Displaying items by tag: SUV

The second generation of the Japanese crossover is a common sight on our streets, and what adorns this car are low costs, comfort, and build quality. As such, it is a frequent choice on the second-hand market, and on this occasion we bring the advantages and disadvantages of the second-generation Nissan Qashqai model.

The second generation Nissan Qashqai was introduced in 2014, and used examples from the beginning of production can be found on the domestic market for around 11,500 euros. The redesigned version debuted in 2018 with new technology and several new units on offer.

Originally, 1.5-liter and 1.6-liter diesel engines were offered, as well as 1.2-liter and 1.6-liter turbo gasoline engines. In both cases, the smaller units were actually preferable in terms of cost and sleekness. A CVT automatic transmission called Xtronic was available as an option, but the slightly noisier operation of the engine with this transmission turned many away, so they opted for a six-speed manual transmission. The redesign from 2018 brought some changes, but also a new range of engines, so a 1.3-liter gasoline unit with 140 hp or 158 hp was available.

As for the diesel, the 1.5-liter engine remains the same as before, but a 1.7-liter diesel with 150 hp was introduced in 2019. Some of the most important positive features of the Qashqai model are a high level of comfort and a feeling of spaciousness, primarily due to the comfort of the seats and suspension.

It should be said that the finish of the material is much better compared to the first generation, such as soft handles and feet, as well as much better sound insulation. The second generation Qashqai offers a sense of balance when driving, which is rarely found in any crossover, especially in corners where it inspires confidence when you step on the gas pedal.

When talking about engines, the best choice is economical diesels: 1.5 dCi (110 HP) and 1.6 dCi (130 HP). Turbo petrols are quieter, and also don't consume much, and have similar dynamics to diesels. The trunk has a volume of 430 liters, which is certainly not a record in the class, but it is quite enough for most needs.

As for the flaws, the Nissan Qashqai received the most criticism during its first years of production, and most of them were related to some "childhood diseases", such as the early failure of the factory battery, oil leaks on the valve cover, and the halogen lights were able to weaken quickly. .

Among second-hand examples, diesels make up the overwhelming majority, and the most important thing is to find a well-maintained example because you won't have any problems with it. The durability and quality of the Nissan Qashqai model is both a virtue and a disadvantage when buying a used model. Because this crossover is very solidly built, which makes it somewhat resistant to use, you may have trouble determining the true condition and mileage of the car. That is why it is important to pay attention to determining the correct mileage, because its use could be well concealed.

As Auto Klub writes, the owners' experiences are excellent, and the second generation still looks modern, offering comfort, spaciousness, reliability and economy. It is a quality and versatile car with an excellent choice of engines and a very good chassis. Prices for the oldest models with the highest mileage start at 11,500 euros, while a well-equipped redesigned version will cost you more than 20,000 euros. With a little searching, you can find a decent copy with a price of around 15 thousand euros.

Published in Blog/News

The decision: The all-new Mazda CX-50 is a capable — if unacceptable — reduced SUV that does most things effectively, however it doesn't do a lot to push Mazda's setup toward another path.

Versus the opposition: Given how firmly paired the minimized SUVs in our most recent correlation test were, it would be great assuming the CX-50 accomplished other things to separate itself from its opposition — or even its CX-5 stablemate.

At the point when Mazda uncovered the 2023 CX-50 in November 2021, it was obviously hopping on board the rough terrain vehicle fad that turned out to be progressively common in the market as the COVID-19 pandemic delayed and individuals searched any reason to escape the house. Rough terrain vehicles and trims are obviously the new shut down appearance bundles.

Related: 2023 Mazda CX-50 Vs. 2022 Subaru Forester Wilderness: Who Off-Roads Better?

The CX-50 has standard all-wheel drive, a six-speed programmed transmission and a decision of two 2.5-liter four-chamber motors: a normally suctioned variant with 187 strength and 186 pounds-feet of force or a turbocharged form making either 256 or 227 hp and 320 or 310 pounds-feet of force contingent upon whether it's burning premium gasoline.

