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Compact Performance:
2021 Cadillac CT4-V

by 3 Comments

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.

Cadillac Gets Most Things Right
With the XT6 Crossover

by 2 Comments

The XT6 makes three Cadillac utility vehicles.

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

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

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

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

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

2021 Cadillac XT6 Review

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

Exterior

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

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

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

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

Interior

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

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

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

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

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

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

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

Tech

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

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

Safety

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

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

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


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

Performance

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

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

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

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

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

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

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

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

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

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

Competitive Set

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

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

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

Our Recommendation

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

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

2021 Cadillac XT6 Specifications

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

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

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

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

The All-New Chevrolet Trailblazer Forges Urban Paths

by 1 Comment

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

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

2021 Chevrolet Trailblazer Review

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

Exterior

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

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

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

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

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

Interior

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

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

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

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

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

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

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

Tech

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

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

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

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

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

Safety

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

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

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

Performance

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

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

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

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

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

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

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

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

Competitive Set

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

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

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

Our Recommendation

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

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

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

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

2021 Chevrolet Trailblazer Specifications

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

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

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

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

The Kia K5 Outclasses Most Competitors, Including the Departing Optima

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

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

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

2021 Kia K5 Review

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

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

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

Exterior

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

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

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

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

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

Interior

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

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

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

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

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

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

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

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

Tech

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

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

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

Safety

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

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

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

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

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

Performance

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

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

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

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

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

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

Competitive Set

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

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

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

Our Recommendation

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

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

2021 Kia K5 Specifications

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

Data compiled by Tom Keegan. All rights reserved.

See Also — The 2020 Kia Sedona Buying Guide

Photos copyright Auto Trends Magazine. All rights reserved.

Volkswagen Atlas Revels in its Strengths

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Volkswagen’s Atlas offers ample room for seven.

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

2020 Volkswagen Atlas Review

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

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

Exterior

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

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

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

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

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


Interior

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

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

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

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

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

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

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

Tech

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

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

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

Safety

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

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

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

Performance

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

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

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

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

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

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

Competitive Set

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

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

Our Recommendation

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

2020 Volkswagen Atlas Specifications

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

See Also — Behind the Wheel: 2018 Volkswagen Atlas

Photos copyright Auto Trends Magazine. All rights reserved.

More Than an Encore: Buick Encore GX

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Buick supplies an encore to the Encore.

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

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

2020 Buick Encore GX Review

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

Exterior

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

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

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

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

Interior

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

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

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

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

Tech

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

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

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

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

Safety

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

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

Performance

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

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

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

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

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

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

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

Competitive Set

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

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

Our Recommendation

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

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

2020 Buick Encore GX Specifications

Buick 2020 Envision GX
Segment Small SUV
Price Range $24,100 to $28,500
Destination Charge $995
Engine No. 1 1.2-liter, turbo I3
Horsepower 137 @ 5,000 rpm
Torque (lb.-ft.) 162 @ 2,500 rpm
Transmission continuously variable
Engine No. 2 1.3-liter, turbo I3
Horsepower 155 @ 5,600 rpm
Torque (lb.-ft.) 174 @ 1,600 rpm
Transmission CVT or 9-speed automatic
Seating 5
Curb Weight (pounds) 3,025 to 3,273
Wheelbase (inches) 102.2
Length (inches) 171.4
Width (inches) 71.4
Height (inches) 64.1
Headroom (f,r…inches) 39.7, 38.1
Legroom (f,r…inches) 40.9, 36
Shoulder room (f,r…inches) 55.4, 53.6
Hip room (f,r…inches) 51.9, 47.5
Storage (cubic feet) 23.5, 50.2
Gross vehicle weight (pounds) NR
Towing (pounds) 1,000
Payload (pounds) NR
Fuel Regular
Fuel Tank (gallons) 13.2
EPA Fuel MPG (city/highway/combined) 26/30/28 (1.2); 30/32/31 (1.3)
Manufacturing Plant Bupyeong, South Korea

See Also — Buick 2020: What’s New

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

BMW M235i: Not Your Typical Coupe

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

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

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

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

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

2020 BMW X6 Review

Exterior

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

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

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

Interior

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

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

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


Tech

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

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

Safety

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

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

Performance

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

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

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

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

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

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

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

Competitive Set

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

Our Recommendation

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

2020 BMW M235i Specifications

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

Data compiled by Matt Keegan. All rights reserved.

