William Maley

• The CX-30 certainly takes the cake for being visually distinctive. The flowing lines, taut proportions, and certain design traits like the narrow headlights make for an expressive model.
• There is a major downside to the CX-30's design; outward visibility. Due to the low roofline and thick c-pillars, rear visibility can be best described as looking out of a mailbox slot. Thankfully, all CX-30s  get a backup camera, and Premium models and above get blind-spot monitoring.
• Inside, Mazda may have crafted the best interior for the subcompact crossover class. It is a simple design, but the use of premium materials helps elevate it. The positioning of the various controls also deserves praise as they are within easy reach.
• An 8.8-inch screen running Mazda's new infotainment system is standard on all models. Unlike the previous system where you had the choice of using either a touchscreen or control knob, Mazda has decided to only use the knob. This decision does mean doing various tasks will take a few extra steps. But I didn't mind so much as the interface is easy to navigate. Apple CarPlay and Android Auto come standard.
• While those sitting in the front will find plenty of space to find that comfortable position, those in the back will not be so lucky. Head and legroom is tight for most people.
• Cargo space is about average for the class, measuring 20.2 cubic feet. 
• Most CX-30s will come equipped with 2.5L four-cylinder producing 186 horsepower and 186 pound-feet of torque. This is paired with a six-speed automatic and in my tester, all-wheel drive. Those looking for more power can step up to the turbocharged version with 250 hp.
• The base engine is perfectly suited for most driving situations with power being available when needed. The six-speed automatic is very smart and knows when to up or downshift depending on the situation.
• My only issue is that I wished Mazda did a little bit more work on the engine's NVH levels. Found it to be somewhat high during moderate to hard acceleration.
• Fuel economy for the CX-30 AWD is rated at 24 City/31 Highway/26 Combined. My average for the landed at just over 28 MPG.
• For driving enjoyment, the CX-30 cannot be beaten. Minimal body roll and sharp steering will make anyone grin on a winding road.
• The downside to the fun driving is a stiff ride. Over various bumps and potholes, the CX-30's suspension isn't fully able to cope with minimizing the impacts.
• The CX-30 is slightly more expensive than other models in the class with a starting price of $23,225 for a base front-wheel drive model. But you do a lot of standard equipment such as LED lighting, adaptive cruise control, forward collision warning, and rain-sensing wipers. My Premium AWD tester comes in at $31,700 with the destination charge. Again, a bit expensive, but Mazda does include a lot of features for the money. The Premium gets a heads-up display, adaptive front lights, leather seats, 12-speaker Bose audio system, and a power liftgate.
• When my week with the CX-30 was coming to a close, I found myself feeling very split. On one hand, the CX-30 has a design that stands out, impressive handling, and an interior that makes it feel more expensive than it is. But the poor rear visibility, firm ride, and high price put it right in the mid-pack of a growing and competitive segment.

Disclaimer: Mazda Provided the CX-30, Insurance, and One Tank of Gas

Year: 2021
Make: Mazda
Model: CX-30
Trim: Premium AWD
Engine: 2.5L DOHC 16-valve Skyactiv-G four-cylinder
Driveline: Six-Speed Automatic, All-Wheel Drive
Horsepower @ RPM: 186 @ 6,000
Torque @ RPM: 186 @ 4,400
Fuel Economy: City/Highway/Combined - 24/31/26
Curb Weight: 3,388 lbs
Location of Manufacture: Salamanca, Mexico
Base Price: $29,950
As Tested Price: $31,700 (Includes $1,100.00 Destination Charge)

Options:
Frameless Auto-dim Mirror w/Homelink - $375.00
Cargo Cover - $150.00
Floor Mats, All-Weather - $125.00

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• Even though this shape has been around for a few years, the XC90 still looks very fresh. The minimalist boxy profile proudly shows off the various design traits such as the "Thor Hammer" headlights, slightly altered grille, and large wheels for the Inscription model.
• This was the first Volvo model where I felt slightly disappointed with the interior. Not because of the material choice or design, but rather the color. The black leather and dark trim make the interior feel cheap, not something you want in an SUV costing over $90,000. A colleague of mine had a similar XC90, but with a light beige color which makes the vehicle feel luxurious. 
• Aside from this, the XC90 follows other Volvo's in terms of comfort. The front and second-row seats provide are very supportive on any trip. Head and legroom is plentiful for most passengers sitting in the second-row. The third-row is best reserved for either small kids or emergencies.
• My particular XC90 came with the T8 plug-in hybrid powertrain. It's comprised of the 2.0L twin-charged (turbo and supercharged) four-cylinder and two electric motors. Total output is rated at 400 horsepower and 472 pound-feet of torque. An eight-speed automatic is the only transmission choice.
• For a model that tips the scales at over 5,000 lbs, the T8 powertrain shrugs it off. When both powertrains are activated, the XC90 moves like a rocket. Making any sort of pass or merging is no problem.
• The electric-only range is slightly disappointing with the EPA rating it at 18 miles. For comparison, Lincoln's Aviator PHEV gets 21 miles per charge. During my week, I was able to eke out 21 miles in mostly city and some rural driving.
• Recharging on 110V took around 8 to 10 hours with the battery fully depleted. Getting a 220V charger drops the charging time to around 2.5 hours.
• In terms of fuel economy, the XC90 T8 is rated at 55 MPGe with both powertrains, and 27 MPG with the gas engine alone. My average for the week landed around 43.
• The XC90 surprised me in terms of handling. I was expecting a fair amount of body roll and feeling a bit overwhelmed. But it felt alright on a winding road with minimal roll. Credit the optional four-corner air suspension which also does an amazing job with smoothing out various ruts and bumps.
• I came away somewhat impressed with the XC90. The T8 powertrain is the star of this vehicle as it moves this SUV like it weighs nothing, and returns decent fuel economy figures. The exterior still looks fresh and the ride/handling is impressive if you order the optional air suspension. Where the XC90 falters is in electric-only range; the interior feeling quite drab when getting a dark color; and the price tag. 

Volvo V90 Inscription

• Take the V60 and add a few more inches in length, and you have the V90. The clean and smoothed-over boxy shape is still one of the best-looking shapes in a very small field of wagons.
• Inside, the V90 is the pinnacle of luxury. My tester was the Inscription which included Nappa leather for the seats and wood trim. Unlike the XC90, the V90 came with a light color for the interior which made it feel more expensive.
• Most passengers will not complain about the V90's space or comfort. No matter where you find yourself sitting, there is more than enough head and legroom. Cargo space is also plentiful with 33.9 cubic feet with the rear seats up, and 59.3 when folded down.
• For powertrains, the V90 is only available with the T5 (turbocharged 2.0L four-cylinder) or T6 (twin-charged 2.0L four-cylinder). My tester came with the latter, which also adds all-wheel drive.
• Like other Volvos I have sampled with this engine, the T6 is quite potent. No matter the driving situation, the twin-charged setup can get up to speed in no time. 
• EPA rates the V90 T6 at 21 City/32 Highway/26 Combined. My average for the week landed slightly below the combined figure at 25.
• The V90 makes no pretensions of being sporty with steering feeling very light. Body roll is kept under control, but that's due to the optional air suspension fitted to this vehicle. Ride comfort is top notch with barely a bump or road imperfection making its way inside.
• Complaints? I do wish for more physical controls with the Volvo Sensus infotainment system. It would make doing certain tasks such as changing the fan speed or turning the heated/ventilated front seats on or off much easier.
• The V90 is an excellent alternative to crossovers as it offers practicality and space, but with better fuel economy and handling.
• But I have some bad news concerning the V90. Volvo announced earlier this year that 2021 will be the last year for this model in U.S. Despite being only available via special order from a dealer, sales were dismal - 153 units sold through the first half of this year. I can understand why Volvo is pulling the V90 from the U.S., but it is a shame. At least the Cross Country model will still be around.

Disclaimer: Volvo Provided the Vehicles, Insurance, and One Tank of Gas

Year: 2020
Make: Volvo
Model: XC90
Trim: T8 Inscription
Engine: Twin-Charged 2.0L DOHC 16-valve Dual VVT-i Four-Cylinder, Electric Motor on Rear Axle
Driveline: Eight-Speed Automatic, All-Wheel Drive
Horsepower @ RPM: 314 @ 5,700 (gas engine); 87 @ 0 (electric motor); 400 (combined)
Torque @ RPM: 295 @ 2,200 (gas), 177 @ 0 (electric); 472 (combined)
Fuel Economy: MPGe Combined/Gas Combined - 55/27
Curb Weight: 5,142 lbs
Location of Manufacture: Gothenburg, Sweden
Base Price: $74,795
As Tested Price: $86,790 (Includes $995.00 Destination Charge)

Options:
Bowers and Wilkins Premium Sound - $3,200.00
Luxury Package - $3,100.00
Advanced Package - $2,450.00
4-Corner Air Suspension - $1,800.00
21" 8-Multi Spoke Wheels - $800.00
Metallic Paint - $645.00

Year: 2021
Make: Volvo
Model: V90
Trim: T6 Inscription
Engine: Twin-Charged 2.0L DOHC 16-valve Dual VVT-i Four-Cylinder
Driveline: Eight-Speed Automatic, All-Wheel Drive
Horsepower @ RPM: 316 @ 5,700
Torque @ RPM: 295 @ 2,200
Fuel Economy: City/Highway/Combined - 21/32/25
Curb Weight: 4,291 lbs
Location of Manufacture: Gothenburg, Sweden
Base Price: $57,780
As Tested Price: $67,740 (Includes $995.00 Destination Charge)

Options:
Bowers and Wilkins Premium Sound - $3,200.00
Advanced Package - $1,500.00
4-Corner Air Suspension - $1,200.00
21" 8-Multi Spoke Wheels - $800.00
Metallic Paint - $645.00
Massage in Front Seat - $500.00
Air Quality with Advanced Air Cleaner - $250.00

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There is a lot of buzz surrounding the new Ford Bronco and Bronco Sport, and it isn't surprising that Ford was possibly considering another family member. But a report from Automotive News says that new member has been iced.

According to two sources, Ford canned the idea for a Bronco pickup. Designed to compete against the Gladiator pickup, it was expected to be launch in 2024 and built alongside the Bronco SUV at Ford's Wayne assembly plant. However, Ford notified suppliers over the past few months about the model being cancelled. Not surprisingly, Ford declined to comment.

We should note that Ford never confirmed the plans for a Bronco truck. Rumors started to swirl last year after a design video popped up showing drawings of a possible truck. It was reported that this model was getting some traction at the company.

Why was this model canceled? It may be a case of too many chefs in the kitchen. Ford's current truck lineup is made up F-Series, Ranger, and the upcoming Maverick. Adding another model to their lineup may eat into the sales of the Ranger and Maverick. It doesn't help that the Gladiator - the competition - isn't setting the sales charts afire. Last year, Jeep moved around 77,000 Gladiators - a fraction when compared to the over 200,000 sales of the Wrangler.

To top it all off, Ford is currently dealing with various production issues with the Bronco. The most recent deals with the hardtop having various quality issues. Ford has delayed production of hardtop models as it waits for replacements.

Source: Automotive News (Subscription Required)

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5 hours ago, David said:

Agree, it would seem to me that the NX is a rebadge of the Rav4 Hybrid and the UX is a rebadge of the CH-R Hybrid.

@William Maley Can you do a compare and contrast of if other than the badge and cosmetic bits, is this not just a rebadge or is there more that Lexus gives you?

They share the same platform, but the NX has some differences in terms of how it drives, ride quality, and interior appointments.

