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The Refreshed and Handsome
Lexus IS 350 F Sport

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Lexus updates the IS as it retires the GS.

2021 Lexus IS 350 F Sport

Sedan sales continue to decline as consumers opt for utility vehicles. But some manufacturers are doubling down on the segment by updating new models.

This year, Lexus canceled the midsize GS, while updating the IS. The number of Lexus sedan lines is down to three (IS, ES, and LS), with the remaining models each updated within the past two years.

2021 Lexus IS 350 F Sport Review

Lexus prices the 2021 Lexus IS 350 F Sport from $39,000 to $44,900, plus a $1,025 destination charge. The IS comes in four trims: IS 300 RWD, IS 300 AWD, IS 350 F Sport RWD, and IS 350 F Sport AWD. Previously, Lexus offered the F Sport with both engine choices. This year, the IS 350 is the F Sport.

This model seats up to five. Our test vehicle was a 2021 Lexus IS 350 F Sport RWD. Unlike the other two sedans, this one doesn’t have a hybrid variant.

2021 Lexus IS 350 F Sport

Exterior

So, is the 2021 IS an all-new model or simply a refresh? We call it a refresh as it has the same dimensions as last year’s model along with carried over powertrains. Lexus may beg to differ, but we’re sticking with our guns: unless a model is completely overhauled, such as utilizing new architecture, then it is, indeed, a refresh.

Happily, the changes were worth it, enabling Lexus to stay with the remaining contenders in this segment, including the BMW 3 Series, Cadillac CT4, Mercedes-Benz C-Class, and the Audi A4, to name a few.

This year, the front fascia has been reworked, although the now customary hourglass (spindle) grille is nothing new. The slender headlamps are new with the Lexus “check mark” now sitting above the lights. From front to back, the design is crisper with more pronounced lines and sculpting than before. It sits slightly lower and wider, thanks in part to burly bumpers that help supply a more aggressive canvas.

The most impressive change, at least in this person’s eyes, is the rear lighting element. The rear also supplies its own take on the check mark lights up front, with distinct L-shaped lamps connected by a thin line of LED lights. Its impressive enough by day, but its quite fetching by night.

Choose an F Sport trim and there are some changes to the spindle grille, including block forms within to create a sporty touch. A grille bottom intake allows air to flow through to enhance brake cooling, which is a design Lexus says is inspired by the RC F. Exclusive BBS wheels, carbon fiber outer mirror housings, and a unique carbon fiber rear spoiler are finishing accents in F Sport models with the available Dynamic Handling Package.

Premium triple-beam LED headlights are available.

2021 Lexus IS 350 F Sport

Interior

We’ve long been fans of Lexus’ interiors, prizing them for excellent fit and finish, simplicity, and the high-quality materials used. We’re not especially fans of the scratchpad mouse for controlling some features, but this year there is a touch-screen display added. Thus, you’re no longer dependent on the pad to manage some functions.

With the GS gone, the IS makes a leap to the big LS. Also, there is the ES, a front-wheel-drive sedan that’s slightly larger and roomier than the IS. It now offers all-wheel drive. But we like to compare similar sedans and the IS comes in closer to the now retired GS, which previously was the model nearest in size to the ultra-luxury LS.

The changes from the previous model year are small, but worth noting. Indeed, you’re already an IS fan if you notice these changes, which include round air vents, relocated cup holders, and an infotainment display that sits closer to the dashboard’s edge. We figured that Lexus’ designers looked at the niggling issues with the cabin and adjusted it accordingly. Consequently, Lexus made the necessary updates without a revolutionary (and expensive) overhaul.

If you’re looking for a roomy interior beyond the front seats, this isn’t it – you’ll want the ES instead. The IS’ front seats are very comfortable and supportive, although we could wish for thigh extenders ala the BMW 3 Series to take pressure off our hips for those long drives. And as someone who battles sciatic pain from time to time, extenders are most welcome.

2021 Lexus IS 350 F Sport

2021 Lexus IS 350 F Sport

For passengers consigned to the rear seat, that region diminishes in appeal significantly. The seats are comfortable, but ingress and egress is limited, there isn’t enough legroom, and tall folks may find their hair sticking to the headliner. If you and one other passenger are below average in height, the seating area is much more tolerable. On paper, three can sit back there, but the space is simply too tight to do so except for short trips.

Trunk space is also quite small. Consequently, you’re limited if you plan to bring a lot of luggage with you on your next trip. Notably, the 10.8 cubic feet available is quite small for this vehicle; we typically see 15 cubic feet or more. Certainly, I know I’ll sound like a broken record, by the Lexus ES and its 16.7 cubic feet of cargo space looms large in this segment.

Lexus dresses the Is 300 with NuLuxe interior trim – this leather-like material is cushy and comfortable. It’s also breathable, serving as a proper substitute for real hides. The list of standard features that go beyond full power accessories includes 8-way power front seats and dual-zone climate control.

Choose the IS 350 F Sport and this trim brings in various F Sport embellishments, including to the leather-trimmed steering wheel, bolstered heated and ventilated front seats, embossed interior trim, black geometric interior trim, and aluminum pedals. Further, this trim has a 10-way power driver’s seat with lumbar support and four-way adjustable headrests.

Lexus offers a Comfort Package that includes heated and ventilated front seats, a heated leather-trimmed steering wheel, and a power tilt-and-slide moonroof. The Dynamic Handling Package (which we mention in brief below), brings in a heated wood steering wheel, and ash interior trim.

2021 Lexus IS 350 F Sport

Tech

Lexus equips the IS 300 models with an 8-inch touchscreen display, a 10-speaker audio system, Bluetooth, Apple CarPlay and Android Auto smartphone integration, Amazon Alexa compatibility, Lexus Enform connectivity with Wi-Fi, and USB connectivity.

Among the upgrades are 15- and 17-speaker Mark Levinson audio systems, a navigation package, and a 10.3-inch display screen with a new multimedia system. Curiously absent is a wireless charging pad.

2021 Lexus IS 350 F Sport

Safety

That Lexus places an emphasis on safety shouldn’t surprise too many people. Just as the mainstream Toyota brand benefits from a strong roster of standard driver-assist technologies, the Lexus luxury brand does likewise.

Consequently, we think the 2021 IS will maintain the Top Safety Pick+ rating bestowed on the 2020 model from the Insurance Institute for Highway Safety (IIHS). Likewise, its 5-star rating from the National Highway Traffic Safety Administration (NHTSA) seems likely to carryover.

The list of standard features comprises everything that’s part of the Lexus Safety System + 2.5 package. These include a pre-collision system with pedestrian detection, lane tracing assist, lane departure alert with steering assist, road sign assist, all-speed dynamic radar cruise control, and automatic high beams. Supplied separately, but not part of this package is blind-spot monitoring with rear cross-traffic alert.

There are a few options to consider as well. First, there is a panoramic view monitor that utilizes four high-resolution cameras on the front, sides, and rear of the vehicle to supply drivers with a bird’s eye view of the vehicle. Second, Lexus offers intuitive park assist with automatic braking. Customers can bundle this with the panoramic camera and gain rear pedestrian detection in the process.

2021 Lexus IS 350 F Sport
2021 Lexus IS 350 F Sport

Performance

Lexus offers IS shoppers two engine choices or three if you consider the different power outputs of the available V6.

Only the base model comes with a 2.0-liter turbocharged four-cylinder engine making 241 horsepower and 258 pound-feet of torque. This one sends power to the rear wheels via an 8-speed automatic transmission.

The second engine choice is for both all-wheel-drive models. Here, Lexus utilizes a 3.5-liter V6 engine with 260 horsepower and 236 pound-feet of torque. This one makes use of a 6-speed automatic transmission.

That second engine also serves as the third when the IS 350 F Sport is rear-wheel drive. Specifically, the output jumps to 311 horsepower and 280 pound-feet of torque. Power routes to the wheels via an 8-speed automatic transmission. Consequently, the IS at this level delivers a noticeable boost in power without a turbocharger or a supercharger on hand.

2021 Lexus IS 350 F Sport

The power differences among the V6 engines is striking – 51 horsepower and 44 pound-feet of torque. In the F Sport, it benefits from several performance upgrades, including a cold air intake system, staggered 19-inch wheels, a performance suspension system, and a limited-slip rear differential. The added performance, including an automatic transmission with two additional cogs doesn’t translate into a big difference in fuel economy. In fact, the F-Sport RWD has only a 1 mpg combined edge over the two AWD trims.

We found the F Sport RWD performs as intended, with its limited-slip differential enhancing traction while cornering and when exiting turns. The IS also is also planted better with the LSD active. Switch the drive mode to Sport+ and it builds on the Sport mode’s advanced engine and transmission power adjustments to improve steering assist and damper support. In effect, the package takes an already decent driver’s car and enhances its performance characteristics.

2021 Lexus IS 350 F Sport

Competitive Set

We made mention of some of the IS’ competitors earlier: the Audi A4, BMW 3 Series, Cadillac CT4, and the Mercedes-Benz C-Class. Other models to consider include the Jaguar XE, Genesis G70, Infiniti Q50, Volvo S60, and the Acura TLX.

Each one brings something special to the segment, which is where first-time luxury shoppers usually look when they’re not considering a utility vehicle. Several models have a performance variant that Lexus doesn’t yet offer with the IS.

Our Recommendation

The IS 350 Sport RWD is our choice. If you opt for AWD, you’ll gain a traction edge, but you’ll see overall performance diminished.

We’ve driven multiple iterations of the IS, including from the last refresh in 2014. That escapade took us to the then mothballed Rockingham Speedway. We liked the sedan then; the changes since have only improved upon it.

Yes, now that the GS F is gone, it’s time for an IS F! But we can only work with what we have and that’s still a good choice. Indeed, the IS 350 F Sport with the Driver Handling Package makes this luxury sedan a bargain for $45,000. You can go higher, but the sweet spot is right in the mid-40s.