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

About the 2021 Genesis GV80

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Genesis gains its first SUV.

The Genesis GV80 breaks new ground for the marque, delivering standard
5-passenger seating with available 7-passenger seating.

Hyundai’s Genesis brand has three sedans to show for it, but we’re still waiting the debut of its first utility vehicle. Fortunately, that wait is nearing an end as this luxury marque intends to release the GV80 SUV this fall.

When the GV80 arrives it will face stiff competition from well-established BMW, Mercedes-Benz, and Lexus models. But just as Genesis has shown no hesitancy with rolling out its trio of sedans, the all-new GV80 should find a place in the market.

Here are some important facts about the Genesis GV80:

1. Seoul debut. The GV80 made its global debut in January at the Korea International Exhibition Center (KINTEX) west of Seoul. Unfortunately, the COVID-19 global pandemic soon followed and forced the cancellation of the New York International Auto Show in April where it would have made its North American debut. Design studios in Korea, Germany, and the United States collaborated on developing the new model.

2. A competitive starting price. Genesis prices the GV80 from $49,925, including a $1,025 destination fee. No competitor starts this low with most models costing from two to tens of thousands of dollars more. Its top price comes in around $72,000 in a segment where $90,000 or more for a fully loaded model is possible.

The 14.5-inch touch-screen display is fetching on all counts.

3. Two gasoline engines, no diesel. In Korea, Genesis showcase a GV80 with a diesel engine. Unfortunately, that engine isn’t destined for America. Instead, the base engine is turbocharged gas 2.5-liter that routes power to the rear wheels utilizing an 8-speed automatic transmission. Also available is a 3.5-liter twin-turbocharged V6 engine. An 8-speed automatic transmission is also standard. Both options feature available all-wheel drive (a $1,850 upgrade). An electronic limited-slip rear differential is included with the top trim. The preliminary performance numbers are as follows: 300 horsepower and 311 pound-feet of torque for the standard engine and 375 horsepower and 391 pound-feet of torque with the V6.

4. Wheels and suspension. The GV80 rides on standard 20-inch alloy wheels set within all-season radials. You’ll find 22-inch wheels with the top trim. Also available is an adjustable suspension system that supplies a softer ride on the top-trim Prestige.

5. Synthetic or real leather seats. The standard GV80 model comes with imitation leather or real hides. The top-trim Prestige trim (Standard and Advanced are the other two) features leather seats. We like that 12-way and heated front seats are standard. Ventilation and a heated steering wheel are included with the Advanced trim while the Prestige trim adds heated rear seats. Other features include wood trim and velvet suede headliner.

6. Leading-edge tech gear. Technology and luxury go hand in hand. That’s true with most models and the GV80 does not disappoint. Resting on top of the dashboard above the center stack is a huge 14.5-inch split touch-screen display. Apple CarPlay and Android Auto smartphone compatibility, Bluetooth, and a complement of USB ports are just a few of the many tech features present. Among the upgrades are a Lexicon audio system and a 12.3-inch 3D digital instrument cluster.

Unique styling elements set the GV80 apart from the Genesis sedans.

7. Loaded with standard driver-assist gear. On the safety front, the GV80 has the features customers want and expect. Every model comes with automatic high beams, active lane control, adaptive cruise control, blind-spot warning, rear cross-traffic alert, and automatic emergency braking with pedestrian detection. Rear automatic emergency braking comes with the Prestige trim only.

More to Follow

Once the GV80 debuts, we’ll see an update to the G80 sedan. In fact, the two share a common platform. Two additional Genesis models are planned, including a second SUV. We also expect that Genesis will get its first electric vehicle, although we’re not certain what body style is planned for this all-electric vehicle.

See Also — Genesis to Separate From Hyundai Showrooms

Photos copyright Genesis Motors. All rights reserved.

The Toyota Supra Gets a Four-Cylinder Engine and We’re Simply Gobsmacked!

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Year two for the current-generation Supra brings imporant performance changes with it.

