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Road Test: 2021 Ford Mustang EcoBoost Premium

High-Performance Turbo Manual Transmission Fun

In April 2018 Ford announced all its sedans and coupes would be going away by 2020, except for one–the iconic Mustang. High-powered Mustang GT, Mach1 and Shelby GT500 versions are well-known, with the latter model pumping-out 760 pin-you-back-in-your-seat horsepower. Big horsepower gets the headlines and is as sexy as all get out, but what about getting into a Mustang that provides driving exhilaration while also not scaring the heck out of you? Look no further than the 2021 Mustang Coupe with the 2.3-liter EcoBoost.

2021 Ford Mustang EcoBoost Premium — **High-performance four-cylinder fun**

Respectable Power and Performance

Clean Fleet Report spent a week in the rear-wheel drive 2021 Ford Mustang EcoBoost Premium Fastback, powered by a high-performance turbocharged 2.3-liter I4 mated to a six-speed manual transmission with launch control and five selectable drive modes. Producing a fun 330 horsepower and 350 pound-feet of torque, the Mustang high-performance package and the six-speed manual is civil enough for around town driving. And yes, you can spin the tires!

The EPA has rated the EcoBoost 2.3L high-performance at 20 mpg city/27 highway/22 combined. In 240 miles driving around Southern California we averaged 23 mpg, but in a 100-mile run with the adaptive cruise control set at 65 mph, we averaged 31.2 mpg, exceeding the EPA figure. This fuel economy is encouraging, but it will take a wide open road with little traffic and lots of patience to equal it. If fuel economy is your primary focus and you can live without high performance, the standard turbocharged 2.3L puts out 310 horsepower and delivers 21/32/25 with its 10-speed automatic.

Being realistic, no one will be buying a high-performance Mustang for making bread and milk runs. This car begs to be driven with great elan, so real world driving will use more fuel. Fuel economy numbers reported by Clean Fleet Report are non-scientific and represent the reviewer’s driving experience using the dash gauge computer. Your numbers may differ.

Shifting Fun

Clean Fleet Report took delivery of a 2021 Ford Mustang Coupe and knew the week ahead was about to be fun. There are not many manual transmission cars anymore, and getting one with rear-wheel drive and 330 horsepower was a treat. The electric power-assisted rack-and-pinion steering delivered confident road feel, aided by the Pirelli PZero Corsa4 ZR rated 265/40 summer tires on 19-inch, luster nickel-painted aluminum wheels. ZR is a speed rating, which in this case means the tire can handle speeds surpassing 150 mph.

The grip was excellent, thanks in a big part to the independent rear suspension that delivered a controlled driving experience. The optional MagneRide damping system, part of the $1,995 Handling Package, kept the rear tires planted. MagneRide responds to road conditions 1,000 times per second for each damper or shock absorber. First introduced in 2002, versions of this suspension system are found on Camaro, Corvette, Cadillac, Acura, Audi, Land Rover, Ferrari, and Lamborghini models.

Stopping was by the four-wheel power disc brakes, which have a four channel anti-lock braking system with rear sway bars and electronic stability control.

The leather-trimmed gear shifter is perfectly positioned for arm angle and grip size, whether for slow or hard shifting. The clutch has a good feel and smooth engagement, but the shifts can be notchy at certain rpms and if not perfectly rev matched. This is not the smoothest manual we have driven, but it is still a blast going through the gears.

First gear is for getting off the line, but 2nd, 3rd and 4th are where things get interesting. When it is go-time, the turbocharged 2.3L came to life with a throaty note that would grumble and pop from the active valve performance exhaust system. This adaptive system, which amplifies the sound, has exhaust settings such as sport and track, making for a pleasant reminder you are driving a high-performance car. There is even a quiet setting when sneaking out at 5 a.m. to go to a car show. For even a racier sound, check-out what comes from the Mustang GT with the 5.0L V8 engine, which has 100 more horsepower.

Zero-to-60 mph times were right around 5.0 seconds, with linear acceleration and unnoticeable turbo lag. Pushback in the seat comes at 3,000 rpm, and stays consistent and stout through the 6,500-rpm red line. The optional 10-speed rev-matching automatic probably would pull even faster times (it also delivers slightly better fuel economy).

Old-Modern Interior

The 2021 Ford Mustang interior has a comfy, retro feel to it. Digital gauges are large and easy-to-read, with black backgrounds and white letters, and toggle switches are a throw-back to sports cars from the 1960s. Clean Fleet Report’s Mustang came with black leather-trimmed Recaro sport seats that were manually adjustable.

Accent stitching on the seats, console and heated, leather-wrapped steering wheel combine with carbon fiber on the dash for added custom detail. The Recaro seats were supportive and tight fitting, while the rear seats are best for those of a smaller stature. The trunk is surprisingly large, but when folding the split rear seat the Mustang is its most versatile, as the cargo area is exceptionally large. Two on a weekend trip will have no problem fitting all their gear.

The 12-speaker, including a trunk-mounted subwoofer, infotainment system includes navigation, Ford SYNC and SiriusXM/FM/CD/HDAM with MP3 playback capability. USB ports with iPod connectivity, Apple CarPlay, Android Auto, music streaming via Bluetooth wireless technology, and hands-free phone capability complete the system. All this is viewed through a 12-inch, high-resolution LCD touch screen. The Ford PassConnect includes 4G LTE WiFi.

The Classic Mustang Look

A long hood with a short trunk lid sums-up the classic Pony Car design made famous in the 1960s by the Mustang, Chevrolet Camaro and Dodge Challenger (and a few others who have disappeared from the scene). The 2021 Mustang coupe has the distinctive fastback design, and is done in a retro-modern style, harkening back to the 1965 Mustang. From the LED head and fog lights to the signature sequential turn-signal taillights, the 2021 Mustang is a good-looking car. The slight hood bulges have functional air intakes. For even more fun, our Mustang came in a very bright Grabber Yellow!

Convenience and Safety

The 2021 Ford Mustang has available convenience features such as illuminated sill plates and Mustang “pony” puddle lights, ambient interior lighting, autodim rear view mirror, rain-sensing windshield wipers, a tilt and telescoping steering column, hill start assist, power and heated exterior mirrors, power windows with one-touch up and down, keyless start and entry, passive entry system and a theft deterrent system.

Safety systems include dual front, seat-mounted side, driver knee, and full side curtain air bags. The Ford Co-Pilot360 is an advanced driver assist system (ADAS), which includes forward collision warning, lane keeping and driver alert warning, lane keep assist, blind spot with cross traffic alert, rear view camera, rear parking distance warning, pre-collision assist with emergency braking and pedestrian detection.

The 2021 Mustang has a 5-Star safety rating, the highest by the National Highway Traffic Safety Administration (NHTSA). The Insurance Institute for Highway safety, IIHS, has awarded the Mustang Good ratings for crash worthiness.

Pricing and Warranties

The 2021 Ford Mustang comes in 10 models, with the listed prices excluding options, but including the $1,195 destination and handling fee.

EcoBoost Fastback $28,400

Convenience and Safety — **The Recaros matched the car’s performance well**

EcoBoost Fastback Premium $33,420

EcoBoost Convertible $33,900

EcoBoost Convertible Premium $38,920

GT Fastback $37,480

GT Premium Fastback $41,480

GT Convertible Premium $46,980

Mach 1 $54,595

Mach 1 Premium $56,495

Shelby GT500 $74,095

Clean Fleet Report’s 2021 Ford Mustang EcoBoost Premium coupe had a base price of $32,175. With $13,150 in options and the $1,195 destination and delivery fee, the MSRP came to $46,520.

The 2021 Ford Mustang EcoBoost High Performance comes with these warranties:

Bumper-to-Bumper – Three years/36,000 miles

Powertrain – Five years/60,000 miles

Roadside Assistance – Five years/60,000 miles

Corrosion – Five years/Unlimited miles

Observations: 2021 Ford Mustang EcoBoost Premium High Performance Coupe

The 2021 Mustang EcoBoost High Performance is a fine-driving, riding and handling car. The power is fun to play with, and when mated to a six-speed manual, a blast to drive. The high tech suspension system, adjustable exhaust, summer tires and multiple drive modes are what make this a driver’s car.

The performance from the turbocharged high-performance four-cylinder was more than adequate for a sporty drive, whether on mountain curves or cruising leisurely your favorite highway or road. The 2.3L High Performance offers 20 more horsepower than the base EcoBoost engine (Ford dropped the V6 as the base engine in 2021), while not making it necessary to go for the Mustang 5.0L V8 for extra performance.

When visiting your Ford dealer, tell the rep you want to drive the Mustang EcoBoost High Performance. Then, for comparison take a spin in the Mustang GT or Mach 1. This way you will know which of the iconic Mustangs could be right for you.

Make sure to opt-in to the Clean Fleet Report newsletter (top right of page) to be notified of all new stories and vehicle reviews.

Story by John Faulkner. Photos by Lex Adams.

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Road Test: 2021 Chevrolet Corvette

Disclosure:

Clean Fleet Report is loaned free test vehicles from automakers to evaluate, typically for a week at a time. Our road tests are based on this one-week drive of a new vehicle. Because of this we don’t address issues such as long-term reliability or total cost of ownership. In addition, we are often invited to manufacturer events highlighting new vehicles or technology. As part of these events we may be offered free transportation, lodging or meals. We do our best to present our unvarnished evaluations of vehicles and news irrespective of these inducements.