2021 Lexus IS 350 F Sport

2021 Lexus IS Specifications

Lexus 2021 IS
Segment Compact Luxury Sedan
Price Range From $39,000 to $44,900
Destination Charge $1,025
Engine No. 1 2.0-liter, turbo I4
Horsepower 241 hp @ 5,200 rpm
Torque (lb.-ft.) 258 @ 1,650 rpm
Transmission 8-speed automatic
Engine No. 2 3.5-liter, V6
Horsepower 260 hp @ 6,600 rpm
Torque (lb.-ft.) 236 @ 2,000 rpm
Transmission 6-speed automatic
Engine No. 3 3.5-liter, V6
Horsepower 311 @ 6,600 rpm
Torque (lb.-ft.) 280 @ 4,800 rpm
Transmission 6-speed automatic
Seating 5
Curb Weight (pounds) Up to 3,880
Wheelbase (inches) 110.2
Length (inches) 185.4
Width (inches) 72.4
Height (inches) 56.5 (RWD)/56.7 (AWD)
Headroom (f,r…inches) 38.2, 36.9
Legroom (f,r…inches) 44.8, 32.2
Shoulder room (f,r…inches) 55.9, 53.4
Hip room (f,r…inches) 54.3, 54.0
Storage (cubic feet) 10.8
Gross vehicle weight (pounds) NR
Towing (pounds) NR
Payload (pounds) NR
Fuel regular
Fuel Tank (gallons) 17.4
EPA Fuel MPG (city/highway/combined) 19/26/22 (AWD)
Manufacturing Plant Tahara, Japan

See Also — Lexus Brings a Convertible to the Gorgeous LC 500 Line

Lexus IS 350 F Sport photos copyright Auto Trends Magazine. All rights reserved.

Mid-Engine Masterpiece: The Eighth-Generation Chevrolet Corvette Stingray

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A new mid-engine layout for the venerable Corvette.

2020 Chevrolet Corvette Stingray

Decades after developing prototypes of a mid-engine variant, the Corvette assumed that format beginning in 2020, which also represents the launch of its eighth generation. Known as the C8, the latest Corvette is an absolute head turner and a veritable bargain in a sea of high-end sportscars. The Stingray is the first of what’s promised to be several versions of Chevrolet’s iconic sportscar line.

2020 Chevrolet Corvette Stingray Review

Chevrolet offers the 2021 Corvette in one Stingray model. Buyers have a choice of a coupe ($58,900) or a Convertible ($66,400). Add $1,095 for the destination charge.

From there, shoppers will find three trims: 1LT ($59,995), 2LT ($67,295), and 3LT ($71,945). These prices are for the coupe and include the destination charge; add $7,500 to the respective trims to get convertible pricing.

We mention here 2021 pricing and specifications, which are unchanged, as the 2020 model sold out in November. As for the 2021s, production begins on Dec. 8.

The eighth-generation Corvette experienced production delays in late 2019 due to a United Autoworkers Union strike. In the spring, just as production was ready to ramp up, the COVID-19 pandemic shut production once again. Since resuming production, GM has been working diligently to fill back orders. Those orders are now completed, although some customers may have elected to receive a 2021 model.

We’re not seeing additional Corvette models for 2021, such as the Gran Sport or Z06. Instead, for its second model year the C8 ushers in new color schemes, wireless Apple CarPlay and Android Auto capability, and Magnetic Ride Control as a stand-alone option apart from the Z51 Package.

2020 Chevrolet Corvette

Exterior

How best to describe the new Corvette’s exterior? One word: awesome! We were struck, no lovestruck by how beautiful this sportscar is from the front, sides, rear, and even from the top. The new model brings forward many of the design cues from the C7, but what’s also apparent is that body houses a mid-engine layout. Thus, a clear departure from the previous models is evident, but not by losing the “vettiness” that has always defined this model.

You might also confuse the C8’s look with a Ferrari and that’s never a bad thing. There are distinct differences, but the angles are more similar than not.

2020 Chevrolet Corvette StingrayChevrolet claims the latest design is fighter-jet inspired, specifically drawn from F-22 and F-35 aircraft as well as Formula One cars. The cockpit sits forward and oversized air ducts occupy the rear quarter panels. The front end is the closest to a traditional Corvette look, while the rear features a huge spoiler and a taillight pattern that builds on the C7’s fantastic expression.

We applaud Chevrolet with building coupe and convertible models, the latter a hard-top variety that simply looks fantastic. The only drawback is that the convertible’s design eliminates the engine window, a feature that makes the engine bay a prominent part of the overall design scheme.

Chevrolet offers 12 color choices with the 2021 Corvette Stingray. Eight are no-cost choices; the other four include various metallic ($500) and tintcoat ($995) upgrades. Notably, the Long Beach Red Metallic Tintcoat ($995), which was featured on our test model was also one and done, now replaced by a Red Mist Metallic Tintcoat ($995).

Further customization is possible through various Stinger stripes ($500) and Full-Length Dual Racing Stripe Package ($995) choices. Our test model did not come with striping, but it did have the very fetching Edge Red painted brake calipers ($595).

One feature worth considering is the available Front Lift Adjustable Height With Memory ($1,495) option. A switch located at the base of the center console activates the same, using hydraulics to raise the front end by nearly two inches. Specifically, “Front Lift” works in under three seconds and at speeds under 24 mph to lift the Corvette. What’s also cool about this, is that the system will remember up to 1,000 locations by GPS, enabling you to avoid speed bumps and manage steep driveways with ease.

2020 Chevrolet Corvette Stingray
2020 Chevrolet Corvette Stingray

Interior

There is nothing ordinary about the Corvette’s interior. The Stingray features two distinct seating areas, with the driver surrounded by an aircraft layout and HVAC-related controls running on a panel strip from the top of the dashboard to the center console. It’s what divides the passenger section in more ways than one.

The steering wheel is unusual as it is small and squared. Yet, we never felt that it wasn’t suitable for this model. Our only qualm was with the location of the windshield washer stick – it juts out on the right side of the column and interferes with the knob controlling the console screen. While the stalk’s size is appropriate, we think relocating the control knob to the lower part of the panel would be the ideal solution.

Slip behind the wheel of the C8 and drink it all in – there is a lot going on there! Fortunately, none of it is particularly distracting. From the digital screen composing the instrument panel (and switch-controlled in the console) to handsome contrast stitching, the Corvette shows a level of sophistication we admire. Further, aluminum touches and even carbon fiber dress the cabin for success.

Depending on the trim level, you’ll find various seating options. From Mulan leather (1LT) to Napa leather (2LT), the seats are just what’s needed for this vehicle. Move up to the 3LT and Competition Sport seats come in. There are a number of design options available, including two-tone seats, red or yellow stitching, and sueded microfiber.

Beginning with the GT2 bucket seats, these chairs feature 8-way adjustment with power bolster and power lumbar. We found the front seats very comfortable and ideal for long drives.

2020 Chevrolet Corvette Stingray

Tech

The Corvette comes with an 8-inch diagonal HD screen, Bluetooth, a 10-speaker Bose audio system, HD Radio, satellite radio, USB ports, and Apple CarPlay and Android Auto smartphone compatibility.

Move up to the 2LT and the C8 gains navigation and a Performance Data Recorder, the latter works with your personal SD memory car. Here, the system captures video, audio driving statistics, date and time, and a special Valet Mode to track the car when you’re not behind the wheel. A wireless charging port is included, beginning at this trim level, and is fixed on the engine bulkhead between the seats.

Among the options available is a 4G LTE Wi-Fi hotspot for connecting up to seven devices and a head-up display with readouts for Tour, Sport and Track modes.

Safety

Most of the Stingray’s safety features appear beginning with the 2LT trim. Here, you’ll find rear cross-traffic alert and side blind-zone alert. What the Corvette doesn’t have is automatic emergency braking, lane-keep assist, or adaptive cruise control. Typically, sportscars don’t include certain advanced features we see in other models.

2020 Chevrolet Corvette Stingray
2020 Chevrolet Corvette Stingray

Performance

A familiar engine accompanies the C8 and that’s none other than a naturally aspirated 6.2-liter V8. Now in its fifth generation, this engine is also the most powerful one yet with an output of 490 horsepower and 465 pound-feet of torque. With the Z51 package, those numbers increase by 5 each, enabling this sportscar to reach 0-60 mph in just under 3 seconds.

The C8’s power comes from its engine, but it also benefits from its ability to “breathe” freely. To begin, its intake system features a low-restriction design marked by identical 210 mm runners and an 87 mm throttle body. According to its developers, the C8’s performance exhaust manifolds are low-restriction and represents a four-into-one design.

Further, the designers also worked in a dry-sump oil system, integrating that into the engine block which permits for better positioning in the form of a lower center of gravity. Moreover, the Corvette also utilizes a trio of scavenging pumps to harvest circulating oil, to ensure pressurized distribution to navigate the highest-g situations while on the track.

Sending power to the wheels is the work of a new 8-speed dual-clutch transmission. It’s an automatic arrangement with manual properties – sadly, no true manual transmission allowing for three-pedal foot action and deft shift-by-hand involvement is available this year. We think one is possible in the future, but not right now.

But shoppers should not stay dismayed for long: the dual-clutch transmission pushes through the gears faster than humanly possible. In effect, the transmission incorporates two manual computer-actuated gearboxes with clutches to mitigate torque loss. One shaft controls the even gears plus reverse, the other shaft manages the odd gears.

2020 Chevrolet Corvette StingrayTaking the C8 on the road simply opens a book to spirited driving that few other models can match, especially in the Corvette’s price range. Already the fastest Corvette made to date, the Stingray delivers on its promises consistently.

Hitting the Road

Activate the ignition and the Stingray roars to life, with a back-pressure whoosh to start things off and one accompanied by a loud idle. There’s no quiet mode here – you’ll wake the neighbors if you’re a night driver.

The Corvette simply strolls along until you’re ready to press the pedal to the floor. Once you do, the engine responds rapidly as an accompanying resonating roar fundamentally responds. No doubt about it, the C8 is quick and feels poised – weighty steering, deft handling, a comfortable ride, and firm brakes combine to make this superstar shine.

As you might suspect, we saved our fun driving for the backroads where traffic was nil. As much as we are sad the manual is no longer available, the new transmission is a keeper. We didn’t record our 0-60 mph times, preferring to simply put the C8 through the paces and do it all over again. Even as our speed climbed well above posted limits, we felt confident behind the wheel – the Corvette hunkers down, hugs the road, and almost begs to be driven hard.

And hard is the way to go – we were quite pleased with how much power is thrown down when passing, as the engine and transmission cooperated to find the right amount of power for the correct gearing. We were in awe time and again as the C8 pushed hard and rewarded us with neck-snapping responses.

What shouldn’t be overlooked is the Corvette’s weight distribution. While the previous model had an ideal near 50:50 (front to rear) weight distribution, the mid-engine layout makes it 40:60. The rear bias, though, changes the driving dynamic by improving traction and straight-line performance. That’s more power sent to the pavement than any previous model, including those with 755 horsepower (C7 Z1, that is).

Z51 Performance Package

You don’t believe for a moment Corvette shoppers will settle for a base model, do you? It’s doubtful you’ll find one anyway as the popular Z51 Performance Package ($5,995) just shouldn’t be overlooked.

