Jump to content
  • William Maley
    William Maley

    2014 Review Wrap-Up: SUVs

    Sign in to follow this  

      We take a look at three stalwart SUVs; the Toyota 4Runner, the Lexus GX 460, and the Chevrolet Suburban.


    While crossovers haven taken the space that SUVs occupied only a few years ago, a number of automakers are still producing them as there is still an audience for them. One that wants the off-road and towing ability SUVs offer. So come along as we take a look at three specimens in our latest 2014 review wrap-up.

    First Up: 2014 Toyota 4Runner SR5 Premium

    It is hard to believe that 30 years ago, Toyota introduced the 4Runner. The sister vehicle to the all-mighty Land Cruiser was to give Toyota a true competitor to the likes of the Jeep Cherokee and Ford Bronco. Since that time, the 4Runner has grown up somewhat in terms of size and position, but it never lost its mission; a vehicle that can get you anywhere. But with the recent 4Runner, does it still hold true to that mission?

    2014 Toyota 4Runner SR5 Premium 13

    The 4Runner’s exterior has a look of being able to get you anywhere with no problem. This is firmly expressed in the front end as it looks like it’s wearing a muzzle. There’s a large grille to allow the standard V6 engine to breath, along with C-Shaped faux air vents above the front bumper. The rest of the 4Runner’s design is the same as the model shown in 2010 with the folded angle design, flared wheel arches, and rear tailgate with a power window. A set of seventeen-inch wheels finish off the look of the 4Runner. Inside, the rugged attitude continues with chunky controls for the climate control, infotainment system, and transfer case. A large instrument cluster provides all of the key details needed to go off the beaten path. Despite its rugged attitude, the 4Runner is a nice place to sit in. Seats are comfortable and come with heat as part of the Premium package. Rear seat passengers will find a decent amount of legroom, though I found headroom is a little bit tight due to the optional sunroof.

    Power comes from a 4.0L V6 engine with 270 horsepower and 278 pound-feet of torque. This comes paired up to a five-speed automatic and a part-time four-wheel drive system. The V6 is a workhorse for Toyota’s pickups and SUVs, and its easy to see why. Power comes on immediately and the engine roars with glee. The five-speed automatic doesn’t quite fully mesh with the V6 as first-gear takes a bit longer to kick down than I was expecting. Thankfully, all other gears did not have this same experience. Fuel economy is rated at 17 City/21 Highway/18 Combined. I got 17.4 MPG during my week of testing.

    2014 Toyota 4Runner SR5 Premium 7

    As for ride and handling, the 4Runner exhibits a mostly comfortable ride with the suspension able to smooth out potholes and road imperfections. Wind and road noise were kept at decent level. On the curves, the 4Runner does exhibit a bit of body roll and lean due to its off-road suspension. Steering was perfectly weighted and provided excellent response for an SUV. Off the beaten path is where the 4Runner truly shines with impressive ground clearance and ability to go over some of the roughest terrain with no problem. This is an SUV that dreams of going on the trail.

    The 4Runner is built for those who seek adventure and their travels take them off the beaten path more often than not. If your travels are limited to payment, then you’ll be better off with a Jeep Grand Cherokee.

    Disclaimer: Toyota Provided the 4Runner, Insurance, and One Tank of Gas

    Year: 2014

    Make: Toyota

    Model: 4Runner

    Trim: SR5 Premium

    Engine: 4.0L DOHC VVT-i 24-Valve V6

    Driveline: Five-Speed Automatic, Part-Time Four-Wheel Drive

    Horsepower @ RPM: 270 @ 5,600

    Torque @ RPM: 278 @ 4,400

    Fuel Economy: City/Highway/Combined - 17/21/18

    Curb Weight: 4,675 lbs

    Location of Manufacture: Tahara, Aichi, Japan

    Base Price: $37,615

    As Tested Price: $39,045 (Includes $860.00 Destination Charge)

    Options:

    Rigid Running Boards - $345.00

    Carpet Floor Mats & Floor Mat - $225.00

    Next: 2014 Lexus GX 460 Luxury


    Did you know that there two variations of the Toyota Land Cruiser sold in the U.S.? No, I’m not referring to the Lexus LX 570 which is a dressed up Land Cruiser. I’m referring to another model in the Land Cruiser family, the Land Cruiser Prado. This model sold in certain parts of the world is a direct competitor to the Land Rover LR4 with a body-on-frame SUV with all of the four-wheel drive tech to get through some of the worst conditions that mother nature has on offer. So you might be wondering where is this smaller Land Cruiser is in the U.S.? Well you only need to head down to your local Lexus dealer and check out the GX 460. But in this age where crossovers are taking the place of SUVs, does the GX 460 have a place anymore?

