounds) NR
Payload (pounds) NR
Fuel Regular
Fuel Tank (gallons) 15.9
EPA Fuel MPG (city/highway/combined) 28/38/32 (2.5); 27/36/31 (1.6T)
Manufacturing Plant Montgomery, Alabama

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

See Also — The Head-Turning, Attention-Getting Hyundai Palisade

Photos copyright Auto Trends Magazine. All rights reserved.

IIHS Crash Testing and Your Insurance Premiums

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Both the National Highway Traffic Safety Administration (NHTSA) and the Insurance Institute for Highway Safety (IIHS) conduct crash tests to determine specific vehicle model safety. Both sources should be considered by consumers when purchasing a new or late-model used vehicle. When it comes to setting auto insurance rates, it is the IIHS testing that the insurance companies use to determine your insurance premiums.

About the IIHS

The IIHS is wholly funded by numerous insurance companies ranging from smaller companies such as the Rockingham Group, Tennessee Farmers Mutual Insurance Company and Grange Insurance to such household names as GEICO, State Farm and Allstate. Additional funding is provided by several insurance funding associations.

Founded in 1959, the IIHS is an independent, nonprofit educational and scientific organization whose mission is to reduce insurance losses from crashes on America’s roads. The IIHS opened its Vehicle Research Center in Virginia in 1992 where it conducts front, rear and side tests on vehicles and assigns a rating. The institute uses crash test dummies and sled labs for vehicle testing, and also tests child booster seats. Yes, the test scores can affect your insurance premiums (more about this later), but not your uninsured motorist claim.

Five IIHS Crash Tests

Since the IIHS began testing vehicles in 1992 it has modified and expanded its crash testing to encompass additional areas of the car. Its earlier tests measured moderate overlap front crashes as well as rear crash protection to assign a head restraint rating. Side-impact and roof strength tests were added later; a small overlap front test was added in 2012.

The IIHS’ moderate overlap frontal test has a vehicle traveling at 40 mph toward a barrier. The barrier face, of aluminum honeycomb construction, measures approximately two feet tall. Behind the wheel sits a crash test dummy, one that is equal in size to the average male driver. This test has 40 percent of the total width of the vehicle hitting the barrier on the driver’s side. It then measures the impact of the crash on the vehicle as well as on the driver.

The small overlap frontal test also has the vehicle traveling at 40 mph, with 25 percent of the vehicle required to hit a 5-foot rigid barrier, similar to a vehicle hitting a fixed object such as a telephone pole. The same sized crash test dummy used in the first test is used here with the IIHS paying especially close attention to how vehicle restraint systems such as airbags and the vehicle’s safety cage protect the driver.

A side test has been used by the IIHS since 2003, one that employs a moving barrier that weighs 3,300 pounds and corresponds to the weight of a small SUV hitting the driver’s side of the vehicle. Crash test dummies similar in size to an average sized female driver as well as a child sitting in the rear seat behind the driver are used. The IIHS also conducts a roof strength test that employs a metal spike that is pushed into one side of the top of the vehicle and is required to bear a force that is four times the vehicle’s weight before reaching five inches of crush to achieve a good rating. This test mimics what a vehicle might experience in a rollover accident, something that takes the lives of thousands of people annually.

Since 1995, the IIHS has been conducting rear crash testing with an eye toward measuring the impact of front seat vehicle restraints, particularly headrests. Whiplash injuries can be minimized with improved head protection, with this test approximating a rear end collision corresponding to a 20 mph crash against a stationary vehicle.

Assigning Ratings to Evaluated Vehicles

Car manufacturers strive to meet the highest crash test ratings offered by the IIHS. It is a two-tier rating system that gives vehicles either a “top safety pick” or “top safety pick+” rating, the latter assigned to vehicles that have completed the moderate overlap front test.

To achieve a top safety pick+ rating, vehicles must have received good ratings in four of the five tests and no less than an acceptable in the fifth test. A top safety pick designation is assigned to vehicles that receive good ratings in a rollover, rear, side, and moderate overlap front tests.

Four grades are assigned with each test: good, acceptable, marginal and poor. The IIHS maintains scoring for vehicles from its earliest test years and posts that information to its website.

Ratings and Your Insurance Premium

Your chances of being injured in an accident are far greater in a lighter vehicle. And that is why the IIHS advises consumers to “pass up very small, light vehicles” in its Shopping for a Safer Car brochure. Choosing vehicles that rank higher by the IIHS will result in lower insurance premiums. You can save additional money by opting for a higher deductible, bundling your home and car insurance policies, and searching for discounts.

Vehicle safety testing helps insurers and consumers alike. Insurers assign risk based on a number of factors including your vehicle’s crashworthiness. Save money on insurance and improve your chances of surviving an accident by buying a vehicle that has a top safety rating.

See Also — What You Need to Know About Rollover Accidents

Photo copyright Auto Trends Magazine. All rights reserved.

Sporty and Elegant: Mazda CX-5

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The CX-5 supplies a powerful presence among small SUVs.

2018 Mazda CX-5
The 2018 Mazda CX-5 in Grand Touring guise.

Mazda may be a small player in the automotive sphere, but not one model fails to garner the attention it deserves. Credit goes to Mazda designers for delivering a fetching design across its entire model line.

That model line now includes three cars (Mazda3, Mazda6 and MX-5 Miata) and three utility vehicles (CX-3, CX-5 and CX-9). Every model comes with a four-cylinder engine; Mazda offers nothing smaller or larger. No electric cars, no hybrids and no diesels (at least not yet).

2018 Mazda CX-5 Overview

My most recent Mazda model was none other than its compact CX-5 utility vehicle. This one comes in three trims: Sport ($24,150), Touring ($26,215) and Grand Touring ($29,645). Front-wheel drive is standard; all-wheel drive is available. Add $1,300 for all-wheel drive and another $975 for the destination fee.

Mazda introduced the CX-5 in 2013, replacing the previous Tribute. At that time, the new SUV represented a fresh break for Mazda, which previously shared its compact SUV platform with the Ford Escape (and the earlier Mercury Mariner). In 2017, the second-generation model rolled out, retaining the basic footprint of the original, while delivering a new nose and updated equipment.

For 2018, Mazda drops the Grand Select trim. Its lone engine now features cylinder deactivation technology for a slight boost in fuel economy. The standard features list now includes a leather-wrapped steering wheel along with blind-spot monitoring with rear cross-traffic alert.

2018 Mazda CX-5

Exterior Highlights

Is it a raised hatchback or an SUV? No, the CX-5 doesn’t confuse with its design aspiration, at least not entirely. Mazda designers essentially applied the beautiful curves, sharp edges and gaping grille of its car models to this SUV. It looks great and offers proof that a crossover can be beautiful.