The Supra 2.0’s engine delivers 255 horsepower and 295 pound-feet of torque.

Toyota resurrected its GR Supra sportscar in 2020 and has already made some important changes for the new model’s second year. Not only does the six-cylinder turbocharged engine produce more power, but it’s joined by a turbocharged four-cylinder for the first time. The new engine is now standard and comes with significantly less step-off power than the previous standard-bearer. But the vehicle is also lighter, which makes it a thrill to drive. Indeed, we were utterly astounded by the new offering and believe it makes a compelling choice for Supra shoppers.

What’s New in 2021

Besides the new base engine, the inline-six sees an increase in horsepower. Other changes include a now-standard 8-inch display and a special range-topping A91 edition with exclusive color and design features.

The base price for the 2021 Supra is $7,000 less than last year, accounting for the new powertrain as well as the loss or change to some standard equipment. The price starts at $42,990 and reaches $55,990 at the top end. Add $955 for the destination charge.

We drove the 2020 Supra 3.0 in January and reviewed it here. A year earlier we shared what we knew about the all-new model here. That said, this review is heavy on the drive experience; please review our earlier work for information about the design, technology, and safety features.

Powertrain Choices

So, why a new engine for the Supra? Well, because it already had one, at least in other markets. When it made its U.S. launch, Toyota held true to its Supra roots by introducing the inline-six-cylinder engine only. It’s the engine design and cylinder count that has always motivated this sports car in North America. Various four-cylinder engines were also used, but never made it to the states.

As is common knowledge to most, the Toyota GR Supra and the BMW Z4 are mechanical twins. In fact, the Supra is based on the latest Z4 and the chassis, powertrain and other key components are all BMW. Toyota supplied the body shell and made some tweaks to the suspension, but this sports car is effectively a BMW.

The standard engine displaces 2.0 liters and makes 255 horsepower and 295 pound-feet of torque. The now optional Inline-six enjoys a 14-percent boost in horsepower and a slight increase in torque to 382 horsepower and 368 pound-feet of torque respectively. Both engines work with an 8-speed automatic transmission that routes power to the rear wheels. Unfortunately, a manual gearbox is not offered.

The 2021 Toyota GR Supra 2.0 on the Rocky River Truss Bridge, an aged viaduct in Pittsboro, NC.
Constructed in 1921 and refurbished in 1959, this single-lane bridge carries traffic across NC 1953
(GPS Coordinates: 35°37’27.0″N 79°11’58.0″W).

On the Road

So, with less power at the ready, were we prepared for the corresponding loss in kick this new engine delivers? Yes, but we weren’t disappointed. Not hardly at all.

What helps the base Supra 2.0 is a weight loss of more than 200 pounds. Much of that weight savings comes through the smaller engine, but this model also loses the electronic rear differential. A few more pounds of savings are realized by making manual seats standard. Other subtractions include different headlamps, a four-speaker audio system (down from the previous six), and smaller wheels.

The turbocharged twin-scroll engine fires up with a harrumph and supplies a noticeable toot through the exhaust system. We don’t think it is an artificially manufactured noise although the exhaust with cat-back properties certainly enhances the sound.

Engage the transmission and move forward and the Supra’s sportscar vibe kicks in. The driver sits low in the cockpit and enjoys decent forward site lines and acceptable side views. The rear blind spots aren’t as challenging as you might think, thanks in part to the large liftgate. Move away from a dead stop and the Supra beckons you to pick up speed. But before you do, take note of the wonderfully weighted steering wheel – it offers an excellent connection to the road with generous feedback. Any slight driver input and the front wheels immediately comply. It’s a fantastic feeling knowing that every 1-degree shift supplies a corresponding change in direction. That the Supra hugs the road and stays centered is something that becomes very apparent at high speeds.

My ride partner, Steve, and I took to the backroads of Chatham County to put the Supra through its paces. The area is hilly with ample winding roads that also rise and fall in various places. It’s a rural setting, which means traffic is almost non-existent – there is plenty of room to open up and enjoy what the Supra can do.