    2014 Lexus GX 460 Luxury 1

    You can’t miss the GX 460 at all, especially in the front. The model now features the gaping maw that is known as the spindle grille. I really don’t think the spindle grille works on the GX as it looks like an afterthought to make it fit in with the rest of the Lexus lineup. But the rest of the GX’s design is mostly the same as the first-generation model introduced back in 2002. That means a high-stance, a side-hinged tailgate, and large headlights with LEDs. Moving inside, the GX 460 feels slightly old when compared to competitors as the basic dashboard layout hasn’t changed a lot since it was introduced back in 2002. You also won’t find the remote touch infotainment system or a configurable gauge package in the GX either. At least Lexus has gotten the luxuries part right in the GX with leather, soft touch plastic, and wood trim along the door panels and dash. Seats in my GX tester were wrapped in semi-aniline leather and came equipped with heat for the first two rows, while cooled seats were standard for the front passengers. There is a third-row in the GX, but it really is only usable for small kids. Also with the third row up, cargo space is non-existent.

    Power comes from a 4.6L V8 engine with 301 horsepower and 329 pound-feet of torque. This is paired up to a six-speed automatic and a full-time four-wheel drive system. Despite the high power numbers, the 4.6L feels like its struggling to move the GX. Tipping the scales at 5,340 pounds explains some of struggle, as does a lazy throttle. Plus points on the V8 is not much noise when idling or accelerating in the lower rpms. The six-speed automatic delivered smooth shifts and seemed to be in a good rhythm with the engine.

    The GX comes with a full-suite of off-road technologies such as a central differential lock, adjustable suspension, and hill descent control which means you’ll be able to go anywhere you want. But in reality, many GXs will be in the urban jungle. During my week of testing, the only real off-roading I did in the GX was driving down a gravel road which really didn’t challenge the four-wheel drive system at all.

    2014 Lexus GX 460 Luxury 10

    As for fuel economy, the EPA rates the 2014 GX 460 at 15 City/20 Highway/17 Combined. You’ll be lucky if you can get 15 if you decide to drive like your grandmother. Drive normally and you’ll likely see numbers of around 12 to 13 MPG. Ouch.

    I was bit worried on how the GX would handle day to day driving duties as it has all of those four-wheel drive technologies, along with a tall ride height. But the GX surprised me as it provided a very comfortable and smooth ride. Bumps and road imperfections didn’t upset the GX ride, while road and wind noise were kept down.

    The only way I could recommend the Lexus GX 460 is that you want something luxurious to take on your adventure to death valley or the wilderness. If your main driving takes to on the mean streets, then a crossover such as the Acura MDX or Buick Enclave would be a better choice.

    Disclaimer: Lexus Provided the GX 460, Insurance, and One Tank of Gas

    Year: 2014

    Make: Lexus

    Model: GX 460

    Trim: Luxury

    Engine: 4.6L DOHC VVT-i 32-Valve V8

    Driveline: Five-Speed Automatic, Full-Time Four-Wheel Drive

    Horsepower @ RPM: 301 @ 5,500

    Torque @ RPM: 329 @ 3,500

    Fuel Economy: City/Highway/Combined -

    Curb Weight: 5,340 lbs

    Location of Manufacture: Tahara, Aichi, Japan

    Base Price: $60,715

    As Tested Price: $62,770 (Includes $910.00 Destination Charge)

    Options:

    Mark Levinson Premium Audio - $1,145.00

    Next: 2015 Chevrolet Tahoe LTZ 4WD


    There are very few times where I’ll drop my jaw because of the price tag of a vehicle I’m reviewing, whether its a bit too high or low. Such was the case for the 2015 Chevrolet Tahoe LTZ that stopped by for a weeklong review. When I was reading through the window sticker, I dropped the sheet after seeing the price tag of $69,130. After letting the shock pass over me, I was wondering who would buy an almost $70,000 Tahoe? A GMC Yukon Denali I can see, but a Tahoe?!