Standard features include LED lights, 17-inch alloy wheels and a roofline spoiler. Among the list of options you will find automatic leveling headlights, LED fog lights, heated side mirrors, 19-inch alloy wheels, a power-sliding moonroof and a power rear liftgate.

Interior Highlights

Do you want a roomy interior? The 2018 CX-5 does not disappoint. It is most comfortable for four, but you can fit five in a pinch. Its standard cargo space comes in slightly below competitors such as the Honda CR-V and Ford Escape at 30.9 cubic feet or 59.6 cubic feet with the second-row seat folded.

The CX-5’s front seats are comfortable, supportive and look extra special when wrapped in leather. The cabin is fairly quiet, although at highway speeds some wind noise intrudes. The climate control system on my Grand Touring tester worked quite well. The heated seats and heated steering wheel were also useful and most welcome on chilly mornings. The CX-5 doesn’t match the storage compartments of the top models, although I appreciated the large open storage compartment at the base of the center console.

Standard features include power windows, power door locks, a tilt-and-telescopic steering column, a leather-wrapped steering wheel and cloth seats. Available features include imitation or real leather seats, power front seats with driver lumbar support, a heated steering wheel, heated front seats, heated outboard rear seats and dual-zone climate control.

2018 Mazda CX-5

Safety & Technology Features

Kudos to Mazda for delivering a model that is a 2018 Top Safety Pick award recipient from the Insurance Institute for Highway Safety. The IIHS gave the CX-5 top marks in every crashworthiness category and also recognized this Mazda for its front crash prevention technology.

Speaking of safety technology, the 2018 CX-5 comes with blind-spot monitoring with rear cross-traffic alert, a rearview camera and brake support. Shoppers may also opt for Mazda’s I-Activsense Package with high beam control, lane departure warning with lane-keep assist, radar cruise control with stop and go, and brake support. The top-trim model also offers something called Active Driving Display with Traffic Sign Recognition.

Mazda equips the Sport model with a four-speaker audio system, supplies six speakers with the Touring edition and blesses the top-of-the-line Grand Touring edition with a 10-speaker Centerpoint audio system. Bluetooth, an auxiliary audio input jack and two USB ports come standard. Mazda also includes a 7-inch color display, HD Radio and Aha, Pandora and Stitcher radio integration.

Beginning on the Touring level, you’ll find a pair of rear USB ports. HomeLink and a trial satellite radio subscription accompany the Grand Touring model. All models comes with keyless entry and push-button start. Navigation is extra. Sorry, Mazda doesn’t supply Android Auto or Apple CarPlay integration. At least not yet.

2018 Mazda CX-5

On the Road: 2018 Mazda CX-5

Who knew a small SUV could be so fun? I found myself almost forgetting that I was behind the wheel of a utility vehicle whenever I drove the CX-5. This model comes with a 2.5-liter four-cylinder engine, generating 187 horsepower and 186 pound-feet of torque. Mazda pairs this engine with a six-speed automatic transmission.

Step-off acceleration is not super fast, but it is no laggard either. This SUV picks up speed steadily and the transmission complies with its smooth shifting. Under hard acceleration, the transmission doesn’t hunt for gears — that’s the kind of drama you don’t want in any vehicle.

This SUV’s chassis features sporty car tuning, enabling it to carve corners or at least come close to doing so. Engaged steering and firm brakes are two of its top attributes. We found the ride comfortable, but the engine is noisy under full throttle. I like how the CX-5 handles better than our leased Toyota RAV4. Yes, I said it.

The CX-5’s fuel economy is competitive, coming in at 25 mpg in the city and 31 mpg on the highway with front-wheel drive. Those numbers drop by 1 mpg each with all-wheel drive. When properly equipped, this SUV has a tow rating of up to 2,000 pounds.

One important footnote to add: a second engine, this one a turbo-diesel, will also join the CX-5 engine family. Expected to arrive last fall, it has yet to appear. Figure that Mazda is working diligently to garner the approval of the EPA and CARB, before its official debut.

2018 Mazda CX-5

Parting Thoughts: Mazda CX-5

The 2018 CX-5 demonstrates Mazda has what it takes, delivering a level of sportiness not common to the segment. Notwithstanding its smaller than average storage compartment, the CX-5 acquits itself by delivering a premium and sporty offering in the top-trim Grand Touring edition.

Perhaps your most significant dilemma is where to start your search. I believe the Touring edition delivers what most people want. Opt for the Preferred Equipment Package ($1,250, Bose 10-speaker audio system, navigation, power moonroof, power liftgate and HomeLink) and you’ll come away with a well-equipped front-wheel drive model for under $29,000.

Of course, all this is before you strike your best deal, as discounts and other special deals await.

2018 Mazda CX-5

2018 Mazda CX-5 Specifications

Mazda 2018 CX-5
Segment Compact SUV
Base Sticker Price $24,150 ( plus $975 destination charge)
Price as tested $34,865
Standard Engine 2.5-liter, inline-four
Horsepower 187 @ 6,000 RPMs
Torque (lb.-ft.) 186 @ 4,000 RPMs
Transmission Six-speed automatic
Seating 5
Curb Weight (pounds) 3,563 to 3,693
Wheelbase (inches) 106.2
Length (inches) 179.1
Width (inches) 72.5
Height (inches) 65.4
Headroom (f,r…inches) 39.7; 39.0
Legroom (f,r…inches) 41.0, 39.6
Shoulder room (f,r…inches) 57.1; 54.8
Hip room (f,r…inches) 55.2, 55.3
Storage (cubic feet) 30.9; 59.6
Gross vehicle weight (pounds) NR
Towing (pounds) 2,000
Payload (pounds) NR
Fuel Regular
Fuel Tank (gallons) 14.8, 15.3
EPA Fuel MPG (city/highway) 25/31 (FWD); 24/30 (AWD)
Manufacturing Plant Hiroshima, Japan

See Also — Care Tips for Your New Vehicle

2018 Mazda CX-5 photos copyright Auto Trends Magazine. All rights reserved.

Quick Stop: IIHS Begins Rating Rear Crash Prevention Systems

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Lets’ face it: rearview cameras may have helped you avoid a catastrophe, perhaps just missing the child hidden behind your vehicle or enabling you to spot a vehicle zipping by as you back out. Quick intervention on your part saved the day, but it may not always be enough to mitigate every future accident. Soon, saving the day may require electronic intervention, something few vehicles currently include, but more will likely offer in the coming years. Indeed, rear crash prevention systems go one step further by hitting the brakes if you don’t heed warnings.

