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    William Maley

    Review: 2016 Chevrolet Volt Premier

      Losing a bit of the distinctiveness makes for a better car.

    General Motors took a huge gamble when they introduced the first-generation Chevrolet Volt for the 2011 model year. It was positioned as an alternative to a standard electric car by having a gas generator providing electric power once the battery was depleted. This different take on an electric vehicle solved the issue of range anxiety. But GM was too ambitious in terms of sales numbers. This lead to dealers being stockpiled with models because not many people were buying them. Within a year, GM made some key changes such as reducing the production amount and offering incentives that the Volt was finally able to make some headway in the market.

     

    Now we come to the second-generation Volt introduced last year. Chevrolet felt that the Volt needed to lose a bit of the concept car look to make it somewhat more appealing to buyers. But they also improved key components to make the Volt more efficient. Let’s see if these changes help or hurt it.

     

    The design of the first-generation Volt looked like someone’s prediction of what the vehicle of the future would look like. It stood out, but not in a good way. Thankfully, Chevrolet’s designers addressed this with the second-generation model. Yes, the 2016 Volt does have a similar profile to the outgoing model. But designers have smoothed out the shape and added some new lines. Take the front end for example. There are new grille inserts that are not only smaller, but have a pattern that mimics sheet metal. The back end features a reshaped tailgate with an integrated spoiler that not only improves the overall aerodynamics, but makes it look sleeker. Finishing off the design are a set of seventeen-inch alloy wheels and what Chevrolet calls Kinetic Blue that sets off the Volt’s design.

     


    2016 Chevrolet Volt Premier 10


    The sore point of the first-generation Volt had to be the interior. It began with the material choices. For a vehicle that started near $40k, the cheap and shiny plastics were a big no-no. Then there was center stack full of capacitive-touch controls. The implementation wasn’t great as it would take you a few moments to find the one control to change the temperature or fan speed. The controls also didn’t respond when pressed, meaning you needed to hit them a couple of times before something happened. The back seat was only useable for small kids due to the small amount of head and legroom. Thankfully, most of these issues have been addressed.

     

    The interior has grown up with a handsome design for the dashboard and better quality materials used throughout. There is a fair amount of soft-touch plastics and faux metal trim used up front. Disappointingly, Chevrolet didn’t give the back any soft-touch materials. The rear door panels are plastered with hard plastics. For the price tag of just a hair over $40,000, this isn’t acceptable. The new dash also brings forth a simpler center stack layout with an eight-inch touchscreen and new controls for the automatic climate control.

     

    Our Volt tester featured heated leather seats for both the front and rear. Getting yourself comfortable up front is quite easy with manual adjustments for the seat and a tilt-telescoping steering wheel. The back seat is slightly larger with more head and legroom, but it is best reserved for those under 5’7”. I happen to be 5’8” and found my head touching the roof.

     

    Chevrolet has improved the Volt’s various bits of tech. The driver faces an eight-inch color screen that provides basic details such as battery charge, fuel gauge, and trip computer. You can customize the layout with various themes and efficiency gauges to coach you into being a more efficient driver. Another eight-inch screen resides in the center stack with the latest version of Chevrolet MyLink. The system seems to be getting better in terms of performance and reliability.

     


    2016 Chevrolet Volt Premier 14


     

    The big news for 2016 is the addition of Apple CarPlay and Android Auto to MyLink. We tried out CarPlay and it was simple to setup: Plug in a compatible iPhone into the USB input and hit the CarPlay button, and you’ll be greeted with a screen that is similar to your iPhone’s home screen. You’ll have access to various things such as Siri, Apple Maps, your music, and other applications such as Audible and Spotify. Using CarPlay is very easy since it is like using an iPhone but with a larger screen. There are still some issues that need to be ironed out with CarPlay such as various applications freezing or not responding to various commands. We also found that the MyLink wouldn’t recognize our phone when plugged in. After restarting the Volt, the system would recognize it.

     

    The Volt’s powertrain has seen some major changes for the second-generation model. A set of electric motors produces 111 kW (about 149 horsepower) and 294 pound-feet for torque. A larger 18.4 kWh Lithium-Ion battery pack helps boost overall electric range. Finishing off the powertrain is a new 1.5L DOHC four-cylinder generator producing 101 horsepower. The improvements in the powertrain boost overall electric range from 35 to 53 miles and overall range stands at 420 miles.