We drove a reach finishing off Premium Plus CX-50 with the 2.5-liter super both now and again street to check whether it could bear outing in its very packed and serious section. Sadly, the CX-50 doesn't actually stand apart even in Mazda's own setup, where it's in direct contest with the CX-5 (for the time being, in any case).

Driving the CX-50

Regardless of utilizing an alternate stage, the CX-50 drives a ton like its CX-5 kin. One thing generally present in Mazda vehicles is open controlling, that is as yet the situation in the CX-50. Tragically, it needs other on-street capacities that could make the most of that: The ride is weak, and influences were unforgiving with the 20-inch wheels that come norm with the 2.5 super motor. Forceful cornering produces body roll and some understeer, however no more than you'll track down in basically any SUV in this fragment. Most contenders, nonetheless, additionally have guiding that feels substantially more numb.

For more nitty gritty rough terrain impressions, you can peruse my drawn out contemplations here. Without driving a CX-50 outfitted with the Meridian treatment, which incorporates more serious off-road tires, checking exactly the way that competent the CX-50 could be is hard. We can address its exhibition with road tires and 20-inch wheels, however, and with that arrangement, the CX-50 effectively explored a light rough terrain course, yet it never felt cheerful doing as such. The CX-50 is intended to be the vehicle that gets you and your stuff to the trailhead, not one that goes down the path, yet in the majority of those cases, you'd be similarly as fruitful arriving in a Camry. The CX-50 isn't intended for serious or continuous going 4x4 romping, so assuming you're searching for something to that effect, look somewhere else.

It's conceivable the Meridian Edition, with its more modest haggles rough terrain tires, could feel both more fit rough terrain and cushier on asphalt, yet it's presumably not going to supersede a portion of the more able delicate roaders in its fragment, similar to the Ford Bronco Sport Badlands, the Subaru Forester Wilderness or any of the various Toyota RAV4 TRD models.

The CX-50's mileage is fair, at any rate, and there's a sad punishment for getting the more impressive super motor. The normally suctioned 2.5 is appraised 24/30/27 mpg city/thruway/joined, and changing to the turbocharged powerplant drops those appraisals just somewhat to 23/29/25 mpg. Obviously, to get the most pull and force out of the super 2.5-liter — 256 hp and 320 pounds-feet — Mazda suggests utilizing premium gas. That is obviously more costly than customary, and the 2.5 super doesn't give overpowering power on it; it's far-fetched that proprietors will miss the additional 29 hp or 10 pounds-feet of force assuming they decide on standard. The super motor gives sufficient power when called upon, however it can sound stressed and crude under heavier burdens.

The CX-50 likewise adds two new drive modes: Off-Road and a super selective Towing. Rough terrain helps a piece whenever difficulties arise, however there's no extra configurability past "Rough terrain" to assist with explicit kinds of landscape. Towing mode is select to super controlled CX-50s, which can tow 3,500 pounds versus the 2,000 pounds the non-super CX-50 can pull. The other driving mode worth focusing on is Sport, however that is simply to take note of that it doesn't do a lot to change the personality of the CX-50.

Happy with, Frustrating Interior

The front and back seats of the CX-50 don't feel a lot roomier — or truly entirely different by any means — from a CX-5. The CX-50's more forceful roofline and Mazda's most memorable power-sliding all encompassing moonroof cut into headroom a piece, yet there's not an awkward seat in the vehicle. The CX-50's freight region is likewise stunningly spacious, if essential, with two little cubbies for more modest things. (They were, for example, an extraordinary spot to put a few valuable six-packs of Wisconsin-elite New Glarus brew while driving home to Illinois.) We estimated the CX-50's freight volume at 18.13 cubic feet — almost indistinguishable from the 2021 CX-5 we estimated at 17.91.