The Insurance Institute for Highway Safety (IIHS) — representing a consortium of auto insurance companies and other stakeholders — routinely tests most new vehicles, assigning each with a score based on crashworthiness and other factors. Such factors include front crash prevention and lighting systems, what can help prevent accidents in the first place. Thus, you can now add rear crash prevention to the mix, specifically rear autobrake systems, as the IIHS has begun testing them.

IIHS rear crash prevention ratings

Rear Crash Avoidance Technologies

Several technologies comprise rear crash prevention systems, including parking sensors to warn drivers when a vehicle or object is too close to the car. Further, these technologies include rear cross-traffic alert, using sensors to detect a moving object, such as another vehicle crossing your path as you back up. The third technology is rear automatic emergency braking, what automatically stops your vehicle if you don’t react fast enough.

“Let’s face it. Some days we all could use help backing up, whether that’s in a garage with pillars that obscure your view, in a crowded mall parking lot or on a busy downtown street,” says David Zuby, the Institute’s executive vice president and chief research officer. “The systems we rate in our first batch of tests will help reduce the chances of a backing fender-bender.”

Six 2017 model year vehicles with rear autobrake systems were tested by IIHS engineers to determine how they functioned when put through the paces. Those vehicles were the BMW 5 series sedan, Cadillac XT5 SUV, Infiniti QX60 SUV, Jeep Cherokee SUV, Subaru Outback wagon and the Toyota Prius hatchback.

Scoring the Players

For this test the Institute developed a three-tier rating codification, assigning scores of superior, advanced or basic. The rating formulation measures how well rear autobrake-equipped vehicles respond with a succession of car-to-car and car-to-pole tests, employing different approach angles. Additional factors included parking sensor and rear cross-traffic alert availability.

Two vehicles received the Institute’s top score: the Subaru Outback and Cadillac XT5. Both models had the optional rear autobrake, parking sensors and rear cross-traffic alert. The Jeep Cherokee, BMW 5 Series, Infiniti QX60 and the Toyota Prius earned an advanced rating with this available equipment.

So, how does the IIHS assign a rating? Specifically, the ratings evaluate the rear crash prevention systems’ ability to prevent damage in low-speed crashes, not their ability to mitigate injuries in crashes.

IIHS and Highway Loss Data Institute (HLDI) research has determined that the technology works, reducing the number of such crashes reported to police by 78 percent — citing a General Motors’ study. Indeed, in August 2017 the HLDI reported that rear autobrake systems from GM and Subaru reduce the number of crashes reported to insurers. Certainly, cars equipped with such systems will also cost less to insure.

Rear Autobrake Systems

The Institute skews its new rating program toward rear autobrake systems as these do the best job in preventing accidents. The other two systems get partial credit, but scoring is clearly weighted to systems that actively prevent an accident.

To obtain a superior rating, vehicles outfitted with a rear autobrake system must avoid a crash or at least substantially reduce its speed in many of the test scenarios, involving multiple runs at about 4 mph. Points are assigned based on the number of runs that either avoid or barely hit the target by reducing speeds to under 1 mph. To achieve an advanced rating, vehicles must have autobrake and avoid an accident or reduce its speed in at least in some of the scenarios. A basic rating is assigned to vehicles without autobrake, but still equipped with parking sensors and rear cross-traffic alert.

The IIHS also tested vehicles to determine how much damage they sustained without autobrake active. The Cadillac XT5 backed into a pole, sustaining $3,477 in damage. The Subaru Outback backed into a 2016 Chevrolet Cruze, the estimated damage to both vehicles came to $1,899 —$1,159 for the Outback and $740 for the Cruze.

No Impact Yet on Crash Test Ratings

With another test part of the IIHS equation, the Institute hasn’t said how or whether such systems and ratings will impact its overall ratings. Right now, automakers vie for two coveted ratings — Top Safety Pick and Top Safety Pick+ — the latter made more difficult to obtain in recent years as the IIHS raises it grading criteria.

See Also — Automated Driving? IIHS Researchers Detect Ambivalence

Chart copyright the Insurance Institute for Highway Safety. All rights reserved.

Automated Driving? IIHS Researchers Detect Ambivalence

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IIHS researchers monitor driver reaction to advanced technologies.

2017 Volvo S90
This Volvo S90 includes Level 2 autonomy, enabling it steer with minimal driver input. You still need to have your hands on the wheel, however.

Vehicle automation is here or at least the foundational elements are in place. The big push toward driverless cars continues, but there is some ambivalence amongst drivers as witnessed by Insurance Institute of Highway Safety (IIHS) researchers.

Indeed, as IIHS co-workers went about their testing of various vehicles, company researchers monitored their behavior behind the wheel. In each situation, the drivers were asked to keep such driver-assist technologies as adaptive cruise control and lane keep assist on when they drove. Their colleagues then monitored their reactions and found that these individuals were more comfortable using such features in light traffic than they were in heavy traffic.

“Even with automation, drivers want to feel like they’re in control of the vehicle,” says David Kidd, an IIHS senior research scientist and lead author of the study. “They want these features to fit into their driving style instead of imposing a different driving style on them.”

The five vehicles monitored were a 2017 Audi A4, a 2017 Audi Q7, a 2016 Honda Civic, a 2016 Infiniti QX60 and a 2016 Toyota Prius. All five had adaptive cruise control, what enables the vehicle you’re driving to maintain a set speed and keep an even distance behind the vehicle immediately in front. If the vehicle ahead of you slows down, the system compensates by reducing your speed, while maintaining distance. Usually, such systems also allow drivers to select spacing range from up close to several car lengths.

Active lane keeping was found in three of the vehicles — the two Audis and the Honda Civic. This system supplies gentle steering inputs to ensure the vehicle stays in its lane. For the Audi drivers, the adaptive cruise control was viewed more favorably than the lane keeping, but for the Honda Civic, the researchers found the opposite was true.

The 51 IIHS and Highway Loss Data Institute (HLDI) volunteers drove the vehicles for varying times, ranging from just one day to three weeks (In comparison, Auto Trends typically has a vehicle for one week, although we use the technologies intermittently, depending on the road and weather conditions).

When interviewed following their time behind the wheel, the test subjects said they preferred adaptive cruise control systems that “…made smooth, gradual changes and consistently detected moving vehicles ahead.” They also indicated that they preferred active lane keeping systems they thought “…made infrequent steering corrections.”

This wasn’t the first time the IIHS monitored driver reaction to advanced technologies. In an earlier study, researchers asked drivers about their opinion of various features. The drivers typically trusted side-view assist the most and active lane keeping the least.

Fully autonomy is decades off, even as companies such as Alphabet’s Waymo, Uber and General Motors make progress. The news tends to focus on elaborate tests that demonstrate a top-level of autonomy (Level 5 autonomy), without examining the technologies readily available today.