Beyond its strong step-off power, the Supra supplies robust twist taking it from highway speeds to well above when flooring the gas pedal. With nary a pause, the turbo spools to deliver its full power almost immediately. Specifically, this twin-scroll (TwinPower) turbo supplies excellent boost response, generous low-end torque, optimizes performance through the powerband, and simply maximizes its performance all around. We can’t say enough about this technology as it is lightweight, durable, and more efficient than any dual-turbo arrangement.

The Supra’s BMW connection quickly becomes apparent when testing its performance chops. The low center of gravity is an important consideration as the Supra stays centered while rapidly picking up speed. The connection between the road, car, and the driver is excellent as all three seem to become one. To illustrate: as you’re moving forward, this sports car senses the road, stays centered, and requires only the slightest driver input for tackling twisty roads. The high-pitched purr of the engine beckons the driver forward, inviting him to push the Supra to its limits. As our speed quickly picked up, the Supra seemed to hunker down with the steering and suspension systems complying. We’ve driven plenty of cars that seemed as if they would implode when pushed hard. Instead, the Supra simply bore down and got to work.

We didn’t miss the rear electronically controlled rear differential used with the six-cylinder model one bit – the McPherson struts upfront and the multi-link rear suspension with anti-roll bars worked great. We kept the Supra in Sport+ model the entire time, which positively impacts steering weight and reaction, suspension damping, stability control, and gear changes. When operating in this mode, throttle response is heightened and the exhaust tone magnified. “Normal” is the default setting, while Sport mode supplies a middle ground in this three-mode arrangement.

Also enhancing the Supra’s performance chops are the Michelin Pilot Super Sport tires (255/35R19 front, 275/35R19 rear). The tires live up to their claim of supplying excellent grip, steering response, and cornering. Indeed, we found them especially helpful in the latter category as the Supra enters and leaves corners with precision.

All in all, the Supra with the new four-cylinder engine supplies an excellent drive. Its lighter weight, near 50-50 weigh distribution, performance chops, and road manners combine to deliver an exhilarating experience, perhaps far above what anyone would have expected. That this Supra can be had for under $45,000, underscores its value too.

A multi-link rear suspension with multiple anti-roll bars helps keep
the GR Supra planted everywhere it goes.

Parting Thoughts

If you choose the Supra 2.0T, there is one package available. A Safety & Technology Package ($3,155) brings in such features as adaptive cruise control, blind-spot monitoring, rear cross-traffic alert, parking sensors, and emergency braking. On the tech front, the package includes an 8.8-inch touchscreen with navigation, a 12-speaker 500-watt JBL audio system with amplifier, a touchpad rotary control, wireless Apple CarPlay, and connected services. This is an easy upgrade for anyone considering the standard engine as you’re still getting a Supra costing thousands less than the base price of the 2020 model.

2021 Toyota GR Supra Specifications

Toyota 2020 GR Supra
Segment Sports car
Price Range $42,995 to $55,990
Destination Charge $955
Engine No. 1 2.0-liter, turbo I4
Horsepower 255 @ 5,000 to 6,500 rpm
Torque (lb.-ft.) 295 @ 1,550 to 4,400 rpm
Transmission 8-speed automatic with manual mode
Standard Engine 3.0-liter, turbo I6
Horsepower 382 @ 5,000 to 6,500 rpm
Torque (lb.-ft.) 368 @ 1,800 to 5,000 rpm
Transmission 8-speed automatic with manual mode
Seating 2
Curb Weight (pounds) From 3,181
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) NR
Towing (pounds) NR
Payload (pounds) NR
Fuel premium
Fuel Tank (gallons) 13.7
EPA Fuel MPG (city/highway/combined) 22/30/25 (I6)
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

Photos copyright Auto Trends Magazine. All rights reserved.

Kia Sets K5 to Replace Optima

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New sedan replaces an established nameplate.

The all-new K5 replaces the outgoing Kia Optima.

The Kia Optima is a midsize sedan and has earned its place in a crowded, albeit shrinking segment. Launched in 2001, the Optima was Kia’s first midsize sedan for the U.S. market. Since then, Kia has rolled out larger models, including the Cadenza and K900 sedans, but the Optima is the volume seller of the three.

We won’t see a 2021 Optima as Kia has decided after four generations to rename this vehicle the K5, what it’s called in other markets, including Korea. The all-new model shares much with the Hyundai Sonata, its corporate stablemate, and will thus bring forth several of the same engineering attributes while maintaining its distinct shape and design embellishments.