What's tricky is Mazda's infotainment framework. The bigger 10.25-inch show in our test vehicle (a 8.8-inch screen is standard) is in fact a touchscreen, yet it doesn't work as such as a rule. Contact control possibly works when the vehicle isn't moving; when the vehicle is driving, a handle regulator is the best way to explore the presentation and make choices. In any event, that was the situation before Mazda gave touchscreen usefulness back while utilizing Apple CarPlay and Android Auto. It's a brilliant choice given how much more straightforward it is to utilize a cell phone reflecting point of interaction like you utilize a cell phone. Both those connection points work remotely, however I saw some slight lagginess in remote CarPlay while rapidly burnning through tunes.

While bringing back touchscreen capacity is great, the actual screen is situated so high and profound on the dashboard that considerably longer-equipped drivers and front travelers might experience difficulty arriving at it. I switched back and forth between utilizing the touchscreen and the disappointing handle contingent upon the circumstance and how agreeable I felt inclining forward.

On the off chance that you're not utilizing Apple CarPlay or Android Auto, the remainder of the UI looks dated and can be confounding. It seems like Mazda is imitating early cycles of BMW's iDrive before the Bavarians dealt with every one of the issues.

A portion of the CX-50's rivals have their own idiosyncrasies and flaws with regards to this stuff, yet for an all-new vehicle like the CX-50 to have the normal, worn out tech that is baffled us in other Mazdas is frustrating.

Mazda means to be viewed as a more exceptional automaker than, say, Toyota or Honda, and the CX-50 is attempting to satisfy that objective. Its inside materials are a stage above contenders', and construct quality is first rate. Actual controls have a strong vibe, and an accessible head-up show is a superior touch. Contrasted and an Acura RDX, the CX-50 may not beat the competition, however contrasted and a Honda CR-V or Toyota RAV4, it is probably going to intrigue.

Wellbeing

The CX-50 has various standard dynamic security highlights, including Mazda's low-speed City Brake Support programmed crisis slowing down with passerby recognition, as well as path takeoff advance notice, path keeping help and vulnerable side observing with back cross-traffic alert. I didn't find these highlights excessively nosy or pointless during my time in the CX-50, which isn't generally the situation. The discretionary head-up show was great, if exceptionally fundamental in its usefulness.

As of this composition, the CX-50 has not yet been assessed by either the Insurance Institute for Highway Safety or the National Highway Traffic Safety Administration. In our own Car Seat Check, the CX-50 procured generally Bs and one A grade - write Cars.com.

Published in Mazda

Hyundai's three-line family SUV is currently more clever than any other time.

Hyundai's drive into the SUV market major areas of strength for is — it's not difficult to fail to remember the Korean automaker had a terrible SUV setup only quite a while back. Presently it has six models covering essentially every section of the SUV market. Furthermore, when the Hyundai Palisade hit the roads quite a while back, it immediately turned into a deals hit famous with families who needed style, worth, and space for eight. With the new 2023 Hyundai Palisade, a midcycle update brings some crisp styling components and more innovation, in addition to extra solace highlights. We headed out to the lovely streets outside Asheville, North Carolina, to test the refreshed Palisade and attempt the invigorated SUV firsthand.

Anyway, What's New?

Alongside another grille and a few outside subtleties, the 2023 Hyundai Palisade is presently 0.6 inch longer than before because of a leveled up front shade. The back overhang is more limited, and the wheelbase continues as before, however by and large length is currently 196.7 inches. Albeit the inside aspects didn't change, creators took these actions to give the Palisade a superior position in profile view — and it paid off.

Inside, Hyundai added solace highlights across each of the three lines to satisfy a wide assortment of travelers. Taking a page from sister brand Genesis' Ergo movement situates, the Palisade adds a rubbing component to the driver's seat, and the subsequent line currently flaunts headrests that curve to give sidelong head support. Warmed seats are currently presented in each of the three columns, and the first and second line keep on offering ventilated seats.