This writer typically tests such features far from population centers to minimize distractions and to avoid accidents. My favorite is adaptive cruise control, but only where full stop is included. This means if a car in front comes to a complete stop, such as at a traffic light, the system does likewise. Some systems stay active when the car stops, resuming speed when the traffic moves again. But other systems automatically turn off, requiring the driver to keep his foot on the brake, then manually resuming the system later.

Manufacturers continue to offer driver-assist features on more vehicles and across most trim levels. Lane departure warning, rear cross-traffic alert, pre-collision systems with pedestrian detection and automatic high beams are commonly employed. Cars equipped with such technologies can reduce your insurance costs, providing another important reason to have them. At the same time, no technologies are a substitute for good driving habits, including keeping your hands on the wheel at all times and refraining from texting while driving.

See Also — Waymo Expands Commitment to Chrysler Pacifica Hybrid

Photo copyright Auto Trends Magazine. All rights reserved.

How to Keep Children Safe in a Crash

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Children need special protection when riding in a car.

children and car seat safety
Child car seat safety PSA. How *not* to buckle your child.

More than 30,000 Americans die in car crashes each year, including 1,300 children aged 12 and younger. Car safety begins by properly buckling in all occupants with special consideration given to ensuring that children are adequately protected. The kind of protection used varies by age with the federal government recommending that all children under 13 sit in the back seat if one is available.

Vehicle Occupant Basics

Children aged 12 and under should ride in the back seat if there is one. Moreover, in some states such as California, Georgia, New Jersey and Wyoming, state law mandates using a rear seat for younger children if one is available. For the past 25 years new cars have been equipped with airbags, a safety protector for adults, but a lethal weapon that can kill kids according to the Centers for Disease Control and Prevention (CDC).

Babies and Toddlers

From birth thorough age 2, kids should be placed in a rear-facing child safety seat. That safety seat should carry a five-star rating from the National Highway Traffic Safety Administration (NHTSA) to provide the protection your kids need and the instructions you can understand. Specifically, the Ease-of-Use Ratings furnished by the NHTSA go beyond seat safety to cover four essential areas: evaluation of instructions, vehicle installation features, evaluation of labels and securing the child. The NHTSA notes that child safety seats “must fit right to work right.”

See Also — Child Heatstroke Dangers and Your Car

Pre-Kindergarten Children

When young children outgrow their first child safety seat, a larger forward-facing seat should be used. Such seats hold children who weigh up to 40 pounds and must be used with the seat’s harness. Some of the newer seats have a higher weight limit and provide protection for kids older than the customary four-year-old child limit.

Your School-Aged Children

Children from about aged four to aged eight can move to a booster seat once they reach the height and weight limits of their child safety seat. Belt-positioning booster seats provide adequate protection and should be fitted with the upper (shoulder) strap crossing the chest and out across the shoulder near the neck. Kids should sit up straight with their knees bent at the seat’s edge advises the Insurance Institute for Highway Safety.

Preteen Vehicle Occupants

Once children reach 4 feet 9 inches tall, a booster seat is no longer needed. Instead, youngsters should use seat belts just as an adult does. The lap portion of the belt should cross the upper thighs and the shoulder belt portion should cross the chest and out across the shoulder near the neck.

LATCH Requirements

To make it easier for parents to strap their kids in, the federal government mandates that car manufacturers install lower anchors and tethers for children (LATCH) system to make it easier to attach child restraints to vehicle seats securely. Check your vehicle’s owner’s manual for instructions on how to connect child safety seats and booster seats.

Child safety seats and booster seats can help reduce injuries and death, but they’re only as effective as they are used properly. Keep tabs on the safety of your seats by following the seat recall list and responding to those recalls immediately.

See Also — Pet Safety: Subaru Goes for the Dogs

Photo credit: Steven DePalo

Bantam Conveyance: 2017 Fiat 500

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Behind the wheel of Fiat’s tiniest model.

2017 Fiat 500c
2017 Fiat 500c.

City cars are the smallest models you can purchase in North America, typically defined by such A-segment vehicles as the Smart ForTwo, Scion iQ, Chevrolet Spark, and the Fiat 500. Few manufacturers have dared to release such models for American and Canadian consumers, who typically prefer large vehicles over small.

The Fiat 500 soldiers on, now beginning its seventh model year. It’s late 2011 arrival also ushered in Fiat’s return to the North American market after a long absence. Like competing models, the 500 sits on a tiny footprint, measuring just under 12-feet long from bumper to bumper.

North American consumers haven’t embraced tiny cars in the big numbers they have elsewhere and that’s why the Scion iQ (as well as the brand) are gone and the Smart model is now an electric vehicle. Spark sales have tumbled by more than half this year, but 500 sales are down just 7 percent, roughly in line with the decline of all small cars.

2017 Fiat 500c

My test model was a 2017 Fiat 500c. The “c” stands for cabriolet, in this case a model where the roof folds back, but the roof pillars stay in place. You can drop the side windows to enhance the open-air experience.

Fiat offers the 2017 500 in three trims — Pop ($14,995), Lounge ($18,495), and Abarth ($19,995). Add $995 for the destination charge and another $1,495 for the cabriolet. This means it is entirely possible to find a new convertible costing under $18,000.

2017 Fiat 500c

Exterior Highlights

If the first impression you get of the Fiat 500 is its smallness, you aren’t alone. There is little getting past its Lilliputian size, a vehicle that seems at first designed for a small race of people. But it also champions Fiat’s design moxie as the 500 combines a timeless look with a modern theme.

Indeed, the Fiat 500 you see today takes its styling cues from the original, introduced in 1957 and built for nearly 20 years. Fifty years after the original rolled out, the current-generation model arrived, bringing with it a wholly modernized touch on the original theme.

The new model retains the circular theme of the original, with its round headlamps and daytime running lights combining with the narrow grille openings to place a design statement on the front fascia. At the rear, you’ll find stacked combination lamp casings, housing circular brake, backup and turn signal lights.

Fiat dresses the 500 in 15-, 16- or 17-inch aluminum wheels. Standard equipment includes halogen headlamps; power-folding, heated side mirrors; and your choice of a hard or cabrio top. If you choose the cabrio, it folds back and stacks immediately behind the vehicle. The main drawback here is your rear sight lines are blocked.

2017 Fiat 500c

Interior Overview

Certainly, the 500’s cabin is small. That said, it seems roomier than it is — Fiat makes good use of limited space, delivering a front compartment that’s reasonably comfortable for the driver and passenger. It also helps that the 500 is taller than comparable cars, as that extra space translates into higher sitting seats with more legroom.