    2015 Chevrolet Tahoe LTZ 7

    Well Chevrolet has got the design part of the Tahoe right. The new model has the same silhouette as the last-generation, but Chevrolet’s designers have given it some distinctive touches. Up front is a larger grille with larger chrome pieces and uniquely shaped headlights. Around back is a slightly tweaked tailgate design with new taillights.

    Moving inside and Chevrolet deserves a gold medal for the improvements made in here. Gone is the bland dashboard design with the hard plastic and terrible looking wood trim. In its place is a dashboard full of contours and distinctive shapes, along with much better materials such as leather and soft-touch plastics on the dash which makes it a pleasant place to be in. My LTZ tester came with a eight-inch touchscreen and Chevrolet’s MyLink infotainment system. MyLink still has some bugs to work out such as how long it takes to respond when pressed and overall speed, but at least stability is much better than when I last used it in the Silverado.

    Second row passengers get a set of captain chairs with heat, along with a set of climate controls to make themselves them comfortable. Space back here is good for headroom. Legroom I found was a little-bit tight. The third row is best reserved for small kids as head and legroom are very much at a premium for adults, or to be folded into the floor to increase cargo space.

    Power comes from the 5.3L V8 that powers so many of GM’s light-duty trucks and SUVs. Ratings are 355 horsepower and 383 pound-feet torque. This is paired up to a six-speed automatic and optional four-wheel drive system. Those looking for a more powerful V8 in their GM SUV will need to step up to the GMC Yukon Denali and Cadillac Escalade for the 6.2L V8. As I have stated before in the Silverado/Sierra review with the 5.3L V8, the throttle response when leaving a stop is very sluggish. It feels like there is a hump you have to overcome with the throttle before you get the full power of the V8. I get this is a way for GM to save fuel, but I think there are better ways to do the same thing. Once over the hump, the V8 engine has more than enough oomph to get you moving while providing very little noise. As for fuel economy, the EPA rates the 2015 Tahoe 4WD at 16 City/22 Highway/18 Combined. My average for the week was around 15 MPG.

    2015 Chevrolet Tahoe LTZ 14

    On the ride and handling front, the Tahoe is excellent. The model feels more like a luxury sedan than an SUV with good isolation of bumps and imperfections, and outside noises being kept to an almost whisper. Some of the credit has to go to the Magneride magnetic ride control system which adjusts damping characteristics in as little as 10 milliseconds. Steering is somewhat light, but has good feel.

    So after a week in the Tahoe, I can see kind of see why it has a high price tag. The new model is a massive improvement over the old one and leaves competitors such as the Nissan Armada in the dust. But I’m still wondering if the Tahoe is a just a hair too high price-wise for its own good.

    Disclaimer: Chevrolet Provided the Tahoe, Insurance, and One Tank of Gas

    Year: 2015

    Make: Chevrolet

    Model: Tahoe

    Trim: LTZ 4WD

    Engine: 5.3L EcoTec V8

    Driveline: Six-Speed Automatic, Four-Wheel Drive

    Horsepower @ RPM: 355 @ 5600

    Torque @ RPM: 383 @ 4100

    Fuel Economy: City/Highway/Combined - 16/22/18

    Curb Weight: 5,683 lbs

    Location of Manufacture: Arlington, Texas

    Base Price: $62,000

    As Tested Price: $69,130 (Includes $995.00 Destination Charge)

    Options:

    Sun, Entertainment, Destination Package - $3,255.00

    Adaptive Cruise Control - $1,695.00

    Max Trailering Packager - $500.00

    Crystal Red Metallic Paint - $495.00

    Theft-Deterrent System - $395.00

    Cocoa/Mahogany Trim - $295.00

    Sign in to follow this  


    User Feedback

    Recommended Comments

    Awesome Write up Bill. I love the reviews, learned some interesting things about the three different SUV's.

     

    With that said, I still do not like the look or layout of the 4Runner but then that is why they have various SUV's for people to choose from. Agree with you that the Predator Mouth, AKA Spindle Grill does not work on the GX. 

     

    Did not know that the GX was a Land Cruiser sibling.

     

    Tahoe I did not know could come with Magnaride suspension. Over all nice SUV, but like the Yukon better and especially the Escalade.

     

    I am with you, Chevy having a $70K SUV I think is a bit high. Not sure but guess we will see in the sales numbers for 2015 if the price scares people off or not.