What makes the Z51 worthwhile? First of all, it’s required for track use. The standard model does a lot of things quite well, but if you’re planning on track time, an upgrade is in order. Certainly, you could forgo the upgrade, but chances are you won’t – track time planned or not.

The package is composed of several features including performance Brembo brakes, a performance suspension system, performance exhaust, performance rear axle ratio, and an electronic limited-slip differential. Further, the package includes a heavy-duty cooling system, a Z51-specific front splitter and rear spoiler, and Michelin Pilot Sport 4S tires. The staggered tires measure 245/35ZR19 in the front and 305/30ZR20 at the rear. Specifically, they’re high performance, run-flat, and summer-only tires.

2020 Chevrolet Corvette

Competitive Set

The Corvette is in a league of its own, at least where it concerns domestic product. Some may point out the Ford GT as a competitor, but they’re wrong. The GT is a restricted-volume sportscar, while the Corvette doesn’t have such limits. Further, the GT is best pitted against the Ferarri 488 GTB, McLaren 675 LT, and the Porsche 911 Turbo S.

While the Ford Mustang, Chevrolet Camaro, and Dodge Challenger have high-performance versions (and some that are quicker than the Corvette Stingray), these models fall under the “Grand Touring” label. As such, they simply are not truly sports cars.

The nearest competitor to the Corvette is the Porsche Cayman. Previously, the Porsche 911 would have qualified, but since moving to its mid-engine platform, the Corvette and Cayman are now much more alike than different. We also recommend comparing the C8 to the Acura NSX.

Other models to consider include the exotics mentioned above, at least in performance, not price. The Corvette easily undercuts the cost of the priciest models, selling at a fraction of the total thereof.

2020 Chevrolet Corvette

Our Recommendation

Start your search with the 2LT trim and you’ll find a solid foundation to build from there. Once you decide between coupe or convertible, you’ll begin a level of personalization that suits your needs.

Our test model pushed the $84,000 mark and that includes the main upgrades – Z51 performance package, upgraded bucket seats, front lift, special exterior color, and red brake calipers. That’s $16,380 in upgrades for the convertible. You could go higher, but we think we found the sweet spot.

Looking ahead, the Stingray will be followed by far more costlier models. Those will roll out separately over the next five years, including an all-electric variant. For the majority of shoppers, though, the Stingray will suffice – acquiring one will mean an extended wait time as demand easily outstrips supply of this venerable model.

2021 Chevrolet Corvette Stingray Specifications

Chevrolet 2021 Corvette Stingray
Segment Sportscar
Price Range From $58,900 to $66,400
Destination Charge $1,095
Standard Engine 6.2-liter, V8
Transmission 8-speed dual-clutch
Horsepower 490/495 @ 5,700 RPMs
Torque (lb.-ft.) 465/470 @ 5,150 RPMs
Seating 2
Curb Weight (pounds) From 3,366
Wheelbase (inches) 107.2
Length (inches) 182.3
Width (inches) 76.1
Height (inches) 48.6
Headroom (f,r — inches) 37.9
Legroom (f,r — inches) 42.8
Shoulder room (f,r — inches) 54.4
Hip room (f,r — inches) 52.0
Storage (cubic feet) 12.6
Gross vehicle weight (pounds) NR
Towing (pounds) NR
Payload (pounds) NR
Fuel Premium
Fuel Tank (gallons) 17.4
EPA Fuel MPG (city/highway/combined) 15/27/19
Manufacturing Plant Bowling Green, Kentucky

2020 Chevrolet Corvette

See Also — So Long, Farewell to the C7 Corvette

Images copyright Auto Trends Magazine. All rights reserved.

Compact Performance:
2021 Cadillac CT4-V

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V-Series performance comes to Cadillac’s smallest sedan.

2021 Cadillac CT4-V

Luxury car sales have fallen through the floor, but manufacturers must still offer a few sedans to be taken seriously in the segment. The Cadillac CT4 is the smallest of three sedans (two as of 2021) offered by GM’s luxury arm and represents the replacement model for the previous ATS. Notably, Cadillac is unique among American luxury marques as Lincoln no longer offers a sedan.

2021 Cadillac CT4-V Review

Cadillac prices the 2021 CT4 from $33,395 to $46,390, plus a $995 destination charge. Four trims are available: Luxury, Premium Luxury, Sport, and V-Series.

The CT4 seats five and comes with standard rear-wheel drive and available all-wheel drive. Customers have a choice of two turbocharged engines.

2021 Cadillac CT4-V

Exterior

If looks could kill, the Cadillac CT4 isn’t about that. Instead, we have the tamer looking of the two remaining Cadillac sedans – a somewhat buttoned-down version of the larger CT5. As for the palatial CT6, that model was discontinued in February, closing out the 2020 model year.

At the beginning of this century, Cadillac introduced its “art and science” design philosophy, which was represented by bold front and rear fascias, angular lines, deep cutouts, and a race-inspired motif. That theme wasn’t universally applied across the product line, but models such as the CTS coupe and especially the ELR plug-in hybrid advanced the look.

Fast forward to today and the design cues remain, although they’ve softened considerably. Indeed, the tighter overhangs of the previous ATS are now longer in the CT4, although the wheelbase remains the same. Some may envision the CT4 as non-descript, but we think that it’s simply a handsome sedan.

2021 Cadillac CT4-V
2021 Cadillac CT4-V

Interior

Exterior elegance meets interior panache and that’s what we want in a luxury model. The CT4 brings in clean lines with pretty materials blending luxury and sophistication. You need to move beyond the base model, though, to sense the full weight of its upscale propensities, including real leather hides, brushed metal trim, and expanded color choices.

The cabin is small and perhaps too constricted for the typical family. The front seats are comfortable, supportive, and offer ample room for a pair of tall adults. But that’s where the problem lays – if a pair of 6-footers are seated in the first row, what does that leave the second row? Not much room, I’m afraid.

Certainly, if the rear-seat passengers are children, especially those secured in car or booster seats, the seats are fine. For everyone else, the space separating the knees from the backs of the front seats just isn’t there – you need more space, but you won’t find it.

Another area where the CT4 is week is in trunk space. This one measures just 10.7 cubic feet and that’s about 50 percent below the average for the segment. Two people taking a road trip together without others in tow should find enough space for their cargo needs. That is, as long as they pack judiciously and forgo long items that simply won’t fit or, better yet, should occupy the second row.

2021 Cadillac CT4-V

Tech

The base CT4 comes with an 8-inch touch-screen display, an 8-speaker audio system, HD Radio, Bluetooth, wireless Android Auto and wireless Apple CarPlay smartphone compatibility, USB ports, and a Wi-Fi hotspot. That’s a decent roster of equipment for the standard Luxury model.

But we know that customers typically don’t choose the base model and we rarely recommend one. Moving up the package and trim range, such features as a 14-speaker Bose audio system, the Cadillac User Experience interface with navigation, and wireless phone charging come in. The latter is one of our favorite features found in contemporary vehicles.

Safety

Cadillac offers a mixed bag in safety features, particularly in the base Luxury trim. This year, Cadillac added automatic emergency braking to go with front collision avoidance with pedestrian braking. It’s a start, but you still have to opt for a full-range emergency braking system to get the complete benefits of this technology.

Two package upgrades bring in the remaining driver-assist features, including adaptive cruise control, enhanced automatic emergency braking and reverse automatic braking. An upgraded package adds such features as automatic headlamps, following distance indicator, lane departure warning, lane change alert with side blind zone alert, and rear cross-traffic alert.

Some mainstream brands offer many of these features as standard equipment, therefore Cadillac charges extra for them. On the other hand, the late-arriving Super Cruise system will bring in elements of semi-autonomous driving. We can’t say much about the system yet, although we’re intrigued by the “lane change on demand” feature.

2021 Cadillac CT4-V

Performance

The 2021 Cadillac CT4 is a tale of two engines. Both are four-cylinder units with turbocharger technology. The first engine utilizes twin-scroll tech, while the second features twin-volute engineering. Both kinds enhance performance while conserving fuel.

Most trims feature a 2.0-liter turbocharged four-cylinder engine with 237 horsepower and 258 pound-feet of torque. Power routes to the rear or to all four wheels utilizing an 8-speed automatic transmission. The most efficient version achieves 34 mpg on the highway. That’s impressive!

The second engine is a 2.7-liter turbocharged four-cylinder with 310 horsepower and 350 pound-feet of torque. In the V-Series, this engine develops 325 horsepower and 380 pound-feet of torque. Power travels to the rear or to all four wheels through a 10-speed automatic transmission.

Our test CT4-V with rear-wheel drive offered the enhanced engine. Initially, we were a bit cautious about what it could supply performance-wise, but those concerns soon evaporated once we were on the open road. Indeed, the CT4-V proved itself time and again – from its stellar step-off acceleration to its equally impressive and robust passing power.

We saw reports that the CT4-V goes from 0-60 mph in about 5 seconds. We won’t dispute those numbers. Importantly, it isn’t the speed that’s the most impressive factor. Instead, we found the workings of the 10-speed automatic transmission wholly satisfying. We’d prefer a manual option, but one wasn’t to be had. But with a fast-shifting automatic and paddle shifters, the connection was decent.

The CT4-V delivers a smooth and comfortable ride. It comes with an adaptive suspension system – Magnetic Ride Control – that’s tuned to deliver precise adjustments as you go. The electric steering was firm and we liked how this sedan handled on curvilinear roads. Certainly, that isn’t the extent of its handling prowess – this small sedan moves in and out of corners with ease. Yes, there was measurable body roll detected, but that’s expected of any model outside of a true sports car.

Is there any room for improvement? Absolutely! And it comes in the form of an upcoming CT4-V Series Blackwing model that should appear next year. Rumor has it that it’ll feature a twin-turbo V6 engine. If it does, then 400 horsepower is within reach and that’s awesome!

2021 Cadillac CT4-V

Competitive Set

Like the previous ATS, the CT4 counts the BMW 2 Series, Audi A3, and the Mercedes-Benz A-Class among its competitors. The Alfa Romeo Giulia is another model that comes to mind.

As for the CT4-V, you’ll want to compare it to the Audi S3 and BMW M235i.

Our Recommendation

Our test model was, of course, the CT4-V. It has all the performance attributes you want in a small luxury sedan outside of a twin-turbo V6.

As for the CT4-V, the only feature we’d skip is all-wheel drive. That’s assuming you’re buying this car for its superior performance and handling attributes, and not for its grippy attributes on slick roads, including those covered in ice and snow.