I would like to when I can get my hands on the current RAV4 Hybrid and upcoming NX Hybrid, but may be some time. 

• The NX 300h does stand out in the crowd from other compact crossovers with a chiseled look: Deep creases along the side, angular headlights, and the distinct spindle grille. My tester came finished in an orange color which helps amplify various design traits.
• The NX is also spacious for a compact luxury crossover. There is plenty of legroom for both front and rear-seat passengers. Rear headroom is at a premium for tall passengers, especially when ordering the optional panoramic sunroof.
• Where the NX falls flat is in ergonomics. For example, if you want to turn on the heated steering wheel, you need to press a button on a small control panel that is positioned towards your left knee. This is also where you find the switch to turn on the auto high beams and other settings. Who thought this was a good idea?!
• Then there is Lexus Remote Touch - a small touchpad that provides input for the 10.3-inch infotainment system. One wrong swipe or press on the touchpad means you’ll end up on a different screen or changing a different setting. It also makes using Apple CarPlay or Android Auto very unintuitive.
• The NX 300h’s power comes from a 2.5L Atkinson-Cycle gas engine paired with an electric motor. Output is rated at 194 horsepower. The 300h is only available as an all-wheel drive model.
• If most of your driving is around town, the NX Hybrid will impress. The electric motor helps add some pep to the acceleration and makes it a pleasure to drive. Where the powertrain falters is on the highway. It takes a noticeable amount of time to get up to speed and passes need to be planned out.
• Fuel economy figures for the NX 300h aren’t too shabby for the class. EPA figures are 33 City/31 Highway/30 Combined. My average for the week landed at 31.2 mpg.
• Handling is a bit of a surprise as the NX 300h feels confident around a winding road with minimal body roll. Ride quality is excellent with bumps of all sizes soaked up.
• Lexus still hasn’t ironed out the transition from regenerative braking to four-wheel disc braking, making it difficult to modulate the brakes.
• I feel mixed on the NX 300h. On one hand, the hybrid powertrain does give it a slight advantage over most of its competitors in terms of fuel economy. It can also be a nice place to sit in. But in other areas, the NX 300h does lag behind competitors - primarily in terms of ergonomics, infotainment, and performance if you’re doing a large amount of highway driving.
• The biggest issue is the price. My tester stickers at $50,905 which puts you in the realm of the RX.
• Unless you can score a decent deal on an NX 300h, wait for the next-generation model due out later this year. 

UX 250h

• The only differences between this 250h and 200 F-Sport I drove last year in terms of looks are no sporty touches (mesh grille and side skirts), and new wheels. I liked the F-Sport, but the standard UX takes the cake when finished in this Nori Green color.
• The interior comes well furnished with leather upholstery, soft-touch materials, dual-zone climate control, and power adjustments for the seat.
• Front seat passengers will not have any issues finding a position that works, but they may be surprised with the low seating position. Those sitting in the back will like the amount of headroom on offer, but legroom can vary depending on where the front seats are set.
• Compared to standard UX and its small cargo area, the UX 250h’s space is even smaller. It measures 17.1 cubic feet, about 4.6 cubic feet smaller than the UX 200. This decrease in space is due to the battery pack which sits underneath the cargo floor.
• Infotainment duties are provided by Lexus Enform with Remote Touch. On the plus side, Lexus has finally added Android Auto compatibility, alongside Apple CarPlay. On the negative side is the Remote Touch touchpad which is imprecise and difficult to make fine selections. I can only hope that a new touchscreen system is around the corner.
• Under the NX 250h’s hood is Lexus Hybrid Synergy Drive which comprises of a 2.0L Atkinson-Cycle gas engine and electric motor to produce a total output of 181 horsepower. Unlike other UXs, the 250h comes standard with all-wheel drive via an electric motor on the second axle.
• Performance characteristics are similar to the NX 300h; does very decently around town with the added thrust of the two electric motors, but falters in terms of highway driving and passing.
• Fuel economy is pretty impressive for this vehicle - 41 City/38 Highway/39 Combined on the EPA cycle. My average for the week landed around just over 39.
• Handling is pretty impressive with little body roll and steering having some nice heft when turning. The suspension tries its best to smooth over bumps, but the standard run-flat tires do mean some will make their way inside.
• The UX 250h is an intriguing option in the subcompact luxury crossover class. The fuel economy figures and handling characteristics help it stand apart from other models. But the small cargo area and infotainment system are major negatives. 

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

Year: 2020
Make: Lexus
Model: NX
Trim: 300h
Engine: 2.5L DOHC 16-valve Dual VVT-i Four-Cylinder, Electric Motors on Front and Rear Axles
Driveline: CVT, All-Wheel Drive
Horsepower @ RPM: 154 @ 5,700 (gas engine); 141 (electric motor on front axle); 67 (electric motor on rear axle); 194 (combined)
Torque @ RPM: 152 @ 4,400
Fuel Economy: City/Highway/Combined - 33/30/31
Curb Weight: 4,180 lbs
Location of Manufacture: Tahara, Aichi, Japan
Base Price: $39,070
As Tested Price: $50,555.00 (Includes $1,025.00 Destination Charge)

Options:
Premium Package - $3,270.00
Navigation/Mark Levinson 14-Speaker System - $2,920.00
Triple-Beam LED Headlights - $1,515.00
Panoramic Back-up View Monitor - $800.00
Premium Paint - $595.00
Power Back Door with Kick Sensor - $550.00
Intuitive Park Assist with Auto Braking - $535.00
Leather Heated Steering Wheel - $150.00
Auto-Dimming Rear View Mirror - $125.00

Year: 2020
Make: Lexus
Model: UX
Trim: 250h
Engine: 2.0L 16-Valve DOHC, VVT-i Four-Cylinder, Electric Motors on Front and Rear Axles
Driveline: CVT, All-Wheel Drive
Horsepower @ RPM: 181 (combined)
Torque @ RPM: N/A
Fuel Economy: City/Highway/Combined - 41/38/39
Curb Weight: 3,605 lbs
Location of Manufacture: Miyawaka, Fukuoka, Japan
Base Price: $39,550
As Tested Price: $43,625 (Includes $1,025.00 Destination Charge)

Options:
Triple-Beam LED Headlights with Auto-Leveling - $1,660.00
Parking Assist, with Rear Cross-Traffic Alert - $565.00
Head-Up Display - $500.00
Heated Steering Wheel - $150.00
Windshield Deicer - $100.00
Wireless Charger - $75.00

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6 hours ago, David said:

@William Maley Great review, thank you.

Question for you, comfort of the Palisade Seats for long road trips. Any positive or negatives about the front and back seats?

I think both the front and second-row seats will provide enough comfort for a long drive.

• Walking around the Venue, you become surprised at how small this crossover is. It comes in at 13 feet long and just under 6 feet wide, making it slightly smaller than the Accent sedan.
• The design is very chunky and boxy, which helps with maximizing interior space. The front has some interesting design traits such as a similar grille seen on larger Hyundai crossovers and a split headlight arrangement.
• With a large glass area and tall roof, the Venue feels very open and spacious. Finding a comfortable position upfront is no problem and the seats provide a good balance of comfort and support. The rear legroom is a bit tight for any over six-feet.
• Cargo space is on the small end with 18.7 cubic feet with the rear seats up and 31.9 with them folded. The Nissan Kicks as a comparison offers 25.3 and 53.1 cubic feet of space respectively.
• The interior design is quite pleasant with contrasting plastics used on the dash and door panels. I also like how all models get an eight-inch touchscreen with Apple CarPlay and Android Auto as standard.
• Power for the Venue is a 1.6-liter four-cylinder with 121 horsepower and 113 pounds-feet of torque. The base SE has a six-speed manual as standard*, while a CVT is optional. My SEL tester only comes with the CVT. Power goes to the front wheels only.
• If most of your driving takes place in an urban area, then the Venue is a perfect partner. It responds quickly off the line and can keep with the flow of traffic. The small size and quick steering make it a breeze to nip around and fit into tight parking spots.
• The highway is a different story as it takes the engine a bit of time to get up to speed. I should note that isn’t exclusive to the Venue as all cars on the subcompact class experience this issue.
• Fuel economy is rated at 30 City/34 Highway/32 Combined. My average landed around 30.2 mpg in a 60/40 mix of rural and city driving.
• Having a short wheelbase usually means a pretty choppy ride. But the Venue’s suspension does a surprising job of minimizing the impacts.
• For the money, the Venue is surprisingly well equipped. All models come with automatic headlights, automatic emergency braking, lane departure warning, and an eight-inch touchscreen. The SEL is the sweet spot adding 15-inch alloys, automatic climate control, and a six-speaker audio system. It also allows you to order the Convenience package that adds blind-spot monitoring, rear cross-traffic alert, and a sunroof.
• The Venue is perfect for someone who is looking for a new car and lives in an urban environment. The small size, nimble nature, and list of equipment make it a strong contender in the growing subcompact crossover class. But if you need more cargo space or planning on driving on the highway more than the city, save up a little bit more money and move up to a Kona.

(*Author’s Note: Hyundai dropped the six-speed manual for the 2021 model year.)

Palisade Limited

• The Palisade is certainly a looker. Take the front end. There is a unique grille shape with a massive chrome surround, flanked by a split headlight arrangement. The Limited adds more a bit more chrome along with the windows and a set of 20-inch multi-spoke wheels. I think the abundance of chrome is a bit much.
• The interior could make some people at sister brand Genesis a bit envious. My Limited tester featured a suede headliner with openings for the dual glass roof panels; quilted door panels, and aluminum trim used throughout.
• Technology is another strong point to the Palisade. Similar to the Hyundai Sonata I drove earlier, the Palisade Limited comes with a reconfigurable 12.3-inch gauge display and a 10.2-inch infotainment system. Both are vibrant and easy to read even in direct sunlight. Hyundai's infotainment system still leads the way in being easy to use.
• Space is plentiful for front and second-row passengers. Third-row passengers get short-changed on legroom and seat padding. Limited and SEL come with seating for seven, while the base SE seats up to eight.
• Cargo space is in the mid-pack with 18 cubic feet with all seats up, 45.8 with the third-row folded, and 84 with all seats folded.
• The Palisade comes with a 3.8L V6 producing 291 horsepower and 269 pound-feet of torque. An eight-speed is teamed with either front-wheel or all-wheel drive. My tester had the latter.
• I never felt that I was looking for more power from the V6. Whether I leaving from a stop or needing to make a pass, the V6 and eight-speed automatic delivered a smooth and steady stream of power.
• Fuel economy is average for three-row crossovers. EPA says the Palisade AWD will return 19 City/24 Highway/21 Combined. I saw 22 in my week-long test.
• Ride quality could rival some luxury sedans as various road imperfections seem to be ironed out. Road and wind noise is almost non-existent.
• To be clear, the Palisade isn't trying to be any sort of sporty crossover. But I was surprised at how well it minimizes body roll when on a winding road.
• Considering Hyundai's past attempts at a large three-row crossover, the Palisade is a clear winner. The interior is class-leading, it offers a pleasant ride, performance is smooth, and the trademark value proposition is here. The Limited seen here comes in at just under $48,000 with destination. What may set some away is the Palisade's styling, which I'll admit I did like for the most part.