Even rear passengers are possible, although it takes some imagination on how to get people back there. If the driver and front passenger don’t need a lot of legroom, the rear compartment is bearable on short trips, especially for children. Even so, the 500’s 2+2 layout is skewed toward whoever is up front.

Fiat doesn’t try to hide the fact that the 500 uses plastic — and plenty of it. Indeed, the entire lower dash panel is comprised of plastic cladding — creating visual interest for this little people mover. All dials, switches, door handles, vents, and even the top of the seat backs are round. The circular theme runs rampant through the interior, giving the 500 a youthful, even playful look.

Standard equipment includes power windows and door locks, a manual tilt steering column, leather-wrapped steering wheel, air conditioning, and a 12-volt outlet. Optional equipment includes automatic temperature control, a front passenger seat armrest, front seatback pockets, and heated seats. Cloth seats are standard; leather seats are optional.

2017 Fiat 500c

Safety Features and Rating

The Insurance Institute for Highway Safety (IIHS) awarded the 2017 500 with its top scores in four of five crash testing categories. But it also assigned its lowest score for its small overlap front test. There are two things at work here: 1), the Fiat’s design predates the test and would need a significant structural overhaul to comply, and 2), the vehicle’s size simply means it is at a disadvantage. So long as you understand these two points, you’ll know what to expect.

Most passenger vehicles offer at least some sort of crash avoidance & mitigation system. The Fiat 500 does not. What you will find is a suite of airbags along with the usual traction and stability control, and anti-lock brakes. A rear park assist system is standard, except on the base model.

Top Technologies

Standard technologies include an audio package with a 5-inch touchscreen display, Bluetooth connectivity and iPod interface and a USB charging port. An upgraded and available Beats audio system has satellite radio and is also tied in with GPS navigation with a one-year subscription.

Clearly, the Fiat 500 offers only base technologies, but that’s typical for this class.

2017 Fiat 500c

On the Road: 2017 Fiat 500

You get a 1.4-liter four-cylinder engine making 101 horsepower and 97 pound-feet of torque in the 500 and 500c. Fiat pairs this engine with either a 5-speed manual or a 6-speed automatic transmission.

My test model had the automatic transmission. Most definitely, the 500c isn’t anywhere near a performance model. It is best owned and operated by city dwellers who prize the small footprint and want a reasonably economical car. I say “reasonably” because there are larger cars that equal or beat the diminutive Fiat’s fuel economy.

Happily, the open road isn’t the Fiat’s enemy. I found sufficient power when needed, owing in part to its sub-2,500 pound weight. When accelerating hard you might wish for the benefit of a turbo (as found in the Abarth) — as it can take some effort passing at highway speeds.

Steering is light to the touch and the tight turning radius is a joy to behold. I imagine on the streets of Manhattan the 500 is especially loved, particularly when navigating the narrow streets in Greenwich Village and DUMBO. Parallel parking is a snap too — who needs assistance when you can do it yourself and with plenty of space left over?

2017 Fiat 500c

Parting Thoughts: 2017 Fiat 500c

The Fiat 500 is most certainly small, thus its size is of limited appeal to many. Some shoppers may want more power and that’s where the Abarth edition with its turbocharged 1.4-liter four-cylinder engine, generating 160 horsepower and 170 pound-feet of torque (manual) or 157 hp and 183 lb.-ft. of torque (automatic) makes things interesting. It also starts at $20,000, an affordable price point for any small car.

Fiat fans also have the larger 500L and the utility 500X to consider — we must not forget the 124 Spider, derived from the Mazda Miata. If a tidy package is what you want, then Fiat has you covered.

2017 Fiat 500c

  • Sticker price from $14,995
  • Seats four
  • Engine: 1.4-liter I4 gas
  • 101 horsepower @ 6,500 RPM
  • 97 foot-pounds of torque @ 4,000 RPM
  • 5-speed manual or 6-speed automatic transmission
  • Wheelbase: 90.6 inches
  • Length: 139.6 inches
  • Width: 64.1 inches
  • Height: 59.8 inches
  • Passenger volume: 75.5/76.2 (500c) cubic feet
  • Storage volume: 9.5/5.4 (500c) cubic feet
  • Towing capacity: NR
  • EPA: 31/38 (manual)28/33 (automatic) mpg city/highway
  • Premium gasoline
  • Fuel tank: 10.5 gallons
  • Curb weight: From 2,366 to 2,511 pounds
  • IIHS safety rating: Good, except for Poor in small overlap front
  • Limited vehicle warranty: 4 years/50,000 miles
  • Powertrain warranty: 5 years/100,000 miles
  • Corrosion warranty: 5 years/unlimited miles
  • Vehicle assembly: Toluca, Mexico

See Also — Book Review — Fiat 500: The Design Book

Click on photos to enlarge. Photos copyright Auto Trends Magazine. All rights reserved.

Is the 2018 Volvo V90 the World’s Most Glamorous Wagon?

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After a 20-year hiatus, the Volvo V90 returns.

2018 Volvo V90 Cross Country.
2018 Volvo V90 Cross Country.

Station wagons dominated the American scene from the 1950s to 1970s, serving as the people hauler of choice for large families. By the 1980s, wagons (as they were by then commonly called) began to disappear. Once the 1990s arrived, even fewer models were available. Minivans became the new vehicle of choice, essentially ending the wagon phenomenon.

Apparently, Volvo never got the message as they continued to build wagons for years after. Models such as the V40, V50, and V70 came and went, with the Swedish automaker curtailing its US models for several years in the early 2010s.

In 2015, the Volvo V60 rolled out, restarting Volvo’s wagon quest. Beginning with the 2018 model year, the V90 itself returns after a 20-year break. While the V60 is handsome in its own right, the V90 just may be the world’s most glamorous wagon.

Yes, that’s my opinion and I’m sticking to it! And judging by some of the comments I’ve received from colleagues, friends, and neighbors, Volvo hit all the right buttons with the V90, especially from its design standpoint.

2018 Volvo V90 Cross Country

2018 Volvo V90

There are two lines of V90 models offered. One is the standard model, the other is the Cross Country, best known for its one-inch higher ground clearance. My test model was a 2018 Volvo V90 Cross Country T6 AWD, so that’ll serve as the focus of my review. That said, I’ll share price information for both, before diving deep into all things test model.

The 2018 V90 comes in two trims: R-Design ($49,950) and Inscription ($51,950). At present, the V90 Cross Country is a T6 AWD-only model ($55,300). Add $995 for destination and handling.