Hyundai's remote savvy leaving help is accessible without precedent for the Palisade, and that implies drivers might escape their vehicle and push the SUV ahead and in reverse utilizing the key. Another back traveler side airbag and it are likewise present to stop impact aversion help.

Educated

Families who missed having a Wi-Fi area of interest in the Hyundai Palisade will be blissful, as Hyundai joined forces with Verizon to permit drivers to now associate up to five gadgets on the double. A three-month preliminary is incorporated, yet proprietors from that point should pay $20 each month to utilize this element. In-vehicle Wi-Fi areas of interest are the same old thing, yet the 2023 Hyundai Palisade is the first of the organization's models to offer the innovation.

Another advanced key permits Apple and Samsung clients to lock, open, and begin the Palisade with their telephones. Working with NFC innovation, just put your telephone on the entryway handle to open the Palisade. To begin the vehicle, you should put the telephone on the remote charger (where there's another NFC sensor).

The assignment is simple, and there are five advanced keys in absolute that can be imparted to companions through instant message. Proprietors can change the settings of every one of those keys to just lock and open the Palisade, and proprietors can eliminate key access without any problem. The best part is that the NFC sensors work in any event, when your telephone is dead, and the tech works with the Apple Watch, too.

Individuals acquainted with the old Bluelink application realize there were a couple of constraints of what you could do in the Palisade. The 2023 model extends the rundown of highlights; it presently turns the warmed and ventilated seats on and off and sets the temperature when the proprietor begins the Palisade from a distance. Proprietors can likewise see and get warnings about entryways and windows left open, as well as fuel levels.

The equipment refreshes likewise permit two driver profiles in the Bluelink application and the computerized key, so in the event that you share a vehicle with your better half, the radio presets, seat and mirror positions, and temperature will naturally change contingent upon who opens and starts the vehicle.

On The Road

New for 2023 is the XRT trim, which adds rough styling and hazier medicines outside, yet there are no equipment upgrades, for example, off-road tires or better methodology and takeoff points. We went through a portion of a day driving the XRT on city streets close to Asheville and on trails around the Biltmore Estate, and we were by and large satisfied with the manner in which the SUV took care of.

There are no mechanical changes to the 2023 model; each Palisade keeps on being fueled by Hyundai's 291-hp, 262-lb-ft 3.8-liter V-6 motor mated to an eight-speed programmed. The XRT we drove was outfitted with all-wheel drive, which was valuable during the rough terrain area. On sloppy pieces of the path, the Palisade exhibited great foothold and straight power conveyance, making it simple to vanquish obstructions. Albeit the path was generally a back road with a couple of grooves and puddles, it was a decent portrayal of what families will experience while heading on a setting up camp outing.

Out and about, the ride was for the most part agreeable and calm, with the guiding tuned on the lighter side and the motor conveying sufficient punch to go over Asheville's bumpy midtown roads without fight. Before, we've grumbled about the Palisade's stiffer ride contrasted with the Kia Telluride, but since of our restricted time in the driver's seat until further notice, we'll hold back to deliver our full judgment once we can get a 2023 model in our grasp for testing.

Would it be a good idea for me to Buy A Palisade?

The 2023 Hyundai Palisade is accessible in five different trim levels — SE, SEL, XRT, Limited, and Calligraphy. Costs start at $36,245 for the SE and ascend to $50,195 for the Calligraphy. The all-wheel-drive choice adds $1,900.

The midcycle update for the 2023 Hyundai Palisade could look gentle outwardly, however it's critical when you take a gander at all the new innovation that is gotten on. With remote stopping, a computerized key for Apple and Samsung, and more highlights for the Bluelink application, the Palisade feels refreshed and present day. Furthermore, Hyundai figured out how to add that large number of highlights while keeping costs cutthroat.