Disclaimer: Hyundai Provided the Venue and Palisade; Insurance, and One Tank of Gas

Year: 2020
Make: Hyundai
Model: Venue
Trim: SEL
Engine: 1.6L DPI Four-Cylinder
Driveline: Front-Wheel Drive, CVT
Horsepower @ RPM: 121 @ 6,300
Torque @ RPM:  113 @ 4,500
Fuel Economy: City/Highway/Combined - 30/34/32
Curb Weight: 2,732 lbs
Location of Manufacture: Ulsan, South Korea
Base Price: $19,250
As Tested Price: $23,405 (Includes $1,120.00 Destination Charge)

Options:
Premium Package - $1,750.00
Convenience Package - $1,150.00
Carpeted Floor Mats - $135.00

Year: 2020
Make: Hyundai
Model: Palisade
Trim: Limited AWD
Engine: 3.8L GDI D-CVVT 24-Valve V6
Driveline: Eight-Speed Automatic, All-Wheel Drive
Horsepower @ RPM: 291 @ 6,000
Torque @ RPM: 262 @ 5,200
Fuel Economy: City/Highway/Combined - 19/24/21
Curb Weight: 4,387 lbs
Location of Manufacture: Ulsan, South Korea
Base Price: $46,625
As Tested Price: $47,905 (Includes $1,120.00 Destination Charge)

Options:
Carpeted Floor Mats - $160.00

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Mazda and the Rotary Engine has been a "will they or will they not" since production of the RX-8 ended many moons ago. Recently, the Japanese automaker announced the engine would make a return as a range extender for the new MX-30 electric crossover. Those plans have been put on the back burner.

"We are still considering using the rotary engine as a range extender, but the timing of its introduction is undecided," said Mazda spokesperson Masahiro Sakata to Automotive News.

But the Japanese media tells a different story. AN says Japanese newspapers Nikkei and Nikkan Jidosha Shimbun report the rotary engine plans have been canned because it would require a larger battery, which in turn, increases the price. However, another Japanese outlet, Response says those reports are mistaken.

Currently, the MX-30 is on sale in Japan and Europe as an electric only. Mazda will be offering the MX-30 for California later this fall. 

Many reviewers in Europe say the biggest weak point of the MX-30 is the range - currently rated at 124 miles on the very optimistic WLTP test cycle. Numbers for the U.S. aren't out, but we wouldn't be surprised if its under 100 miles. Using the rotary engine as a generator (see Chevrolet Volt) would have increased the range.

We do know Mazda has 10 hybrids and three electric vehicles in the pipeline between 2022 to 2025. Whether or not they will be using a rotary engine is unclear.

Source: Automotive News (Subscription Required), Autoblog

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5 minutes ago, David said:

@William Maley While I get that these are truly off road machines, based on your reviews above and the pictures, one could think this is a send off of these models and your note about the Land Cruiser would seem to imply that with a new one coming.

Question: Do you feel these are meant as a send off of that generation of ICE SUV as Toyota moves to Hybrid and BEV?

Honestly, that's TBD. We don't know when the next 4Runner is due, and I think Land Cruiser will stay as ICE due to its off-road nature.

4Runner Venture Edition

• Not much has changed outside since we last checked out the 4Runner in 2016. It still has a blocky and chunky look that helps it stand apart from other SUVs. This Venture model adds several goodies such as TRD wheels, blacked-out trim pieces, and a Yakima roof rack; perfect if you decide to go adventuring.
• Inside, Toyota has made a massive update to the infotainment system. A larger eight-inch touchscreen running an updated version of Toyota’s Entune system is standard. This change makes it so much easier to operate the system either parked on while on the move. It doesn’t hurt that this system also brings forth Apple CarPlay and Android Auto.
• Aside from this, the interior hasn’t changed. There is plenty of space for those sitting in the front or back, and controls are well marked.
• Power comes from the old, but reliable 4.0L V6 with 270 horsepower and 278 pound-feet of torque. This is paired with a five-speed automatic transmission. The base SR5 can be equipped rear-wheel or four-wheel drive, while other trims only come with four-wheel drive.
• The 4Runner’s performance is adequate. Around town, the V6 can get up to speed quickly and smoothly. But it struggles when trying to get up to higher speeds. Adding an extra gear would allow for more flexibility in terms of performance. It would also help fuel economy as I saw 15.4 mpg for the week. EPA figures are 16 City/19 Highway/17 Combined. My average for the week landed at 15.4 mpg.
• The 4Runner’s roots of being an old-school SUV show up prominently when driving on pavement. It has noticeable body roll-around turns and the ride quality is rough.
• One area that I sadly did not get to test was the off-road capability. With such features as Multi-Terrain Select and Crawl Control, this helps make the 4Runner very capable off-road.
• The 4Runner should be considered by someone who wants to venture off-road. For those who are planning to commute or go on family trips while on pavement, Toyota has other models that should be considered first.

Land Cruiser Heritage Edition

• The Heritage Edition adds some nice touches to the Land Cruiser’s exterior such as 18-inch BBS wheels with a bronze finish, black accents for the front grille, and vintage-style “Land Cruiser” badges on the rear pillars.
• The Heritage Edition does lose the entry steps found on the standard model, making it somewhat difficult to get in and out.
• The interior looks somewhat boring in terms of the design, but Toyota nails the materials. Wood trim, supple leather, and soft-touch materials make this a very pleasant place to be in. 
• Despite having one of the larger screens in Toyota’s utility lineup, the Land Cruiser’s infotainment system leaves a lot to be desired. Using an older version of Entune, it feels sluggish and the graphics look somewhat dull. No Apple CarPlay or Android Auto to be found here as well.
• Anyone sitting in the front or second-row will have no complaints about space or comfort. No third-row is available on the Heritage Edition which helps boost cargo space from 41.3 cubic feet (with the third-row folded) to 53.5.
• Under the hood is a 5.7L V8 engine producing 381 horsepower and 401 pound-feet of torque. This is paired with an eight-speed automatic and a full-time four-wheel drive system. 
• Performance from this engine is impressive considering the Land Cruiser’s curb weight of almost 6,000 lbs. It will move away from a stop much faster than you first think. The only place where the engine seems to run out of steam is on the highway.
• The eight-speed automatic does an excellent job of providing smooth and quick shifts. I do wish it wasn’t giddy with trying to shift into top gear quickly.
• Fuel economy isn’t great with EPA figures of 13 City/17 Highway/14 Combined. I only got 13 mpg during my week.
• I was surprised at how well the Land Cruiser drove on pavement. It felt stable and provided a ride that made even some of the roughest roads feel smooth.
• There is a fair amount of body roll when cornering, but that is to be expected considering the size and intended purpose of this vehicle.
• I am bummed that I didn’t get the chance to take the Land Cruiser off-road during my week. But from reading other reviews, very few vehicles can match what is on offer.
• How to sum up the Land Cruiser Heritage Edition? This is a vehicle that will not impress most due to the poor fuel economy and aging infotainment system. But for a small group who are wanting something that can take them anywhere and back, and do it in comfort, the Land Cruiser is the right vehicle.

(Addendum: As I post this review a few months late, I have some news on the Land Cruiser. Earlier this month, Toyota unveiled the next-generation model with a new twin-turbo V6 replacing the V8. The outside doesn't look that much different from the current model, but the interior has underwent some major changes. It is unclear whether or not we'll see this model arrive in the U.S. The best chance we possibly have is next-generation LX. Stay tuned. -WM)

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

Year: 2020
Make: Toyota
Model: 4Runner
Trim: Venture
Engine: 4.0L DOHC 24-Valve V6
Driveline: Five-Speed Automatic, Four-Wheel Drive
Horsepower @ RPM: 270 @ 5,600
Torque @ RPM: 278 @ 4,400
Fuel Economy: City/Highway/Combined - 16/19/17
Curb Weight: N/A
Location of Manufacture: Tahara, Aichi, Japan
Base Price: $44,285
As Tested Price: $48,877 (Includes $1,120.00 Destination Charge and $730.00 Keep It Wild discount)

Options:
Kinentic Dynamic Suspension Suspension System (KDSS) - $1,750.00
TRD Pro Exhaust - $799.00
Power Tilt/Slide Moonroof - $730.00
Running Boards - $345.00
Cargo Floor Mats & Cargo Mat - $269.00
Door Edge Guard - $79.00

Year: 2020
Make: Toyota
Model: Land Cruiser
Trim: Heritage Edition
Engine: 5.7L DOHC 32-Valve VVT-i V8
Driveline: Eight-Speed Automatic, Four-Wheel Drive
Horsepower @ RPM: 381 @ 5,600
Torque @ RPM: 401 @ 3,600
Fuel Economy: City/Highway/Combined - 13/17/14
Curb Weight: 5,715 lbs
Location of Manufacture: Toyota, Aichi, Japan
Base Price: $87,645
As Tested Price: $89,239 (Includes $1,295.00 Destination Charge)

Options:
Glass Breakage Sensor - $299.00

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Have you ever wondered what it would be to add all-wheel drive to a Prius? What about adding slightly more sport to a Corolla hatchback? Wonder no more as I can tell you some thoughts on the 2020 Toyota Prius AWD-e and Corolla XSE hatchback.

Prius XLE AWD-e

• The Prius AWD-e powertrain is mostly the same as you'll find in the standard model - a 1.8L inline-four paired with an electric motor to provide an output of 121 horsepower. But, the e-AWD adds a second electric motor producing 7 horsepower and 40 pound-feet onto the rear axle. This provides extra traction and helps with initial acceleration (up to 6 mph).
• The other change deals with the battery as Toyota swaps the lithium-ion pack for a nickel-metal hydride. Toyota says the nickel-metal hydride chemistry has better resilience in extremely cold temperatures.
• Does the addition of a second electric motor make the Prius any faster? Not at all. It feels the same as the standard Prius; fine in stop-go driving, but struggling during hard acceleration such as merging onto a freeway.
• The AWD system is very unobtrusive, you don’t notice come on when one of the front wheels loses traction. There is an important caveat to note; this system only operates up to 43 mph. This is likely due to Toyota wanting to keep somewhat high fuel economy figures.
• As for fuel economy, the EPA rates the Prius AWD-e at 52 City/48 Highway/50 Combined - the lowest of any Prius model. My average for the week was a slightly disappointing 47 mpg.
• Handling characteristics are the same as the standard Prius. It's slightly fun to drive on winding roads with minimal body roll, but the steering is lackluster. Ride comfort is excellent with most bumps being ironed out.
• The AWD option does make the Prius a more appealing option for those living in the snow belt who still want excellent fuel economy.

Corolla XSE Hatchback

• Toyota wants to make it clear the XSE is the sporting version of the Corolla Hatchback and it shows on the exterior. There is a distinct rear wing, 18-inch wheels with black inserts, and a body kit that makes the hatchback stand out from the plain-jane SE.
• Power comes from the same 2.0L inline-four found in the SE, producing 169 horsepower. In my tester, I had the standard six-speed manual. The CVT is an option.
• I was hoping for a slight improvement in overall performance with the manual, but it’s similar to the CVT. The engine feels more suited around town where it can get up to speed pretty quick. But it does show some signs of struggling when trying to reach higher speeds.
• The manual transmission is a mixed bag. The throws are a bit too long for any sort of enthusiastic driving and it is slightly difficult to slot into the next gear due to the vague feeling gate. But, the clutch is very easy to modulate.
• Despite having a sportier tune for the suspension, I couldn't tell any difference in the handling between this and the SE hatchback I drove in 2020. Both feel agile and composed when driven on a curvy stretch of pavement. I will say the SE does a better job of minimizing impacts from bumps and potholes with smaller wheels.
• The only reasons I see picking the XSE over the SE is for the more aggressive looks and additional standard equipment (dual-zone climate control, 7-inch screen in the instrument cluster, and power-adjustable driver seat). Otherwise, the SE offers the same driving dynamics, manual transmission, and a slightly better ride for less money.