Our focus is on vehicles that offer the best fuel economy in their class, which leads us to emphasize electric cars, plug-in hybrids, hybrids and diesels. We also feature those efficient gas-powered vehicles that are among the top mpg vehicles in their class. In addition, we aim to offer reviews and news on advanced technology and the alternative fuel vehicle market. We welcome any feedback from vehicle owners and are dedicated to providing a forum for alternative viewpoints. Please let us know your views at publisher@cleanfleetreport.com.

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Test Drive: 2022 Genesis GV70 2.5T Advanced

2022 Genesis GV70 2.5T AWD Advanced in Cardiff Green (A $500 option)

2022 Genesis GV70 2.5T AWD Advanced

Class: Premium Compact SUV

Miles driven: 447

Fuel used: 21.5 gallons

CG Report Card


Room and Comfort	B
Power and Performance	B
Fit and Finish	A
Fuel Economy	C+
Value	A

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	A
Tall Guy	A

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	300-hp 2.5L
Engine Type	Turbo 4-cylinder
Transmission	8-speed automatic
Drive Wheels	All-wheel drive

Real-world fuel economy: 20.8 mpg

Driving mix: 65% city, 35% highway

EPA-estimated fuel economy: 22/28/24 (mpg city, highway, combined)

Fuel type: Premium gas recommended

Base price: $41,000 (not including $1045 destination charge)

Options on test vehicle: Cardiff Green paint ($500), Select Package ($4000), Advanced Package ($4150)

Price as tested: $50,695

Quick Hits

The great: Posh, comfortable cabin; quietness; long list of available comfort and convenience features

The good: Respectable acceleration from 4-cylinder engine; confident, distinctive styling; competitive pricing

The not so good: Our mediocre observed fuel economy trailed EPA estimates; some control-interface quirks

More Genesis GV70 price and availability information

John Biel

Perhaps Genesis mislabeled its brand-new premium-compact SUV by calling it the GV70. It is derived from the platform of the G70 sedan and styled in the same vein. But the available engines, rotary-dial gear selector, and console dial for the infotainment system are straight out of the midsize G80 sedan and GV80 sport-utility. Maybe the newcomer ought to really be called the GV75.

Of course, there are numbers that truly are more important to shoppers and we’ll get to them by and by. What really counts is that with the GV70 Genesis has created an excellent, value-packed entry in this busy market segment.

The Genesis GV70 launches for 2022 as the second crossover SUV in the growing Genesis-brand product lineup; in size and price, it slots in below the midsize Genesis GV80, which debuted for 2021.

Riding a wheelbase of 113.2 inches and ranging 185.6 inches from bumper to bumper, the 5-passenger GV70 is, respectively, 3.1 and 9.1 inches shorter in those categories than the GV80 that’s set up to carry seven in some models. Where the G70 premium-compact sedan offers the choice of a 2.0-liter turbocharged four or a 3.3-liter twin-turbo V6, the GV70 engines are a similarly aspirated 2.5-liter four and 3.5-liter V6.

All-wheel drive is standard in every GV70. Prices (with delivery) begin at $42,045 for the base 4-cylinder version and rise to $63,545 for the V6 Sport Prestige. Consumer Guide sampled a 2.5-equipped Advanced—it sits second from the top of four 4-cylinder models—with a starting price of $50,195. Only a spray of Cardiff Green paint nudged the final tab to $50,695.

Test Drive Gallery: 2021 Lincoln Corsair Reserve

The GV70’s interior is dazzling in terms of both design and materials. The infotainment system can be controlled via a center-console dial (which is unfortunately easy to grab when you intend to use the rotary-dial gear selector mounted just aft of it) or the extra-wide, 14.5-inch high-definition touchscreen.

Typically for a Genesis, trim levels are treated as packages added to the core model. To get two steps up from the base vehicle, CG’s tester first had to absorb Select equipment (19-inch alloy wheels, panoramic sunroof, 16-speaker Lexicon premium audio, ventilated front seats, and brushed-aluminum interior accents). Then came the Advanced package with leather upholstery, heated steering wheel, interior trim with a “Waveline” pattern, surround-view monitor, blind-spot view monitor, front parking-distance warning, rear parking-collision avoidance, Remote Smart Parking Assist (to jockey the vehicle in and out of tight spaces while the driver stands outside), and advanced rear-occupant alert.

Test Drive: 2022 Genesis G70 3.3T Sport Advanced

There’s ample space in the GV70’s front seats, but the rear-seat legroom and headroom can be tight for adults.

All that is the frosting on the cake. It builds on GV70 basics like LED headlights and taillights, heated exterior mirrors, heated front seats with power adjustment, dual-zone automatic climate control, front and rear 12-volt power outlets, and hands-free liftgate. Tech items include an infotainment system with 14.5-inch screen, navigation, satellite and HD radio, and Apple CarPlay/Android Auto compatibility; dual front and rear USB ports; wireless device charging; and fingerprint recognition for one-touch starting. Safety and driving assists consist of adaptive cruise control, forward collision avoidance with pedestrian and cyclist detection, lane-keeping and following assist, rear parking-distance warning, and blind-spot and rear cross-traffic monitoring.

First Spin: 2022 Lexus NX

The GV70’s cargo volume is a bit better than most premium compact SUV rivals–there’s 28.9 cubic feet behind the second-row seats, which grows to 56.8 cubic feet when the second-row seat backs are folded.

The Advanced’s luxury additions fill out a cabin that’s pretty lush for the price, with lots of soft-touch material—even far down on the doors past the point at which lots of other manufacturers default to plastic. Knurled surfaces adorn the ends of the wiper and light-control stalks, steering-wheel thumb buttons, and the transmission selector dial. Metal accents brighten the doors, dash, console, and steering wheel. The big infotainment display atop the instrument panel is vibrant, easily legible, and can show two things at once (for instance radio settings and navigation map). Fortunately, it is a touchscreen, which means you don’t have to use the remote console controller—and this one reminds us a little of the Lexus Remote Touch get-up that we’ve never particularly liked. By the way, it’s uncanny how easy it is to reach this round controller when you really want the trans selector. Easy-working temperature dials mix with numerous buttons for climate control.

Quick Spin: 2021 Genesis GV80 3.5T Advanced

A 300-hp turbocharged 2.5-liter 4-cylinder is GV70’s base engine; a 375-hp turbo 3.5-liter V6 is also available. Choosing the Select package upgrades the standard 18-inch wheels to 19-inch alloys.

Comfortable seats welcome four adults. The front row is roomy; the second row slightly less so—but it would be wrong to call it cramped. Headroom is quite good, too, and driver sightlines are fairly unobstructed. Personal-item storage is accomplished in a large glove box, decent covered console bin, door pockets with bottle holders, and net pouches behind the front seats. Exposed cup holders are found in the console and the pull-down center armrest in the rear seat.

Overall cargo space is good, even if the rakish rear shape might stand in the way of certain loading options. The cargo bay holds at least 28.9 cubic feet of stuff. Drop the 60/40-split rear seats, which fold absolutely flush with the load floor, and a further 28 cubic feet open up.

Quick Spin: 2021 Volvo XC60 Recharge

The GV70’s attractively athletic body shape is highlighted by nicely executed styling details, such as the Genesis brand’s signature shield-shaped grille and slim “Quad Lamp” LED headlights and taillights.

The 2.5 engine, rated at 300 horsepower and 311 lb-ft of torque, is attached to an 8-speed automatic transmission. This powerteam is an eminently competent pairing for moderately lively performance that gets a little zestier (and a touch louder) in “Sport” mode, with its quicker throttle response and more patient upshifts. Still, you can happily cruise all day in subtler “Comfort” mode. “Eco” and “Custom” settings are available as well. We wish the GV70 was a little stingier with gas—premium, wouldn’t you know. EPA ratings are 22 mpg in city driving, 28 on the highway, and 24 combined. When this driver put 81.5 miles on the test vehicle—with 69 percent city-style operation—it returned just 20.3 mpg.

With a suspension that’s a retuned version of the G70’s front struts and multilink rear, ride quality is luxury-brand good, with fine bump absorption and isolation from road noise. Steering is nicely weighted and responsive in the Comfort setting. Maybe the more resistant Sport-mode steering is a help on twisty roads where you wouldn’t want to overdo inputs, but in lazier urban-expressway driving it just feels heavy. Brakes are easy to modulate and predictably reliable.

The inaugural GV70 finds its strength in numbers—the number of things it does right. That would be true no matter what number Genesis assigned to it.

First Spin: 2022 Infiniti QX55

The new-for-2022 Genesis GV70 might be the Genesis brand’s most impressive vehicle so far; it delivers an athletic driving character, attractive styling inside and out, and a high level of luxury and available technology features, all at prices that handily undercut its primary European luxury-brand rivals.

Listen to the Car Stuff Podcast

Genesis GV70 2.5T Advanced Gallery

Click below for enlarged images.

Genesis GV70 2.5T Advanced

Meet the 2022 Consumer Guide Best Buys

Genesis GV70 2.5T Advanced

Car Stuff Podcast

Written by: The Daily Drive staff on December 22, 2021.