Source: motortrend.com

Published in Hyundai
Sunday, 09 January 2022 15:28

BMW iX review (2021)

 PROS

  • State of the art purpose-built electric car from BMW
  • Impressive to drive with outstanding comfort and refinement
  • Eye-catching interior, packed with user-friendly technology

 CONS

  • Exterior design takes some getting used to
  • Not all of the driver assistance tech works flawlessly
  • Cheaper, more conventional BMW electric cars on the way
 

The BMW iX is a new purpose-built luxury electric car, and the flagship for BMW’s latest electric vehicle technology. It combines controversial exterior looks with a plush, ‘lounge-style’ interior and a seriously impressive driving experience – as well as offering a large number of modern safety and driving aids.

Rivals include the Audi E-Tron, Mercedes-Benz EQC and Tesla Model X.

Is the BMW iX any good?

If you’re in the market for a premium electric car and like to make a striking impression, BMW has definitely got you covered. Although you will also need to spend quite a lot of money. Two versions are available to buy now – iX xDrive40 and iX xDrive 50 – with an M-performance model badged xDrive M60 to follow in summer 2022.

At this stage, we’ve only driven the xDrive50 model, which commands an eye-watering £93,905 asking price in more basic Sport specification, rising to £96,905 for the fancier M Sport variant.

For that you get BMW Gen5 – fifth generation – electric motor and battery technology, and an ‘intelligent material mix’ structure that incorporates carbonfibre, aluminium and high-strength steel. For the xDrive 50, this results in the fairly spectacular combination of 523hp and 765Nm with a claimed WLTP driving range of 380 miles per charge.

BMW iX review (2021) profile view, driving
 

Living up to this promise, the iX is fast, comfortable, refined and outstandingly nimble for something that weighs over 2.5 tonnes and is similarly proportioned to a BMW X5 SUV. It also seems well able to deliver the on-paper driving range – though this will depend considerably on how much use you make of the available performance.

Other attention-grabbing features include a new generation of iDrive infotainment system (BMW Operating System 8) and a set of driver assistance features that include augmented-reality navigation, customisable digital and head-up displays, and adaptive brake recuperation that works superbly.

What about the way it looks?

BMW has never been a brand for building particularly beautiful cars, but there are some truly unusual angles and surfaces here. However, we would argue that it looks better in real life than it does in the pictures.

What’s more, not only is it unlikely to be mistaken for anything else – probably important for the kind of buyer who’s happy to drop nearly £100k on a BMW electric car – the design has been massaged to provide excellent aerodynamics.

This helps the iX drive faster and further, by allowing it to cut through the air more cleanly.

BMW iX review (2021) exterior view, grille
 

What’s it like inside?

The interior of the iX is just as unusual as the exterior – though not in such a controversial way. Here you’ll find the modern beauty of a contemporary luxury hotel room, rather than the edgy confrontation of modern art.

That’s not to say it will appeal to everyone. The slice of curving screen across the dashboard – actually two screens combined – is much as we’re coming to expect from EV interior design, while the latest iDrive software gives you comprehensive control in a reasonably instinctive manner. But the big, quilted seats are dramatic, the abrupt transition between surfaces and materials even more so, and the use of faceted crystal for some of the controls bordering on the gauche. The hexagonal steering wheel isn’t as odd to use as you might think, though.

Once again, this all helps the iX stand out against its rivals. It’s also very roomy inside, with lots of head and leg room front and rear. While there is a large battery pack under your feet, the floor doesn’t feel unnecessarily high.

BMW iX review (2021) interior view
 

What’s it like to drive?

BMW has a reputation to uphold for exceptional driving dynamics as we move further and further into the age of electric cars, and the iX certainly isn’t going to do that reputation any damage.

Built around BMW’s first bespoke electric vehicle platform since the i3 city car, it has a very stiff bodyshell, which is then further reinforced by the large battery pack bolted to the underside. Being so stiff is a real benefit to every area of the car, as it allows the suspension to work more effectively.