The sticker price for my Cross Country test model was $69,440 and it had the following packages and upgrades: Luxury ($4,500); Convenience ($1,950); Metallic Paint ($595); 20-inch alloy wheels ($800); rear air suspension ($1,200); Bowers & Wilkins Premium Sound System ($3,200); and a head-up display ($900). There are a few other accessories available, including a built-in child seat and tow package. In all, your price might top $72,000.

2018 Volvo V90 Cross Country

Exterior: A Matter of Style

What may be the V90’s strongest suit is its style — inside and out. What you have here is a large wagon, but it doesn’t feature the bland or boxy styling of past models. The same elegant grille found on the S90 sedan and XC90 SUV marks the front fascia, with striking “hammer of Thor” LED lighting elements amplifying the look.

The wagon’s profile is at once elegant and sporty, benefiting from a one-inch raised ground clearance. A sweeping roofline, rising beltline and much sculpting and character lines set this wagon apart from models of old.

But it is at the rear where the V90 makes a clean departure from the pack with its oversized L-shaped combination lamps, notched liftgate with a spoiler, and dual exhaust ports. Front to back this model is perhaps the most handsome wagon design you’ll find anywhere today as well as down through the ages.

Standard equipment includes 19-inch alloy wheels, rear tinted windows, and a power moonroof with sun blind. Options include integrated split end pipes ($220), side scuff plates ($845), and 20-inch wheels.

On Cross Country models you’ll find underbody cladding, but don’t mistake these for skid plates as they consist of some undetermined lightweight material, not the usual steels and alloys you’ll find on SUVs, such as from Jeep. Notably, Volvo advertising materials suggest doing nothing more than driving the Cross Country on wet roads and packed down trails — this wagon simply isn’t designed for serious off-roading.

2018 Volvo V90 Cross Country

2018 Volvo V90 Cross Country

Interior: Elegance Matching German Rivals

The top German luxury brands — Audi, BMW, and Mercedes-Benz — are the measuring stick for evaluating luxury cars. The 2018 Volvo V90 is a match for all three, delivering a clean, upscale and altogether pleasing environment to behold.

You’ll find leather and wood (or optional metal mesh) generously apportioned throughout the cabin. The electronic dashboard offers a clean interface on an uncluttered center stack and is visually pleasing. Volvo wrote the book on ergonomics, thus all controls are sensibly placed.

Up front are a pair of firm, but comfortable bucket seats topped by headrests with a “space age” look. The second row 40:20:40 bench seat is also comfortable, with sufficient room for three. Volvo could have added a third row, but be glad that they did not as there is a generous 53.9 cubic feet of standard storage space available. Yard sale finds, anyone?

A long list of standard equipment includes keyless entry with toggle start, a 12.3-inch digital instrument panel, full power accessories, power-adjusted front seats, and multi-zone climate control.

The available luxury package adds heated outboard rear seats, rear and rear side window sun shades, additional leather and sill trim, backrest massage for the front seats, and expanded leather choices.

2018 Volvo V90 Cross Country

V90 Cross Country Performance Matters

When it comes to today’s Volvo, you’ll find just one engine choice across the entire model line. A 2.0-liter four cylinder is it, but what Volvo chooses to do with said engine makes all the difference in the world. Or at least on the road.

No, this isn’t your run-of-the-mill engine. It is a modern powerplant with forced induction at work. For this reason, Volvo offers the engine in two variants. The first option is a direct-injected turbocharged (T5) engine generating 250 horsepower and 258 pound-feet of torque. These numbers are within the ballpark of what some naturally aspirated V6 engines produce.

The second option keeps the turbocharger and adds a supercharger. It is a highly unusual arrangement for a vehicle and, to my knowledge, Volvo is the only manufacturer using both forms of forced induction in the same engine. As a result, performance jumps to 316 horsepower and 295 pound-feet of torque for this so-called T6 engine. That’s within the range of what some small V8s produce. By the way, both engines come with an eight-speed automatic transmission supplied by Aisin.

My test model had the more powerful engine, which automatically adds all-wheel drive. The beauty of this dual forced-induction system is that the supercharger supplies upfront power, while the turbocharger kicks in up the power band curve to extend boost. The engine feels more powerful than its size, but make no mistake about it: it sounds like a four-cylinder engine. Also, the exhaust note is quite tame — you don’t buy a Volvo for raucous performance, but for fuel economy — my test model makes an EPA-estimated 22 mpg in the city and 29 mpg on the highway. Choose the T5 FWD model and you’ll find an outstanding 24/34 mpg city/highway rating. You’ll need to fuel your model with premium gasoline.

Steering is crisp and handling offers decent feedback. But there is a weak point with this model even with the air suspension system added and dynamic drive chosen — it has the bouncy feel common to wagons of yore. Further, when tackling washboard surfaces, you’ll feel it. None of this should come as a surprise as the V90 is the largest wagon on the market.

2018 Volvo V90 Cross Country

Safety: Pilot Assist Debuts

Volvo is synonymous with safety and the company’s reputation precedes it. That said, there is almost always something different you’ll find when an updated or all-new Volvo model debuts. The big news this year is standard Pilot Assist, what gives customers their first taste of autonomous driving.

This semi-autonomous system works with adaptive cruise control to keep the car centered in your lane as well as to supply sufficient separation with the vehicle centered immediately in front of you. When activated, Pilot Assist “views” the center line and side marking(s) to ensure your vehicle stays on course, even as the road curves. Gentle steering inputs from the system keep the car centered; braking and acceleration is also controlled, but all three are easily overridden by the driver.

I activated the system just below I-540 on US Route 1 while heading south (Wake County, NC), keeping Pilot Assist active until I exited at Carbonton Road (State Hwy. 42) near Sanford. Heading west on that road, I reactivated the system once I moved past the elementary school.

Unlike Route 1 with its mostly straight shot, this road rises and falls, and has its shares of twists and turns. There were times when I overrode Pilot Assist for one simple reason — I had grown tired of the near constant inputs.

I activated the system once again as I turned left on Hwy. 42 to head south on South Carbonton Road (Lee to Chatham to Moore counties), which eases into Glendon Carthage Road past the Alston House (House in the Horseshoe). I turned Pilot Assist off for good once I approached Carthage’s business district.

Pilot Assist allowed me to drive hands free (fingers just off the steering wheel) for 10 seconds at a time before a “take steering wheel” warning appeared on the head up display, followed by a second notice on the instrument panel. If you ignore the first visual warning, the system allows you to drive another 5 seconds before a warning chime sounds. Ignore that chime and you’ll have an additional 5 seconds of hands-off driving before a follow-up warning and chime occurs. Immediately, Pilot Assist deactivates, requiring you to take full control of the car.