Flash Drive: Lucid Air Dream Edition R

A Quick Drive and More Tech Announcements

The ride was short, but provided the essentials—time split between the driver’s seat and the spacious back seat, the two defining spaces in the Lucid Air, the latest luxury electric car to arrive on the market.

This was a pre-production Dream Edition Range model, the actual car used by Lucid execs and Motor Trend magazine staff to demonstrate the car’s range by driving from LA to SF on a single charge. Customer cars are now flowing off the production lines at Lucid’s Arizona factory, so real world test drives are coming soon. Consider this a quick preview.

Lucid Air Dream Edition — **Compact outside; spacious inside**

Quick is the operative word. Lucid’s two motors and 966 horsepower (in the Range model; the Performance version boasts more than 1,000 horsepower) move the Air smoothly and swiftly to the maximum speed allowed on any road. Road feel is solid and my relatively low-speed run barely teased the potential out of the car.

That’s from the front seat. The ride in back is another world. It’s designed for comfort, part of the car’s goal of making a market in China, where chauffeured high end cars (the initial Lucid models will retail for more than $160,000) are relatively common. Lucid makes a point of the Air having a full-size car’s interior packaged in a midsize car’s exterior. That design sleight of hand, made possible by an electric car’s flat floor reduced need for engine space, is evidently in the spacious leg and headroom.

An additional comment I would add is that the Lucid presents itself as a traditional luxury with full instrumentation in front of the driver and auxiliary controls and information on a hidden tablet that can be summoned with a quick touch. The trim pieces have all the right look and feel to impart to the buyer that he/she has purchased a six-figure car.

One feature struck me as particularly distinctive. While panoramic glass rooms are becoming quite common in the automotive community, the Lucid takes a slightly different approach to the idea. The sweep of the glass from the touchdown point on the hood id uninterrupted (other than by two seemingly floating sun visors) until it reaches a crossbar above and slightly behind the driver. It made for an expansive view of the exterior and enhanced the spacious feeling of the car’s interior.

More Tech

The battleground for the next round of EVs (the Lucid is only one of a dozen either just introduced or coming soon) has numerous fronts. Lucid has addressed two of those with its 1,000+ horsepower performance model and its companion 528-mile range model. The third area, another one in which Tesla has set the bar, is advanced driver assistance technology (ADAS).

The week after my brief test drive Lucid Group announced details on its DreamDrive driver assistance platform, a suite of technologies that will be standard on the high-end models like the Dream Edition I drove and optional on other models. Like Tesla’s misnamed Autopilot, it’s designed to allow hands-free driving under certain conditions. Unlike Tesla, which appears to be moving to a completely camera-based system, Lucid’s systems uses 32 on-board sensors, including the first use of lidar on a production vehicle.

Lucid Air DreamDrive — **Surrounded by sensors**

The extensive variety of sensors will allow Lucid to offer more than 30 driver-assistance features, including collision avoidance, Traffic Jam assist and Highway Assist.

The sensors feeding the system include 14 visible-light cameras, five radar units, four surround view cameras, ultrasonic sensors around the vehicle’s exterior and a solid-state lidar sensor. Lucid describes the ultimate system, which will be able to grow in capability via over-the-air software updates, as an “invisible co-pilot.”

The DreamDrive system relies on the car’s proprietary on-board Ethernet Ring to enable quick response and will use the Lucid Air’s 21-speaker audio system to deliver directional alerts while presenting information on the graphic display.

Story by Michael Coates. Photos courtesy of Lucid Group.

More Lucid News:

News: Range Milestones Hit by Lucid

Feature: Lucid’s Studio Approach to Sales

News: Lucid Finally Unveils the Whole Air Package

News: Lucid Announces 500+ Mile Range

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Quick Spin: 2021 BMW M4 Competition Coupe

2021 BMW M4 Competition Coupe in Isle of Man Green (a $550 option)

2021 BMW M4 Competition Coupe

Class: Premium Sporty/Performance Car

Miles driven: 212

Fuel used: 10.5 gallons

Real-world fuel economy: 20.1 mpg

Driving mix: 50% city, 50% highway

EPA-estimated fuel economy: 16/23/19 (mpg city, highway, combined)

CG Report Card


Room and Comfort	B-
Power and Performance	A
Fit and Finish	A-
Fuel Economy	B-
Value	C

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	C
Tall Guy	B-

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	503-hp 3.0-liter
Engine Type	Turbo 6-cylinder
Transmission	8-speed automatic
Drive Wheels	RWD

Fuel type: Premium gas required

Base price: $74,700 (not including $995 destination charge)

Options on test vehicle: Isle of Man Green metallic paint ($550), Silverstone/Black Full Merino Leather ($2550), M Drive Professional ($900), 19-inch-front/20-inch-rear M double-spoke bi-color wheels style 826M with performance non-run-flat tires ($1300), M carbon ceramic brakes ($8150), M carbon bucket seats ($3800), carbon fiber trim ($950), M Carbon Exterior Package ($4700), M Driver’s Package ($2500)

Price as tested: $101,095

More 4-Series price and availability information

Quick Hits

The great: Thrilling acceleration; tenacious handling; serious stopping power; upscale interior

The good: Better-than-expected rear-seat space; better-than-expected ride quality for a track-ready super-performance machine

The not so good: Racetrack-ready optional front seats aren’t optimal for everyday driving; polarizing front-end styling; options drive up bottom-line price past the six-figure mark

CG Says:

Now here’s a BMW that feels like a BMW from behind the wheel.

The M4 Competition, the raucous Type-A personality of the 4-Series coupes, shows that the Bavarians have not, after all, misplaced the old family recipe for exhilarating drivers’ cars. A little earlier in the 2021 model year Consumer Guide sampled another 4, an entry-level 430i with xDrive all-wheel drive that left us longing for the rewardingly communicative ride and handling that had been synonymous with BMWs. If you’ve got the money—and it will take a bunch more of it—you can find them in the high-performance M4.

Along with the rest of the BMW 4-Series coupe and convertible lineup, the super-performance M4 is redesigned for 2021 with provocative new styling and several new technology features.

Of course, aside from chassis improvements, a big difference-maker in the M4 is a turbocharged 3.0-liter straight-6 engine that makes 503 horsepower in Competition guise—30 more than are harnessed to a “base” M4. With 479 lb-ft of torque, ready and abundant power bursts into bloom with help from the 8-speed automatic transmission that sails smoothly through the gear ranges and delivers sharp kickdown when extra speed is called for. (A 6-speed manual gearbox remains standard with the lower-power M4 engine.) The manufacturer claims the rear-wheel-drive M4 Competition can go from stopped to 60 mph in 3.8 seconds. Top speed is capped at 155 mph unless the buyer springs for the $2500 M Driver’s Package that enables another 25 mph. In any case, the M4 sounds great under load without rattling windows at start-up. Though CG’s Isle of Man Green M4 had the package we did not test those limits, which is probably why we averaged 20.1 mpg even with 50 percent city-type driving. EPA fuel-economy estimates are 16 mpg in the city, 23 on the highway, and 19 mpg combined.

Test Drive: 2021 BMW 430i xDrive Coupe

The M4’s cabin gets several trim enhancements that give it an appropriately upscale feel. The “standard” M4 is available with a 6-speed manual transmission, but the M4 Competition comes only with an 8-speed automatic.

With a chassis beefed up with an M Sport rear differential, adaptive suspension dampers, and performance tires on 19-inch-front/20-inch-rear wheels, the M4 Competition rides with a buttoned-down firmness but it’s not a constant jiggle-and-jolt fest. Steering is pleasingly precise, not overly heavy in base “Comfort” mode, and with more feel than in the 430i. Body control is great through quick little bends in the road. The low-profile tires are somewhat noisy on the highway and there’s a little bit of a thwacking sound over small cracks and highway expansion joints. The extra-cost (and $8150 is extra cost) carbon-ceramic brakes are strong; on the test car, they behaved in a more linear fashion than the optional M Sport brakes on the 430i we tested.

6 Cool Things about the 2021 BMW M5 Competition

The M4 has better rear-seat space than you might expect for a high-performance sports coupe.

Of course, at $75,695 (delivery included) to start, one has a right to expect a driving experience better than a car that costs $27,100 less can deliver. In fact, the test car wasn’t done until it ascended to $101,095, taken aloft on the wings of some of the aforementioned extras plus things like M Drive Professional (for track-day tinkerers who want to chart lap times, drift angles, and other performance data) and M carbon bucket seats.

Test Drive: 2021 Toyota Supra 3.0 Premium

Likewise, trunk space is better than in the typical high-end sports coupe–there’s 12.0 cubic feet of cargo volume here.

The $3800 seats provide so much secure grip on torso and bottom that we almost felt the need to file a complaint with HR. As an added performance benefit the seats take some weight out of the car. However, the built-up bolstered areas don’t allow for easy slide-in/slide-out movement, there is an odd raised structure in the front center of the cushion, and shorter passengers may find that the fixed headrests are too high for their comfort.

The hard-shell premium seats also lack pouches on back for rear-seat storage. However, they do not compromise the adult-compatible back-seat space that is a 4-Series coupe virtue. In line with others in the line, the M4 also has a practical trunk, a virtual gauge display that some find difficult to read easily, menu-happy remotely controlled iDrive 7.0 infotainment system, and Apple CarPlay/Android Auto smartphone connectivity. Safety features standard across the series include automatic emergency braking with pedestrian detection, lane-keep assist, blind-spot detection, rear cross-traffic alert, rear-collision preparation, speed-limit monitoring, and automatic high-beam headlights.