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

Year: 2020
Make: Toyota
Model: Prius AWD-e
Trim: XLE
Engine: 1.8L DOHC 16-Valve VVT-i Four-Cylinder, AC Synchronous Motor
Driveline: ECVT, All Wheel Drive
Horsepower @ RPM: 96 @ 5,200 (Gas): 71 @ 0 (Electric Motor 1): 7 @ 0 (Electric Motor 2): 121 (Combined)
Torque @ RPM: 105 @ 3,600 (Gas): 
Fuel Economy: City/Highway/Combined - 52/48/50
Curb Weight: 3,220 lbs
Location of Manufacture: 
Base Price: $28,375
As Tested Price: $31,757 (Includes $995.00 Destination Charge)

Options:
Advanced Technology Package - $800.00

Year: 2020
Make: Toyota
Model: Corolla Hatchback
Trim: XSE
Engine: 2.0 DOHC 15-Valve D-4S with Dual VVT-i Four-Cylinder
Driveline: Six-Speed Manual, Front-Wheel Drive
Horsepower @ RPM: 168 @ 6,600
Torque @ RPM: 151 @ 4,800
Fuel Economy: City/Highway/Combined - 28/37/31
Curb Weight: 3,060 lbs
Location of Manufacture: Aichi, Japan
Base Price: $23,240
As Tested Price: $26,450 (Includes $955.00 Destination Charge)

Options:
Black Roof, Spoiler, and Side Mirrors - $500.00
Adaptive Headlights - $415.00
Rear Window Spoiler - $375.00
Carpet Mat Package - $249.00
Door Sill Protectors - $165.00
Black Emblem Overlays - $129.00
Mudguards - $129.00
Door Edge Guard - $125.00
Rear Bumper Protector - $89.00
TRD Air Filter - $79.00

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Around this time last year, rental car companies found themselves selling off a fair amount of their inventory as the COVID-19 pandemic devastated the travel industry. With travel starting to bounce back, rental car companies now find themselves with a new problem - a shortage of vehicles to rent. Usually, they would turn to automakers and buy up a batch of new cars to shore up inventory. But the on-going semiconductor shortage has automakers cutting back on production, and causing rental companies to look at used cars.

“You would never go into auction to buy routine sedans and SUVs. These are special circumstances. There is a shortage of cars,” said Maryann Keller, an independent consultant.

Bloomberg reports that rental car companies do buy a small amount of used cars in the event of an sudden rise in demand, but not to fully outfit their fleet.

New car production has been hampered since last year as plants were shut down to stop the spread of the COVID-19 virus. Production was starting to climb back up later in the year only to be hampered again by another crisis, the lack of semiconductors and chips needed for various systems. In their first-quarter earnings call, Ford reported production was down 17 percent and could fall as much as 50 percent in the second quarter. Other automakers are making similar statements.

“Our fleet acquisition team is working hard to secure additional vehicles -- both new and low-mileage used vehicles -- through all channels to meet the ongoing increase in demand.Overall, though, both new and used car inventory remain low. Our teams will continue to do everything we can to help customers with their transportation needs,” Enterprise spokeswoman Lisa Martini said via email.

There is a silver lining for rental car companies as they'll be able to charge higher rates as many people begin to take vacations after spending a lot of time at home. For example, the average rate at Avis increased 3 percent in the fourth quarter, to $59.43 a day according to Hamzah Mazari, an analyst with Jefferies & Co. He expects that number to rise to $60.00 when Avis reports their first quarter results.

Source: Bloomberg (Subscription Required)

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For your consideration: Two unlikely sport sedans.

The Toyota Camry TRD and Lexus ES 350 F-Sport may not seem like credible sport sedans at first glance. They may seem like tarted-up sedans in terms of looks, but nothing else. However, after spending a week in each one, I can say both are the real deal.

Camry TRD

• This Camry is in your face about its sporting potential. It comes with a front splitter, side skirts, a distinct rear spoiler, and 19-inch TRD wheels with a matte black finish. I found it to be a bit much and wished Toyota offered a package that got you the goodies for the suspension and exhaust system while keeping the looks of a standard Camry. A sleeper of sorts.
• TRD models come with small touches inside such as red seatbelts, red stitching on the seats and dash; leather-wrapped steering wheel, and TRD floor mats. Otherwise, it is your standard Camry interior.
• Power comes from a 3.5L V6 with 301 horsepower and 267 pound-feet of torque. Yes, that's the same output as the Camry XLE V6 I drove earlier. But what TRD has done is added a new exhaust system that provides a nice growl. I'll admit I was surprised when I blipped the throttle at a stoplight and heard what came out.
• This is an engine you have to work slightly to get into its sweet spot of power - around the mid-range on the rpm band. But once you do, the engine delivers a smooth punch of power.
• I do wish the six-speed automatic wouldn't try to go into the highest gear ASAP to maximize fuel economy.
• Where TRD worked their magic is with the suspension. The car is lower than a standard Camry, along with being stiffer thanks to thicker underbody braces, stabilizer bars, and shocks. On a winding road, the Camry TRD feels much more athletic than the standard Camry with minimal body and a set of summer tires providing excellent grip.
• The only downside is the steering which needs a bit more weight.
• Ride quality is a bit more firm than a standard Camry, but the suspension does a decent job of minimizing the bumps and impacts.
• To top it all off, Toyota has priced the Camry TRD at a surprising point. With the two-tone paint on my tester, it comes at $32,920 - making this the cheapest way to get a V6 in a Camry. The added bonus is that the TRD is also the most fun you can have in Camry.

ES 350 F-Sport

• Lexus takes a more sedate approach with the ES F-Sport with a mesh grille insert, new wheels, and a small lip spoiler. I think if they went overboard with the sporty touches, it would ruin the elegance of the standard ES design.
• I will say the grey on my tester makes the F-Sport kind of look somewhat bland. Going with either the blue or red helps it stand out.
• Under the hood is the same 3.5L V6 found in other ES 350s, producing 301 hp and 267 lb-ft. The behavior is similar to what I found in the Camry, needing to work it before a smooth rush of power comes on.
• The transmission doesn't have the same programming as the Camry's with trying to maximize fuel economy. It is ready to downshift at a moment's notice.
• I've praised the standard ES for making a real leap forward in handling as there is less body motion on windy roads when compared to the previous model. The F-Sport takes that a step further with a revised suspension and optional adaptive dampers - which my car had. Slip the drive mode into Sport+ and ES transforms into something that you can pilot with confidence on a twisty stretch of road. The dampers firm up to make body roll non-existent, and the steering feels more weighty when turning.
• When you decide to stop having fun and turn the drive knob to either normal or comfort, the F-Sport transforms a standard ES with a smooth and quiet ride.
• The price? Base is $44,635 and this fully-loaded tester comes in at $53,950 with destination. A bit hard to swallow when you consider that the Avalon TRD offers similar performance for slightly less money. But not everyone wants a sedan that screams "look at me", and thats where the ES 350 F-Sport shines. It may be sporty, but it keeps quiet about its intentions.

Disclaimer: Toyota and Lexus Provided the vehicles, Insurance, and One Tank of Gas

Year: 2020
Make: Toyota
Model: Camry
Trim: TRD
Engine: 3.5L DOHC 24-Valve VVT-iW V6
Driveline: Eight-Speed Automatic, Front-Wheel Drive
Horsepower @ RPM: 301 @ 6,600
Torque @ RPM: 267 @ 4,700
Fuel Economy: City/Highway/Combined - 22/31/25
Curb Weight: 3,572 lbs
Location of Manufacture: Georgetown, KY
Base Price: $31,040
As Tested Price: $32,920 (Includes $995.00 Destination Charge)

Options:
Two-Tone Midnight Black Metallic Roof and Rear Spoiler - $500.00
Special Color - $425.00
 

Year: 2020
Make: Lexus
Model: ES 350
Trim: F-Sport
Engine: 3.5 DOHC 24-Valve VVT-iW V6
Driveline: Eight-Speed Automatic, Front-Wheel Drive
Horsepower @ RPM: 302 @ 6,600
Torque @ RPM: 267 @ 4,700
Fuel Economy: City/Highway/Combined - 22/31/25
Curb Weight: 3,649 lbs
Location of Manufacture: Georgetown, KY
Base Price: $44,635
As Tested Price: $53,950 (Includes $1,025.00 Destination Charge)

Options:
Navigation/Mark Levinson Audio Package - $2,900.00
Triple Beam LED Headlights - $1,515.00
Blind Spot Monitor w/Rear Cross Traffic Alert and Intuitive Parking Assist w/Auto Braking - $1,065.00
Adaptive Variable Suspension - $750.00
Hands-Free Power Open/Close Trunk - $550.00
10.2-inch Head-Up Display - $500.00
Illuminated Door Sill - $400.00
Power Rear Sunshade - $210.00
F Sport Heated Leather Steering Wheel with Windshield Wiper Deicer and Fast Response Interior Heater - $180.00
Door Edge Guard - $145.00
Wireless Charger - $75.00

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There are some cars I will not turn down the opportunity to spend time with again. A prime example is the Mazda MX-5 Miata, a car that brings a smile to my face. This past fall, I had a chance to spend some time in a soft-top version and to figure out whether I would have this or the RF.

• What has changed since our last visit with Miata? Only a few things such as the addition of Mazda's i-Activsense suite of active safety features (automatic emergency braking, blind-spot monitoring, and lane-departure warning) as standard; and Apple CarPlay and Android Auto for the Club and Grand Touring models.
• I find myself drawn more to the standard Miata than RF because it looks a bit neater. The hardtop makes the Miata look somewhat bulky. 
• The 17-inch wheels finished in dark silver help set the car off.
• The addition of Apple CarPlay and Android Auto makes using the MazdaConnect infotainment system a bit more bearable to use. I found myself using CarPlay more due to its easier interface layout and brighter graphics.
• Power comes from a 2.0L Skyactiv-G inline-four with 181 horsepower and 151 pound-feet of torque. This is paired with a six-speed manual, while an automatic is optional.
• As I noted in my review of the RF, the new 2.0 makes a dramatic difference to the Miata's performance. Leaving a stop, the engine freely revs and delivers a smooth rush of power. I think this version is slightly faster than the RF, mostly due to it not having the foldable hardtop.
• The six-speed manual is still one of the sweetest transmissions I have used. It feels smooth and precise when running through the gears.
• Handling is still one of the Miata's strong points as it eagerly changes direction and shows little body roll. Steering is sharp and provides the right amount of weight when driven hard.
• Ride quality is slightly better than the RF I drove last year due to the Grand Touring not having as stiff as a suspension setup. Yes, you will still feel several bumps and imperfections. But not at the rate as you'll experience in the Club.
• The Miata is one of those few cars I find myself still being impressed with every time I get the chance to drive one. It offers a level of driving fun that very few models can match, along with a price tag that won’t break the bank. If you were to ask which Miata I would choose, it would be the soft top.

Disclaimer: Mazda Provided the MX-5 Miata, Insurance, and One Tank of Gas

Year: 2020
Make: Mazda
Model: MX-5 Miata
Trim: Grand Touring
Engine: 2.0L Skyactiv-G DOHC Four-Cylinder
Driveline: Six-Speed Manual, Rear-Wheel Drive
Horsepower @ RPM: 181 @ 7,000
Torque @ RPM: 151 @ 4,000
Fuel Economy: City/Highway/Combined - 26/34/29
Curb Weight: 2,341 lbs
Location of Manufacture: Hiroshima, Japan
Base Price: $31,670
As Tested Price: $32,790 (Includes $920.00 Destination Charge)

Options:
Grey Cloth Roof - $200.00

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It is surprising to think it has been over six years since Hyundai first showed the Santa Cruz pickup concept at the Detroit Auto Show. But today, Hyundai has unveiled the production version. The automaker isn't calling this a truck, instead using the term "Sport Adventure Vehicle". To us, it's a truck.