     

    Pulling away from a stop, the Volt feels spritely as it gets up to speed at a surprising rate. This is due to the torque being available at zero rpm. Around town, the Volt zips around with only the gentle hum of the electric motor entering the cabin. Once the battery is depleted, the gas generator will kick on. The transition is seamless and the generator stays quiet for the most part. However, if you push the accelerator into the floor, the generator will make a lot of noise.

     

    Like the previous Volt, the 2016 model offers a set of different driving modes that changes how the powertrain behaves.

    • Normal: Powertrain runs on electric power until the battery is depleted, then the gas generator kicks on.
    • Sport: Improves throttle response.
    • Mountain: Turns on the generator to provide battery charging when driving through mountainous or steep terrain.
    • Hold: This mode preserves the battery charge by having the gas generator provide power for the electric motor. For when you are driving on the freeway and know you'll want to save your battery power for city driving later


    One other trick the 2016 Volt has up its sleeve is the Regen on Demand system. First used on the Cadillac ELR, the system uses a paddle behind the steering wheel allows a driver to control how much energy is being regenerated when driving via the electric motors. Think of Regen on Demand as putting the vehicle into a lower gear; the electric motors act as an engine brake to slow the vehicle down and recapture energy to charge the battery.

     



    2016 Chevrolet Volt Premier 9


     

    In terms of range, we were able to go between 47 to 51 miles on a full charge. EPA fuel economy estimates say the 2016 Chevrolet Volt will return 106 MPGe when running on electric power only, and 42 MPG when gas generator kicks on. Our averages for the week landed around 112 MPGe and 43 MPG.

     

    Chevrolet says it will take about 4.5 hours to recharge a depleted battery when plugged into a 240V charger. When plugged into a 120V outlet, time increases about 13 hours. We found the 13 hours estimate to be right on the money as that is how long it took for our test Volt to fully recharge. When half of the battery charge was depleted, we found the charging time to be around 6 to 7 hours.

     

    In terms of ride, the 2016 Volt retains the smooth ride of the first-generation model. Bumps and other imperfections are ironed out to provide a comfortable ride. More impressive is how little outside noise comes into the cabin. When running on just electric power, very little wind and road noise comes inside. For handling, the Volt doesn’t embarrass itself. There isn’t any sign of body lean and the vehicle is able to change direction quickly. Steering feels responsive and heavy. No, the Volt would be replacing a sports car anytime soon. But compared to other plug-in hybrid and electric vehicles, the Volt has to be one of the better driving models.

     

    Pricing for the Volt starts at $33,995 for the base LT and $37,820 for the up-level Premier. Our Premier tester featured a pricetag of $40,225 with two safety packages, navigation, and the Kinetic blue paint. For our money, the Premier is the way to go as it is the only trim that you can get blind-spot warning and lane change alert, both necessary features due to the Volt’s poor rear visibility. I wish these features were standard on the Premier and optional on the LT.

     


    2016 Chevrolet Volt Premier 6


     

    In 2016, electric vehicles are still seen as a bit of novelty. Despite the number of improvements made in terms of batteries and infrastructure, there is still the issue of range. This is where the Volt stands on its own as it provides a fallback option. Use up all of the battery? No problem as the generator will kick and get you to your destination where you can plug in. Plus the changes made by Chevrolet not only make the Volt somewhat more useable and efficient, but it also looks quite handsome. There are some niggling issues that we hope get addressed in the near future.

     

    If you’re intrigued but don’t want to fully jump into the electric vehicle landscape, then the 2016 Chevrolet Volt is an excellent place to start at.

     

    Cheers: Improved electric only range, design that stands out in a good way, clever bits of powertrain tech.
    Jeers: Cheap materials are still here, MyLink still has some issues to work out, blind spot monitoring and lane change alert is optional on the Premier and not available on the LT (how does this make sense?!)