I must have driven at least 30 miles without my hands firmly grasping the steering wheel, although no more than 15 to 20 seconds at a time before I laid hold of the wheel. The sensation of driving without firmly holding onto the steering wheel was an odd one for me. Indeed, there was one time when it seemed as if the Volvo was about to leave the road, so I took firm control of the steering wheel to redirect the wagon. Volvo admits the system isn’t perfect as it may misread things along the side of the road, such as a traffic cone and mistake it for something else.

You should not rest your hands in your lap while using Pilot Assist. Furthermore, I only activated the system where roads were dry per Volvo’s instructions. Cruise control-contributed hydroplaning is a real danger.

2018 Volvo V90 Cross Country

Technology Features and Options

Volvo once offered a dreadful infotainment system interface known as Sensus. Well, the Sensus name continues, but the pain is mercifully gone. The prior system included more than two dozen buttons and knobs, offering an arrangement I found confusing and distracting. Volvo must have figured the system was a hot mess and contrary to all things safety. That’s because what’s now in place is far superior and very easy to use.

The new interface is clean and ruled by a touchscreen evenly divided into four sections. From top to bottom you’ll find the current position (navigation), media, phone connectivity, and car status. At the base of the screen, you can manage climate control as well as seat heating and cooling. For these reasons, I give the updated system two thumbs up.

Standard equipment includes a 224-watt audio system, satellite radio, Bluetooth connectivity and music streaming, USB ports, and an auxiliary audio input. There is also available for upgrade a Bowers & Wilkins audio system with 19 speakers and a 1,400-watt output. It’s the type of system audiophiles prize; how Volvo integrated the Tweeter on the dashboard is nothing short of a work of art.

2018 Volvo V90 Cross Country

Volvo V90 Parting Thoughts

So Volvo makes the most beautiful wagon on earth. Or at least it does in the eyes of some.

Of course, some shoppers may never see past its body style, preferring an SUV (XC90) or a sedan (S90) instead. Happily, Volvo has you covered in all three categories.

Is the one-inch lift of the Cross Country worth it? Oddly, it is if you want to save money as the standard T6 AWD R-Design model costs $55,950 or $650 more than the Cross Country. Add in the $4,500 luxury package and you’ll pay about $60,000 for a unique wagon with a sporty flair.

 2018 Volvo V90 Cross Country

  • Priced from $55,300 (T6 AWD Cross Country)
  • Price as tested: $69,440
  • Seats 5
  • Engine: 2.0-liter supercharged & turbocharged I4 gas
  • 316 horsepower @ 6,000 RPM
  • 295 foot-pounds of torque @ 2,200 to 5,400 RPM
  • 8-speed automatic transmission
  • Wheelbase: 115.8 inches
  • Length: 194.4 inches
  • Width: 75.9 inches
  • Height: 60.7 inches
  • Passenger volume: NR
  • Storage volume: 53.9 cubic feet
  • Towing capacity: NR
  • EPA: 22/29 mpg city/highway
  • Premium gasoline
  • Fuel tank: 15.9 gallons
  • Curb weight: 4,180 pounds
  • IIHS safety rating: NR
  • Limited vehicle warranty: 4 years/50,000 miles
  • Powertrain warranty: 4 years/50,000 miles
  • Corrosion warranty: 12 years/unlimited miles
  • Vehicle assembly: Torslanda, Sweden

2018 Volvo V90 Cross Country

2018 Volvo V90 Cross Country

2018 Volvo V90 Cross Country

2018 Volvo V90 Cross Country

2018 Volvo V90 Cross Country

***Check out the feedback from Volvo fans on Reddit***.

See Also — Highlights of the 2018 Volvo Product Reveal

Photos copyright Auto Trends Magazine or Volvo Cars. All rights reserved.

Maximum Fun With a Mini Countryman

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The Mini Countryman offers an interesting twist on the small SUV frame.

2017 Mini Countryman
The not-so-small and all-new Mini Countryman.

Think “Mini” and words such as tiny, small, and diminutive come to mind. That’s appropriate as the two-door Mini Cooper Hardtop measures just 151.1 inches long.

But Mini is more than just one model, with both the Countryman and the Clubman measuring one-and-a-half feet longer than the smallest model. So, “mini” here is in fact “midi” or perhaps “compact” would be the appropriate nomenclature.

No matter, Mini is a brand and the Countryman and Clubman give Cooper hardtop or convertible owners a reason to hang around instead of fleeing to the competition or, gasp!, moving up to BMW whose parent (BMW Group) owns both brands.

The 2017 Mini Countryman is a new model, then again it isn’t. The original, known as the Austin Mini Countryman, was a 1960s-era conveyance. It was a two-door wagon-like model also marketed as the Morris Mini Traveller.

In 2010, an all-new Mini Countryman rolled out and had a seven-year model run. But the US market never had it.

As for the second-generation Countryman, Mini had the US market in its viewfinder when designing it. Longer and wider than the previous model, the 2017 Countryman made its global debut at the Los Angeles Auto Show in November 2016, going on sale stateside a few months later.

2017 Mini Countryman

2017 Mini Cooper Countryman

Stretching and widening the second-generation Countryman may seem like an odd direction to take, but in this case “necessity is the mother of invention,” a step required to reach North American consumers who find nothing cute about having one’s knees locked in place while riding in the rear seat. Thus, the additional eight inches between axles and a track widened by 3.7 inches means there is ample room for four, even five in a pinch.

In all, there are six Countryman models to consider. Because we’re on the cusp of a new model year, 2018 prices prevail here. Add $850 for the unavoidable destination and handling charge.

The product line starts out with the standard Countryman ($26,600), followed by the Countryman ALL4 ($28,600). Succeeding models include the S Countryman ($31,200) and S Countryman 4ALL ($31,700), with the John Cooper Works Countryman ALL4 capping the product line at $37,800.

That’s five models and I mentioned six. Ah, yes, Mini now has a plug-in version, officially known as the Mini Cooper S E Countryman ALL4. That’s a long name for a PHEV, a model with a base price of $36,800 and introduced for the 2018 model year. Owners may be eligible for up to $4,000 in federal tax credits as well as state and local incentives, where available.

2017 Mini Countryman

2017 Mini Countryman

Under the Hood

All “S” models have a 2.0-liter, TwinPower twin-scroll four-cylinder engine. Generating 189 horsepower and 207 pound-feet of torque, that’s the same engine powering the heralded BMW 3 Series. Furthermore, it has a slight power edge over the bimmer, which delivers 180 horsepower and 200 pound-feet of torque. A six-speed manual gearbox comes standard; an 8-speed automatic transmission is also available.

The standard driver is a 1.5-liter, turbocharged three-cylinder engine with an output of 134 horsepower and 162 pound-feet of torque. The same transmission choices found in the “S” are available here.