We need to start with a bit of a reality check. The Santa Cruz is not a direct competitor to the likes of Chevrolet Colorado, Honda Ridgeline, or Toyota Tacoma in terms of measurements. Compared to those models, the Santa Cruz is around 10 to 17 inches shorter in length. Overall height is around 3 to 4 inches shorter. The bed measures 4.3 feet, which is about foot shorter than the Ranger. There is also an in-bed trunk like the Ridgeline.

The model is based on the recently redesigned Tucson crossover, which explains why it shares the front end styling - complete with headlights in the massive grille. That also means it shares the same engines as the Tucson. Here's the lineup,

• 2.5L four-cylinder:  estimated 190+ horsepower and 180+ lb.-ft. of torque
• Turbocharged 2.5L four-cylinder: estimated 275+ horsepower and 310+ lb.-ft. of torque

The N/A 2.5 comes with an eight-speed automatic, while the turbo makes do with an eight-speed dual-clutch. Front-wheel drive is standard, while HTRAC all-wheel drive is optional.

The interior looks very modern and comes with an eight-inch touchscreen in the center stack. Optional features include a 10-inch touchscreen and TFT instrument display. 

Hyundai is keeping mum on pricing until the Santa Cruz launches sometime this summer.

BTW: If you're wondering why the Santa Cruz took so long to reach production, I recommend this piece from Autoblog which delves into this.

Source: Hyundai

Hyundai Unveils Segment-Shattering Santa Cruz Sport Adventure Vehicle

• Highly-anticipated Santa Cruz Sport Adventure Vehicle Shatters Both SUV and Truck Segments, Creating an Entirely New Vehicle Category
• Multi-utility, Secure Open Bed Provides Diverse Gear-Carrying Flexibility
• Powerful and Efficient 2.5L Turbo Powertrain with HTRAC® AWD Capability Available
• Cutting-edge Connectivity, Convenience and Active Safety Features
• Compact Footprint Provides Superior Maneuverability in an Open-bed Configuration
• Proudly Built at Hyundai Motor Manufacturing Alabama (HMMA) in Montgomery

FOUNTAIN VALLEY, Calif., Apr. 15, 2021 – Hyundai today unveiled its highly anticipated Santa Cruz Sport Adventure Vehicle. The 2022 Santa Cruz breaks new ground within the SUV, Truck and Crossover segments by offering a true Sport Adventure Vehicle unlike anything else in the U.S. market. Santa Cruz boasts bold yet sophisticated design, powerful and efficient powertrain options, a flexible open bed for gear, cutting-edge connectivity and a highly maneuverable all-wheel drive platform that is equally at home in urban and adventure-focused environments. The Santa Cruz Sport Adventure Vehicle begins production in Montgomery, Alabama in June and will be available for sale in summer. The addition of Santa Cruz to HMMA production will add an estimated 1,200 jobs to the U.S. economy. Hyundai is also creating an early reservation system for the U.S.-market Santa Cruz in late April at https://www.hyundaiusa.com/.

“Santa Cruz, with its bold styling, breaks open all new segment territory, both for Hyundai and the industry as a whole. Open-bed flexibility coupled with closed-cabin security meets the changing everyday needs of its adventure-oriented buyers, while powerful and efficient engines and superb maneuverability ensure it is a pleasure to drive in urban or off-road environments. Our customers will wonder just how they managed before owning one,” said Jose Munoz, president and CEO, Hyundai Motor North America.

Why Santa Cruz?
Santa Cruz was developed to be the ultimate Sport Adventure Vehicle, a moniker confirmed in Hyundai’s early consumer research. The research found consumers, often living in urban environments, whose lifestyles include the need to escape to weekend adventures of all kinds. Many of these customers carry various gear and equipment that is better suited to an open bed rather than a typical SUV bodystyle. These buyers want versatile transportation that is equally flexible for urban, adventure, occupational or even home improvement gear. Santa Cruz features a secure, open bed area which includes a lockable tonneau cover, hidden bed storage and versatile bed extension accessories. At the same time, these customers still value the secure utility of a compact SUV, with its comfort, passenger space, fuel efficiency and parking ease. Santa Cruz, with its unique, bold design, created an entirely new segment that meets these specific buyer needs like no vehicle before it.

Everything about Santa Cruz reflects a duality of purpose in its design execution. This all-new category-bending vehicle holds a variety of imagery in balanced juxtaposition:

• Urban life connectivity with escape to outdoor adventure
• Work and play flexibility
• Tough yet alluring demeanor
• Roominess with maneuverability
• Open cargo area and secured, lockable storage
• Towing capability and fuel efficiency

The forward view of Santa Cruz deploys a hidden lighting signature that becomes visible within the grille only when illuminated. The daytime running lamps (DRLs) present a parametric jewel design with high-tech precision detailing. A bold, cascading grille anchors the front view, supported by a skid plate element in the lower front fascia. Voluminous hood and fenders further communicate an imposing first impression.

In profile, Santa Cruz signals a sporty yet capable spirit. The A- and C-pillars present faster forward and rearward rakes than typical open-bed utility vehicles. Large 20-inch alloy wheels with a multi-faceted, triangular design are surrounded by armor-like wheel arches, conveying both wheel-articulation potential and off-road capability. Powerful body side volumes contrast with precise triangular sheer-edged surfaces and tight radius character lines.

From the rear, a horizontal “T” lighting signature adds visual width and distinguishes Santa Cruz from anything on the road. The functional rear open bed area features secure, lockable in-bed storage, integrated corner bumper steps and a lockable tonneau cover, seamlessly integrated with the overall design. The rear tail lamps are embossed with: “Designed in California” as a testament to the passion of Hyundai’s California-based design team. Small, discrete design details such as this can be found throughout the exterior and interior.

Interior Design
The interior of the Santa Cruz expresses a sophisticated and refined appearance. The contrasting rugged yet refined motif matches the boldness of the exterior, boasting a technical ambience that appeals to those who appreciate cutting-edge technologies in their daily lives. It features an enveloping dual-cockpit design that encapsulates each passenger. Design teams focused on ease of ingress and egress and ergonomic comfort on long drives. The premium center stack display features an edgeless infotainment screen appearance, with an impressive 10 inches of visibility. The optional center digital cluster display also measures 10 inches. Under the rear seats is convenient, in-cabin storage. Completing the premium ambience is an available Bose® audio system.

Powerful and Efficient Powertrains
Santa Cruz offers two powerful, flexible and efficient powertrains. The standard powertrain is a 2.5L direct-injected in-line four-cylinder engine with an estimated 190+ horsepower and 180+ lb.-ft. of torque. This engine couples to an eight-speed hydraulic automatic transmission for quick acceleration and superb efficiency. Santa Cruz also offers a 2.5L direct-injected turbocharged engine with an estimated 275+ horsepower and 310+ lb.-ft. of torque linked to an eight-speed dual-clutch automatic transmission (DCT). This DCT includes steering-wheel-mounted paddle shifters for manual shifting control by the driver.

Eight-Speed Automatic Transmission
The eight-speed transmission for the standard 2.5-liter engine provides quick and crisp shifts for an engaging and efficient driving experience. This automatic transmission adds ratio range at both the top and bottom of output speeds allowing for extra thrust off-the-line and a quieter, more fuel-efficient trip on the interstate. A multi-disc and individually controlled hydraulic channel torque converter improves responsiveness by expanding the direct connection band, while a downsized oil pump and double ball bearings minimize frictional losses.

Advanced HTRAC® AWD and Towing Capability
Both 2.5L four-cylinder and 2.5L four-cylinder turbo models offer HTRAC® all-wheel drive capability for complete confidence when pursuing adventures of all kinds or for that extra peace of mind when driving in an unexpected snowfall. The HTRAC AWD system was developed as a multi-mode system, providing an electronic, variable-torque-split clutch with active torque control between the front and rear axles. The Sport setting gives a more agile feel by sending more torque to the rear wheels, for a sporty, dynamic experience. This system has a wide range of torque distribution variability, tuned for conditions such as straight-line acceleration, medium- and high-speed cornering, and hill starts. For those customers who like to tow their weekend gear with them, the 2.5L 4-cylinder is rated at 3,500 lbs. for towing and the 2.5L Turbo AWD model boasts a generous 5,000 lbs. of towing capability.

Compact Dimensions Yield Superb Maneuverability
Santa Cruz makes efficient use of its compact dimensions by offering high utility with excellent maneuverability. Its shorter wheelbase and smaller overall footprint make it a joy to maneuver and park in challenging urban parking, with an exceptional curb-to-curb turning radius of only 20.0 feet.

Responsive and Refined Chassis Tuning
Santa Cruz was developed with a focus on enhanced driving dynamics and responsive performance for a wide variety of urban and off-road, multi-surface driving conditions. The shorter wheelbase, short overhangs and wide track create a planted stance that results in exceptional agility in urban environments. These specifications also provide confident agility when traversing off-road terrain. Available 20-inch alloy wheels with wide, all-season, all-terrain tires give surefooted, agile handling character on a variety of road surfaces. Available 18-inch wheels with more voluminous tire sidewalls for off-road adventures are also available.

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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

If you're worried that the polarizing ideas from the exterior make their way inside, don't. The interior is surprisingly sedate with clean lines and a simple design. Hyundai should be commended for using a lot of soft-touch plastics and leather on various surfaces. It makes the Sonata look and feel more premium than its price tag may suggest.

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.

Tech Galore!

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.

Power Selection

Hyundai offers two engines for the regular Sonata; a naturally aspirated 2.5L four-cylinder or a turbocharged 1.6L four. A more potent turbocharged 2.5L four-cylinder is available on the upcoming Sonata N Line. My tester featured the turbo 1.6 which produces 180 horsepower and 195 pound-feet of torque. That puts it in line with some of the base engines found in the Honda Accord and Toyota Camry.

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

View full article

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

14 hours ago, David said:

 

@William Maley Any mention of charging for colors like Tesla and Rivian is doing as well as Ford?

I just hate this color charge the OEMs are moving to with only 1 or 2 colors included in the price.

Not for awhile. My guess is we'll find out either late fall or early next year as to that.

Hyundai is planning on 23 electric vehicles for the global market between now and 2025. A key part of that is the Ioniq sub-brand which the brand previewed last year. The first model of this new brand was introduced this morning in South Korea.

The Ioniq 5 is a compact 'crossover' that looks nearly identical to the 45 concept shown two years ago. Details such as edgy hatchback shape with creases along the doors, square headlights, flush door handles, and a set of 20-inch aero wheels are sure to draw a lot comment. Dimension-wise, the Ioniq 5 occupies an interesting space.

• Length: 182.5 inches (about two inches longer than the Elantra)
• Width: 74.4 inches (over an inch wider than the Tucson)
• Height: 63.2 inches (almost two inches taller than a Kona)
• Wheelbase: 188.1 inches (just under four inches longer than the Palisade)

Inside, the Ioniq 5 takes a minimalist approach with not much bright work and long panel running from the driver towards the middle of the dash that houses two 12-inch screens (acting as instrument cluster and infotainment). The front seats fully recline and feature a leg rest to relax while the 5 charges up. There is also a moveable center console to allow for more space under the dash.