     

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

     

     

    Year: 2016
    Make: Chevrolet
    Model: Volt
    Trim: Premier
    Engine: Voltec Electric Drive Unit, 1.5L Four-Cylinder (Range Extender)
    Driveline: Electric Transaxle, Front-Wheel Drive
    Horsepower @ RPM: 149
    Torque @ RPM: 294 @ 0
    Fuel Economy: EV/Gas Only - 106 MPGe/42
    Curb Weight: 3,543 lbs
    Location of Manufacture: Detroit, MI
    Base Price: $37,520
    As Tested Price: $40,225 (Includes $825.00 Destination Charge)

     

    Options:
    Chevrolet MyLink Radio w/ Navigation - $495.00
    Driver Confidence 1 Package - $495.00
    Driver Confidence 2 Package - $495.00
    Kinetic Blue Metallic - $395.00

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    Very nice write up that was informative and helped me out in understanding the updated auto.

     

    Shame they still have some hard plastics and that head room is a bust due to the stupid Coupe design.

     

    Over all, excited to see the improvements and that the volt continues on and is not killed off.

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    i loved how the 17 I drove, drove.

     

    I'd like to see the electric only range get to 100 miles one of these days.  200 would be nice for long trips but maybe that's a lot to ask in the next few years.

     

    At this point though, the flaw here is that the Volt is still small and that makes it a hard sell for anyone who wants space for people and stuff.  If the Volt were a midsize, i guarantee you there would be a whole lot more interest in this car, even during the time of cheap gas.  

     

    Maybe Chevy needs this Volt and then to plug the Voltec into the Malibu and new Equinox.

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    i loved how the 17 I drove, drove.

     

    I'd like to see the electric only range get to 100 miles one of these days.  200 would be nice for long trips but maybe that's a lot to ask in the next few years.

     

    At this point though, the flaw here is that the Volt is still small and that makes it a hard sell for anyone who wants space for people and stuff.  If the Volt were a midsize, i guarantee you there would be a whole lot more interest in this car, even during the time of cheap gas.  

     

    Maybe Chevy needs this Volt and then to plug the Voltec into the Malibu and new Equinox.

    I see no reason not to use the BOLT battery pack with the generator system of the VOLT and put this into a mid size CUV and have that 200 mile range with generator.

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    Hold Mode was introduced for the 2013 model year.  I believe Mountain Mode is designed to maintain a higher average (around 40%  for the first generation) battery state of charge (SOC) to deal with spirited driving up the longest and steepest inclines, so charging will only occur if this mode is engaged while the SOC is below the desired minimum.  Mountain Mode may not be needed as much given the higher output of the range extender in the second generation model.

    Edited by KevinW
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    i loved how the 17 I drove, drove.

     

    I'd like to see the electric only range get to 100 miles one of these days.  200 would be nice for long trips but maybe that's a lot to ask in the next few years.

     

    At this point though, the flaw here is that the Volt is still small and that makes it a hard sell for anyone who wants space for people and stuff.  If the Volt were a midsize, i guarantee you there would be a whole lot more interest in this car, even during the time of cheap gas.  

     

    Maybe Chevy needs this Volt and then to plug the Voltec into the Malibu and new Equinox.

     

    No place to put the batteries for that kind of range really. 

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    Ten cubic feet of luggage space with the rear seats up.  The 2016 Spark has eleven cubic feet of luggage space with the rear seats up.

    Wow, good eye. I never would have realized that it was that small. 

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    Ten cubic feet of luggage space with the rear seats up.  The 2016 Spark has eleven cubic feet of luggage space with the rear seats up.

    right, $h! like that keeps it a niche product.  on purpose, no doubt.

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    i loved how the 17 I drove, drove.

     

    I'd like to see the electric only range get to 100 miles one of these days.  200 would be nice for long trips but maybe that's a lot to ask in the next few years.

     

    At this point though, the flaw here is that the Volt is still small and that makes it a hard sell for anyone who wants space for people and stuff.  If the Volt were a midsize, i guarantee you there would be a whole lot more interest in this car, even during the time of cheap gas.  

     

    Maybe Chevy needs this Volt and then to plug the Voltec into the Malibu and new Equinox.

     

    No place to put the batteries for that kind of range really. 