The battery pack is heavy. In the xDrive50 model it contains an enormous 111.5kWh of electricity storage and weighs around 650kg. Because this weight is concentrated so low in the chassis, it not only gives the iX lots of extra strength, it also lowers the centre of gravity – which is further good news for stability when driving round corners.

Adding another touch of luxury class, the iX uses variable air suspension rather than steel springs.

BMW iX review (2021) exterior view, cornering

Combine all of the above, and you get a large car that manages to pull off the magic trick of riding bumpy surfaces brilliantly – despite 21-inch alloy wheels as standard – while also cornering with agility and precision on the twistiest of mountain roads. It leans a bit when really pressing on, but this only seems to highlight the depths of talent to the chassis tuning, allowing you to enjoy the process of handling it more.

Grip, meanwhile, isn’t an issue. The iX has two electric motors – one on each axle, making this the first BMW with electric all-wheel drive – and new control components mean that power can be measured out between them with exceptional speed. If one end of the car loses traction, the other compensates so swiftly the process is practically imperceptible.

Outright performance is mighty. The benchmark 0-62mph takes 4.6 seconds, but more significantly, BMW has engineered the electric motors to maintain their maximum power and torque at higher rpm. Overtaking punch is really impressive and the xDrive will hit and maintain its electronically limited 124mph top speed with ease (on derestricted autobahns in Germany).

What many owners will perhaps appreciate more, however, is the refinement. This is a very quiet car inside, even when travelling very quickly. BMW has taken the trouble to commission Oscar-winning movie composer Hans Zimmer to provide an electronic soundtrack that syncs beautifully with the way the car is being driven – but with this switched off, something that’s easily done via the infotainment system, the iX just whispers its way through the air.

What driver aids are available?

The iX is available with more driver assistance systems than BMW has ever offered before. Many of these will be familiar from other modern vehicles, but of particular interest are the elements that best show off the way the iX is properly aware of its surroundings.

For instance, it will monitor traffic lights to prompt you when they turn green. The head-up display will warn you if there are ‘dangerous’ bends ahead. The sat-nav can overlay direction information on a camera feed from the front of the car.

Our favourite example, however, is the ‘adaptive’ brake recuperation. This uses navigation and sensor data to vary the amount of braking effect you get from the motors whenever you release the accelerator – which sounds unnerving and complicated yet works remarkably intuitively. It will even allow the iX to coast at high speeds if that’s most efficient.

BMW iX review (2021) interior view, transmission selector

Engage the full B-mode, and you can drive almost exclusively without touching the brake pedal, as the motors will do the braking for you in all but extreme circumstances. And in exemplary fashion.

Better still, because of another integrated control unit balancing the effort between motor and traditional friction braking, when you do use the brake pedal, the feel and performance remains consistent at all times. Something that few other electric vehicles manage to pull off.

How long does it take to charge?

With 195kW fast-charging capability, the xDrive50 can be topped up with 93 miles of additional range in 10 minutes – or go from 10% to 80% in 35 minutes.

But this relies on very fast and comparatively expensive DC public chargers – the vast capacity of the battery pack means that you’ll need to allow 16 hours for 100% on a single-phase 7kW AC wallbox of the type most commonly found at UK homes and offices.

What different models and trims are available?

The iX is currently available in two versions: the xDrive40 priced from £69,905 and the xDrive50 priced from £93,905.

We’ve covered the stats of the xDrive50 in detail above. The xDrive40 produces 326hp and 630Nm of torque, does 0-62mph in 6.1sec, and has the same 124mph top speed; WLTP driving range is 257 miles.

Both versions are available in Sport and M Sport trim levels.

Standard equipment highlights for the iX Sport include an 18-speaker harmon/kardon hi-fi system, 21-inch alloy wheels, heated front seats, four-zone climate control and a substantial number of driver assistance systems.

The upgrade to iX M Sport – which costs an extra £3,000 – adds a styling package, bigger brakes, dark headlight glass and anthracite roof lining.