     

    One question I have is do you think the higher SUV prices is to reduce the soccer moms from buying them and so only use need customers end up purchasing the Full Size Body on Frame SUV's?

    Share this comment


    Link to comment
    Share on other sites

    I think the higher price is to give the Lambda crossovers some breathing room. The Traverse has 97% of the room as a Tahoe and starts at about $30k. 

    Share this comment


    Link to comment
    Share on other sites

    I'm driving a 2014 Suburban this week (work rental) and I was going to do a write up on it, but William beat me too it.   It is a fantastic vehicle. I'll be taking it on a short roadtrip over the weekend.

    Share this comment


    Link to comment
    Share on other sites

    I think the higher price is to give the Lambda crossovers some breathing room. The Traverse has 97% of the room as a Tahoe and starts at about $30k. 

    Where do they top out at? Is it close to the starting point of the Tahoe?

     

    Even thought they have close to the same interior space, to me they are very different animals.

    • Upvote 1

    Share this comment


    Link to comment
    Share on other sites

     

    I think the higher price is to give the Lambda crossovers some breathing room. The Traverse has 97% of the room as a Tahoe and starts at about $30k. 

    Where do they top out at? Is it close to the starting point of the Tahoe?

     

    Even thought they have close to the same interior space, to me they are very different animals.

     

     

    Traverse LTZ FWD Base Price: $42,810

    Tahoe 2WD Base Price: $45,550

    Share this comment


    Link to comment
    Share on other sites

     

    I think the higher price is to give the Lambda crossovers some breathing room. The Traverse has 97% of the room as a Tahoe and starts at about $30k. 

    Where do they top out at? Is it close to the starting point of the Tahoe?

     

    Even thought they have close to the same interior space, to me they are very different animals.

     

     

    I don't disagree that they are very different animals.  The Traverse AWD LTZ is $45,700, the Tahoe 2wd LS base price is $45,500

     

    So yeah, I think it is the overlap. 

     

    The Traverse can tow 4,500 lbs 5,200 lbs. with the factory tow package (with aftermarket tow add-ons, it is limited to 2,000 lbs)

    The Tahoe can tow 8,300lbs or 8,500lbs depending if it is 4wd or 2wd. 

     

    Most small family boats and campers can be handled by the Traverse. 

    Edited by Drew Dowdell
    Updated the Traverse to the 2015 rating

    Share this comment


    Link to comment
    Share on other sites

    Very cool to see the pricing and towing. Clearly for most families you can use the Traverse and yet for those that have heavy trailers the Tahoe is the better choice.

     

    Thank you :)

    Share this comment


    Link to comment
    Share on other sites


    Join the conversation

    You can post now and register later. If you have an account, sign in now to post with your account.
    Note: Your post will require moderator approval before it will be visible.

    Guest
    Add a comment...

    ×   Pasted as rich text.   Paste as plain text instead

      Only 75 emoji are allowed.

    ×   Your link has been automatically embedded.   Display as a link instead

    ×   Your previous content has been restored.   Clear editor

    ×   You cannot paste images directly. Upload or insert images from URL.