     

    batteries keep getting smaller with more range...speed up the process with that

     

    a vehicle like the envision with a voltec would have lots more room plan wise and vertically for battery arrangments.

     

    Honda Fit i believe has gas tank under front seat.  Move gas tank to under front seat and there you go, even more room for batteries.

     

    Bolt ultimately leaves most flexibility for battery pack.  Thing is, can we mesh the battery friendly packaging of the Bolt with the gas range extender of the Volt.

     

    In any case, Volt is fantastic but like the guy said to me at the auto show when we were both sitting in the Volt, "i want this car, but i can't justify buying it its too small to use for my family".  If it were midsize, the price / value relationship would align for more people.

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    http://www.edmunds.com/chevrolet/volt/2016/long-term-road-test/2016-chevrolet-volt-vs-2016-chevrolet-malibu-hybrid.html?SID=iqlhzsggdq000b1p001ol&kw=flexibletexttool&PID=3193616&AID=10364102&mktid=cj260233&mktcat=affiliates

     

    by the way, this is a great take on the whole Volt vs. Malibu hybrid thing.  It's dead spot on, and I agreed so much that is why my wife and I attempted to get the hybrid Malibu first (but settled on the 1.5, hybrid was just a bit out of reach and I imagine i will be kicking myself for a long time on that).  Malibu hybrid is that good!  The one thing I think the 1.5t might have over the hybrid is no engine drone at 70-75 mph, like interstate driving.....the 1.5t is smooth and quiet settled into a cruise at that speed, the hybrid would have some gas engine drone.

    Edited by regfootball
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    • By William Maley
      I rarely get the opportunity to drive two different flavors of the same vehicle within a short timeframe. But that's what happened in the fall when I had the chance to drive the new Hyundai Sonata in its standard and hybrid forms. The Sonata has always been a favorite of mine as it offered a lot for a midsize sedan, with a surprising price tag. It has also come very close to being at the top of the class, but falling somewhat short due to one thing or another. This new version has the chance of changing that.
      Very Polarizing Design

      The consensus from several readers on Cheers & Gears and various social media sites on the Sonata's design was of dislike. Many found the design to be a bit much and overdone. I found myself in the minority as I was impressed by the lengths Hyundai went. The flowing lines and raked roofline reminded me of the 2012 Sonata which gave notice to other automakers to step up their game. Little details such as the bars the run along the outer edge of the hood to the headlights to a distinct rear-end treatment make the Sonata stand out.
      If there is an issue I have with the Sonata's design, it is the grille. I find it to be slightly cartoonish due to the large size and shape.
      Simple, Yet Elegant Interior
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      Despite the coupe-inspired roofline, the Sonata's interior space is quite spacious. Most no one will have any complaints sitting in the back as there is ample head and legroom. Taller passengers should be aware that the optional panoramic sunroof for the Sonata will take away some headroom. The Sonata Hybrid doesn't worry about that as it doesn't offer the sunroof.
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      Both of the Sonatas on test came in the Limited trim which means a bountiful selection of technology. It begins with a 10.2-inch TFT display for the instrument cluster which provides all of the key information needed at a glance. A clever trick is when you engage the turn signal, the respective 'dial' brings up a camera mounted underneath the side view mirrors to provide a blind-spot view. I found this system to be helpful as it gave me an extra set of eyes whenever I needed to change lanes.