A car like this never has a short options list, and among the add-ons for the standard models are massaging front seats, heated steering wheel and other cabin surfaces, Bowers and Wilkins hi-fi upgrade, ‘Skylounge’ panoramic roof, Laserlight headlights, and an interior camera that can be used for security and fun.

High-performance BMW iX M60 on sale in summer 2022 

In summer 2022 an M-performance model called the iX xDrive M60 joins the range. Power output for this is now confirmed at a staggering 619hp combined with a huge 1,100Nm peak torque, delivering 0-62mph in 3.8 seconds and an electronically limited 155mph top speed.

BMW iX M60, front view, grey

Maximum claimed WLTP driving range is equally impressive at 357 miles per charge, though it needs to impress, given pricing starts at £111,905.

For the money you also get bespoke BMW M suspension tuning, 22-inch alloy wheels, soft-close doors, powerful BMW Laserlights instead of regular LED headlights, and a technology suite that includes an interior camera, Bowers & Wilkins hi-fi, massaging front seats, heated everything, and BMW Parking Assistant Professional.

What else should I know?

The built-in connectivity means BMW will offer new features and allow customers to pay for upgrades to their iX via over-the-air updates. Among the things coming this way are an automated parking system that allows the car to learn and self-drive certain short-distance manoeuvres, which you’ll then be able to control from outside the car using your phone.

A heated element in the front grille area ensures all of the cameras and sensors built into the nose will still work when it’s snowing. BMW has put a lot of thought into this car.

BMW iX review (2021) rear view
 
Should you buy one?

If you want a stand-out, high-price, high-quality electric car, close to the cutting edge of the current state of battery electric vehicle technology then the BMW iX could well be for you. The look of the thing is sure to raise more than a few eyebrows, but as a statement-maker that may be exactly what you’re looking for anyway.

Regardless, the interior is inviting, and the impressive blend of performance and serenity achieved by the driving experience means that even the most doubtful potential customer should at least take an iX for a test drive.

What we like

We can think of few other cars that are capable of providing such comprehensive ride comfort in combination with such cornering athleticism. The iX is at once a limousine and a creditable substitute for a sportscar – all while producing zero emissions in motion, thanks to its electric drive system.

That electric drive not only gives awesome performance, but also does things an ordinary combustion car can’t – most notably the adaptive recuperation that practically makes the brake pedal a thing of the past. Traction is mega as well, thanks to the twin-motor setup.

The technology used throughout – from the materials it’s built from to the latest iDrive – matches the iX’s price tag, while the refinement and the luxury interior put some proper icing on what is a pretty fancy automotive cake.

What we don’t like

Looks are subjective, so we’ll pass over that.

More of a concern is that not all of the driver assistance systems work consistently. With everything switched on, the iX can theoretically accelerate up to speed limits automatically as well as slow down for hazards and ‘assist’ through turns (though this relies on you touching the steering wheel – it is not a fully autonomous car). However, we found many of these facilities unreliable in action, and certainly would caution against relying on them too heavily.

Beyond this, most of the issues with the iX are the same you’ll face with any electric car – the classic being the way charging it up takes longer than filling a fuel tank. But as we all know there are means of coping with these things, and it’s getting easier and easier to live with an EV all the time.

(https://www.parkers.co.uk/bmw/ix/review/)

Published in BMW

We started our 15 months with our long-term Mazda CX-30 Premium AWD wondering if the handsome new subcompact SUV could convince us Mazda is truly on the march upmarket to become a luxury automaker. Now 19,163 miles later and with our CX-30 departing the MotorTrend garage, we feel safe saying although Mazda has made serious strides in some areas, the overall CX-30 experience left us cold—a new feeling for us, considering how much we loved our old CX-5, CX-9, 3, and 6 long-term cars.