  • Similar Content

    • By William Maley
      I felt very mixed when I reviewed the Mitsubishi Outlander last year, There was a lot to like about the crossover, but the list of negatives pushed me towards recommending it if you could find one at a good price. How would I feel when I drove the Outlander PHEV? Spoiler: About the same.
      (Author's Note: If you're looking for thoughts on the interior, I will direct you to my Mitsubishi Outlander review from last year as the PHEV shares all of the positives and negatives from the standard model.)
      Not much is different from the standard Outlander I drove last year to the PHEV except for the various hybrid badging around the vehicle, and additional fuel filler door on the rear passenger-side fender housing the charging outlets. The hybrid system is comprised of 60kW electric motors mounted on each axle providing 80 horsepower. The motors draw their power from a 12 kWh lithium-ion battery. A 2.0L inline-four acts as the generator for the battery and can power the wheels in certain situations. Total output stands at 190 hp. The driver has three different drive modes for which the Outlander can operate. EV which makes the Outlander PHEV only run electric power; Battery Save which turns on the engine to power the wheels to save charge; and Battery Charge where the generator charges up the battery. Most of my week, I found myself using Battery Save and Charge when driving on the freeway. Around town, it was left in EV or automatic mode. When the Outlander PHEV is running on electric power only, it provides enough grunt to get out of the way of traffic when leaving a green light. But begin to climb in speed and you realize this isn’t a quick car. Despite the instantaneous torque, the Outlander PHEV does take its time getting up to speed. Some of this can be attributed to the curb weight of 4,222 lbs.  Not helping is when the engine comes on to charge/power the wheels. When the engine is put under a load, it sounds very harsh and under a lot of stress. EPA figures for the Outlander PHEV are 74 MPGe (electric and gas combined) and 25 MPG (gas only combined). My average for the week landed around 35 MPGe, which is well under the EPA figure. But I will cut it a fair amount of slack as it arrived during one of the coldest weeks Michigan experienced. For electric-only range, Mitsubishi claims 22 miles. I saw between 16-18 miles which isn’t bad considering the cold temps. On recharging, Mitsubishi says that the Outlander PHEV takes about 13 hours when plugged into 120V/8A outlet, or 8 hours for a 120V/12V outlet. In my testing with 120V charging, it took about 8 hours to fully charge a depleted battery. The Outlander PHEV feels at home on long stretches of road where it shows off one of its strongest attributes, a smooth ride. On some of the roughest roads in Metro Detroit, the Outlander glided over them like it was nothing. On a winding road, the Outlander PHEV feels slightly out of its depth partly due to very num steering. What is surprising is that the PHEV doesn’t have as much body roll as the standard model when put into a corner. I feel conflicted on the 2020 Outlander PHEV as on the surface, it is a pretty competent crossover with the ability to run on electric power only. But the gas engine needs a bit of NVH work and performance could be slightly better. Also, it has several issues that I talked about in the previous Outlander. The final nail is the price; $43,600 for the top-line GT seen here. Yes, it does qualify for a federal tax credit of almost $6,000 that drops the price to under $38,000. But that still a fair amount of money for what is an old crossover.  If you can find one at a decent price, around $35,000 or less, then I would say take a closer look at it. Otherwise, wait to see Ford and Toyota’s entrants into the PHEV crossover market.  
      Disclaimer: Mitsubishi Provided the Outlander PHEV, Insurance, and One Tank of Gas
      Year: 2020
      Make: Mitsubishi
      Model: Outlander PHEV
      Trim: GT
      Engine: 60kW Electric Motors (Front and Rear Axles), 2.0L MIVEC DOHC 16-Valve Four-Cylinder
      Driveline: Single Speed Reduction Gearbox (Front & Rear), All-Wheel Drive
      Horsepower @ RPM: 80 @ 0 (Electric), 117 @ 4,500 (Gas),  190 (Total)
      Torque @ RPM: 101 @ 0 (Front Electric Motor), 144 @ 0 (Rear Electric Motor), 137 @ 4,500 (Gas)
      Fuel Economy: MPGe/Gasoline Combined - 74/25
      Curb Weight: 4,222 lbs
      Location of Manufacture: Okazaki, Japan
      Base Price: $41,495
      As Tested Price: $43,600 (Includes $1,095.00 Destination Charge)
      Options:
      GT Premium Interior Package - $400.00
      Pearl White Paint - $395.00
      Carpeted Floor Mats and Portfolio - $145.00
      Charging Cable Storage Bag - $70.00