Test Drive: 2020 BMW M8 Competition Convertible

The M4 Competition is powered by a twin-turbocharged 3.0-liter inline 6-cylinder that pumps out 503 horsepower and 479 lb-ft of torque. Staggered 19-inch-front/20-inch rear wheels come standard on the Competition–an upgrade over the base M4’s 18-inch fronts and 19-inch rears. The M double-spoke wheels on our tester are a $1300 option.

Price of admission to get at the best stuff that BMW has to offer may be a deal-breaker for some people, and anybody who can’t tolerate the thought that someone could at any moment be making snide comments about the looks of their 6-figure automobile might not be a good fit for an M4. (Did we mention the grille that everybody mentions?) However, folks undeterred by those challenges may have the right feel for this BMW.

Test Drive: 2020 BMW M340i

Controversial schnoz aside, the new BMW M4 steps up its game over the previous-generation model. It delivers racetrack-ready performance with better day-to-day practicality and tractability than its superhero specs suggest.

Check out the Consumer Guide Car Stuff Podcast

2021 BMW M4 Competition Coupe Gallery

(Click below for enlarged images

6 Cool Things about the 2021 BMW M5 Competition

Car Stuff Podcast

Written by: The Daily Drive staff on September 27, 2021.

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Test Drive: 2021 Hyundai Santa Fe Hybrid Limited

2021 Hyundai Santa Fe Hybrid Limited in Cream White (a $350 option)

2021 Hyundai Santa Fe Hybrid Limited

Class: Midsize Crossover SUV

Miles driven: 479

Fuel used: 13.9 gallons

Real-world fuel economy: 34.5 mpg

CG Report Card


Room and Comfort	A-
Power and Performance	B-
Fit and Finish	A-
Fuel Economy	A-
Value	B+

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	A
Tall Guy	A

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	226-hp 1.6-liter
Engine Type	Turbo 4-cyl hybrid
Transmission	6-speed automatic
Drive Wheels	AWD

Driving mix: 55% city, 45% highway

EPA-estimated fuel economy: 33/30/32 (mpg city, highway, combined)

Fuel type: Regular gas

Base price: $39,950 (not including $1185 destination charge)

Options on test vehicle: Cream White paint ($350), carpeted floor mats ($155)

Price as tested: $41,640

Quick Hits

The great: Comfortable, spacious cabin for passengers and cargo; generous list of comfort and safety features; nicely executed hybrid powertrain; quietness

The good: Nicely finished interior; competitive pricing; AWD comes standard

The not so good: Thick rear roof pillars impede rear visibility somewhat; brake-pedal action is occasionally non-linear

More Santa Fe price and availability information

John Biel

What’s new with the Hyundai Santa Fe midsize crossover SUV for 2021? Oh, not much aside from a stiffened body structure; refreshed styling to the grille, headlamps, fascia, and rear bumper/diffuser; a revamped interior with a new console that integrates audio/climate controls on a single panel, levers instead of dials for climate settings, buttons instead of lever transmission control, and a purse porch under the console; a top-line Calligraphy trim level; and new engines that include a gas/electric hybrid powerplant.

Hyundai’s two-row midsize SUV undergoes an extensive refresh for 2021 that includes a exterior styling update, upgraded interior, and a revised powertrain lineup–including the addition of a hybrid powertrain.

Consumer Guide’s test of a ’21 Santa Fe came in one of the three available hybrids, the top-line Limited with a starting price (including delivery) of $41,135. Other versions are the Blue ($34,835) and SEL Premium ($38,785). All come with a 1.6-liter turbocharged 4-cylinder gas engine paired with a 44.2-kW electric motor, a 6-speed automatic transmission, and HTRAC torque-allocating all-wheel drive. With only premium Cream White paint and a set of carpeted floor mats tacked on, the test truck peaked at $41,640.

The lure of hybrids is, of course, improved fuel economy. EPA estimates for the Limited and SEL Premium are 33 mpg in city driving, 30 mpg in highway use, and 32 combined. (Respective figures for the Blue are 36/31/34.) When this driver put 71.3 miles on the test vehicle with 64 percent city-type operation, it returned 30.8 mpg.

Test Drive: 2021 Kia Sorento SX Prestige X-Line

The Santa Fe’s cabin gets an extensive refresh that includes a new digital gauge cluster and a high-console center-stack design with a push-button gear selector in place of a traditional shift lever. We found the new controls easy to use.

Generating 226 system horsepower, performance from the hybrid unit is modest—not disappointing, just modest. That said, selecting “Sport” drive mode elicits punchier, more eager throttle response. Electric-to-gas transitions are hardly noticeable. Perched on 19-inch alloy wheels (the other hybrids get 17s), the Limited rides smoothly, tackles bumps pretty well, and handles easily with nice body control in curves and transitions, even if steering isn’t overly communicative. Brake-pedal feel is subject to the less-than-satisfying regenerating hybrid experience, but in the end the Santa Fe hybrid brakes without worry.

First Spin: 2022 Nissan Pathfinder

A generously sized panoramic sunroof is standard equipment on the Limited model, as are other upscale touches such as quilted leather upholstery and heated rear seats. Rear-seat space is generous enough for adults to ride in comfort.

Even with its myriad changes the current Santa Fe is, at its core, a continuation of the fully redone 2019 model. The 2-row SUV boasts fine leg- and headroom throughout, with space for a middle passenger in the rear row (though perhaps not an adult) thanks to a low floor hump. The backs of the 60/40-split rear seats are manually adjustable. Passenger entries and exits are easy, and drivers see well to nearly every point but the rear corners. Cabin storage for incidentals benefits from a large glove box and a covered console cubby with an adjustable tray. The console is home to a pair of exposed cup holders, a bay for the wireless charger and device inputs, and a bin for small items—and its new upswept shape allows for the floor-level space below. A storage pouch has been added to the back of the driver’s seat, joining the one previously provided on the front-passenger seat. Cup holders are set in the rear center armrest.

The main cargo bay, accessible through a wide rear opening, loads at bumper height, where 36.4 cubic feet of space reside behind the second-row seats. Under the floor—forward, near the seats—is a foam divider in three large segments for secure small-item storage. Retracting the rear seats expands the load area to 72.1 cubic feet. When the seats are folded, the cushions lower slightly, which helps to lower the seat backs flush with the rear cargo floor for easy loading.

Test Drive Gallery: 2021 Mazda CX-9 Signature

The Santa Fe’s cargo volume is on par with other two-row midsize SUVs–there’s 36.4 cubic feet behind the rear seats, which grows to 72.1 cubic feet with the rear seats folded down to create a flat load floor.

Luxury-oriented standard features in this pinnacle of the Santa Fe hybrid trio include leather upholstery, heated seats all around, ventilated front seats, heated leather-wrapped steering wheel, LED lighting inside and out, panoramic sunroof, hands-free height-adjustable liftgate, power front seats with driver’s-seat memory, 12.3-inch digital instrument cluster, a 360-degree surround-view monitor, auto-dimming rearview mirror, keyless entry and starting, and remote “Smart Park” function. Infotainment functions are accessed through a 10.25-inch touchscreen. The system includes navigation and Harman Kardon premium audio on which to hear HD and satellite radio. With the shift to a new unified control panel, tuning and volume knobs have been moved from the display screen. It’s still easy to input stations, but when the radio is playing you still have to push the “Radio” button to see the display, which seems like it ought to be the default once the radio is on and until you call for some other display. Apple CarPlay/Android Auto smartphone compatibility is included as well. The dual-zone climate system has switched out its convenient dials for temperature selection in favor of repetitive-push toggle levers. Since all the cool kids are abandoning true shift levers, Hyundai has done it too, going to an array of push buttons on the console.

Quick Spin: 2020 Toyota Highlander Hybrid Platinum

The front-end styling gets a more aggressive look via a bolder grille texture and a T-shaped LED running-light design. Restyled taillights and a new rear diffuser are highlights of the mildly updated rear-end styling.

For safety’s sake, Hyundai’s “SmartSense” technology suite brings forward-collision warning with automatic emergency braking and pedestrian detection, blind-spot monitor, lane-keep assist, rear cross-traffic alert, automatic high-beam headlights, adaptive cruise control with stop and go capability, driver-attention warning, and “Safe Exit Assist” that uses radar to detect vehicles approaching from the rear to guard against passengers leaving the car into traffic. There’s also a parking-distance warning system with rear automatic braking, “Rear Occupant Alert” to reminds drivers to check the rear row when exiting, and “Blind View Monitor” that displays a camera view (in the instrument cluster) of the area alongside the vehicle when a turn signal is activated.

One interesting fact about the new hybrids is that they are priced within—and not above—the overall Santa Fe model mix. (Indeed, the hybrid Limited starts at $350 less than the gas Limited with all-wheel drive.) That stands to make it lots more popular with shoppers who want to maximize value by getting a comfortable and useful crossover SUV with good fuel economy.

Test Drive: 2020 Volkswagen Atlas Cross Sport

The Santa Fe’s significant updates and upgrades for 2021–especially the addition of a smooth, economical hybrid powertrain–make what was already a likable practical midsize SUV that much more compelling.