2021 Cadillac CT4-V

2021 Cadillac CT4 Specifications

Cadillac 2021 CT4
Segment Compact Luxury Sedan
Price Range $33,395 to $45,595
Destination Charge $995
Engine No. 1 2.0-liter, turbo I4
Horsepower 237 @ 5,000 rpm
Torque (lb.-ft.) 258 @ 1,500 to 4,000 rpm
Transmission 8-speed automatic
Engine No. 2 2.7-liter, turbo I4
Horsepower 310/325 @ 5,500 rpm
Torque (lb.-ft.) 350/380 @ 1,500/2,000 to 4,000 rpm
Transmission 10-speed automatic
Seating 5
Curb Weight (pounds) 3,422 to 3,761
Wheelbase (inches) 109.3
Length (inches) 187.2
Width (inches) 71.4
Height (inches) 56.0
Headroom (f,r…inches) 38.3, 36.5
Legroom (f,r…inches) 42.4, 33.4
Shoulder room (f,r…inches) 55.2, 53.9
Hip room (f,r…inches) 53.0, 52.5
Storage (cubic feet) 10.7
Gross vehicle weight (pounds) NR
Towing (pounds) NR
Payload (pounds) NR
Fuel Regular
Fuel Tank (gallons) 17.4
EPA Fuel MPG (city/highway/combined) 23/34/27 (2.0 FWD); 20/28/23 (2.7 AWD)
Manufacturing Plant Lansing, Michigan

See Also — Cadillac Gets Most Things Right With the XT6 Crossover

Cadillac CT4-V photos copyright Auto Trends Magazine. All rights reserved.

Lexus Brings a Convertible to the Gorgeous LC 500 Line

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

2021 Lexus LC 500 Convertible

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

2021 Lexus LC 500 Convertible Review

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

2021 Lexus LC 500 Convertible
2021 Lexus LC 500 Convertible

Exterior

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

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

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

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

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

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

2021 Lexus LC 500 Convertible

Interior

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

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

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

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

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

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

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

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

2021 Lexus LC 500 Convertible

Tech

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

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

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

2021 Lexus LC 500 Convertible

Safety

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

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

2021 Lexus LC 500 Convertible
2021 Lexus LC 500 Convertible

Performance

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

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

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

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

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

2021 Lexus LC 500 Convertible

Competitive Set

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

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

Our Recommendation

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

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

2021 Lexus LC 500 Convertible

2021 Lexus LC500 Convertible

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

See Also — First Look: 2018 Lexus LC500 and LC500h

Photos copyright Auto Trends Magazine. All rights reserved.

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

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The Scat Pack brings in a larger V8 engine to the R/T trim.

 

Two weeks ago we drove the Dodge Charger SRT Hellcat and were enthralled by its performance. That model lives up to its hype as the most powerful mass-production sedan in the world.

But the Hellcat is a niche model, affordable by few and prized by a narrow group of enthusiasts. Sure, its admirers are legion, but when it comes to investing in a sedan that starts at $70,000, the talkers are many but the takers are few.

Fortunately, Dodge has other Charger models to consider beginning with a standard V6 engine and two additional V8 choices. The most popular of the V8s displaces 5.7 liters and is the standard upgrade from the 3.6-liter V6. But it is the 6.4-liter V8 that doesn’t always get the attention it deserves. Fortunately, it is the subject of this review.

Like the supercharged V8, which is exclusive to the Hellcat, the 6.4-liter engine is exclusive to the Scat Pack and Scat Pack Widebody. There is a lot to consider when shopping for a Charger. If a “scat pack” is your thing, here are 12 things we love.

1. Attainable performance. Sure, the Hellcat is the performance leader of the pack by far. The standard Hellcat delivers 707 horsepower and when the Hellcat Redeye rolls out in 2021, it’ll supply 797 horsepower. But the 485 horsepower and 475 pound-feet of torque for the Scat Pack’s engine is still quite good. Like the three other engines, this one also sends power to the rear wheels via an 8-speed automatic transmission. The big difference is in attainability: you’ll pay at least $70,000 to get a Hellcat, but the cost of an R/T Scat Pack is tens of thousands of dollars less. In other words, Hellcat performance is reserved for a privileged few, while most of us have to “settle” for a Scat Pack in its multiple variations.

2. The price is right. Opting for V8 power is expensive, right? Well, if choosing a Charger R/T with a 5.7-liter V8 costing $36,495 (plus a $1,495) sounds expensive to you, then you may not understand the market. Indeed, the mainstream full-size sedan market is comprised entirely of four- and six-cylinder models, with only Dodge (and Chrysler) offering V8 engines. Those competing models, including the Toyota Avalon and Chevrolet Impala, can easily cost $40,000 when outfitted with engines that rival the base Charger’s engine. But the R/T Scat Pack doesn’t offer the 5.7-liter V8. Instead, you’ll find a naturally aspirated 6.4-liter V8, one of the largest of its kind available today. This model starts at $40,495, plus destination. That doesn’t take into consideration discounting that typically takes thousands off the sticker price. In effect, you get a well-equipped and potent big sedan at a very reasonable price.

3. Check out the bee. The Hellcat has its underworld wild-cat emblem, but the Scat Pack has its dedicated special insignia: an angry bee. The bee appears on the instrument panel with wheels churning upon ignition, then disappears. It’s also located on the grille, the sides, rear deck, and finally, it’s embossed on the seats.

4. SRT drive modes. Like the Hellcat, the Scat Pack has SRT drive modes at the ready. Unlike the Hellcat, you don’t have two keys to control performance. That’s okay as the entire 485 horsepower available is ready for play. The drive modes are Track, Sport, Custom or Auto, and are displayed right on the screen. The suspension, steering, and traction are managed with the transmission stick or paddle shifters, which allow the driver to extend shift points, depending on the mode.

5. Black or red brake calipers. The Scat Pack comes with black-painted black calipers, then offers an upgrade to red. Either way, they’re both sharp-looking additions to the 20-inch Brass Monkey aluminum wheels.

6. Big, broad front seats. We’ve driven our share of performance vehicles across the years and have found the front seats wanting in some models. As in too hard, too tight, and too bolstered. We’re not a fan of Recaros for these reasons, although there are similar seats that aren’t as tight or bolstered. The Charger is a delight to drive from a comfort perspective as the front seats are large, wide, and comfortable. Yes, they’re bolstered, but not to the point where a large person would have difficulty finding it satisfying. We felt secure in place while driving the Charger and not once did we exit the vehicle with stiffness, including lower-back pain. The rear seat isn’t as comfortable, but it does an admirable job of holding two adults or three in a pinch. But you will need to duck your head to get in. Once seated, the amount of legroom you’ll enjoy is wholly dependent on how much space the front passengers require. For tall passengers, the sloping roofline is a chore for anyone above 6-foot-2-inches.

7. Old-school trunk size. The Charger’s trunk isn’t the largest in its class, but it is wide and long, measuring 16.5 cubic feet. The good thing is that the space is entirely usable as the spare tire sits beneath the floor and the wheel wells don’t intrude. You may not fit a week’s worth of luggage for the family inside, but you’ll come quite close to doing so. When properly outfitted, the Charger can pull 1,000 pounds. If you need towing capacity, we recommend the Durango and its 7,400-pound towing limit instead.

8. We have launch control. Just how much fun is there in driving the R/T Scat Pack? Well, with everyday control (meaning, without using tech wizardry), it is wonderful – we’ll examine that later. But the tech wizardry, namely launch control, is something of interest to enthusiasts as it enables drivers to achieve its stellar 0-60 mph time of about 4.5 seconds. Like the Hellcat, you’ll turn to the center display to access launch control. Here, you’ll find Dodge’s “Performance Pages,” which include several features under the launch control page such as drive-mode setup, launch RPM set up, and launch control activation. With the middle of the three, you can choose RPM output before launching. Once you activate launch control, a command within the instrument panel guides you, instructing you to press the brake and quickly apply full throttle. As soon as the panel signals “ready”, release the brake and you’re on your way. When done, the panel will reveal your reaction time as well as your most recent and best 0-60 mph times. Launch control is a fun feature and the feedback supplied by Dodge to help drivers improve them is what makes these Chargers especially thrilling to drive.

9. Spectacular performance. You don’t have to have launch control activated to enjoy this sedan’s robust performance. In fact, you won’t use launch control at all except for those special occasions when you have something to prove. Fire up the engine and the big Hemi rumbles and snorts. It reminds me of the big V8s of the 1960s and 1970s or at least the ones pre-emissions control. Today’s engines meet the strict environmental guidelines and do so without hindering performance. We like that the R/T Scat Pack hustles wherever it goes and sprints the moment you floor the pedal. We would have loved a manual gearbox option, but one isn’t available. That said, controlling the paddle shifters adds to the excitement, although we still prefer to have the 8-speed automatic transmission to find its own gears – it’s just that much faster and cleaner. The Charger is a big vehicle and you feel it. Even with the advanced suspension system in place, the rear end loves to move back and forth under full throttle. Under normal driving, the Charger handles twisty roads with ease, but we still should slow down to enter corners and mind our business when exiting. After all, the girth and weight of this sedan are points not to ignore when driving it. Optional all-wheel drive would help, but it’s available only with the V6. As for the exhaust music, we think it sounds better than the Hellcat. Just saying.

10. The bundled Daytona package. While we think the Technology Group is a worthwhile add-on, the Daytona Edition ($3,995) package brings in numerous appearance, performance, and tech upgrades. On the appearance front, Daytona decaling on the hood, roof, trunk, and grille distinguish this model. The package includes special 20-inch forged/painted aluminum wheels, imitation carbon interior accents, a premium-stitched dashboard panel, and front overhead interior lighting. When it comes to performance, all-season performance tires and a cold-air intake system are included. On the tech/comfort front, Dodge adds power-folding and heated side mirrors, a power tilt-and-telescopic steering column, power front seats, and heated second-row seats.

11. An excellent infotainment system. We’ve long raved about Fiat Chrysler’s Uconnect infotainment interface. Yes, there are various versions out there and they don’t all do the same thing. The main features, however, are largely the same and include a tablet-like interface for managing music, climate control, and vehicle functions. This system works with Bluetooth and has Android Auto and Apple CarPlay smartphone compatibility. Other features include a six-speaker audio package, one or more USB ports, and an audio input jack. Optionally, customers can choose a 9-speaker Alpine audio system (bundled with the Alpine Group package) or a standalone 19-speaker Harman Kardon system for $1,795.