Oddly, the PHEV model with both the “S” and “E” designations has the three-cylinder engine. That said, it offers the best performance — 221 combined system horsepower and 284 pound-feet of torque. There, you’ll find a six-speed automatic transmission along with all-wheel drive.

A Matter of Style

The Mini Countryman gets its larger size from a modular or transposable platform. This means it can support a variety of vehicles based on its front-wheel-drive platform with available all-wheel drive. Models such as the Chinese-only BMW 1 Series, broader market 2 Series SUVs, and the global BMW X1 share this particular platform, reducing costs, while allowing BMW to bring forth additional models. Notably, the Countryman rides on a platform that isn’t shared with the smallest Minis.

2017 Mini CountrymanWhat’s shared amongst all Mini models is a common canvas or design style. Oval headlights and fog lamps, and a rounded top grille dress the front fascia. Other signature elements include its compressed profile marked by firm shoulders, contrasting wheel wells, available alloy wheels, and a rear haunch. From the rear are vertical combination lamps and rear fog lights. Smoked out roof pillars and dual exhaust tips are other features of note.

Standard equipment includes 15-inch Silver Heli spoke wheels set within all-season tires. Optional wheel designs are many and cover the 16-, 17-, and 18-inch range. All models come with heated side mirrors with washers. Design upgrades bring in a panoramic sunroof ($100), hood stripes, roof rails, spoiler, and chrome line trim.

Inside, you’ll find a cabin with a premium look and feel. My S ALL4 Countryman model came lavishly appointed and seemed as if BMW designers were set loose on the interior. Standard imitation leather seats give way to cloth, leather/cloth, and leather seats elsewhere. Behind the front bucket seats is a 40:20:40 bench seat. Allow me to say this: the deep cut-outs in the back of the front seats make the rear seat quite bearable for two. What about a third individual? In a pinch, one will fit. But why bother?

My loaner had both the leather seats and something I value immensely — front seat extenders. Yes, both the driver and the front passenger can have them — for anyone who spends long times behind the wheel, the extra thigh support offered is terrific as it also relieves stress on the lower spine.

As for the rest of the cabin, you’ll find a “well rounded” look throughout. And I don’t just mean quality, but style as in the instrument panel, center console display, dials, knobs, vents, and door handles. It is a theme common to Mini and amplified inside the Countryman.

Standard interior equipment runs the gamut from keyless entry and push-button start to full power accessories. You’ll also find sliding and reclining rear seats, backrests, and heated seats in all-wheel-drive models.

Package options include Premium — power front seats, upgraded audio system, power tailgate, and privacy glass ($2,000), Convenience — alarm system, folding cargo floor, folding rear center armrest with cup holders, a fold-out picnic cushion or space save tired, and additional 12-volt outlets ($750), and Cold Weather — heated front seats and automatic dimming and power-folding mirrors ($750).

Safety and Technology Features

The 2017 Countryman is an Insurance Institute for Highway Safety (IIHS) Top Safety Pick recipient. This means the Countryman achieved top scores in all five crashworthiness categories. The institute also recognized the Countryman for its available front crash prevention system.

Standard safety equipment includes a rearview camera and rear park distance control. Optional features include front park distance control and parking assistant for parallel parking. The available MINI Driving Assistant ($1,000) brings in collision warning with city braking function, camera-based adaptive cruise control, pedestrian warning with initial brake function, high beam assistant and road sign detection.

The standard 6.5-inch color display includes MINI Connected apps, Bluetooth connectivity, and a six-speaker audio system. Options include a 12-speaker Harman/Kardon audio system and an 8.8-inch touchscreen navigation system with a redesigned user interface and operating system.

2017 Mini Countryman

Mini Countryman S: The Drive

Alas, my loaner model did not come with a manual gearbox. But, the combination of a TwinTurbo engine with an eight-speed automatic transmission suited me just fine.

Unlike some other turbos, the BMW TwinTurbo with twin scroll behaves as if there are two turbos present, instead of one. Here, this engine gathers engine exhaust from each cylinder bay in alternating sequence before routing to the turbine. The alternating pulses help mitigate turbo lag, the bane of this type of forced-induction engine. There are other factors at work to produce power. Ultimately, you have an engine that behaves like a small V6 and that makes for an amazing amount of power for a small car.

What also helps this model is that it is small and sits relatively close to the ground. That’s an important distinction from other vehicles in this segment — Mini considers the Countryman a crossover utility vehicle. But it is much more like the Volkswagen Golf Alltrack than models such as the Jeep Renegade, Honda HR-V, and Mazda CX-3.

As mentioned earlier, my test model had the driver seat extender. It is a difference maker in luxury models and a huge benefit to such a small vehicle. I found the car rode very well for a compact and the performance was more than adequate…even fun. You get a lot of up front power along with the extra kick you want from the turbo. Handling is firm with decent feedback.

Mini Countryman: Parting Thoughts

The 2017 Countryman successfully carries the Mini theme to a higher level, imbuing this model with the best combination of Mini looks, BMW engineering, and fun-to-drive characteristics. However, price creep can push this small crossover up near $40,000 and at a cost higher than any competitor and in line with some luxury models, including BMW’s own X1.

2017 Mini Countryman

 

2017 Mini Cooper S ALL4 Countryman

 

 

  • Sticker price from $31,100
  • Price as tested: $38,450
  • Seats 5 occupants
  • Engine: 2.0-liter twin-turbo I4 gas
  • 189 horsepower @ 5,000 RPM
  • 207 foot-pounds of torque @ 1,350 RPM
  • 8-speed automatic transmission
  • Wheelbase: 105.1 inches
  • Length: 169.8 inches
  • Width: 71.7 inches
  • Height: 61.3 inches
  • Passenger volume: NR
  • Storage volume: 17.6 (behind 2nd row)/47.6 (behind 1st row) cubic feet
  • Towing capacity: NR
  • EPA: 23/32 mpg (gas)
  • Premium grade gasoline
  • Fuel tank: 16.1 gallons (gas)
  • Curb weight: From 3,629 pounds
  • IIHS safety rating: Top Safety Pick
  • Limited vehicle warranty: 4 years/50,000 miles
  • Powertrain warranty: 4 years/50,000 miles
  • Corrosion warranty: 12 years/unlimited miles
  • Vehicle assembly: Born, Netherlands

2017 Mini Countryman

2017 Mini Countryman

2017 Mini Countryman

2017 Mini Countryman

2017 Mini Countryman

2017 Mini Countryman

2017 Mini Countryman

See Also — Drop Top Fun: 2016 Mini Cooper S Convertible

Photos copyright Auto Trends Magazine. All rights reserved.