      Next up is another 10.25-inch screen housing Hyundai's latest infotainment system. I like the three-window layout on the home screen that you can customize to your needs. Navigating around the system is a breeze with a response touchscreen and capacitive touch buttons sitting on either side. Apple CarPlay and Android Auto are standard.
      The next two tech features are exclusive to the standard Sonata. First is what Hyundai calls a digital key. Using the BlueLink application on a compatible smartphone, you can use this instead of the key to start the car and drive away. At the time of this writing, this is only available on Android phones. Hyundai did provide a loner Samsung Note smartphone for the week to try this out. I did not have the best experience with this feature at first because I found you need to be pretty close to the vehicle to make a connection. Trying to connect from my room upstairs, just above where the vehicle was parked, the application would throw up a connection error. I found that if I moved to the living room or just outside the front door, the phone was able to make the connection. This sours some of the appeal of this feature. 
      At least using the phone as the vehicle's key does work a bit better. It only takes a few seconds for the phone to make the connection to the vehicle and you can start it up. Although, I found myself wondering wouldn't it be easier and faster to have the key. The only feature that makes any sense to me is the ability to share the key with other people, but lock down certain aspects.
      Second is Smart Park (or smart parkh as made famous by the Super Bowl commercial from last year). Using the key, you can have the Sonata move forward or back out of the parking spot to allow for easier access to get into the vehicle. It's simple to operate, just hold down one of two buttons for a few seconds; the Sonata starts up and goes into the correct gear to move in the desired direction. I can see the appeal in urban areas where space is limited. But in the current pandemic times all of us find ourselves in, this seems to be more of a gimmick.
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      I wouldn't call this engine quick, but it handles most driving situations with aplomb. This comes down to most of the torque being situated at the lower end of the rpm band. The only area where you might be wishing for more power is merging onto a freeway or keeping up traffic. The eight-speed automatic does an excellent job of maximizing the engine's output.
      Under the Sonata Hybrid's hood is a system comprised of a 2.0L four-cylinder and electric motor to provide a total output of 192 horsepower and 151 pound-feet of torque. The Sonata Hybrid feels just as fast as the standard Sonata around town and on country roads. It does struggle slightly on the highway due to the smaller torque figure. The six-speed automatic doesn't stumble when the change over from electric-only to hybrid mode like I have experienced on other Hyundai/Kia hybrid models.

      Opting for Limited on the Sonata Hybrid brings a solar panel for the roof which acts as a trickle charger for both the 12-volt car battery and 1.6-kWh lithium-ion pack for the hybrid system. Hyundai says that the panel can add an extra two miles of range with adequate sunlight. I can't attest to this claim, but will say the solar panel did add an extra bit of charge to the battery, even on an overcast day.
      Fuel economy for both models are as followed,
      Sonata 1.6T: 27 City/36 Highway/31 Combined Sonata Hybrid: 45 City/51 Highway/47 Combined My week saw an average of 29 mpg in the Sonata and 39 mpg for the Sonata Hybrid.
      Calm and Collected
      Hyundai has done some work on the Sonata's chassis and suspension to make it more rewarding to drive. It shows on a winding road as both versions show little body roll and feel more agile than the outgoing model. Steering feels direct and has a decent amount of weight. I will say the Mazda6 is still the one to beat if driving pleasure is your key goal.
      But the Sonata has an ace up its sleeve. It is also one of the most comfortable cars in the class. Driving over some of the roughest roads in Metro Detroit, the Sonata's suspension soaks up most bumps and imperfections to provide a serene ride. The minimal amount of road and wind noise that comes inside also helps.
      Rising To The Top