12. Available advanced safety features. We think choosing any model with advanced safety features is always helpful, even if you don’t regularly use them. That said, when activated, you gain a measure of safety that can reduce accidents and likely lower your car insurance bill. The Charger’s available Technology Group ($1,895) package is a worthwhile spend-up option. This package bundles adaptive cruise control with stop, advanced brake assist, full-speed forward collision warning, and lane-departure warning with automatic high-beam headlamp control and rain-sensitive windshield wipers.

Charger Considerations

With the Hellcat and R/T Scat Pack behind us, that leaves the R/T and one of the two models powered by a V6 engine to consider. We think the V6 has a place in this potent line if not simply for the all-wheel-drive option. We understand the cost and fuel expense of a V8 engine can be a downer, so the V6 is a good place to start. But if you have performance in mind, launching your search with the R/T and the 5.7-liter V8 is where you’ll want to concentrate your energies. Fortunately, Dodge supplies multiple trim and package upgrades, which allows Charger shoppers to buy the model they want and customize it later.

2020 Dodge Charger Specifications

Dodge 2020 Charger
Segment Full-Size Sedan
Price Range $29,995 to $69,995 (plus $2,100 gas guzzler tax)
Destination Charge $1,495
Engine No. 1 3.6-liter, V6
Horsepower 292/300 @ 6,350 rpm
Torque (lb.-ft.) 260/264 @ 4,800 rpm
Transmission 8-speed automatic
Engine No. 2 5.7-liter, V8
Horsepower 370 @ 5,250
Torque (lb.-ft.) 295 @ 4,200 rpm
Transmission 8-speed automatic
Engine No. 3 6.4-liter, V8
Horsepower 485 @ 6,100 rpm
Torque (lb.-ft.) 475 @ 4,100 rpm
Transmission 8-speed automatic
Engine No. 4 6.2-liter, supercharged V8
Horsepower 707 @ 6,000/6,100 rpm
Torque (lb.-ft.) 650 @ 4,800 rpm
Transmission 8-speed automatic
Seating 5
Curb Weight (pounds) 3,964 to 4,586
Wheelbase (inches) 120.0
Length (inches) 198.4, 200.8, or 201.0
Width (inches) 75.0, 78.3
Height (inches) 58.5, 57.8, or 57.6
Headroom (f,r…inches) 38.6, 36.6
Legroom (f,r…inches) 41.8, 40.1
Shoulder room (f,r…inches) 59.5, 57.9
Hip room (f,r…inches) 56.2, 56.1
Storage (cubic feet) 16.5
Gross vehicle weight (pounds) NR
Towing (pounds) NR
Payload (pounds) NR
Fuel Regular (V6), Midgrade (5.7) Premium (others)
Fuel Tank (gallons) 18.5
EPA Fuel MPG (city/highway/combined) 19/30/23 (V6); 13/22/16 (6.2)
Manufacturing Plant Brampton, Ontario, Canada

See Also — The 2018 Dodge Challenger SRT Demon by the Numbers

Photos copyright Auto Trends Magazine. All rights reserved.

On the Prowl With a 2020 Dodge Charger SRT Hellcat Widebody

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Behind the wheel of the world’s most powerful production sedan.

The 2020 Dodge Charger line is topped by this SRT Charger Widebody.
You’ll pay about $70,000 to acquire one.

The Dodge Charger stands alone among mainstream sedans. Its full-size body style is increasingly uncommon and its traditional rear-wheel-drive platform makes it unique in this segment, sharing its footprint with the Chrysler 300, while also counting a Dodge Challenger coupe derivative.

We recently had the opportunity to drive the most potent version of the 2020 Charger when an SRT Hellcat Widebody model was dropped off for a week’s worth of fun. To that end, we’re dispensing with our usual model review to drill down on this most impressive of Charger models.

Hellcat Musings

Dodge’s use of the Hellcat name originated in 2015 when it released a 6.2-liter supercharged V8 engine for both the Charger and Challenger. In 2018, the Jeep Grand Cherokee got its version, which was named the Trackhawk. That same year Dodge made a crate engine (hellcrate) available to anyone wanting this engine to upgrade their ride. Beginning in 2021, we’ll see a Dodge Durango SRT Hellcat, what’s likely to become the fastest SUV in the world.

The Hellcat name comes from the Grumman F6F Hellcat, which was the naval carrier-based fighter aircraft introduced in 1943 and used widely in the Pacific theater. Great Britain also received more than 1,000 units and these were widely used until the end of World War II.

The Charger features a classic coke bottle layout. This one is amplified with a bright patina, widebody trim and wheels, and huge Brembo brake covers in red.

History of the modern Dodge Charger. Car fans know that the original Charger name was affixed to a sport coupe in the 1960s and 1970s. What they prefer to ignore is that this name was later used on a subcompact front-wheel-drive model for six years in the 1980s. While the switch to four doors angered some when the current model rolled out in 2005, various performance versions have consoled the faithful. Besides, with the Challenger coupe’s arrival in 2008, happiness followed. This writer has gotten over his disappointment that the Magnum wagon disappeared in 2008 after an all-too-brief four-year run.

See Also — The 2018 Dodge Challenger SRT Demon by the Numbers

Origin of the current Charger. Credit DaimlerChrysler with supplying us with the Magnum, Charger, 300, and Challenger. DaimlerChrysler was the name of the entity founded in 1998 that brought Mercedes-Benz and the Chrysler Corporation brands under one name. The LX platform underpinning these models comes from the Mercedes-Benz E-Class platform of the 1990s, but the American version was designed stateside. Chrysler tapped the Mercedes parts bin for its five-speed automatic transmission, all-wheel drive, rear differential, and the multi-link rear suspension. In 2011, four years after separating from Daimler, Chrysler rolled out an updated platform and dubbed it LD (the Challenger sits on an LA variant). The three remaining models are based on the 2011 update.

What’s a widebody? In recent years, we’ve seen Dodge roll out Widebody versions of its Challenger and Charger. No, Dodge did not broaden vehicle width, but they did add bodywork such as chunky wheel lips to give these models an even more formidable presence. The Widebody models have improved tire and suspension packages, including modified springs, sway bars, and shocks. The Bilstein three-mode adaptive damping system is especially noteworthy here.


Design attributes. Besides the various “widebody” exterior enhancements, the Hellcat benefits from several interior features and upgrades. We point out the front seats which are wide, gently bolstered, and all-day comfortable. In other words, they’re much more livable than the sport seats you find in many other models. In fact, I believe if you are a larger individual – taller and a bit wider, you’ll find these seats quite pleasing. Few cars can deliver such and that’s why pickup trucks are popular for bigger people. Move beyond the base model and you’ll find an ample amount of soft-touch materials. We liked the Hellcat’s quilted leather seats with the SRT debossing. It’s a fetching look without being overwrought. The center stack is cleanly ordered with an 8.4-inch touch-screen display (7 inches in base trims) with knobs and switches underneath to control audio and climate functions. The fat transmission shifter seems entirely appropriate for this model as do the metal-wrapped pedals.

Big on safety features; old design. The Charger’s aged design doesn’t help it with crash test scores, although it still earns high marks from the NHTSA, while the IIHS is less forgiving. The institute’s small front overlap testing typically favors modern models. With the Charger, it scored marginally. That said, the Charger does come with several features that go beyond the requisite suite of airbags and a rearview monitor. All models come with rear parking sensors. You have to move up through the trim ranks to find such features as automatic emergency braking, adaptive cruise control, automatic high beams, and blind-spot monitoring. They’re available and are certainly worth considering.

Four engine choices. Most manufacturers offer one or two engines for each model and call it a day. Not so with the 2020 Charger as there are four choices available. Beginning with a 3.6-liter V6 and extending to 5.7- and 6.4-liter V8 engines, there’s a naturally aspirated powerplant for varying levels of performance and efficiency available. The 6.2-liter V8 exclusive to the Hellcat is the only boosted engine of this cohort. All four engines work with an 8-speed automatic transmission.

The Hellcat’s instrument panel utilizes analog and digital displays.

Enhanced Hellcat performance. When it comes to performance, all eyes are on the Hellcat. The 2020 Charger features the standard amount of Hellcat power, specifically 707 horsepower and 650 pound-feet of torque. That’s an incredible amount of power available and dwarfs the 300 horsepower delivered by the V6 and the 485 horsepower derived from its largest engine, the 6.4-liter V8. How fast is this most powerful of all Chargers? We’ve seen 0-60 mph times of 3.6 seconds from published sources. Yes, that likely makes the Charger the fastest production sedan in the world.

Hold on. Tightly. There is nothing subtle about the Hellcat’s performance. From the moment the ignition is engaged, the performance exhaust system percolates. I had a few people remark that the Charger is “very loud.” That’s what it is supposed to be – you’ll hear it coming well before it arrives. Step-off acceleration is excellent, but it is when you “floor it” that the Hellcat’s awesomeness comes to bear. And this is where maximum attention and control is required – the rear wheels quite easily will give out from underneath this burly sedan, sending the SRT Hellcat into a spin. This model is ideal for the straightaway, but extra caution is required on twisty roads and when entering and leaving corners. Its steering is weighty with direct handling. The Charger tracks well, but a measured increase in performance should result in a corresponding increase in personal attentiveness. We like the Hellcat’s around-town moan as well as its banshee-like scream when pressed into action.

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

More power for 2021. If 707 horsepower isn’t enough for you, then know that it’ll be bumped up to 717 horsepower for 2021. But the performance enhancement doesn’t stop there. We’ll also see a Hellcat Redeye variant roll out, this one based on the Challenger of the same name. Here, Dodge upgrades the standard 2.4 IHI supercharger to 2.7 liters. Moreover, boost increases from 11.6 PSI to 14.5 PSI, while the redline moves up from 6,200 to 6,500. The Redeye also benefits from stronger rods and pistons, an enhanced oil capability, and a pair of dual-stage oil pumps (up from the current one). Other upgrades include an all-new performance hood, mail-slot grille, and a cold-air intake fixed near the wheel liner. In all, the top-shelf Hellcat bakes 797 horsepower and 707 pound-feet of torque.

Looking ahead. We know what 2021 holds for the Charger, including the Hellcat, but what about the long term? You may know that Fiat Chrysler and France’s PSA Groupe are planning to merge and will form a new company called Stellantis. If the merger passes regulatory scrutiny (and that’s never a guarantee), the new company should emerge in the first half of 2021. We don’t know what that will mean for the Dodge brand, but we expect it will survive. Likely, the brand will continue in its present form for the short term, but new models based on PSA architecture seems likely. This could also mean the first plug-in Charger hybrid as well as other engine choices. But as long as demand remains for performance models, the Charger, Challenger, and Durango should remain.

Rear breather cutouts help keep the Charger cool.