Under the Ioniq 5's body is the first implementation of Hyundai's Electric-Global Modular Platform (E-GMP). This platform can house either a 58-kWh or 77.4-kWh battery pack. The latter is exclusive for North America as other Global markets make do a 72.6-kWh pack. Two motor configurations are available.; a single one mounted on the rear axle providing 18 horsepower and 258 pound-feet of torque, or a dual-motor setup to produce 302 horsepower and 446 pound-feet of torque.

With the smaller battery and single motor, Hyundai claims a 7.1 second run to 60 mph. Opt for the dual motor layout and larger battery and 0-60 mph time drops to 5.2 seconds.

Hyundai is only giving the range for the single motor and large battery setup at the moment which stands at 298 miles. Do note that is for the WLTP test cycle. We expect the EPA rating to be lower, between 200 to 250 being our guess on this version.

Hyundai is planning on launching the Ioniq 5 in select markets later this year, with North America following sometime after - likely 2022.

Source: Hyundai

Hyundai IONIQ 5 Redefines Electric Mobility Lifestyle

• IONIQ 5 all-electric, midsize CUV debuted today in a virtual world premiere event
• Design explores new experiences only possible with dedicated BEV platform
• …Evokes the daring attitude of Hyundai Pony, the company’s first production car, highlighting 45-year journey of Hyundai design and looking ahead to the future
  • …Exterior achieves unique proportions on a 3,000-mm wheelbase emphasizing EV specific typology
  • .…Interior raises bar of comfort and usability with flat floor and Universal Island
• Reflects commitment to sustainability by utilizing eco-friendly materials and nature-inspired colors in many touchpoints
• Delivers powerful performance and ultra-fast 400 V and 800 V multi-charging
• Provides Vehicle-to-Load (V2L) function, which can turn the vehicle into a charger on wheels

SEOUL, February 22, 2021 — Hyundai Motor Company today launched the IONIQ 5 midsize CUV during a virtual world premiere event. As the first model in Hyundai’s new IONIQ brand dedicated to battery electric vehicles (BEV), IONIQ 5 sets the benchmark to redefine the electric mobility lifestyle with sustainable and innovative features.

IONIQ 5 is built upon Hyundai Motor Group’s dedicated BEV architecture called Electric-Global Modular Platform (E-GMP), enabling it to have unique proportions on an elongated wheelbase. With E-GMP, IONIQ 5 offers innovative interior design with eco-friendly materials in many touchpoints, strong performance mated with ultra-fast charging and a Vehicle-to-Load (V2L) function as well as advanced connectivity and driver assistance features that will offer the ultimate in-car experience while ensuring safety.

“IONIQ 5 will accommodate lifestyles without limits, proactively caring for customers’ needs throughout their journey,” said Thomas Schemera, Executive Vice President and Global Chief Marketing Officer. “It is truly the first electric vehicle to provide a new experience with its innovative use of interior space and advanced technologies.”

Heralding a new era for EV design

IONIQ 5’s progressive design represents a departure from past norms, exploring a new design freedom offered by a dedicated BEV platform. By evoking the daring attitude of Hyundai Pony, the company’s first production car, IONIQ 5 highlights Hyundai’s 45-year journey to become a part of customer’s lifestyles, creating a common thread from past to present and future. This is the redefinition of timeless design, a theme that will expand as the IONIQ lineup grows.

IONIQ 5’s unique exterior design is characterized by the Pony-inspired profile over a 3,000-mm wheelbase. This extended wheelbase requires a more sophisticated approach to translate this new proportion into a contemporary EV typology.

The front of the car is equipped with Hyundai’s first clamshell hood that minimizes panel gaps for optimal aerodynamics. The front bumper is defined by an eye-catching V-shape incorporating distinctive daytime running lights (DRLs) that provide an unmistakable light signature unique to IONIQ 5. These small pixel-like clusters also appear at the rear of the vehicle.

On the sides, auto flush door handles provide clean surface styling and enhanced aerodynamic efficiency. The front and rear forms of the vehicle merge together at its doors, offering another example of Hyundai’s ‘Parametric Dynamics’ design first seen on the all-new Tucson. The strong C-pillar shape, inspired by Hyundai’s ‘45’ EV concept, gives IONIQ 5 a commanding presence clearly identifiable from a distance.

Aero-optimized wheels further echo the Parametric Pixel design theme and are offered in a super-sized 20-inch diameter, the largest rims ever fitted to a Hyundai EV. These complete IONIQ 5’s perfected proportions, optimized for Hyundai’s E-GMP.

“A new mobility experience for the next generation—this was the mission from the first day we began this project, to look ahead towards the horizon, but stay fundamentally Hyundai,” said SangYup Lee, Senior Vice President and Head of Hyundai Global Design Center. “IONIQ 5 is the new definition of timeless, providing a common thread linking our past to the present and future.”

The ‘Living Space’ theme runs throughout the interior, most notably embodied by the Universal Island, a moveable center console that can slide back as much as 140 mm. Universal Island, along with the flat floor where the batteries are stored, allows more freedom of movement inside the vehicle.

IONIQ 5 is also equipped with electronically adjustable front seats. The seats recline to the optimum angle, offering a weightless feeling for the occupant. Hyundai reduced the thickness of the front seats by 30 percent, providing more space for those seated in the second row.

Many of its interior touchpoints — seats, headliner, door trim, floor and armrest — use eco-friendly, sustainably sourced materials, such as recycled PET bottles, plant-based (bio PET) yarns and natural wool yarns, eco-processed leather with plant-based extracts, and bio paint with plant extracts.

Customers can choose from nine exterior colors[1], including five nature-inspired hues exclusive to IONIQ 5. The interior has three color options[2].

A range of power electric systems to suit every customer

IONIQ 5 is available with a range of power electric (PE) configurations to fit the mobility needs of every customer, with no compromises on performance. Customers can select from two battery pack options, either 58 kWh or 72.6 kWh[3], and two electric motor layouts, either with a rear motor only or with both front and rear motors. All PE variations provide outstanding range and deliver a top speed of 185 km/h.

At the top of the electric motor lineup is an all-wheel drive (AWD) option paired with the 72.6-kWh battery, producing a combined power output of 225-kWh and 605 Nm of torque. This PE configuration can go from 0 km/h to 100 km/h in 5.2 seconds.

When equipped with two-wheel drive (2WD) and 72.6-kWh battery, IONIQ 5’s maximum driving range on a single charge will be around 470~480 km[4], according to the Worldwide Harmonized Light Vehicle Test Procedure (WLTP) standard.

Ultra-fast battery charging along with innovative Vehicle-to-Load (V2L) function

IONIQ 5’s E-GMP can support both 400-V and 800-V charging infrastructures. The platform offers 800-V charging capability as standard, along with 400-V charging, without the need for additional components or adapters. The multi-charging system is a world’s first patented technology that operates the motor and inverter to boost 400 V to 800 V for stable charging compatibility.

With a 350-kW charger, IONIQ 5 can charge from 10 percent to 80 percent in just 18 minutes. IONIQ 5 users only need to charge the vehicle for five minutes to get 100 km of range, according to WLTP.

IONIQ 5 also provides an innovative V2L function, which allows customers to freely use or charge any electric devices, such as electric bicycles, scooters or camping equipment, serving as a charger on wheels.

The V2L function can supply up to 3.6 kW of power. The V2L port is located under the second-row seats, and it can be activated when a vehicle is on. Another V2L port is located at the charging port on the vehicle exterior. Using a converter, customers can charge high-power electric equipment. The outside port provides power even when the vehicle is turned off.

Innovative connectivity and driver assistance for safety and convenience[5]

IONIQ 5 seamlessly integrates advanced technologies for an enhanced digital user experience. The wide, configurable, dual cockpit features a 12-inch, full-touch infotainment screen and hoodless 12- inch digital gauge cluster that can be customized to meet customers’ needs.

For the first time in Hyundai, IONIQ 5 features an Augmented Reality Head-Up Display (AR HUD), essentially turning the windshield into a display screen.

IONIQ 5 is also equipped with the next level of Hyundai SmartSense, advanced driver assistance system, ensuring the highest levels of safety and convenience on the road. IONIQ 5 is the first Hyundai model to offer Highway Driving Assist 2 (HDA 2). Other driving assistance systems include Forward Collision-Avoidance Assist (FCA), Blind-Spot Collision-Avoidance Assist (BCA), Intelligent Speed Limit Assist (ISLA), Driver Attention Warning (DAW), High Beam Assist (HBA), and more.

IONIQ 5 will be available in selected regions starting in the first half of 2021.

View full article

10 hours ago, balthazar said:

Topically : it was just announced that Daimler’s not going to sell the EQE in the US.

I think you mean the EQC, the electric crossover. I was considering writing up that story, but the JLR story I felt was more pressing. 

I don't know why this model was canned for the U.S. for the time being, sales not doing so well in other parts?

Jaguar Land Rover hasn't been doing very well for the past few years. Numerous issues such as poor sales in China, demand for diesel powered vehicles dropping, and the pandemic have put the automaker in a difficult place. This morning in the United Kingdom, Jaguar Land Rover CEO Thierry Bolloré announced plans to make Jaguar an electric only brand by 2025; Land Rover to launch six electric models; and to become a net-zero-carbon business by 2039.

"We are harnessing those ingredients today to reimagine the business, the two brands and the customer experience of tomorrow. The Reimagine strategy allows us to enhance and celebrate that uniqueness like never before. Together, we can design an even more sustainable and positive impact on the world around us," Bolloré said in a statement.

Jaguar

Out of the two brands, Jaguar is hurting the most. Sales have dropped like a rock due to people stepping away from sedans and diesel powertrains. Bolloré's plan has the brand moving to an all-electric lineup by 2025. Not many details were released or talked about during the press conference this morning. What we do know is,

• Future models will utilize a new modular electric platform, known as the Electric Modular Architecture (EMA).
• The planned XJ replacement, rumored to go electric has been canceled.
  • Likely reason for the cancelation is the platform that was going to be used for this model likely didn't scale to other models.
  • Jaguar did say the XJ name could appear again on a future model.
• Automotive News (Subscription Required) reports that Jaguar will also move away from SUV-styled vehicles, likely meaning the end of the E and F-Pace.

Land Rover

Land Rover isn't going to dive in quickly as Jaguar into EVs. The plan is to continue offering a mix of powertrains, but with a heavy focus on electrification. Six all-electric models are planned to be launched by 2030, with the first model coming out in 2024. No word on what that model would be, but our guess is possibly a Range Rover EV. Land Rover will use Electric Modular Architecture for EVs, alongside the Modular Longitudinal Architecture (MLA) for hybrids. The goal is to have 60 percent of Land Rover sales be for electrics by 2030.

Other Details

Jaguar Land Rover said that it would keep all three of its U.K. plans open, but the Castle Bromwich plant(home to Jaguar XE, XF, and F-Type production) has a unclear future.

“First we will continue production of our existing nameplates built there to the end of their lifecycle. Then we will explore opportunities to refurbish the plant, which could benefit from the consolidation of businesses scattered across the Midlands,” said Bolloré.

Jaguar Land Rover is also planning on moving their executive team and other major management positions to a centralized location in Gaydon, and work more closely with their parent company, Tata Group.