2021 Kia K5 Highlights

Longer, wider, and lower than the Optima. Today’s midsize sedans are yesterday’s full-size models. Or at least they’re very close in dimensions. The new K5 sits on a 112.2-inch wheelbase (+1.8 inch) and is 193.1 inches long (+2 inches). It is also 73.2 inches wide (+1.0 inch) and sits 0.8 inches lower to the ground than the Optima. Kia says the suspension geometry is “optimized for sporty handling, responsiveness and stability,” and features an increased tensile strength.

Unique exterior styling. The new K5 borrows elements popular in the Kia Stinger and also found in the Cadenza. The GT-Line and GT trim models feature a shark skin-inspired mesh design on front grille and dual chrome exhaust tip garnish, “heart-beat” daytime running lights and taillights with available LED “dashes” spanning the breadth of the rear deck lid, gloss black applique, and newly designed 16-, 18-, or 19-inch alloy wheels. Incidentally, the 18- and 19-inch wheels are shod within Pirelli P-Zero tires.

Special interior touches. All K5 trims feature an aircraft-type shift knob, a blend of premium and sporty upholstery options including red imitation leather seating, satin chrome metallic and wood-like finishes on the dashboard and door panels, and a panoramic sunroof, depending on the trim.

Two turbocharged engine choices. Four out of the five K5 trims will offer a 1.6-liter turbocharged four-cylinder engine with 180 horsepower and 195 pound-feet of torque. The performance numbers are in line with what you’d expect in this segment, at least with a base model. This engine works with standard front-wheel drive or available all-wheel drive. But if that’s not enough, a 2.5-liter turbocharged four-cylinder engine with 290 horsepower and 311 pound-feet of torque is what drives the top GT trim. The standard engine works with an 8-speed automatic transmission, while the optional engine is paired with an 8-speed dual-clutch transmission.

All-wheel drive is now optional. Unlike the Sonata, the new K5 will offer available all-wheel drive. This is keeping with a trend we’ve seen in recent years where the Nissan Altima and Toyota Camry now have optional all-wheel drive. All three follow on the heels of the Subaru Legacy, the only model in the segment with standard all-wheel drive. Previously, both the Chrysler 200 and the Ford Fusion offered all-wheel drive, but both models have since been discontinued.

There are four standard drive modes: normal, smart, sport, and custom with the GT Line receiving a fifth: sport+. Adjusting the modes impacts drivability, including engine, transmission, and steering. In models equipped with all-wheel drive, the mapping extends to that feature as well and brings in a snow mode.

Upgraded tech features. Kia says the K5 will have an 8- or 10.25-inch high-resolution color touchscreen along with split-screen functionality and available satellite radio. The navigation system is server-based with real-time traffic information. As for Bluetooth, two phones can connect simultaneously. The usual UVO telematics suite returns and brings with it further customization to allow each driver to set his/her settings. The Bose audio system with 12 available speakers is something we’d expect in a luxury car. A first for Kia is wireless Apple CarPlay and Android Auto smartphone compatibility – no need for a cord as the connection is accomplished seamlessly.

The “Drive Wise” suite of safety features. All 2021 K5 models come with standard forward collision warning, forward collision avoidance with pedestrian detection, lane-following assist, and driver attention warning. The list of upgrades includes blind-spot collision avoidance, forward collision-avoidance assist, rear cross-traffic avoidance assist, and adaptive cruise control.

Kia K5 Pricing, Availability

Kia will price the 2021 K5 from $23,490 plus a $965 destination charge. Available in five trims, the top-of-the-line GT costs $30,490. Where available, all-wheel drive adds $2,100 to the LXS and $3,700 to the GT, along with other features.

In all, we think the new K5 will aggressively carve a niche for itself in the segment. Its arrival follows the demise of the Buick LaCrosse, which is perhaps the model Kia had in mind when designing this premium midsize four-door sedan.

The K5 is built in West Point, Georgia, alongside the Telluride SUV. It will arrive in U.S. showrooms this fall.

See Also — The Kia Seltos is the All-Wheel-Drive Answer to the Kia Soul

Photo copyright Kia Motors.