Your Cost

Choose a 2020 Charger SRT Hellcat and you’ll pay handsomely to own one. Indeed with the $2,100 gas guzzler tax and $1,495 destination charge, your cost is $73,950. Options such as a Carbon/Suede interior, navigation, and Alcantara seats add thousands of dollars. With special paint and wheels, you’re looking at $80,000 before discounts kick in.

2020 Dodge Charger Specifications

Dodge 2020 Charger
Segment Full-Size Sedan
Price Range $29,995 to $69,995 (plus $2,100 gas guzzler tax)
Destination Charge $1,495
Engine No. 1 3.6-liter, V6
Horsepower 292/300 @ 6,350 rpm
Torque (lb.-ft.) 260/264 @ 4,800 rpm
Transmission 8-speed automatic
Engine No. 2 5.7-liter, V8
Horsepower 370 @ 5,250
Torque (lb.-ft.) 395 @ 4,200 rpm
Transmission 8-speed automatic
Engine No. 3 6.4-liter, V8
Horsepower 485 @ 6,100 rpm
Torque (lb.-ft.) 475 @ 4,100 rpm
Transmission 8-speed automatic
Engine No. 4 6.2-liter, supercharged V8
Horsepower 707 @ 6,000/6,100 rpm
Torque (lb.-ft.) 650 @ 4,800 rpm
Transmission 8-speed automatic
Seating 5
Curb Weight (pounds) 3,964 to 4,586
Wheelbase (inches) 120.0
Length (inches) 198.4, 200.8, or 201.0
Width (inches) 75.0, 78.3
Height (inches) 58.5, 57.8, or 57.6
Headroom (f,r…inches) 38.6, 36.6
Legroom (f,r…inches) 41.8, 40.1
Shoulder room (f,r…inches) 59.5, 57.9
Hip room (f,r…inches) 56.2, 56.1
Storage (cubic feet) 16.5
Gross vehicle weight (pounds) NR
Towing (pounds) 1,000
Payload (pounds) NR
Fuel Regular (V6), Midgrade (5.7), Premium (others)
Fuel Tank (gallons) 18.5
EPA Fuel MPG (city/highway/combined) 19/30/23 (V6); 13/22/16 (6.2)
Manufacturing Plant Brampton, Ontario, Canada

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

See Also — The High Potency Dodge Charger SRT Hellcat

Photos copyright Auto Trends Magazine. All rights reserved.

Genesis G70: Affordable, Luxury Sedan

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Genesis is now firmly established as a luxury marque, with three sedans to choose from. This fall, its first SUV arrives, giving the brand the volume vehicle it needs. Within a few more years, the Genesis lineup should number six distinct models, including an electric vehicle.

We recently drove the G70, the smallest of the three sedans and the one we see as probably the strongest threat to established European players such as the BMW 4 Series and the Mercedes-Benz C-Class.

2020 Genesis G70 Review

The 2020 Genesis G70 starts at $35,450, plus a $995 freight charge. It comes with standard rear-wheel drive and a turbocharged four-cylinder engine. Models equipped with the available turbocharged V6 engine and all-wheel drive cost $46,650. For 2019, one year after its introduction, the G70 is unchanged except for equipment shuffling.

Exterior

Genesis is finding its way in the luxury sphere just fine, thank you very much. There is a connection between all three sedans, but each one utilizes unique grilles and LED accent lighting touches. Still, the overall look is stately, with sporty highlights quickly evident.

Our test 3.3T supplied the best blend of luxury and sportiness with its elegant lighting, long wheelbase, short overhangs, boomerang side vent trim, and red Brembo brake calipers that punctuate the 19-inch sport wheels set within summer tires. Otherwise, the standard features include 18-inch wheels, twin-tipped exhaust tips, heated side mirrors, and an automatic opening trunk.

Interior

It is a stretch to say the G70 seats five people, but it is common to offer seatbelts for a handful of passengers in this class. Nevertheless, the G70 offers excellent seating for two with supportive and comfortable seats up front and a bench seat in the rear. Rear legroom is very tight, especially when the front seats are pushed back. Ideally, those seats will hold two youngsters – if you need room for four or five adults, the G80 is the far better choice.

One thing we’re thankful is that the bolstering for the G70 isn’t overwrought – it is just right. On the sport trim the driver’s seat features power side bolsters, which allows for the customization you want. That’s preferable over seats with hard, inflexible bolsters (here’s looking at you Recaro) that offer a take it or leave it proposition.

Opt for the available Prestige package and the quilted leather seats will impress. The red contrast stitching on the black leather is especially fetching. The metal-covered pedals add sportiness. Overall, the interior is inviting, sporty, and sophisticated. We like that Genesis did important things such as tilting the instruments panel and center stack toward the driver. It renders a small cockpit vibe and that’s something we like.

Safety

The 2020 G70 comes with a decent roster of driver-assist safety features. The standard features include high beam assist, forward collision avoidance assistance with pedestrian detection, lane-keeping assistance, blind-spot warning with rear cross-traffic warning, and smart cruise control with full stop and go.

Two available features worth considering are the surround-view monitor and the heads-up display. The first one utilizes four cameras to expand the driver’s viewpoint significantly while also rendering a bird’s eyes view for ease of parking. The second one simply takes the important driver information, including speed, navigation, and safety alerts, and projects that into a full-color display on the windshield.

Technology

We’re impressed with the tech offerings accompanying the 2020 G70. For starters, it comes with a 6-speaker audio system with satellite radio and HD Radio, an 8-inch touch-screen display, Bluetooth, Android Auto and Apple CarPlay smartphone compatibility, and two USB ports. The standard features should satisfy the majority of shoppers.

That said, the upgrades are noteworthy and include a 15-speaker Lexicon audio system, a wireless charging pad, and navigation. The only missing ingredient is a 110-volt power outlet.

Performance

Genesis supplies two engine choices with the 2020 G70, beginning with a 2.0-liter turbocharged four-cylinder engine that develops 252 horsepower and 260 pound-feet of torque. The second choice is a 3.3-liter twin-turbocharged V6 engine with 365 horsepower and 376 pound-feet of torque. Both work with an 8-speed automatic transmission with paddle shifters and rev-matching.

Of special note is that the transmission is a “shift-by-wire” arrangement. That means there are no mechanical parts connecting the transmission to the wheels. Instead, the computer signals each shift point.

What about a manual transmission? Is one offered? Happily, that answer is yes, although it is only offered with the base engine and represents a $3,500 add on. This feature, though, should gladden the heart of enthusiasts as it also includes a limited-slip differential. We’re happy it is still offered as key competitors, including BMW and Mercedes-Benz, no longer offer three-pedal fun.

Upgrading to the V6 brings in a few performance extras, including a sport-tuned suspension, a Brembo performance braking system, and a limited-slip differential. Our rear-wheel-drive tester came with the V6 and its special performance benefits.

The G70 V6 supplies excellent step-off acceleration and ample passing power. The twin-turbo arrangement means quick spooling with inconsequential lagtime. This was the second time in as many years we’ve driven a G70 with the engine upgrade and continue to enjoy all its advantages, including its sub-5-second 0-60 mph time.

We found the steering feedback precise, with improvements realized through its various drive modes. This sedan manages very well and strikes a near-perfect balance between ride and handling. You’ll attack corners with ease and pull out with confidence. The beefy Brembo brakes bring this sedan to a quick stop.

We also realized the G70 matches the BMW 3/4 Series in every driving department – it is tossable, fun to drive, and fast. We doubt the standard engine is a slouch. That it still offers a manual gearbox option is reason to seriously consider that particular powertrain.

Competitive Set

The entry-level sedan market remains a strong one with nearly every player represented. Beyond the BMW 4 Series and Mercedes-Benz C-Class, this class offers the Cadillac CT4, Jaguar XE, Volvo S60, Audi A4, Lincoln MKZ, Lexus IS, Infiniti Q50, and the Acura ILX. The G70 shares its mechanical underpinnings with the Kia Stinger, but its in-house competitor isn’t a luxury model.

Our Recommendation

We could tell you to get the standard model with rear-wheel drive (and opt for the manual gearbox if so inclined) and call it a day. That said, it’s kind of hard to overlook the 3.3T and all the power it brings to bear.

To make things easier on you, choose the standard model if a car such as the BMW 330i is on your list. Otherwise, if you’re considering a BMW M4 coupe or convertible (sorry, there is no M3 sedan), then the 3.3T makes sense.

2020 Genesis G70 Specifications

Genesis 2020 G70
Segment Luxury Sedan
Price Range $35,450 to $44,650
Destination Charge $995
Engine No. 1 2.0-liter, I4
Horsepower 252 @ 6,200 rpm
Torque (lb.-ft.) 260 @ 1,400 rpm
Transmission 8-speed automatic
Engine No. 2 3.3-liter, twin-turbo V6
Horsepower 365 @ 6,000 rpm
Torque (lb.-ft.) 376 @ 1,300 rpm
Transmission 8-speed automatic
Seating 5
Curb Weight (pounds) 3,673
Wheelbase (inches) 111.6
Length (inches) 184.4
Width (inches) 72.8
Height (inches) 55.1
Headroom (f,r…inches) 39.7, 36.9
Legroom (f,r…inches) 42.6, 34.8
Shoulder room (f,r…inches) 56.3, 54.6
Hip room (f,r…inches) NR
Storage (cubic feet) 10.5
Gross vehicle weight (pounds) NR
Towing (pounds) NR
Payload (pounds) NR
Fuel Regular
Fuel Tank (gallons) 15.8
EPA Fuel MPG (city/highway/combined) 22/30/25 (I4)
Manufacturing Plant Ulsan, South Korea

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

See Also — About the 2019 Genesis G70

At a Glance: 2021 Lexus IS

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The 2021 Lexus IS wears its F Sport dressage.

It has been 30 years since Toyota rolled out the Lexus brand, forever changing the industry as its cars soon became the gold standard for the industry. Since then, Lexus has evolved, adding coupes, sport cars, utility vehicles, and hybrids to the product line.

Even as crossovers now dominate, Lexus isn’t turning its back on the four-door sedan segment. In fact, for 2021, Lexus has updated its stalwart IS sedan, a compact model that competes with the BMW 3 Series, Mercedes-Benz C-Class, and the Genesis G70, among others.

With the COVID-19 pandemic still raging across America, Lexus — like other automakers — has faced challenges in how best to present its new models to consumers. After all, important auto shows in New York and Detroit were canceled this year, removing an effective platform for showcasing new products. Instead, Lexus turned to the Internet to introduce the new IS, a sedan that offers only a modest departure from the outgoing model.