      The previous generations of the Sonata were always so close to being at the top of the class. But there always something that held it back whether it was the design, handling, or powertrains. But this new model shows how much Hyundai has put in. There is a nice balance between ride and handling; powertrains are very competent, and the interior is best in the class. Plus, the Sonata still retains Hyundai's trademark of offering a lot for not much money.
      Where most people will stumble on the Sonata is the exterior. It is very much a love or hate it affair. Plus, some of the tech features feel more like a party trick to show to friends than something you'll use. 
      Nevertheless, I think Sonata moves up to the top of the midsize sedan pecking order. 
      But there is one more question to answer. Between the regular and hybrid versions, which one I would drive away with. The answer which surprised me is the hybrid. I found it to be a little bit more well-rounded and deliver some excellent fuel economy figures during my time.
      Alternative:
      Kia K5: Like the idea of the Hyundai Sonata, but not to sure on the design? Then the Kia K5 may be the answer. Based on the same bones as the Sonata, the K5 takes a more evolutionary approach to the design. The basic shape may remind you of the previous-generation Optima, but its the little details such as a new grille and revised rear deck lid that help it stand out. From reviews, the K5 proves to be a bit sportier. We hope to get our hands on this challenger in the near future. Disclaimer: Hyundai Provided the Sonatas, Insurance, and One Tank of Gas
      Year: 2020
      Make: Hyundai
      Model: Sonata
      Trim: Limited 1.6T
      Engine: Turbocharged 1.6L GDI DOHC 16-Valve Inline-Four
      Driveline: Eight-Speed Automatic, Front-Wheel Drive
      Horsepower @ RPM: 180 @ 5,500
      Torque @ RPM: 195 @ 1,500-4,500
      Fuel Economy: City/Highway/Combined - 27/36/31
      Curb Weight: 3,336 lbs
      Location of Manufacture: Montgomery, AL
      Base Price: $33,300
      As Tested Price: $34,365 (Includes $930.00 Destination Charge)
      Options:
      Carpeted Floor Mats - $135.00
      Year: 2020
      Make: Hyundai
      Model: Sonata Hybrid
      Trim: Limited
      Engine: 2.0L GDI DOHC 16-Valve Inline-Four, Permanent Magnet Synchronous Motor
      Driveline: Six-Speed Automatic, Front-Wheel Drive
      Horsepower @ RPM: 150 @ 6,000 (gas); 51 @ 1,800 - 2,300 (electric motor); 192 (total output)
      Torque @ RPM: 139 @ 5,000 (gas); 151 @ 0 - 1,800 (electric motor)
      Fuel Economy: City/Highway/Combined - 45/51/47
      Curb Weight: 3,530 lbs
      Location of Manufacture: Asan, South Korea
      Base Price: $35,300
      As Tested Price: $36,430 (Includes $975.00 Destination Charge)
      Options: 
      Carpeted Floor Mats - $135.00
    • By William Maley
      Despite being one of the best sellers in the luxury crossover class, the Lexus RX lacked something many competitors offered; a third-row option. Lexus rectified this a couple of years ago by stretching the RX's body and adding a third-row to create the RX L. I spent some time in the RX 350L Luxury back in the fall to find out if Lexus has another winner or if this a half-baked attempt.
      You can tell the difference between the standard RX to the longer L by looking for a floating roofline treatment. This is due to Lexus blacking part of the c-pillar to help disguise the added bulk. It doesn't fully work as looks somewhat half-baked. At least Lexus was more successful upfront where non F-Sport models get a new mesh insert to replace the horizontal slats, along with a revised bumper. When equipped with the Luxury Package, the RX is a plush and pleasant place to spend time. The leather upholstery feels nice to the touch and the use of contrasting colors (cream and brown in my tester) help make it feel special. Lexus has finally added a touchscreen for the RX's infotainment and it makes a huge difference. Gone are the litany of issues I have noted in previous models such as, Being precise with your finger movements when selecting an item Becoming very distracting to use when on the move Not the most intuitive controller Now using Lexus Enform or Apple CarPlay/Android Auto is not an exercise in frustration, but one of ease. My only complaint is that I wished Lexus moved the screen slightly more forwards. It is quite a reach to use the touchscreen. Those sitting in the second row will not have much to complain about as head and legroom are plentiful for most passengers. The same cannot be said for the third-row. Getting back here is difficult as there is not enough a gap when the second-row seat is moved forward. Once back here, space is non-existent with your head touching the headliner and legroom from nothing to something bearable depending on where the second-row is set. The one upside to the longer RX is cargo space. With the third-row seat folded, you get about seven extra cubic feet of space compared to standard RX. Power comes from a 3.5L V6 used in several Lexus and Toyota vehicles.  For the RX 350L, it produces 290 horsepower and 267 pound-feet of torque. My tester came with all-wheel drive, but front-wheel drive is standard. Performance is adequate as you'll be able to keep up with traffic or make a pass with no issue. Those wanting a bit more performance should look at something like the upcoming Acura MDX or Volvo XC90. Comfort is still a key hallmark to the RX. Bumps and potholes become mere ripples when driven over. There is also a noticeable lack of road and wind coming inside. The RX 350L feels like a stop-gap solution until Lexus finishes up their upcoming three-row crossover due out within the next couple of years. The third-row isn't all useful for carrying passengers and is best to fold down to expand cargo space. If you need a third-row, there are much better options such as the Volvo XC90. But if you really want an RX, stick with the standard two-row version and pocket the cash you saved for something nice. Disclaimer: Lexus Provided the RX 350L, Insurance, and One Tank of Gas
      Year: 2020
      Make: Lexus
      Model: RX
      Trim: 350L Luxury
      Engine: 3.5L DOHC 24-valve with VVT-iW V6
      Driveline: Eight-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 290 @ 6,300
      Torque @ RPM: 263 @ 4,700
      Fuel Economy: City/Highway/Combined - 18/25/21
      Curb Weight: 4,597 lbs
      Location of Manufacture: Miyawaka, Fukuoka, Japan
      Base Price: $54,700
      As Tested Price: $63,540 (Includes $1,025.00 Destination Charge)
      Options:
      12.3" Navigation System/Mark Levinson 15-Speaker Premium Audio System - $3,365.00
      Blind Spot Monitor with Intuitive Parking Assist, Panoramic View Monitor, and Rear Cross Traffic Alert Braking - $1,865.00
      Running Boards - $640.00
      Color Head-Up Display - $600.00
      Second-Row Captain's Chairs - $405.00
      All-Weather Floor Liners with Cargo Mat - $330.00
      Cold Weather Package - $315.00
      Mudguards - $155.00
      Door Edge Guards - $140.00