Check out the Consumer Guide Car Stuff Podcast

2021 Hyundai Santa Fe Hybrid Limited Gallery

(Click below for enlarged images)

Consumer Guide Car Stuff Podcast, Episode 57; 2021 Consumer Guide Best Buys

Written by: The Daily Drive staff on July 26, 2021.

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Test Drive: 2021 Kia Sorento SX Prestige X-Line

2021 Kia Sorento SX Prestige X-Line in Aruba Green

2021 Kia Sorento SX Prestige X-Line

Class: Midsize Crossover SUV

Miles driven: 200

Fuel used: 8.8 gallons

Real-world fuel economy: 22.7 mpg

CG Report Card


Room and Comfort	B+
Power and Performance	B-
Fit and Finish	A-
Fuel Economy	B-
Value	B+

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	A
Tall Guy	A

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	281-hp 2.5-liter
Engine Type	Turbo 4-cyl
Transmission	8-speed dual-clutch automatic
Drive Wheels	AWD

Driving mix: 75% city, 25% highway

EPA-estimated fuel economy: 21/28/24 (mpg city, highway, combined)

Fuel type: Regular gas

Base price: $42,590 (not including $1170 destination charge)

Options on test vehicle: X-Line Rust Interior Package ($200), carpeted floor mats ($210), carpeted cargo mat with seat-back protection ($115)

Price as tested: $44,285

Quick Hits

The great: Comfortable, spacious cabin for passengers and cargo within smaller exterior dimensions than other three-row midsize SUVs; generous list of comfort and safety features; redesign brings broader model range and available hybrid powertrain

The good: Nicely finished interior; distinctive touches of X-Line trim level

The not so good: Shifts from dual-clutch automatic transmission can feel abrupt; third-row seat is best suited for kids; limited cargo room behind third row

More Sorento price and availability information

John Biel

With the new-generation Kia Sorento that has come out for 2021, the South Korean automaker seems to be admitting that while the idea of 3-row seating in a midsize sport-utility vehicle is a benefit, the reality of it isn’t always so rewarding.

As Consumer Guide’s First Spin report on the fourth-generation Sorento pointed out, the fully updated SUV grows no bigger in total but its wheelbase is stretched by 1.4 inches. The result is to expand second-row legroom by 2.3 inches at the expense of approximately two inches of legroom in the third row. If middle-row passengers in adjustable seats are willing to share this “windfall,” they can liberate enough legroom for average-sized adults to sit knees up in the third row. It’s not an appealing prospect for a trip of any great length, and even getting to or from the hindmost seats can be a chore. The middle-row captain’s chairs that were in the SX Prestige X-Line that CG tested track forward to create access to the third row, but the path is pretty narrow and hard for a grown-up to navigate.

The SX Prestige X-Line is the top model in the redesigned-for-2021 Kia Sorento lineup. The off-road-focused X-Line additions include a slightly raised ride height, a bridge-type roof-rack system, and unique front and rear fascias with better approach and departure angles for climbing over obstacles and rough terrain.

This is why a number of manufacturers now have two midsize SUVs, a “small” and a “large” (in Kia’s case the latter is the Telluride, a CG “Best Buy”), and some don’t even try to put a third row in the junior job.

Our first full test of the new Sorento was at the top of the 5.5 gas-engine trim levels. (There also are two gas-electric hybrids, Sorento’s first such.) We say “5.5” trim levels because the SX Prestige is restricted to front-wheel drive while the tested SX Prestige X-Line is confined to all-wheel drive and sells for $2000 more. Base price with AWD is $43,760 (including delivery), but the test vehicle had an additional $525 in options.

First Spin: 2021 Jeep Grand Cherokee L

The new Sorento’s dashboard layout is attractive and easy to use, and the SX Prestige naturally comes loaded with features–such as heated and cooled seats, a 10.25-inch touchscreen, and a 12.3-inch digital instrument cluster.

The redesigned Sorento is a by-the-book crossover: Its new platform—which Kia says is lighter and stronger than the previous model’s—is shared with the brand’s K5 midsize sedan. Gas-engine models get new powerplants, a 2.5-liter four-cylinder engine with 191 horsepower in lower-line models or—with turbocharging—281 horsepower in higher-grade versions like the one CG tested. The naturally aspirated engine is now hooked to an 8-speed automatic transmission while the turbo is paired with an 8-speed dual-clutch automatic.

Quick Spin: 2021 Volkswagen Atlas Basecamp

The first and second-row seats offer excellent space for adults. Upscale leather upholstery comes standard in the SX Prestige–choosing the X-Line model makes the $200 Rust Interior Package mandatory. (The upholstery color looks more like “Caramel” or “Butterscotch” than “Rust” to our eyes, but it’s attractive nonetheless.)

The 2.5 turbo delivers 281 horsepower and 311 lb-ft. of torque. When allowed to, this engine provides good power and cruises easily and moderately quietly. In default “Comfort” drive mode, upshifts from dual-clutch automatic feel abrupt and a little jerky in standing-start getaways as it hastens through the gears to get into higher, more economical ranges, so power delivery feels choppy as a result. It’s almost more pleasant to click into “Sport” mode, where gear changes are put off until the engine revs a little higher. (“Smart,” “Eco,” and—with AWD—“Snow” modes are also accessible from the same console dial.) EPA fuel-economy estimates for this powerteam are 21 mpg in the city, 28 mpg on the highway, and 24 combined. This driver’s 69.4-mile stint, with 67 percent city-type operation, showed 20.5 mpg.

The off-road-flavored X-Line has 8.2 inches of ground clearance, 1.3 more than the rest of the Sorento lineup, and SX Prestiges roll on 20-inch alloy wheels (with a matte-gray finish on the X-Line). The test truck’s ride was not terribly upset by uneven pavement. Steering was responsive and not too light. Torque vectoring in the AWD system not only distributes power between the axles but also applies braking to inside wheels during cornering in pursuit of better stability. There is a good sense of body control in the new model. A center-locking differential is also part of the AWD driveline.

Test Drive Gallery: 2021 Mazda CX-9 Signature

The second-row seats tilt and slide forward to create a small passageway to the third row–which is best suited for kids.

The SX Prestige comes off as fairly plush. Comfortable leather-upholstered seats are heated and ventilated in front. The steering wheel is heated, too. Soft and padded surfaces are broadly distributed—even on the tops of the rear doors. Overhead there’s a panoramic sunroof; in back the power liftgate is hands-free. In addition to all-wheel drive, the X-Line has its own front- and rear-bumper fascias, and a raised bridge-type roof-rack design.

There’s a 12.3-inch digital instrument cluster and a 10.25-inch infotainment touchscreen. Navigation, UVO link remote services, and Android Auto/Apple CarPlay connectivity are among the tech features. So are a wireless charger, USB charge ports in all three rows, and keyless entry and starting. A Bose premium audio system with satellite radio is included as well. The system is easy to use, with external tuning and volume knobs and easy-to-reach function buttons. The dual-zone climate system has a few plainly marked function buttons, with repeated-push levers for temperature settings as the only small quibble we could have with the arrangement. Entering Sport mode changes the instrument-panel graphics.

Quick Spin: 2020 Toyota Highlander Hybrid Platinum

Test Drive: 2021 Kia Sorento SX Prestige X-Line

There’s 12.6 cubic feet of cargo space behind the Sorento’s third-row seats–enough for a small grocery run, but that’s about it. Fold the third row, and the cargo volume grows to between 38.5 to 45.0 cubic feet, depending on the position of the second-row seats. With both the second- and third-row seatbacks folded, cargo space grows to 75.5 cubic feet.

A package of Kia Drive Wise driver-assist features consists of automatic emergency braking with junction-turn and cyclist detection, blind-spot detection, Safe Exit Assist, rear cross-traffic alert and avoidance, lane keeping and following, Highway Drive Assist light-autonomy function, adaptive cruise control, and rear-occupant alert. A surround-view monitor and blind-spot view monitor (that shows in the instrument cluster on the side where a turn signal is activated) round out the safety enhancements.

Interior storage is excellent with a large glove box, sizable covered console box with an organizer tray, an exposed tray/wireless charging pad under the device inputs at the front of the console, net pouches on the backs of the front seats, door pockets with bottle holders in the front doors, and bottle holders in the rear doors. Cup holders are provided in the console, high on the rear doors, and in the sidewalls next to the third-row seats.

First Spin: 2021 Kia Sorento

SX Prestige models are powered by a turbocharged 2.5-liter 4-cylinder that makes 281 horsepower and is paired with an 8-speed dual-clutch automatic transmission. X-Lines get 20-inch matte-finished alloy wheels.

With all seats up, rear cargo space is very limited. There is hidden storage in a bin under the floor panel. Handy pulls on the back of the 50/50-split third-row seats retract them into the floor, and with the seats down there’s almost four times as much flat-floor load space. Drop the second-row seats and up to 75.5 cubic feet of load space is available, though not flush with the rest of the cargo floor and, of course, there are gaps in between the individual seats.

Kia certainly has made a better midsize SUV out of the Sorento. It just can’t make it any more than a kiddie-hauler 3-row ute.

Quick Spin: 2021 Chevrolet Blazer RS

The Kia Sorento’s impressive redesign for 2021 brings lots of great new features, and the fashionable new SX Prestige X-Line trim level adds an extra degree of off-road/rough terrain capability without compromising the on-road ride.