Source: Jaguar Land Rover

Jaguar Land Rover reimagines the future of modern luxury by design

• New global strategy – Reimagine – announced for the British company under the leadership of Chief Executive Officer, Thierry Bolloré
• A sustainability-rich reimagination of modern luxury, unique customer experiences, and positive societal impact
• Start of journey to become a net zero carbon business by 2039
• Reimagination of Jaguar as an all-electric luxury brand from 2025 to ‘realise its unique potential’
• In the next five years, Land Rover will welcome six pure electric variants as it continues to be the world leader of luxury SUVs
• All Jaguar and Land Rover nameplates to be available in pure electric form by end of the decade; first all-electric Land Rover model in 2024
• Clean-hydrogen fuel-cell power being developed in preparation for future demand
• Streamlined structure to deliver greater agility and promote an efficiency of focus
• Global manufacturing and assembly footprint to be retained, rightsized, repurposed and reorganised
• Collaborations and knowledge-sharing with industry leaders, in particular from within the wider Tata Group will allow the company to explore potential synergies on clean energy, connected services, data and software development leadership
• On a path towards double-digit EBIT margin and positive cash flow, with an ambition to achieve positive cash net-of-debt by 2025 with a value creation approach delivering quality and profit-over-volume

Gaydon, UK - Monday 15th February 2021:

A vision of modern luxury by design
Jaguar Land Rover will reimagine the future of modern luxury by design through its two distinct, British brands.

Set against a canvas of true sustainability, Jaguar Land Rover will become a more agile creator of the world’s most desirable luxury vehicles and services for the most discerning of customers. A strategy that is designed to create a new benchmark in environmental, societal and community impact for a luxury business.

“Jaguar Land Rover is unique in the global automotive industry. Designers of peerless models, an unrivalled understanding of the future luxury needs of its customers, emotionally rich brand equity, a spirit of Britishness and unrivalled access to leading global players in technology and sustainability within the wider Tata Group.

“We are harnessing those ingredients today to reimagine the business, the two brands and the customer experience of tomorrow. The Reimagine strategy allows us to enhance and celebrate that uniqueness like never before. Together, we can design an even more sustainable and positive impact on the world around us,” said Mr Bolloré.

Two distinct modern luxury brands with sustainability at the centre
At the heart of its Reimagine plan will be the electrification of both Land Rover and Jaguar brands on separate architectures with two clear, unique personalities.

In a Land Rover, vehicle and driver are united by adventure. By breaking new ground, confronting new challenges and not being content with the expected, Land Rover truly helps people to go ‘Above and Beyond’. In the next five years, Land Rover will welcome six pure electric variants as it continues to be the world leader of luxury SUVs through its three families of Range Rover, Discovery and Defender. The first all-electric variant will arrive in 2024.

By the middle of the decade, Jaguar will have undergone a renaissance to emerge as a pure electric luxury brand with a dramatically beautiful new portfolio of emotionally engaging designs and pioneering next-generation technologies. Jaguar will exist to make life extraordinary by creating dramatically beautiful automotive experiences that leave its customers feeling unique and rewarded. Although the nameplate may be retained, the planned Jaguar XJ replacement will not form part of the line-up, as the brand looks to realise its unique potential.

Jaguar and Land Rover will offer pure electric power, nameplate by nameplate, by 2030. By this time, in addition to 100% of Jaguar sales, it is anticipated that around 60% of Land Rovers sold will be equipped with zero tailpipe powertrains.

Jaguar Land Rover’s aim is to achieve net zero carbon emissions across its supply chain, products and operations by 2039. As part of this ambition, the company is also preparing for the expected adoption of clean fuel-cell power in line with a maturing of the hydrogen economy. Development is already underway with prototypes arriving on UK roads within the next 12 months as part of the long-term investment programme.

Sustainability that delivers a new benchmark in environmental and societal impact for the luxury sector is fundamental to the success of Reimagine. A new centralised team will be empowered to build on and accelerate pioneering innovations in materiality, engineering, manufacturing, services and circular economy investments. 

Annual commitments of circa £2.5bn will include investments in electrification technologies and the development of connected services to enhance the journey and experiences of customers, alongside data-centric technologies that will further improve their ownership ecosystem.

Proven services like the flexible PIVOTAL subscription model (which has grown 750% during the fiscal year), born out of Jaguar Land Rover’s incubator and investor arm, InMotion, will now be rolled out to other markets following a successful launch in the UK.

Quality and efficiency
Reimagine will see Jaguar Land Rover establish new benchmark standards in quality and efficiency for the luxury sector by rightsizing, repurposing and reorganising.

Central to that journey, and in order to establish different personalities for the two brands, is the new architecture strategy. 

Land Rover will use the forthcoming flex Modular Longitudinal Architecture (MLA). It will deliver electrified internal combustion engines (ICE) and full electric variants as the company evolves its product line-up in the future. In addition, Land Rover will also use pure electric biased Electric Modular Architecture (EMA) which will also support advanced electrified ICE.

Future Jaguar models will be built exclusively on a pure electric architecture.

Reimagine is designed to deliver simplification too. By consolidating the number of platforms and models being produced per plant, the company will be able to establish new benchmark standards in efficient scale and quality for the luxury sector. Such an approach will help rationalise sourcing and accelerate investments in local circular economy supply chains.

From a core manufacturing perspective that means Jaguar Land Rover will retain its plant and assembly facilities in the home UK market and around the world. As well as being the manufacturer of the MLA architecture, Solihull, West Midlands will also be the home to the future advanced Jaguar pure electric platform. 

Key partners including Trade Unions, retailers and those in the supply chain will continue to play a vital part of the extended new Jaguar Land Rover ecosystem and its journey towards reimagining the future of modern luxury.

ReFocus to a more agile operation
As evidenced with the latest financial results, Jaguar Land Rover has a strong foundation on which to build a sustainable and resilient business for its customers and their communities, partners, employees, shareholders and the environment.

Driving this transformation is the recently launched Refocus programme, by consolidating existing initiatives like Charge+ with new cross-functional activities.

Reimagine will see Jaguar Land Rover right-size, repurpose and reorganise into a more agile operation. The creation of a flatter structure is designed to empower employees to create and deliver at speed and with clear purpose.

To accelerate this efficiency of focus, the company will substantially reduce and rationalise its non-manufacturing infrastructure in the UK. Gaydon will become the symbol of this effort – the ‘reactor’ of the business - with the Executive Team and other management functions moving into the one location to aid frictionless cooperation and agile decision-making.  

Leapfrog to leadership with Tata Group
In order to realise its vision of modern luxury mobility with confidence, the company will curate closer collaboration and knowledge-sharing with Tata Group companies to enhance sustainability and reduce emissions as well as sharing best practice in next-generation technology, data and software development leadership. Jaguar Land Rover has been a wholly-owned subsidiary of Tata Motors, in which Tata Sons is the largest shareholder, since 2008.

“We have so many ingredients from within. It is a unique opportunity,” said Mr Bolloré. “Others have to rely solely on external partnerships and compromise, but we have frictionless access that will allow us to lean forward with confidence and at speed.”

Bringing all these ingredients together, Jaguar Land Rover is on a path towards double-digit EBIT margins and positive cash flow, with an ambition to achieve positive cash net-of-debt by 2025. 

Ultimately, Jaguar Land Rover aims to be one of the most profitable luxury manufacturers in the world.

Mr N Chandrasekaran, Chairman of Tata Sons, Tata Motors and Jaguar Land Rover Automotive plc commented: “The Reimagine strategy takes Jaguar Land Rover on a significant path of acceleration in harmony with the vision and sustainability priorities of the wider Tata Group. Together, we will help Jaguar realise its potential, reinforce Land Rover’s timeless appeal and collectively become a symbol of a truly responsible business for its customers, society and the planet.”

Mr Bolloré concluded: “As a human-centred company, we can, and will, move much faster and with clear purpose of not just reimagining modern luxury but defining it for two distinct brands. Brands that present emotionally unique designs, pieces of art if you like, but all with connected technologies and responsible materials that collectively set new standards in ownership. We are reimagining a new modern luxury by design.”

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10 hours ago, ocnblu said:

Excuse me, must we insinuate every good thread in C&G now with EV garbage?  I thought this was a thread about Cadillac *checks again*

Sir, this is an Arby's.

Also, would you calm down with the

*checks notes*

Electric Garbage.

After months of rumors and spy photos, Cadillac finally spilled the beans on their new high-performance CT4 and CT5 Blackwing. These new models are planned to give German rivals a bruising when they start arriving at dealers later this summer. Here is what we know.

CT4 Blackwing

The smaller of the two Blackwing models starts with a twin-turbo 3.6L V6 engine with 472 horsepower and 445 pound-feet of torque. To achieve this power, Cadillac upgraded the various internals with titanium connecting rods and a revised crankshaft. Power is routed to the rear-wheels by either a six-speed manual or ten-speed automatic. Performance figures are impressive with a 0-60 mph time of 3.8 seconds (automatic transmission) and a top speed of 189 mph.

In terms of handling, the CT4 Blackwing features an electronic limited-slip rear differential and latest version of Magnetic Ride Control 4.0 - Cadillac claims the latter is the quickest-reacting suspension in the world. A set of Michelin Pilot Sport 4S tires keep the vehicle glued to the road, while optional optional carbon ceramic brakes bring it to a quick stop.

Visually, the CT4 Blackwing uses a new grille with larger openings to gobble up more air; functional fender vents, front splitter, and a rear spoiler. A carbon fiber package that claims to reduce aerodynamic lift by 214 percent is an option.

CT5 Blackwing

For those who want something a bit more mad can direct their attention to the CT5 Blackwing. Under its hood lies a massaged 6.2L supercharged V8 engine with 668 horsepower and 659 pound-feet of torque. Again, power is routed to the rear-wheels via a six-speed manual or ten-speed automatic. 0-60 mph takes 3.7 seconds (automatic transmission) and can cruise towards 200-plus mph. 

What does this massaged V8 engine have? For starters. there's a larger supercharger (1.7-liters), aluminum cylinder heads, titanium intake valves, and improved airflow. 

Like the CT4, the CT5 Blackwing gets Magnetic Ride Control 4.0 and electronic limited-slip rear differential. A set of forged 19-inch wheels exclusive to the Blackwing come wrapped in a set of Michelin Pilot Sport 4S tires. 

Outside, a new grille with larger openings to allow for more air, front splitter, and rear spoiler are the key changes to note. A carbon fiber package is optional.

How Much?

The CT4 Blackwing will set you back $59,990, and the larger CT5 Blackwing will cost $84,990. Both prices include a $995 destination charge. You can head down to your nearest Cadillac dealer to place a pre-order for either model right now.

Source: Cadillac

V-Series Blackwing: Ultimate Track Capability, Zero Compromise

• The 2022 Cadillac CT4-V Blackwing and CT5-V Blackwing, two of the most powerful Cadillacs ever, raise the bar on performance

The 2022 Cadillac CT5-V Blackwing and CT4-V Blackwing represent the pinnacle of Cadillac performance and craftsmanship, leveraging championship-winning racing heritage to create the most track-capable Cadillacs ever, while continuing to set new standards for luxury and comfort.

Leveraging a Cadillac racing history that began in 1949 and has seen sustained success over the last two decades, the V-Series Blackwing models were developed with driver engagement and performance at the top of mind.

“V-Series Blackwing stands for the very highest level of execution from Cadillac and offers a distinctly American vision of performance: incredible power and luxurious craftsmanship, with absolutely zero compromise,” said Brandon Vivian, executive chief engineer, Cadillac. “We looked to our championship-winning racing heritage and brought an uncompromising eye for detail to create two cars that elevate the V-Series experience.”

V-Series Blackwing vehicles build on the already excellent performance dynamics of the CT5-V and CT4-V to create the top tier of the Cadillac sedan lineup.