      View full article
    • By William Maley
      Despite being one of the best sellers in the luxury crossover class, the Lexus RX lacked something many competitors offered; a third-row option. Lexus rectified this a couple of years ago by stretching the RX's body and adding a third-row to create the RX L. I spent some time in the RX 350L Luxury back in the fall to find out if Lexus has another winner or if this a half-baked attempt.
      You can tell the difference between the standard RX to the longer L by looking for a floating roofline treatment. This is due to Lexus blacking part of the c-pillar to help disguise the added bulk. It doesn't fully work as looks somewhat half-baked. At least Lexus was more successful upfront where non F-Sport models get a new mesh insert to replace the horizontal slats, along with a revised bumper. When equipped with the Luxury Package, the RX is a plush and pleasant place to spend time. The leather upholstery feels nice to the touch and the use of contrasting colors (cream and brown in my tester) help make it feel special. Lexus has finally added a touchscreen for the RX's infotainment and it makes a huge difference. Gone are the litany of issues I have noted in previous models such as, Being precise with your finger movements when selecting an item Becoming very distracting to use when on the move Not the most intuitive controller Now using Lexus Enform or Apple CarPlay/Android Auto is not an exercise in frustration, but one of ease. My only complaint is that I wished Lexus moved the screen slightly more forwards. It is quite a reach to use the touchscreen. Those sitting in the second row will not have much to complain about as head and legroom are plentiful for most passengers. The same cannot be said for the third-row. Getting back here is difficult as there is not enough a gap when the second-row seat is moved forward. Once back here, space is non-existent with your head touching the headliner and legroom from nothing to something bearable depending on where the second-row is set. The one upside to the longer RX is cargo space. With the third-row seat folded, you get about seven extra cubic feet of space compared to standard RX. Power comes from a 3.5L V6 used in several Lexus and Toyota vehicles.  For the RX 350L, it produces 290 horsepower and 267 pound-feet of torque. My tester came with all-wheel drive, but front-wheel drive is standard. Performance is adequate as you'll be able to keep up with traffic or make a pass with no issue. Those wanting a bit more performance should look at something like the upcoming Acura MDX or Volvo XC90. Comfort is still a key hallmark to the RX. Bumps and potholes become mere ripples when driven over. There is also a noticeable lack of road and wind coming inside. The RX 350L feels like a stop-gap solution until Lexus finishes up their upcoming three-row crossover due out within the next couple of years. The third-row isn't all useful for carrying passengers and is best to fold down to expand cargo space. If you need a third-row, there are much better options such as the Volvo XC90. But if you really want an RX, stick with the standard two-row version and pocket the cash you saved for something nice. Disclaimer: Lexus Provided the RX 350L, Insurance, and One Tank of Gas
      Year: 2020
      Make: Lexus
      Model: RX
      Trim: 350L Luxury
      Engine: 3.5L DOHC 24-valve with VVT-iW V6
      Driveline: Eight-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 290 @ 6,300
      Torque @ RPM: 263 @ 4,700
      Fuel Economy: City/Highway/Combined - 18/25/21
      Curb Weight: 4,597 lbs
      Location of Manufacture: Miyawaka, Fukuoka, Japan
      Base Price: $54,700
      As Tested Price: $63,540 (Includes $1,025.00 Destination Charge)
      Options:
      12.3" Navigation System/Mark Levinson 15-Speaker Premium Audio System - $3,365.00
      Blind Spot Monitor with Intuitive Parking Assist, Panoramic View Monitor, and Rear Cross Traffic Alert Braking - $1,865.00