Follow John on Twitter

Check out the Consumer Guide Car Stuff Podcast

2021 Kia Sorento SX Prestige X-Line Gallery

(Click below for enlarged images)

2021 Kia Sorento SX Prestige X-Line

Consumer Guide Car Stuff Podcast, Episode 57; 2021 Consumer Guide Best Buys

2021 Kia Sorento SX Prestige X-Line

Written by: The Daily Drive staff on July 12, 2021.

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Toyota Priuses Head-to-Head: Prime vs AWD-e

2021 Toyota Prius Prime Limited (left) vs 2021 Toyota Prius XLE AWD-e

With hybrid vehicles of all sorts now commonplace in the American new-vehicle market, the Toyota Prius doesn’t get the respect (or sales numbers) it once did. These days, most major manufacturers offer numerous hybrids, plug-in hybrids, or both—and increasingly, these hybrids are versions of regular-line vehicles, not stand-alone, hybrid-only models. The majority are also SUVs—the type of everyday family vehicle American buyers are choosing in greater numbers than 4-door sedans of any stripe.

Still, the Prius has a lot to offer, in addition to the obvious benefits of its standout fuel economy. Considering its compact-car footprint, it provides respectable room for adults in both the front and rear seats, and its hatchback-sedan layout improves its cargo-hauling versatility over a traditional 4-door sedan. In any of its forms, the Prius is no performance machine. The suspension and steering are set up for everyday commuting, not enthusiastic cornering. Acceleration is a bit tepid compared to the average new vehicle, particularly in highway driving. But as an around-town commuter, it keeps up with the flow of traffic just fine—thanks in part to the immediate response of its electric motor(s).

And, the Prius comes in multiple flavors that make it more attractive to buyers with specific wants and needs. The current generation of the Prius debuted for 2016, and the Prius Prime plug-in-hybrid version was added for 2017. All-wheel-drive Prius “AWD-e” models followed for 2019.

The larger battery in Prius Prime models enables them to offer an estimated 25 miles of pure-electric driving—enough range for gas-free daily commuting for many Americans. And when its plug-in battery charge is used up, the Prime simply switches to normal gas/electric-hybrid operation like other Priuses. So, long road trips are no problem—no range anxiety or concerns about finding a charging station.

The Prius AWD-e models add an electric motor to power the rear wheels, to deliver improved traction in slippery and/or snowy conditions—just the ticket for eco-conscious buyers in cold-weather or high-altitude climes. The motor always powers the rear wheels when accelerating from a stop up to 6 mph, then disengages unless wheel slip is detected, in which case it powers them up to 43 mph. This allows for a “boost” at launch while shutting off the motor when it’s not needed in order to improve fuel economy.

We tested both a Prius Prime Limited and a Prius XLE AWD-e and decided to line them up head-to-head to see how they compare. Check out our pics below, as well as our observed fuel economy, optional-equipment lists, and report-card info on our two test cars.

You’ll pay more, of course, for the added functionality of either the powertrain or the plug-in-hybrid powertrains—and the latter commands the larger price premium. Our Prime test vehicle was about $3600 more than our AWD-e tester, but most of that gap is attributed to the up-level equipment of the Prime’s top-line Limited trim (a trim level that the AWD-e does not offer). Though the equipment levels don’t line up exactly, the base-price gap drops to about $1100 when comparing the Prime and AWD-e LE models (the base trim level for both) and just $425 when comparing XLE models.

Test Drive: 2020 Toyota Prius Limited

Prime vs AWD-e

The Prius Prime gets a slightly more aggressive look via quad LED headlights and a blacked-out, inset front-fascia design.

Test Drive: 2021 Honda Accord Hybrid Touring

The Prius Prime’s rear end styling is a bit swoopier as well. It’s highlighted by an unusual compound-curve rear window (which thankfully doesn’t affect the view astern) and a sleek-looking full-width taillight arrangement.

Quick Spin: 2020 Toyota Corolla Hybrid LE

Both the Prime and regular Prius models have an unusual vertical “mini-window” beneath the main rear window. This provides a bit of extra rear visibility, but the large crossbar splitting the view can be disorienting.

First Spin: 2021 Toyota Camry

Not much different here, in terms of visuals or horsepower. Both the Prime and the AWD-e have the same 121-hp 4-cylinder hybrid powertrain, but the Prime feels a bit zippier overall.

Test Drive: 2021 Toyota Venza XLE

A vertically oriented 11.6-inch touchscreen is standard equipment on Prius Prime XLE and Limited models, but it’s unavailable on the Prius AWD-e. The plus-size screen is able to display multiple readouts—such as the navigation-system map and hybrid power-flow readings—at the same time, a nice feature.

Quick Spin: 2021 BMW 330e

Here’s a subtle but significant downside to the Prius Prime—in order provide space for the larger battery pack, the Prime’s rear cargo floor is raised by a couple inches over the non-plug-in Prius versions. That doesn’t sound like a lot, but it reduces the Prime’s cargo capacity more than you might think—there’s 19.8 cubic feet of room behind the rear seats, compared to 27.4 cubic feet in the AWD-e (which offers the same cargo capacity as the front-wheel-drive Prius). That can be the difference between a large box or other cargo item fitting, or not fitting.

Test Drive: 2021 Mini Cooper SE Countryman ALL4 PHEV

2021 Toyota Prius Prime Limited

2021 Toyota Prius Prime Limited in Blue Magnetism

Class: Compact Car

Miles driven: 229

Fuel used: 2.3 gallons

CG Report Card


Room and Comfort	B-
Power and Performance	C+
Fit and Finish	B+
Fuel Economy	A+
Value	A-

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	B-
Tall Guy	B

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	121-hp 1.8-liter
Engine Type	4-cylinder plug-in hybrid
Transmission	CVT automatic
Drive Wheels	front

Real-world fuel economy: 99.5 mpg

Driving mix: 70% city, 30% highway

EPA-estimated fuel economy: 54 mpg/133 MPGe (both in combined city/hwy driving)

Fuel type: Regular gas

Base price: $34,000 (not including $995 destination charge)

Options on test vehicle: Carpet mat package ($259), door edge guards ($125), rear bumper applique ($79), illuminated door sills ($299)

Price as tested: $35,757

Quick Hits

The great: Outstanding fuel economy with pure-electric capability on short trips

The good: Around-town throttle response, ride quality, cargo space and versatility, relatively affordable pricing

The not so good: Not all drivers like unconventional control layout, limited highway-speed merging and passing power, larger battery compromises cargo-hauling capacity

More Prius price and availability information

2021 Toyota Prius XLE AWD-e

2021 Toyota Prius XLE AWD-e in Magnetic Gray Metallic

Class: Compact Car

Miles driven: 442

Fuel used: 8.8 gallons

CG Report Card


Room and Comfort	B-
Power and Performance	C+
Fit and Finish	B
Fuel Economy	A+
Value	A-

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	B-
Tall Guy	B

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	121-hp 1.8-liter
Engine Type	4-cylinder hybrid
Transmission	CVT automatic
Drive Wheels	AWD

Real-world fuel economy: 50.2 mpg

Driving mix: 55% city, 45% highway

EPA-estimated fuel economy: 51/47/49 (mpg city, highway, combined)

Fuel type: Regular gas

Base price: $29,575 (not including $995 destination charge)

Options on test vehicle: Advanced Technology Package ($800), carpet floor mats/carpet cargo mat ($259), door edge guards ($125), rear bumper applique ($69), cargo net ($49), illuminated door sills ($299)

Price as tested: $32,171

Quick Hits

The great: Outstanding fuel economy with all-weather traction of all-wheel drive

The good: Around-town throttle response, ride quality, cargo space and versatility

The not so good: Not all drivers like unconventional control layout, limited highway-speed merging and passing power

Follow Damon on Twitter

Check out the Consumer Guide Car Stuff Podcast

2021 Prime vs AWD-e Gallery

(Click below for enlarged images)

Prime vs AWD-e

5 Ways Hybrids are Different

Prime vs AWD-e

Written by: Damon Bell on June 23, 2021.

For GREAT deals on a new or used Nissan check out Nissan of Staten Island TODAY!

Test Drive: 2021 Chrysler Pacifica Pinnacle

2021 Chrysler Pacifica Pinnacle, Velvet Red

2021 Chrysler Pacifica Pinnacle in Velvet Red Pearl-Coat

Class: Minivan

Miles Driven: 267

Fuel Used: 12.2 gallons

CG Report Card


Room and Comfort	A
Power and Performance	A-
Fit and Finish	A
Fuel Economy	B
Value	B

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	A
Tall Guy	A

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	287-hp 3.6 liter
Engine Type	V6
Transmission	9-speed automatic
Drive Wheels	AWD

Real-world fuel economy: 21.9 mpg

Driving mix: 20% city, 80% highway

EPA-estimated fuel economy: 17/25/20 (mpg city/highway/combined)

Fuel type: Regular Gas

Base price: $53,390 (not including $1495 destination charge)

Options on test car: none

Price as tested: $54,885

Quick Hits

The great: Added capability of all-wheel drive; excellent array of family-friendly convenience features

The good: Spacious cabin with upscale trimmings; pleasant road manners

The not so good: Bottom-line price is almost $55K

More Pacifica price and availability information

John Biel

In the midst of what to all the world looks like a midcycle freshening of its Pacifica minivan, Chrysler seems to have slipped in something almost completely new. That is the Pinnacle, a line leader with essentially everything that’s been done for the rest of the 2021 Pacifica family, but with some features that are wholly its own.