      View full article
    • By William Maley
      I felt very mixed when I reviewed the Mitsubishi Outlander last year, There was a lot to like about the crossover, but the list of negatives pushed me towards recommending it if you could find one at a good price. How would I feel when I drove the Outlander PHEV? Spoiler: About the same.
      (Author's Note: If you're looking for thoughts on the interior, I will direct you to my Mitsubishi Outlander review from last year as the PHEV shares all of the positives and negatives from the standard model.)
      Not much is different from the standard Outlander I drove last year to the PHEV except for the various hybrid badging around the vehicle, and additional fuel filler door on the rear passenger-side fender housing the charging outlets. The hybrid system is comprised of 60kW electric motors mounted on each axle providing 80 horsepower. The motors draw their power from a 12 kWh lithium-ion battery. A 2.0L inline-four acts as the generator for the battery and can power the wheels in certain situations. Total output stands at 190 hp. The driver has three different drive modes for which the Outlander can operate. EV which makes the Outlander PHEV only run electric power; Battery Save which turns on the engine to power the wheels to save charge; and Battery Charge where the generator charges up the battery. Most of my week, I found myself using Battery Save and Charge when driving on the freeway. Around town, it was left in EV or automatic mode. When the Outlander PHEV is running on electric power only, it provides enough grunt to get out of the way of traffic when leaving a green light. But begin to climb in speed and you realize this isn’t a quick car. Despite the instantaneous torque, the Outlander PHEV does take its time getting up to speed. Some of this can be attributed to the curb weight of 4,222 lbs.  Not helping is when the engine comes on to charge/power the wheels. When the engine is put under a load, it sounds very harsh and under a lot of stress. EPA figures for the Outlander PHEV are 74 MPGe (electric and gas combined) and 25 MPG (gas only combined). My average for the week landed around 35 MPGe, which is well under the EPA figure. But I will cut it a fair amount of slack as it arrived during one of the coldest weeks Michigan experienced. For electric-only range, Mitsubishi claims 22 miles. I saw between 16-18 miles which isn’t bad considering the cold temps. On recharging, Mitsubishi says that the Outlander PHEV takes about 13 hours when plugged into 120V/8A outlet, or 8 hours for a 120V/12V outlet. In my testing with 120V charging, it took about 8 hours to fully charge a depleted battery. The Outlander PHEV feels at home on long stretches of road where it shows off one of its strongest attributes, a smooth ride. On some of the roughest roads in Metro Detroit, the Outlander glided over them like it was nothing. On a winding road, the Outlander PHEV feels slightly out of its depth partly due to very num steering. What is surprising is that the PHEV doesn’t have as much body roll as the standard model when put into a corner. I feel conflicted on the 2020 Outlander PHEV as on the surface, it is a pretty competent crossover with the ability to run on electric power only. But the gas engine needs a bit of NVH work and performance could be slightly better. Also, it has several issues that I talked about in the previous Outlander. The final nail is the price; $43,600 for the top-line GT seen here. Yes, it does qualify for a federal tax credit of almost $6,000 that drops the price to under $38,000. But that still a fair amount of money for what is an old crossover.  If you can find one at a decent price, around $35,000 or less, then I would say take a closer look at it. Otherwise, wait to see Ford and Toyota’s entrants into the PHEV crossover market.  
      Disclaimer: Mitsubishi Provided the Outlander PHEV, Insurance, and One Tank of Gas
      Year: 2020
      Make: Mitsubishi
      Model: Outlander PHEV
      Trim: GT
      Engine: 60kW Electric Motors (Front and Rear Axles), 2.0L MIVEC DOHC 16-Valve Four-Cylinder
      Driveline: Single Speed Reduction Gearbox (Front & Rear), All-Wheel Drive
      Horsepower @ RPM: 80 @ 0 (Electric), 117 @ 4,500 (Gas),  190 (Total)
      Torque @ RPM: 101 @ 0 (Front Electric Motor), 144 @ 0 (Rear Electric Motor), 137 @ 4,500 (Gas)
      Fuel Economy: MPGe/Gasoline Combined - 74/25
      Curb Weight: 4,222 lbs
      Location of Manufacture: Okazaki, Japan
      Base Price: $41,495
      As Tested Price: $43,600 (Includes $1,095.00 Destination Charge)
      Options:
      GT Premium Interior Package - $400.00
      Pearl White Paint - $395.00
      Carpeted Floor Mats and Portfolio - $145.00
      Charging Cable Storage Bag - $70.00
    • By William Maley
      The Toyota Yaris and Yaris Hatchback will be no more in the U.S. come the end of June. That's according to a leaked memo posted to Reddit and found by CarBuzz. Sent to "All Southeast Toyota Dealers and General Managers" by Toyota, the memo says the Yaris will "cease production" at the end of June.
      "The Yaris sedan and Yaris Hatchback will not be available for model year 2021. Model year 2020 will be the last year for Yaris. June 2020 will be the last month of production for the Yaris sedan and Yaris Hatchback for the US," wrote Christine N. Henley, Toyota North America's Western Communications Manager in the memo.
      Toyota confirmed the memo, and gave Car and Driver this statement;
      "The entry-subcompact segment has new regulations that require additional homologation. Those regulations, coupled with declining sales in the segment, are some of the reasons behind the decision."
      (Author's Note: We're wondering what Toyota means by the statement we bolded here, and we'll update if we get some sort of clarification. -WM).
      The declining sales makes sense as Toyota only moved 21,917 Yaris models in 2019, down 5,293 units when compared to 2018. To give more perspective, the Corolla moved 304,850 units last year.
      So if you're interested an affordable Toyota, we would hurry down to your nearest dealer ASAP.
      Source: CarBuzz, Car and Driver