Highlights include:

• Evolutions of the track-ready Cadillac 6.2L Supercharged V8 in the CT5-V Blackwing and 3.6L Twin-Turbo V6 in the CT4-V Blackwing
• Upgraded TREMEC six-speed manual transmission standard
• Available 10-speed automatic transmission
• Electronic Limited Slip Rear Differential enhanced to reduce mass and improve on-track reliability
• Advanced suspension refinements providing greater body control and a more agile feel
• Magnetic Ride Control 4.0, the world’s fastest reacting suspension technology, sharpening the balance between daily-driving comfort and high-performance track capability
• Unique structural enhancements improving steering response and handling on the track
• Cadillac’s largest ever factory-installed brakes, available on the CT5-V Blackwing
• Extensive validation including 12-hour and 24-hour track testing
• Customizable integrated digital gauge cluster with Custom Launch Control and Performance Traction Management settings

Liberating performance
The CT5-V Blackwing uses an upgraded 6.2L supercharged V8 that, thanks to a higher flow air-intake and revised exhaust system, is rated at 668 horsepower (498 kW) and 659 lb-ft of torque (893 Nm), making it the most powerful production Cadillac ever. Each engine is hand-built at GM’s Bowling Green Assembly facility in Kentucky and features a signed engine builder’s plate.

The CT4-V Blackwing sports an evolution of the Cadillac 3.6L Twin-Turbo V6 that features revised control system software and an improved air intake system to create 472 horsepower (352 kW) and 445 lb-ft of torque (603 Nm). The turbos’ low-inertia (titanium-aluminide) turbine wheels enable more precise and responsive application of torque throughout the rev range.

Highlighted features and output:

• CT5-V Blackwing: 6.2L Supercharged V8 - 668 hp, 659 lb-ft of torque
  • GM-estimated top track speed: over 200 mph
  • GM-estimated 0-60 mph: 3.7 seconds (automatic transmission)
  • Most powerful Cadillac ever
  • Air intake airflow is improved by 46 percent vs. the CTS-V
  • Compact, high-output 1.7L four-lobe Eaton supercharger with small-diameter rotors that enable boost to be generated earlier in the rpm band for instantaneous response
  • Rotocast A356T6 aluminum cylinder heads are stronger and handle heat better than conventional aluminum-alloy heads
  • Lightweight titanium intake valves
  • Track-capable wet-sump oiling and vent system with external oil separator and drainback
• CT4-V Blackwing: 3.6L Twin-Turbo V6 - 472 hp, 445 lb-ft of torque
  • GM-estimated top speed: 189 mph
  • GM-estimated 0-60 mph: 3.8 seconds (automatic transmission)
  • Most powerful and fastest Cadillac in the subcompact class
  • Air intake restriction is improved by 39 percent vs. the ATS-V
  • Turbocharger compressors matched for peak efficiency at peak power for optimal track performance
  • Titanium connecting rods (manual transmission only) and revised crankshaft counterweights reduce main/rod bearing reciprocating loads
  • Re-targeted piston oil squirters, which direct engine oil at the bottoms of the pistons, for improved temperature control
  • The manifold-integrated water-to-air charge cooling system contributes to more immediate torque response
  • Airflow routing volume is reduced by 60 percent when compared to a conventional design that features a remotely mounted heat exchanger

Track-capable braking systems
Both V-Series Blackwing models feature advanced high-performance braking systems that have been extensively track and road-tested. The exclusive V-Series Blackwing wheel designs enable an even larger rotor over the previous CTS-V, making the CT5-V Blackwing braking system the largest factory-installed brakes in Cadillac history. Additionally, an available carbon-ceramic brake package for the CT5-V Blackwing, featuring cross-drilled rotors, deliver several benefits including weight savings, durability and heat management.

Highlighted features:

• CT4-V Blackwing: 14.96 x 1.34-inch (380 X 34 mm) front rotors and 13.4 x 1.1-inch (340.5 x 28 mm) rear rotors
• CT5-V Blackwing: 15.67 x 1.42-inch (398 X 36 mm) front rotors and 14.7 x 1.1-inch (373.5 x 28 mm) rear rotors
• Staggered Brembo® six-piston front calipers and four-piston rear calipers
• Available on the CT5-V Blackwing, the lightweight carbon-ceramic brake package significantly improves heat management, as well as greater resistance to wear under extreme conditions on the racetrack, while also reducing unsprung mass and rotating mass:
  • 53-pound (24 kg) reduction in unsprung weight
  • 62-pound (28 kg) reduction in rotating mass
• High-performance copper-free brake linings comply with California law and deliver superior fade resistance with an excellent pedal feel on and off the track
• Brake systems are integrated to each vehicles’ selectable drive modes, including brake pedal feel. Brake pedal feel can also be assigned within My-Mode and V-Mode

Manual transmission is standard
Rare for sport sedans today, a six-speed TREMEC manual transmission is standard on both vehicles. It has been optimized for each V-Series Blackwing vehicle to provide an engaging experience on the track or on the road. Details include:

• LuK twin-disc clutch for high torque capacity and great pedal feel
• Active Rev Matching accessible via a console mounted toggle switch to automatically adjust engine speed to match anticipated downshifts
• No-Lift Shift allowing the driver to shift gears without letting off the gas pedal. In the case of the CT4-V Blackwing, it allows the turbos to remain spooled, resulting in faster lap times
• Transmission and rear differential cooling – the manual and automatic transmissions use the same track-performance cooling system for greater track performance
• Clutch and brake pedals positioned for optimal driver ergonomics
• A physical barrier stop for the clutch pedal rather than a hydraulic master cylinder stop provides greater driver feedback during clutch operation
• A shorter shifter ratio than previous generations for more precise shifts

Ten-speed automatic transmission
The CT5-V Blackwing and CT4-V Blackwing are available with a 10-speed electronically controlled automatic transmission. It is tuned to complement the dual-personality experience of each respective model.

Highlighted features:

• Tap Shift/Manual Mode allowing the driver to use integrated magnesium paddle shifters to select a gear and hold it until selecting the next gear, up or down
• Sport Mode providing real-time interpretation of driving conditions, adjusting the transmission to reduce shift busyness and improve performance, while retaining aggressive driving dynamics
• Twenty-four-hour track testing resulted in several improvements in response to the demands of a high-g track environment, including a unique oil pan design and priority valve changes
• Unique control systems with performance calibrations tailored for each model
• Ten forward gears offer the most available transmission speeds in each sedans’ respective segments, helping keep the engines within their optimal rpm bands, while also anticipating the next shifts
• Dynamic Performance Mode is calibrated specifically for V-Series Blackwing to deliver track focused shift patterns and automatically activates when high-g forces are experienced in Sport or Track mode
• An auxiliary pump primes the automatic transmission system from the time the vehicle door is opened for improved cold-shift performance.

Both V-Series Blackwing models also feature an enhanced Electronic Limited Slip Rear Differential. It weighs less and has been optimized for each driving mode and each Performance Traction Management setting.

Highlighted features:

• More control of the rear differential compared to traditional open and mechanical limited-slip differentials
• Enhances road grip by automatically allocating torque to the rear wheel with the most traction during hard cornering — with the capability of sending up to 1,475 lb-ft (2,000 Nm) of locking torque across the axle
• High-performance differential cooler
• An aluminum housing replacing the previous generation cast iron housing, reducing mass by more than 22 pounds (10 kg)
• Exclusive integrated heat exchanger for enhanced cooling

Advanced suspension systems and strengthened chassis
V-Series Blackwing combines the fourth generation of Magnetic Ride Control (MR 4.0), with improvements to the front and rear suspension systems. Stiffer spring rates, unique hollow stabilizer bars, higher-rate bushings and more enable a driving experience that isolates the driver from road imperfections, while also providing a precise, engaging connection with the road.

MR 4.0 highlights:

• Immense performance envelope that gave Cadillac engineers the freedom to optimize everyday driving and aggressive track performance
• New accelerometers and an inertial measurement unit that transmit and process changes in road conditions four times faster than the previous generation system
• Secondary temperature maps that enable engineers to compensate for changes in damper fluid temperature for more consistent performance, even during performance driving
• Inertial measurement unit that provides more precise measurements of body motion relative to the wheel for more accurate readings under heavy braking, hard cornering and other driving conditions
• Improved magnetic flux control that creates a more consistent and accurate transition between rebound and compression
• Improvements to transient body control that allow the vehicle to remain more level while transitioning between corners

MacPherson strut front suspension:

• Ride link includes an all-new 100-percent elastomer bushing on the CT4-V Blackwing and a retuned hydro bushing on the CT5-V Blackwing, for improved ride response
• Handling link has cross-axis ball joints for improved lateral control and quicker steering response

Five-link independent rear suspension:

• Lateral link features stiffer bushings for faster response and increased cornering agility
• Toe link has cross-axis ball joints for increased stability and driver confidence
• Rear knuckles have increased stiffness for improved braking and better control during cornering
• Rear cradle mounts have been stiffened for optimum balance between road comfort and track performance

V-Series Blackwing models are built on Cadillac’s award-winning rear-wheel drive architecture and feature unique structural enhancements including shock tower braces, an underside shear plate and thicker rear cross members to improve chassis rigidity. Along with the unique suspension elements, the stiffer structure enhances steering response, handling and the everyday driving experience.

All-day performance, on and off the track
The CT5-V Blackwing and CT4-V Blackwing build on Cadillac’s racing heritage and were developed to be track-capable straight from the factory. That includes an intensive validation program to ensure consistent performance during the most challenging track conditions.

Validation for both models included:

• Twenty-four-hour continuous track testing with the available automatic transmission, available carbon fiber aero package, aluminum wheels and available carbon ceramic brake package
• Twelve-hour continuous track testing with the standard manual transmission, available carbon fiber aero package, aluminum wheels and available carbon ceramic brake package

Functional aerodynamics, including an available carbon fiber aero package, contribute to the V-Series Blackwing models’ track prowess to support a variety of cooling needs for the cars’ respective engines, transmissions, axles and other supporting systems.

Additionally, MICHELIN® Pilot Sport 4S tires developed exclusively for the V-Series Blackwing models contribute to their balance of track capability and road comfort. Highlights include:

• Unique, multiple-compound tread composition:
  • Contact patch composed of three unique tread rubber compounds
  • Racing “R compound” used for the majority of the tread
  • Compounds optimized for wet traction, enhanced street and track durability, as well as rolling resistance
• The mold shape of the tire has been specifically engineered for Blackwing models to optimize contact with the road
• Tire sizes:
  • CT5-V Blackwing tire size: 275/35ZR19 (front) and 305/30ZR19 (rear)
  • CT4-V Blackwing tire size: 255/35ZR18 (front) and 275/35ZR18 (rear)

Both V-Series Blackwing vehicles feature standard forged aluminum alloy wheels with staggered widths, front to rear. These forged wheels are stronger and lighter than conventional cast aluminum.

Wheel sizes:

• CT5-V Blackwing: Front – 19 x 10 inches / Rear – 19 x 11 inches
• CT4-V Blackwing: Front – 18 x 9 inches / Rear – 18 x 9.5 inches

Coming this summer
Reservations for both vehicles open on Feb. 1, 2021 at 7:30 p.m. ET on Cadillac.com, with deliveries later this summer. Pricing begins at $59,9901 for the CT4-V Blackwing and $84,9901 for the CT5-V Blackwing.

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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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Request from one of the Admins: Please knock it off with the political content on this thread.

Currently going through a number of reports on this thread dealing with politics.