The entire Chrysler Pacifica lineup undergoes a refresh for 2021, gaining freshened styling, a new infotainment system, available all-wheel drive, and a luxuriously trimmed, line-topping Pinnacle trim level.

Almost anything that can be packaged in a Pacifica comes standard in the Pinnacle, which has a starting price (with delivery) of $54,885. The only way the van sampled by Consumer Guide could have come from the factory any costlier would have been if it had been built with the Trailer-Tow Group, a $995 package that gives Pacificas a 3600-pound capacity. On top of that the Pinnacle adds luxury upholstery and cabin appointments, and its own front console design.

First Spin: 2021 Toyota Sienna

Pacificas have a clean dashboard layout with easy-to-use controls, and Pinnacles get extra-ritzy trim. Higher-line Pacificas have a satin-metal trim ring on the face of the steering-wheel rim that gets uncomfortably cold to the touch on frigid winter days. Even with the standard heated steering wheel on, it takes a while for the trim ring to warm up.

Throughout the ’21 line, the CG “Best Buy” Pacifica wears a new fascia with a larger upper grille opening, reshaped headlights, and more-defined bumper cover. Infotainment is relayed by a new-generation Uconnect 5 system with wireless Apple CarPlay and Android Auto smartphone integration (with the ability to connect two phones simultaneously), Amazon Alexa voice control, Uconnect Market, and more, plus a 10.1-inch touchscreen. On the driving-dynamics front, all Pacifica models are available with fully automatic all-wheel drive—indeed, it is standard on Limited and Pinnacle models.

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Quilted Nappa-leather upholstery comes standard in the Pinnacle model, as do lumbar-supporting throw pillows for the second-row passengers. The second-row seats slide and tilt forward for easier access to the third row.

Where the Pinnacle reaches its peak is inside. Caramel-colored Nappa-leather seats with a quilted surface pattern welcome up to seven passengers. Middle-row captain’s chairs are complemented with matching throw pillows that function as lumbar supports. The seats’ upscale look would be wasted if they weren’t comfortable, which they are—even in the third row—though the height of the middle seats struck this tester as a tiny bit low. Other cabin details of the new model are Caramel contrast stitching on dark surfaces like the dash pad, leather-wrapped steering wheel, and console; satin-chrome accents; woodgrain bezels around the instrument cluster and door releases; Berber carpet; and suede headliner.

Quick Spin: 2020 Chrysler Pacifica Hybrid Limited

The third-row seats can accommodate average-sized adults if second-row passengers cooperate by sliding their seats forward a bit.

The Pinnacle’s Integrated Ultra Console is distinct from the front-seat storage units found on other Pacificas. Along with a padded-top covered bin between the seats, there’s an open-side space at floor level that’s big enough to hold a purse. Behind the lid for the central bin is a slot that middle-row occupants can use, and a drawer with tray and two cup holders slides out of the back of the console at floor level.

Extensive standard equipment found in the new premium model includes heated and ventilated 8-way power-adjustable front seats, heated steering wheel and second-row seats, wireless charging pad in the console, navigation, Wi-Fi hotspot, 18-speaker Harman Kardon sound system, SiriusXM satellite radio and connected services, triple-pane panoramic sunroof, integral “Stow ’n Vac” vacuum cleaner, second-row streaming entertainment system with screens built into the front seats, and brand-new “FamCam.” A tap on the touchscreen activates an interior wide-angle overhead camera that allows front-seat occupants to see what is going on in the rows behind them—handy for adjudicating territorial disputes of the “he keeps touching me” variety.

Exterior features are 20-inch polished alloy wheels with gray-painted pockets, LED projector headlamps, hands-free liftgate and sliding side doors, and a platinum-chrome “Stow ’n Place” roof rack. Safety/driver-assistance technologies run to parallel and perpendicular parking assist, surround-view camera, adaptive cruise control with stop-and-go function, blind-spot and rear cross-traffic detection, lane-departure warning, and forward-collision warning with pedestrian/cyclist emergency braking.

To be a stickler, Pacifica’s all-wheel drive isn’t technically a new feature because some AWD Launch Editions were produced late in the 2020 model year. However, its wide availability is new. (AWD costs $2995 to add to the otherwise-front-drive Touring and Touring L models.) The Toyota Sienna is the only other minivan with an available all-wheel drivetrain but the Pacifica is the only one that can transfer 100 percent of available engine torque to whichever wheels have more available traction, even the rear ones. Chrysler notes that its AWD system primarily operates in front-wheel drive for the sake of fuel economy, but automatically redistributes power when the front wheels slip, when the throttle is tromped, and even preemptively when temperatures are low or the windshield wipers are activated.

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The Pacifica continues to offer excellent cargo space. There’s 32.3 cubic feet of volume behind the third-row seats, which grows to 87.5 cubic feet with the third-row seats folded into the floor.

Working with the carryover 3.6-liter V6 and 9-speed automatic transmission, the AWD Pacifica is rated at 17 mpg in city driving, 25 mpg in highway operation, and 20 combined by the EPA. This driver got 18.8 mpg from a stint of 69 miles, 40 percent of which were under city-style conditions. The engine, which develops 287 horsepower at 6400 rpm and 262 lb-ft of torque at 4000 rpm, displays pleasing standing-start acceleration and is hardy enough for worry-free highway cruising. (Note that every trim level is available as a front-wheel-drive plug-in hybrid.) A quiet and composed ride continues to be one of the Chrysler van’s strengths.

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The Pacifica’s powertrains carry over for 2021. Non-hybrid models are powered by a 287-hp 3.6-liter V6. Pinnacle models come standard with 20-inch polished aluminum wheels with gray-painted pockets.

Naturally, there is plenty of room for passengers and cargo. Unlike other non-hybrid Pacificas, the Pinnacle lacks the “Stow ‘n Go” second-row seats that fold into the floor, but its captain’s chairs have the “Easy Tilt” feature that clears access to the third row. (Passage between the seats is easy, too.) Middle seats track fore and aft, which can open up enough legroom for a couple of adults to contentedly occupy the third row. In the Pinnacle, a power assist gets the 60/40-split rear seats to jackknife and drop down to form a capacious flat-floored cargo area. Though infotainment functions can be worked fairly directly through the touchscreen on the new rig, external volume and tuning dials are handy for radio operation, while external buttons and a dial for fan speed permit hands-on operation of the dual-zone climate system.

In the minivan world, Pacifica’s all-wheel drive gives snow-belt shoppers something new to consider while the Pinnacle provides luxury lovers with something to long for. How refreshing.

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The Chrysler Pacifica has been a Consumer Guide Best Buy since its introduction as a 2017 model, and it gets even better with its nicely executed refresh for the 2021 model year.

Listen to the Consumer Guide Car Stuff Podcast

2021 Chrysler Pacifica Pinnacle Gallery

(Click below for enlarged images)

Meet the 2021 Consumer Guide Best Buys

Written by: The Daily Drive staff on February 22, 2021.

For GREAT deals on a new or used Nissan check out Tracy Nissan TODAY!

Quick Spin: 2021 Chevrolet Trailblazer RS

2021 Chevrolet Trailblazer RS in Oasis Blue with Mosaic Black roof

2021 Chevrolet Trailblazer RS AWD

Class: Subcompact Crossover

Miles driven: 187

Fuel used: 7.0 gallons

CG Report Card


Room and Comfort	B+
Power and Performance	C+
Fit and Finish	B-
Fuel Economy	A
Value	B

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	B+
Tall Guy	A-

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	155-hp 1.3-liter
Engine Type	Turbo 3-cylinder
Transmission	9-speed automatic
Drive Wheels	AWD

Real-world fuel economy: 26.7 mpg

Driving mix: 45% city, 55% highway

EPA-estimated fuel economy: 26/30/28 (mpg city/highway/combined)

Fuel type: Regular gas

Base price: $26,900 (not including $995 destination charge)

Options on test vehicle: Technology Package ($1720), Convenience Package ($620), Driver Confidence Package ($345)

Price as tested: $30,580

Quick Hits

The great: Fine passenger and cargo room within tidy exterior dimensions; good selection of available safety and convenience/technology features

The good: Unique appearance features; decent ride and handling

The not so good: Some so-so cabin materials; a bit noisy in highway driving

More Trailblazer price and availability information

CG Says:

The Chevrolet Trailblazer RS may be the official vehicle of the power of positive thinking. It looks like the most sporting version of Chevy’s all-new subcompact crossover SUV so, the positive thinker might reason, it must truly be sportier than the rest.

Trailblazer RS models get sporty appearance touches such as blacked-out exterior trim, a unique mesh grille pattern, and dual exhaust outlets with chrome tips. Eye-catching Oasis Blue paint is another RS exclusive.

There’s a slight bit of truth to that if you are comparing a front-wheel-drive RS to an FWD Trailblazer L, LS, or LT. The RS gets a standard 155-horsepower 1.3-liter turbocharged 3-cylinder engine in place of the 137-horse 1.2-liter turbo three used in the L-series models. But change the driveline to all-wheel drive and that little advantage disappears because every AWD Trailblazer—LS, LT, RS, and ACTIV (a mild off-roader)—gets the 1.3 engine and 9-speed automatic transmission.