      View full article
    • By William Maley
      The Toyota Yaris and Yaris Hatchback will be no more in the U.S. come the end of June. That's according to a leaked memo posted to Reddit and found by CarBuzz. Sent to "All Southeast Toyota Dealers and General Managers" by Toyota, the memo says the Yaris will "cease production" at the end of June.
      "The Yaris sedan and Yaris Hatchback will not be available for model year 2021. Model year 2020 will be the last year for Yaris. June 2020 will be the last month of production for the Yaris sedan and Yaris Hatchback for the US," wrote Christine N. Henley, Toyota North America's Western Communications Manager in the memo.
      Toyota confirmed the memo, and gave Car and Driver this statement;
      "The entry-subcompact segment has new regulations that require additional homologation. Those regulations, coupled with declining sales in the segment, are some of the reasons behind the decision."
      (Author's Note: We're wondering what Toyota means by the statement we bolded here, and we'll update if we get some sort of clarification. -WM).
      The declining sales makes sense as Toyota only moved 21,917 Yaris models in 2019, down 5,293 units when compared to 2018. To give more perspective, the Corolla moved 304,850 units last year.
      So if you're interested an affordable Toyota, we would hurry down to your nearest dealer ASAP.
      Source: CarBuzz, Car and Driver
    • By William Maley
      Nearly two years ago, I drove the then all-new Hyundai Kona crossover at a press event. It was a unique looking vehicle that was entering the growing subcompact crossover class. Out of the three Hyundai vehicles I drove, the Kona impressed me most with its performance and value for money. But if there is something I have learned over eight years with reviewing vehicles, is that I can’t take first impressions as final. It has been a long wait, but I finally got my hands on a 2020 Kona Ultimate AWD. Let’s see if my first impression can still hold up.
      The Outer Limits (of Exterior Design)
      You may be forgiven for thinking that the Kona has just arrived in a UFO from Planet Nine due to its shape. But Hyundai knew they needed to make a splash in what is becoming a very competitive class. Designers took some influence from the Jeep Cherokee with a rounded front end and the front lights being separated into daytime lights and headlights. Another design trait is the slit that sits between the grille and hood cutline. Finishing off the look is body cladding running along the lower edge and a bright green paint color only available on the turbo engine models. It may seem like an odd mashup of ideas, but it works surprisingly well.
      A Conventional Interior
      Some will be disappointed that Hyundai didn’t continue the wacky design for the Kona’s interior. But having an interior that is user friendly will always pull ahead of interesting design. That isn’t to say Hyundai hasn’t added some special touches such as vent surrounds and seat stitching matching the exterior color. Hard plastics are used throughout, but they don’t feel hollow or cheap when you run your hand across.
      There is a fair amount of space for those sitting upfront. Comfort is ok for short trips, but I found myself wanting more thigh support on longer trips. In the back, there is a large amount of headroom for most passengers. Legroom is a different story as tall people will find their knees pressed against the front seats. Cargo space is another area where the Kona is lacking. With the rear seats up, the Kona’s cargo area measures 19.2 cubic feet - about 0.1 cubic feet more than the Toyota C-HR. Fold them down and space increases to 45.8. This trails the likes of the Chevrolet Trax, Nissan Kicks, and Honda HR-V.
      The One To Still Be Beaten (Infotainment-wise)
      The Kona Ultimate comes equipped with an eight-inch touchscreen featuring Hyundai’s infotainment system. This system has consistently been one of my favorites as Hyundai nails the basics - simple interface, blazing-fast performance, and having features such as Apple CarPlay and Android Auto. My only complaint is that the design is starting to look dated when compared to other automakers and their updated infotainment. 
      Turbo Power!
      Two powertrains are available in the Kona. SE, SEL, and SEL Plus use the 2.0L four-cylinder offering 147 horsepower and 132 pound-feet of torque. It’s paired with a six-speed automatic. Limited and Ultimate come with the turbocharged 1.6L four producing 175 horsepower and 195 pound-feet. This is paired with a seven-speed dual-clutch transmission. Front or all-wheel drive is available for either engine.
      Zippy is the word to describe the performance of the turbo engine. The Kona easily accelerates away from a stop and has no issue with passing a slower vehicle. The dual-clutch transmission seems to stumble when leaving a stop, but does get itself together at higher speeds. I also found the transmission is slow to react when your floor the throttle, taking a few milliseconds to downshift.
      EPA fuel economy figures for the 1.6T with AWD are 26 City/29 Highway/27 Combined. My average for the week landed around 26.7 mpg, mostly due to cold weather during the week I had the Kona.
      Woah, This Crossover Handles
      If you wanted a subcompact crossover that handled decently, your choices were either the Mazda CX-3 or Toyota C-HR. The Kona enters the ring as the third choice, and possibly the best. On the backroads, the Kona feels quite agile and has almost no body roll. If I was to nitpick, the steering doesn’t have as much feel as you’ll find in the CX-3. But it feels noticeably better than the C-HR. Ride quality is impressive with most bumps being isolated from passengers sitting inside. Not too much wind and road noise come inside.
      Possibly the Best Subcompact Crossover At the Moment
      Hyundai has a very compelling package in the Kona. There is an excellent performance from the turbocharged engine, impressive driving dynamics, easy to use infotainment system, and a long list of standard equipment. There are some drawbacks with the small cargo area and rear legroom topping the list. If you need the space, a Honda HR-V would be my first pick. The dual-clutch transmission still needs a bit more work to iron out the hesitation issues I experienced. 
      That first impression I had still stands and moves the Kona not only being the best in the class at the moment, but also onto a very rarefied list; a vehicle I would considering buying.
      How I Would Configure A Kona: The only reason I see buying the Ultimate is for the adaptive cruise control as most of the other safety equipment such as blind spot monitoring, parking sensors, and forward collision avoidance are available on other models. So if I wanted the Turbo engine, then I would step down to the Limited at $26,100. For those who think that is a tad expensive still should consider the SEL Plus as it comes very well equipped for $23,950. You do sacrifice the turbo engine for the 2.0L four-cylinder which is fine if your planning to drive mostly around town. Add an additional $1,400 for all-wheel drive.
      Disclaimer: Hyundai Provided the Kona, Insurance, and One Tank of Gas
      Year: 2020
      Make: Hyundai
      Model: Kona
      Trim: Ultimate
      Engine: 1.6L Turbocharged DOHC 16-Valve GDI Four-Cylinder
      Driveline: Seven-Speed Dual-Clutch, All-Wheel Drive
      Horsepower @ RPM: 175 @ 5,500
      Torque @ RPM: 195 @ 1,500 - 4,500
      Fuel Economy: City/Highway/Combined - 26/29/27
      Curb Weight: 3,276 lbs
      Location of Manufacture: Ulsan, South Korea
      Base Price: $29,150
      As Tested Price: $ 30,380 (Includes $1,095.00 Destination Charge)
      Options:
      Carpeted Floor Mats - $135.00