Introducing the 2021 Lexus IS

We weren’t able to preview the IS when it made its online debut as other commitments were already in place. That said, we’ve reviewed the material and learned several things about the 2021 model, which is expected to arrive in dealerships in the late fall of 2020:

Rear-wheel drive remains. Lexus isn’t messing with success, keeping the IS’ platform rear-wheel drive with available all-wheel drive. The new model will feature an improved driving experience, something we’ll examine as we move forward.


The engines are carried over. Lexus keeps the IS’ turbo four and natural aspirated V6 engines in place for 2021. The standard IS 300 comes with a turbocharged 2.0-liter four-cylinder engine generating 241 horsepower and 258 pound-feet of torque. It works with an 8-speed automatic transmission and sends power to the rear wheels. An all-wheel-drive IS 300 is available and comes with a 3.5-liter V6 engine with 260 horsepower and 236 pound-feet of torque. It works with a six-speed automatic transmission and sends up to half its torque to the front wheels as needed. The remaining model line includes the IS 350 and this model also gets the V6, but in rear-wheel-drive form it earns 311 horsepower and 280 pound-feet of torque. In rear-wheel-drive guise it gets an 8-speed automatic, but a 6-speed automatic comes with all-wheel drive.

Rigid we can. Perhaps the most important changes for 2021 involve body rigidity. Here, Lexus says it utilizes front-side-member weld points that optimize the reinforcement structures from the rear roof pillars to the sides of the roof. Its coil springs are 20-percent lighter, while forged aluminum replaces the stainless steel used in A-arms, resulting in an 18-percent reduction in weight. The suspension stabilizer bar now features an unknown composite material, which also reduces weight, this time by 17 percent. For improved damping, new shocks are in place. All in all, the changes are welcome as we expect there will be a significant boost in driving excitement. Various handling packages are on tap and will include enhanced brakes, grippier tires, and improved handling. We think Lexus is aiming squarely at the European models to make its case. If so, drivers should find the new IS entirely satisfying.

Improved infotainment system. Lexus has made great strides down through the years in all things infotainment. They were laggards in smartphone compatibility, but chiefly intentionally – the automaker wanted to ensure that all privacy protocols were in place, before giving Android Auto and Apple CarPlay access to its systems. As for the IS’ 8-inch touch-screen display, Lexus moved it 3 inches closer to the driver for ease of access. We like this because any additional reach required is simply a distraction. Other changes in this realm include a new 10.3-inch touch-screen display, available with the models equipped with navigation or Mark Levinson with navigation. Speaking of the Levinson sound system, it now features 17 speakers, up from the previous 15. But that’s not all – the enhanced system sees a huge uptick in output from 835 watts to 1,800 watts.

Better safety features. The 2021 IS will receive enhancements to its driver-assist safety package bundled under the Lexus Safety System+ 2.5. Notably, the Pre-Collision System (PCS), which is comprised of frontal collision warning, automatic emergency braking, pedestrian detection and bicyclist detection, gains an enhancement to the single-lens camera and millimeter-wave radar elements in an effort to expand the response range. Intelligent high beams and road sign assist are also part of the package. Other changes include the all-speed dynamic cruise control, which can be activated at speeds from 30 mph and operate down to 0 mph. It features full stop and go. Finally, all models have blind-spot monitoring with rear cross-traffic alert.

Looking Ahead

The changes to the next-generation IS are certainly modest with the new model riding on the same 110.2-inch platform, although measuring slightly wider, taller, and longer overall.

Some of the changes Lexus is rolling out with the IS, especially its enhanced driving capabilities, will spread out to other Lexus models. Thus, Lexus will gain a better reputation for driving fun, while remaining true to its core principles of style, luxury, and performance.

See Also — The Lexus RX Cleans Up

Photos copyright Lexus.

Ultimate Luxury: 2020 Genesis G90

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One of the descriptions for “genesis” is “beginning” and that’s an appropriate name for Hyundai’s luxury marque.

The Genesis G90 was the brand’s first standalone model when it launched in 2017. Three years later and this full-size sedan is currently sold alongside the midsize G80 and the compact G70 sedans. A GV80 SUV rolls out later this year as Genesis begins shifting its focus to the utilities.

The Genesis G90 is a competitive product in a niche segment. This big sedan offers high style and a limousine-like riding experience. The G90 doesn’t have years of prestige to build on like its German and Lexus competitors, but it makes a strong effort. Whereas the others can become very costly, the G90 holds its own – the most expensive model costs less than $80,000. Its fully loaded competitors top out well above $100,000.

2020 Genesis G90 Review

Genesis offers the 2020 Enclave in two configurations: 3.3T ($72,200) and 5.0 ($75,700). Add $1,025 for the destination charge.

Both configurations come with standard rear-wheel drive. Upgrading to all-wheel drive adds $2,500. There are no package offerings with any G90.

Exterior

If it’s a long canvas you want, the G90 delivers. This sedan is sleek with a modern design, marked by an oversized, diamond-shaped gaping grille. The look is appealing, but it’s also controversial. Some might say the grille is polarizing.

Genesis makes great use of LEDs as they separate the frontal lighting and even make an appearance along the sides within the ornamentation which is affixed just ahead of the front doors. It’s a dramatic touch you’ll notice anytime you unlock the doors.

The G90 has a fair amount of chrome – on the wheels, surrounding the windows, and across the rocker panels, and wrapping the base of the rear. Inasmuch as the grille may surprise some, it’s the rear deck design that can be difficult to accept. The roofline falls to the trunk, almost like a hatchback, but not quite. The trunk itself is taller than most, giving the G90 a bustle-back look popularized in the 1930s and again 50 years later in the Cadillac Seville, Lincoln Versailles, and the Chrysler Imperial. But it’s not a clear-cut design and that’s what makes it so curious.

Interior

The largest luxury sedans offer excellent space for five. But don’t blame the rear passengers if they prefer to limit their numbers to two each as they spread out and enjoy their space. And who could blame them? Each of the outboard spots makes a strong run in seat comfort versus the front row chairs.

Credit Genesis with choosing only the finest materials and carefully crafting the cabin with them. Fine leathers, rich woods, and chrome touches underscore that it means business. And they’re carefully laid out with the pleasing visual feel and touch you’d expect in this class.

It’s the special touches that get noticed too, including the analog clock, the deep alcove for the cell phone that also includes a wireless charger, the split-opening center storage compartment, and the elegant interior lighting.
Now back to the rear seat – what’s odd is that it doesn’t fold down to supply access to the trunk. That’s probably not a big deal in this segment.

Safety

One thing we noticed about some of the G90’s competitors (with Lexus the lone exception), is that they charge extra for the advanced driver-assist safety technologies we expect in our cars. Not only that, they’re often bundled with other features and that gets silly and expensive.

Genesis takes a wise approach to the market. The G90 comes with such features as active lane control, blind-spot monitoring, adaptive cruise control, automatic emergency braking, and a surround-view camera system.

This year, Genesis upped its game by adding lane-centering management, automatic emergency braking for reverse gear, and an upgraded collision warning system. Thus, you’ll find all the major features included.

Technology

Just as Genesis supplies a strong roster of standard safety equipment, likewise the brand knocks things out of the park with technology, beginning with a 12.3-inch display. That’s the size you’ll find in the most expensive models of this day.

A 17-speaker, 900-watt Lexicon audio system is standard as is the previously mentioned wireless charging pad. Genesis includes subscription-free HD Radio, Bluetooth, Apple CarPlay and Android Auto smartphone compatibility, and multiple USB ports. The 5.0 model adds the rear entertainment system and cooled outboard seats.

Performance

Genesis could have supplied one engine choice with the G90 and that would have satisfied most shoppers. Instead, we have two engine choices and the differences between the two are small.

It all begins with a twin-turbocharged 3.3-liter V6 engine with a rating of 365 horsepower and 376 pound-feet of torque. The other choice is a 5.0-liter V8 engine with 420 horsepower and 383 pound-feet of torque. Our Genesis—supplied test model had the turbo, although we’ve driven cars equipped with the V8. Our finding is that they deliver similar performance, with the V8 supplying an edge in step-off acceleration, while the V6 nearly matches it in passing power. Both engines work with a smooth-shifting 8-speed automatic transmission.

There is another factor shoppers should consider: available all-wheel drive. Yes, the standard rear-wheel-drive system does great with the adaptive dampers benefitting the buttery ride. Choose all-wheel drive and you’ll notice an improvement in handling, particularly on twisty roads and when cornering. No, the G90 on account of its size doesn’t have the handling chops of the sporty G70, but that’s not its design: comfort is. We’d gladly put the G90 against all comers in the ride comfort department.

If there is anything we’d like to see improve it would be in its fuel economy. No matter the configuration, the G90 drinks its gasoline – you’d be hard-pressed to average 20 mpg on most trips.

Competitive Set

Not many luxury marques offer traditional full-size sedans these days. From Germany, we have the Audi A8L, BMW 7 Series, and the Mercedes-Benz S-Class. The Lexus LS is the lone big sedan offering from Japan.

The U.S. offerings aren’t nearly as large and include the Lincoln Continental. Like the Continental, the Cadillac CT6 is another model to consider.

Our Recommendation

You can’t go wrong with a G90 in either configuration. We give a slight edge to the V8 over the turbocharged V6, but the differences between the two are simply quite small. As pointed out, the 5.0 adds the rear entertainment system and cooled outboard seats. Opt for all-wheel drive if you live in a snowy climate.

All in all, the G90 establishes does a laudable job in fulfilling its mission. Its price point may be its greatest appeal, especially as it bundles nearly everything you want without charging extra.

2020 Genesis G90 Specifications

Genesis 2020 G90
Segment Fullsize Luxury Sedan
Price Range $72,200 to $78,200
Destination Charge $1,025
Engine No. 1</ td> 3.3-liter, turbo V6
Horsepower 365 @ 6,000 rpm
Torque (lb.-ft.) 376 @ 1,300 rpm
Transmission 8-speed automatic
Engine No. 2 5.0-liter V8
Horsepower 420 @ 6,000 rpm
Torque (lb.-ft.) 383 @ 5,000 rpm
Transmission 8-speed automatic
Seating 5
Curb Weight (pounds) 4,663 to 4,960
Wheelbase (inches) 124.4
Length (inches) 204.9
Width (inches) 75.4
Height (inches) 58.9
Headroom (f,r…inches) 41.1, 38.0
Legroom (f,r…inches) 46.3, 37.8
Shoulder room (f,r…inches) 59.1, 57.9
Hip room (f,r…inches) 56.5, 55.0
Storage (cubic feet) 15.7
Gross vehicle weight (pounds) NR
Towing (pounds) NR
Payload (pounds) NR
Fuel premium
Fuel Tank (gallons) 21.9
EPA Fuel MPG (city/highway/combined) 17/25/20
Manufacturing Plant Ulsan, Korea

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

See Also — Genesis to Separate From Hyundai Showrooms

Supra Dupra! Behind the Wheel of Toyota’s All-New Sportscar

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The remarkable 2020 Toyota GR Supra.