With that in mind, the all-wheel RS that Consumer Guide tested behaved very much like the AWD LT that it sampled earlier. The 1.3 is no paragon of smoothness or quiet, but it’s kind of peppy from a standing start and benefits from the 9-speed trans (which replaces the FWD models’ continuously variable transmission) in building up to highway speeds. Selectable “Sport” mode changes shift points and firms steering up. Ride and handling are good for a relatively inexpensive crossover, though some road noise intrudes in highway driving. Tested fuel economy ranged from the mid 20s mpg to almost 30 mpg.

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The RS’s sporty interior touches include red trim elements and accent stitching, unique gauge graphics, and a leather-wrapped flat-bottomed steering wheel. The $1720 Technology Package adds features such as Chevy’s Infotainment 3 Plus touchscreen system, Bose 7-speaker audio, wireless Apple CarPlay/Android Auto connectivity, and wireless charging.

At $27,895—with delivery—to start, the RS and ACTIV all-wheelers share the top rung of the Trailblazer price ladder. (Subtract $1500 for front drive.) That’s a jump of $1300 over an AWD LT. In the case of the RS, that buys the following additional standard equipment:

dual-outlet exhaust
18-inch alloy wheels
diamond-pattern grille
black lower fasciae, front and rear
black bowtie, badging, and roof rails
contrast-color roof (either Mosaic Black Metallic or Scarlet Red Metallic depending on body color)
LED taillights
leather-wrapped flat-bottom steering wheel and shifter knob
cloth-and-leatherette seat upholstery
rear center armrest

Test Drive: 2021 Chevrolet Trailblazer LT

The Trailblazer offers decent space for adults in both the front and rear seats, thanks in part to its tall-ish body height.

No matter which of the seven model-specific exterior color combinations a 2021 RS comes in—ours was Mosaic Black over an eye-catching, almost-aqua Oasis Blue—the interior will be Jet Black with red cabin details like stitching, vent bezels, and console and shift-lever highlights. The “mixed-media” seats and the applications of leather slightly raise the luxe level in an interior that is short on attractive soft-touch surfaces. You’ll have to shell out for option packages to get things like automatic single-zone air conditioning and an 8-inch touchscreen for the convenient Chevrolet Infotainment 3 system to replace the standard manual air conditioner and 7-inch screen. (CG’s test RS had three option groups that brought its final price to $30,580.) Like the LT, it has standard LED fog lamps, heated power mirrors, remote starting, keyless access, 10-way power-adjustable driver’s seat, heated front seats, forward-collision alert, automatic emergency braking (including for pedestrians), lane-keeping assist, automatic headlight high-beam control, and teen-driver monitoring.

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RS models don’t get an exclusive engine; they’re powered by the same 155-hp 1.3-liter turbocharged 4-cylinder as other all-wheel-drive Trailblazers. RSes do get upsized wheels–18-inch alloys, versus the 16s and 17s on other Trailblazers.

Trailblazers provide good leg- and headroom for four adults. There is 25.3 cubic feet of flat-floored cargo space behind the 60/40-split second-row seats that fold almost flat for more room, and all but the L have a front passenger seat that retracts to make way for long objects. In-cabin storage space is somewhat limited—though the RS’s standard rear armrest does raise the cup-holder count by two. Controls are conveniently placed.

The best way to appreciate the RS compared to other Trailblazers is for its looks. Considering it a step up in performance would require some positive—better yet, wishful—thinking.

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The RS and the light-off-road-themed ACTIV models are the topline models of the new-for-2021 Trailblazer lineup, and they’re priced the same in either front-wheel-drive or AWD form. The RS amps up the sporty style of this likeable subcompact SUV, but the enhancements it brings are almost entirely cosmetic.

(Click below for enlarged images)

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2021 Chevrolet Trailblazer RS Gallery

Chevrolet Trailblazer RS

Meet the 2021 Consumer Guide Best Buys

Written by: The Daily Drive staff on January 12, 2021.

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Review Flashback: 2007 Chevrolet Monte Carlo SS

2007 Chevrolet Monte Carlo SS

Thanks in large part to Chevrolet’s involvement in NASCAR racing, the somewhat anachronistic Monte Carlo outlived its useful life span by half a decade or so. By 2000, the mainstream-brand midsize/large coupe segment was all but gone, with only the coupe versions of the Honda Accord and the Toyota Camry (dubbed Solara) still seeing meaningful sales volume.

The sixth—and last—generation of the Monte Carlo debuted for 2000. The Monte rode on General Motors’ W-platform architecture, and was thus similar mechanically to the Buick Century, Lacrosse, and Regal, as well as the Chevrolet Impala, Oldsmobile Intrigue, and Pontiac Grand Prix.

A performance-oriented version of the Monte Carlo, the SS, was available for the entire 2000-2007 run of the last-gen model. For 2000-2006, the SS was powered by a supercharged version of GM’s ubiquitous 3.8-liter “3800” V6. The beefy engine cranked out a middling 240 horsepower, but a substantial 280 lb-ft of torque at just 3600 rpm.

The big news for performance fans was the arrival of a 5.3-liter V8 for 2006. This pushrod V8, also found under the hood of GM’s half-ton pickups, was good for substantially more horsepower (303) and torque (323 lb-ft) than the V6.

Monte Carlos powered by the 5.3 V8 are rather rare, as the engine became available midway through the 2006 model year, and total sales volume for 2006 and 2007—the Monte’s last years—was very low.

Shared below is Consumer Guide’s original review of the 2007 Monte Carlo SS (including the original “News” section at the end of the report, which looks forward to the impending arrival of the reborn Chevrolet Camaro). Noteworthy is the absence of comment regarding the V8 Monte Carlo’s most sinister handling characteristic: torque steer. As this author can attest to first hand, full-throttle acceleration in any V8-powered GM W-platform model resulted in impressive pull to the side and required healthy amounts of driver correction to keep the car on course. You can read all about that torque steer here.

More Review Flashback! fun

2007 Monte Carlo SS Review

Overview

Chevrolet’s midsize coupe shares its basic underskin design with the Impala sedan. Monte Carlo comes in LS, LT, and sporty SS trim. LS and LT have a 211-hp V6 engine. SS has a 303-hp V8 with GM’s Active Fuel Management that deactivates four cylinders while cruising to save fuel. The 233-hp V6 LTZ model is discontinued. All Monte Carlos have a 4-speed automatic transmission. Front side airbags are standard. Curtain side airbags are unavailable. Leather upholstery and heated front seats are standard on SS, available on LT. OnStar assistance is standard.

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2007 Chevrolet Monte Carlo engine specs

Acceleration

Ample power at any speed. Similar test Impalas with 211-hp V6 less strong but still more than adequate in around-town driving. Ethanol-blended fuel, called E85, is available in many states and can be less expensive than regular-grade gasoline. E85 can be used in 211-hp Monte Carlos. Test Impalas showed no difference in acceleration using E85.

Fuel Economy

Test SS averaged 17.2 mpg in mostly city driving. V6 Monte Carlos use regular-grade fuel. Chevy recommends premium for V8s.

Ride Comfort

Surprisingly compliant given SS models’ sport suspension and 18-inch tires. Large bumps felt but Monte Carlo is never harsh.

Handling

SS has sporty moves with well-balanced steering, though it never really feels agile. Good stopping control.

Quietness

Wind rush and tire roar both intrude. V8 subdued at cruise, has muscle car rumble under throttle.

Controls

Gauges clearly marked, easy to read. Large, clearly marked radio/climate controls have easy-grip rubberized surfaces, operate smoothly, though climate controls mounted too low for easy use. Monte Carlo trails most like-priced imports for quality feel. Hard plastic expanses dominate cabin, have budget look and feel.

Review Flashback! 1987 Chevrolet Monte Carlo SS

2007 Chevrolet Monte Carlo specs

Comfort

FRONT: Head, leg room adequate. Good seat comfort with easy entry/exit. Decent visibility compromised slightly by thick rear pillars.

REAR: Generous space for a sporty coupe, though passengers over 5-ft-10 will want more head room. High step over, low seat complicate entry/exit.

Cargo Room

Generous trunk space for a coupe, just average for a midsize car. Standard 60/40 split folding rear seatbacks increase versatility. Adequate cabin storage.

Headlamp Hat Dance: 6 Years of the Chevrolet Monte Carlo

2007 Chevrolet Monte Carlo prices

Value

Monte Carlo is a throwback to the era of the midsize domestic coupe, trading passenger space and cargo room for a sporty profile. It’s affordable, has competent road manners, and the SS accelerates and sounds like a muscle car. But this midsize car feels dated compared to class pacesetters such as the Honda Accord and Toyota Solara.

News

Monte Carlo is a goner after 2007, say our sources. Slow sales are the main reason. But another factor is the announced return of a Camaro coupe and convertible on General Motors’ new rear-wheel-drive Zeta platform. Expected to start sale in early 2009, Chevy’s reborn “ponycars” should look much like the recent crowd-wowing concepts. Like previous Camaros, the new ones will seat four and offer both V6 and V8 power. Independent rear suspension is planned to trump the solid axle of archrival Ford Mustang.

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2007 Chevrolet Monte Carlo SS Gallery

2007 Chevrolet Monte Carlo SS

Written by: Tom Appel on December 10, 2020.