      View full article
  • Posts

    • Well now, to keep the C&G ship on an even keel, I will need to eat 4 ounces of steamed chicken breast, two tablespoons of boiled brown rice, and one steamed broccoli floret for lunch.
    • Well, the good news is that the sedans can take the beating for the product lines, and in the case of the Camry/Accord- still keep their rep in tact. They will sell less overall- but can offer leases that will still get butts in seats to keep things going for the companies until things are able to pick up again. The Malibu could do the same for GM...keep it and keep it affordable for the customers who are more priced based right now- so GM can still move metal. This also would be better if they still had the Cruze- they could have had an affordable, almost “cavalier” deals (remember how cheap they were?) so they could keep those customers in house- and the hatchback would have really come in handy. Too bad GM simply didn’t switch plants ( Equinox to Lordstown, Cruze to Mexico) as they could still have made money on both...... Ford? Well, since the Fusion is gone- Nissan might not be the only automaker giving stuff away..... People are going to be forced to buy what they can afford again- and can still make memories in a sedan.....
  • Social Stream

  • Today's Birthdays

    1. jbartley
      jbartley
      (36 years old)
  • Who's Online (See full list)

  • My Clubs

About us

CheersandGears.com - Founded 2001

We ♥ Cars

Get in touch

Follow us

Recent tweets

facebook

×
×
  • Create New...