The wait is over. At least it was for this writer. Nearly one year after seeing the 2020 Toyota Supra displayed on the floor of the Chicago Auto Show at McCormick Place, a handsome example of one appeared in my test fleet rotation. Years of following the Supra’s on-again, off-again return finally paid off.

Let’s get a few things out of the way about the latest Supra, which is officially called the GR Supra.

First, the new model shares its architecture with the BMW Z4. Toyota slipped its own body on the platform, made some suspension adjustments, and supplied its own interior. Everything else, including the chassis, engine, and transmission are all BMW.

Second, rumors that some Supra faithful are stunned to discover the BMW connection after its introduction are simply absurd. Enthusiasts knew about the BMW relationship, something Toyota shared early on. Further, the GR Supra and Z4 are built side-by-side at a Magna Steyr factory in Austria.

Toyota Taps BMW

Why did Toyota work with BMW to bring back the Supra? For the simple reason that Toyota wasn’t about to sink more than $1 billion into developing, designing, and engineering an all-new model, likely never recouping the cost of its investment. Better to share these costs with another manufacturer than to not build this sportscar at all. Certainly, they could have chosen the latter, but Toyota decided to resurrect the model.

Besides, with car demand so low, the BMW connection is a low-risk proposition. The partners can work together for six to eight years before bringing out next-generation models. Or they might choose to go their separate ways. If they separate, don’t expect the Supra to endure.

So, there you have it.

Canvas by Toyota

With a canvas to create all its own, Toyota set out to make the Supra super and they nailed it. The silhouette is sportscar gorgeous with a form that is muscular through and through.

Upfront, the hood curves down to meet the fascia, which is marked by tear-drop shaped headlights with LED bulbs and accent lights. Deep cutouts at the corners connect the lower grille, which features a large intake that’s split into three sections by the bumper. The front-wheel bulges match the rear haunch, underscoring the powerful expression of this model.

Along the sides, the long hood, short greenhouse, and stubby tail are apparent. Sweeping body sculpting, a falling roofline, hood and side vents, and sport alloy wheels are features of note. From the rear, the look is in league with the Corvette, Jaguar F-Type, and Porsche 911, and is marked by a large liftgate, the pronounced haunch, and a diffuser with a pair of large exhaust tips. The rear lighting elements match the front, with cutouts extending from the lights to the bumper.

Inside, the cabin is sportscar tight, but even before you take a seat, you may need to lower your head considerably to get inside. I was “so over” frequently bumping my head that by the third day I made a concerted effort to slowly enter just as I carefully exited the Supra. But once inside, the snug vibe quickly takes over – if you’re much taller than six-feet, the amount of maneuverability to fit may not be to your liking. Yes, the front seats adjust, but there isn’t much room to move back as you’ll immediately press against the restraining bar that separates the cabin from the storage area. Fortunately, the steering column tilts and telescopes to supply a bit more space. But not much.

Creature Features

It’s easy to overlook the amenities offered with the Toyota Supra as much of the attention is on its looks and performance. That said, the latest Supra comes well equipped and is offered in 3.0 ($49,990) and 3.0 Premium ($53,990) guise. A Launch Edition variant ($55,250), limited to 1,500 buyers, is also available. Add $955 for the freight charge.

Choose the 3.0 and it comes with Alcantara/leather-trimmed seats and a 6.5-inch center touch-screen multimedia system with Bluetooth. Opt for the 3.0 Premium and this one has an 8.8-inch touchscreen multimedia system, navigation, Apple CarPlay, a 12-speaker JBL audio system, wireless phone charging, a color head-up display, and heated leather seats. As for the Launch Edition, here you’ll find 19-inch forged-aluminum twin-spoke wheels with a matte-black finish, Brembo 4-piston ventilated disc brakes with red calipers up front, glossy-red power-folding and heated side mirrors, heated red leather sport seats, and a serialized launch edition badge in carbon fiber.


On the safety front, all versions come with automatic high beams, collision warning, automatic emergency braking with pedestrian detection, lane departure warning, and road sign recognition. An available Driver Assist Package ($1,195) brings in full-speed dynamic cruise control, blind-spot monitoring, rear cross-traffic alert, and parking sensors with an automatic rear braking function.

Power to the People

Anticipation is the name of the game when testing any new model, especially one with performance cred. What’s so interesting about the current or fifth-generation Supra, is that it once again comes with a 3.0-liter-turbocharged inline-six-cylinder engine. The previous-generation model, last built in 2002 (1998 MY for the U.S.), produced 321 horsepower and 315 pound-feet of torque with a pair of turbochargers. Like the current model, power travels to the rear wheels by either a 6-speed manual gearbox or a 4-speed automatic transmission.

The new model utilizes a BMW single-turbocharged (twin-scroll) engine generating 335 horsepower and 365 pound-feet of torque. It works with a ZF-supplied 8-speed automatic transmission with steering-wheel-mounted paddle shifters. Sadly, no manual transmission is offered, which certainly takes some of the joy away from driving this machine. I’ve had the pleasure of driving several models in recent years that still have a manual, including the Honda Civic Si, and absolutely enjoyed the experience. But Toyota looks at global demand and apparently the numbers do not support a manual. That’s a shame because it detracts from the awesomeness of this model.

Yes, the 2020 Supra is awesome! Once you get inside, adjust your seat, mirrors, and fasten your seatbelt, the anticipation builds to a fevered pitch. Take a look at your surroundings before engaging the ignition – the sporty cockpit and forward sightlines are the first promises of something wonderful on tap. Start the ignition and the inline-six springs to life with the exhaust system responding with a reassuring grumble.

You’re hugging the pavement in the Supra with a ground clearance of 4.5 inches, or slightly higher than the F-Type’s 4.21 inches. Its aerodynamic design is ideal for cutting through resistance and this is where the Supra begins to reveal its prowess.

Surprising to some, the single turbo of the new model is less laggy than the twin-turbo of the other model. Turbo tech has certainly improved over the past 25 years, but it’s still interesting to witness by how much. With the current Supra, power kicks in quickly and keeps delivering. The extra cogs in the current automatic transmission are a big advantage here, with a more precise rev realized under hard acceleration. Of course, this is where the loss of a manual is keenly felt as revs are maintained under full throttle when the gear is constant. You get a similar feel when operating the Supra in manual mode, so there is that. The loss of three-pedal foot action, however, is simply that – a loss.

The Supra is fast, benefiting from a tidy footprint and lightweight body to make good on its speed reputation. Toyota has its 0-60 mph time pegged at 4.1 seconds, while Car & Driver says it’s 3.8 seconds. Regardless, Toyota’s sports car is fast and a thrill to drive.

Dialing in the sport mode and the already sufficiently weighted steering adds girth. The gear shifts hold out a bit longer and the engine snarls slightly louder. The exhaust system becomes downright noisy, although I could have lived without the sound piping through the vents. At times, the dashboard hummed and rattled as backpressure noise invaded the cabin. Sorry, it isn’t a natural-sounding noise and totally unnecessary at that.

The Supra struts its stuff best on the open road, as expected. Take it down your favorite twisty expanse and this sports car feels absolutely at home. It handles curbs with ease and moves into corners with authority, then pulls out of the same with no rocking and rolling of note. In other words, the Supra is designed as a driver’s car with track aspirations part of its DNA. My favorite drives were wherever traffic was non-existent and slalom adventuring awaited. The Supra is a confidence-building sports car, very forgiving for the novice, and always ready to bring its best to a fight.

Dressed in summer tires, the Supra feels especially light on its feet. But it also feels heavy on cold days when summer tires should be swapped for all-season radials. There were days when I had to wait for temperatures to rebound before setting out – you don’t want to risk destroying your performance tires when temperatures stay below 45 degrees Fahrenheit. In any case, the current Supra has 13.7-inch vented discs up front and 13.6-inch brakes in the rear. They’re larger than the previous generation’s brakes, supplying this model with excellent stopping power.

It’s a Wrap

The 2020 Toyota GR Supra does what it must do to live up to the model’s name. It was a long time coming with various prototypes offered, including the FT-1. Nearly a decade ago, Toyota trademarked the name, which gave us the first hint a new model was in the offing. Yet, despite rumors, hints, and promises, it took years for the current iteration to emerge.

In the intervening years, the consumer market changed dramatically as shoppers left cars for crossovers. A few manufacturers are dropping sedans in droves with some, such as Ford, abandoning everything except for the Mustang.
Speaking of the Mustang, the Supra is a worthy competitor although it is considerably smaller than the pony car and its two competitors, the Dodge Challenger and Chevrolet Camaro. The Supra is more in line with the Nissan 370Z, although the Z is woefully outdated.

The Supra’s high price point may unnerve some, but it is earned. Like the Land Cruiser, Toyota has some room to offer pricey models that aren’t a Lexus. We also must not forget the BMW connection as the Z4 is a wonderful car in its own right. The Bimmer has luxury shoppers in mind, while the Toyota is all about drawing in long ago Supra owners while showcasing the brand’s performance chops.

All in all, the Supra succeeds even without the option of a manual transmission. We can also dream about a convertible variant someday, which could prove a sales clincher for some.

2020 Toyota GR Supra Specifications

Toyota 2020 GR Supra
Segment Sports car
Price Range $49,995 to $55,250
Destination Charge $955
Standard Engine 3.0-liter, turbo I6
Horsepower 335 @ 5,000 to 6,000 rpm
Torque (lb.-ft.) 365 @ 1,600 to 4,500 rpm
Transmission 8-speed automatic with manual mode
Seating 2
Curb Weight (pounds) 3,397
Wheelbase (inches) 97.2
Length (inches) 172.5
Width (inches) 73.0
Height (inches) 50.9
Head room (f,r…inches) 38.3
Legroom (f,r…inches) 42.2
Shoulder room (f,r…inches) 54.4
Hip room (f,r…inches) 54.2
Storage (cubic feet) 10.2
Gross vehicle weight rating (pounds) 4,001
Towing (pounds) NR
Payload (pounds) NR
Fuel premium
Fuel Tank (gallons) 13.7
EPA Fuel MPG (city/highway/combined) 24/31/26
Manufacturing Plant Graz, Austria by Magna Steyr

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

See Also — Toyota Supra: One Step Closer to Production Reality

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