      Running Boards - $640.00
      Color Head-Up Display - $600.00
      Second-Row Captain's Chairs - $405.00
      All-Weather Floor Liners with Cargo Mat - $330.00
      Cold Weather Package - $315.00
      Mudguards - $155.00
      Door Edge Guards - $140.00
    • By William Maley
      Do you need a V8 engine in your flagship luxury sedan? That's a question I posed myself when a Genesis G90 equipped with a 5.0L V8 engine was dropped off for a week. The standard G90 with the twin-turbo V6 offers an impressive amount of performance and refinement. But the V8 offers much more power, along with some extra goodies you cannot get with the V6. 
      Since our last visit with the G90, Genesis has given a bit of a facelift. The front end prominently features a new diamond-shape. I found myself growing to like it, even if I thought it was a tad too large. But I can see this becoming a point of contention. Other changes include new wheels and a restyled rear end that makes the G90 look a bit cleaner. No changes of note for the interior. It still is very luxurious to sit in and the controls are logically laid out. The only item I'm sad not to see is the new 12.3-inch digital cluster that is found in the all-new G80 and GV80. Opting for the Ultimate means back seat passengers get their own screens mounted behind the front seats. This allows you to tap into the G90's infotainment system to play audio, check various information, and look at the navigation system. Ultimate models come with the larger 5.0L V8 producing 420 horsepower and 460 pound-feet of torque. This is paired with an eight-speed automatic and rear-wheel drive. All-wheel drive is available as an option. The V8 is a bit of a tough sell when compared to the twin-turbo 3.3L V6 as it slower off the line and not as flexible whenever you need to accelerate quickly. Both engines also are similar in terms of refinement, offer a muted engine note. The only place I found the V8 to be slightly better than the V6 was in my average fuel economy. The V8 returned 24.7 mpg, while the V6 only got 20.3 mpg. A combination of the V8 G90 being rear-wheel and not all-wheel, along with more miles being done on the highway likely contributed to the better fuel economy figures. Ride quality is still on the hallmarks of the G90. With the adaptive suspension in either SMART or Comfort, the G90 glides along any road surface with nary a bump or pothole coming inside.  Around bends, the G90 doesn't feel at home with a fair amount of body roll. There is a Sport model to help reduce this, along with adding more weight to the steering. For the as-tested price of $76,695, you are getting quite a lot of equipment. There are LED headlights, Nappa leather upholstery, three-zone climate control, 17-speaker Lexicon audio system, power sunshades, adaptive cruise control, blind spot monitoring, memory settings for seats, and much more. The only way I could recommend the G90 Ultimate is either if you're operating a livery service or just want a V8 engine no matter what. Otherwise, you'll be happy with the G90 Premium and its twin-turbo V6. That said, the current G90 is starting to show its age, especially when compared to some of the new Genesis models such as the G80 and GV80. A new model is coming down the pipeline and if the recent models are any indication, the G90 has a real shot of becoming one of the best luxury sedans. Disclaimer: Genesis Provided the G90, Insurance, and One Tank of Gas
      Year: 2020
      Make: Genesis
      Model: G90
      Trim: 5.0 Ultimate
      Engine: 5.0L GDI V8
      Driveline: Eight-Speed Automatic, Rear-Wheel Drive
      Horsepower @ RPM: 420 @ 6,000
      Torque @ RPM: 383 @ 5,000
      Fuel Economy: City/Highway/Combined - 16/24/19
      Curb Weight: 4,817 lbs
      Location of Manufacture: Ulsan, Korea
      Base Price: $75,700
      As Tested Price: $76,695 (Includes $995.00 Destination Charge)
      Options: N/A
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