The CX-30 has had an admittedly weird stay in our long-term fleet, with more than half of a year overlapping with safer-at-home orders. But despite sticking close to home base in Los Angeles for the first six months or so of its loan, our CX-30 got some meaningful road trip time in, including long stretches up to northern Oregon and shorter stints to San Francisco and out to the Mojave Desert in support of our Of The Year programs. Over that time, we got to know the CX-30 quite well. We really appreciated our CX-30's premium styling. Although the swooshy waveform on its flanks is controversial among staff (some think the reflections make it look like the SUV was sideswiped), the CX-30 has a distinctive and unmistakably Mazda look. The interior styling won high praise, too, outdoing segment rivals such as the Buick Encore GX and Lexus UX in design and material choice. We were also charmed by our long-termer's engaging steering feel, which is usually something of an afterthought in the subcompact SUV segment.

2020 Mazda CX-30 36

But despite the bright spots, the CX-30 wore on us over the months. Its styling promises luxury, but the drive experience doesn't deliver. We grew tired of apologizing to passengers for the buzz-prone powertrain, the transmission's sloppy shifts, and inconsistent stops due to a mushy brake pedal. The standard 186-hp, 186-lb-ft 2.5-liter I-4 also felt a bit underpowered when loaded with four people—an impression that the hunt-happy six-speed automatic didn't help. Mazda now offers a 250-hp turbocharged I-4 on the CX-30, but it's still saddled with the increasingly dated six-speed auto.

The CX-30's cabin also wasn't as nice a place to spend time as it first appeared to be; passengers frequently complained that the tight cabin was claustrophobic, due to the stylish high beltline. (The driver's seat is thankfully height-adjustable.) We've also found Mazda's infotainment system difficult to use while driving, requiring far too much time looking at screens and twiddling a knob than is safe to do while on the road

Although our CX-30 has been mechanically trouble-free over its time with us, its cabin is showing signs of early wear and tear. The white leather seats have started to stain from sliding across them in jeans, and the bolsters have been marred from rubbing up against the SUV's B-pillar. We were also disappointed to see the CX-30's faux carbon-fiber plastic trim quickly became an ugly rainbow of scratches, especially in high touchpoint areas around the shifter and cupholders. We had identical issues with our 2020 Mazda 3 long-termer.

Mazda's failure to improve materials quality is disappointing. However, we continue to be pleased with the dealer experience. For a mainstream automaker on the march upmarket, Mazda's dealership fell squarely on the luxury side of the spectrum, impressing us with the swiftness of its service and the attention to detail. Granted, we didn't spend much time at the dealership during our loan. Our two visits to the dealer were for routine service (an oil and filter change, tire rotation, and inspection) and recall work (one for a Bose audio system glitch, the other to improve the spotty adaptive cruise control).

We spent about $375.00 maintaining our Mazda (we say "about," because a careless former employee neglected to file the paper work for our CX-30's second service). That's significantly more than we spent on our long-term 2020 Kia Soul ($198.19 for two services) and 2018 Subaru Crosstrek ($281.85 for three services). It's also about $100 more than what we spent maintaining the 2020 Mazda 3. All of these vehicles covered about 20,000 miles.

2020 Mazda CX 30 Premium AWD 58

The EPA rates the CX-30 AWD at 25/32/27 mpg city/highway/combined, and in our time with it, which heavily skewed toward urban driving, we netted 25.8 mpg. Unsurprisingly, that's worse than our Mazda 3 hatchback (28.8 mpg), but it's about dead even with our old Crosstrek, which achieved 25.9 mpg in our hands.

Overall, Mazda has made notable strides with both design and the dealership experience. But if we're looking at it as a luxury SUV, its lack of polish and drivetrain refinement seriously detract from the ownership experience. At the same time, the compromises resulting from Mazda's move upmarket make the CX-30 less enjoyable to drive day to day. As a result, this is probably the least engaging Mazda we've experienced in a decade; improvements in design and dealerships don't outweigh that.

Ultimately, the CX-30 is less a jack-of-all-trades vehicle than a master of none. We won't miss this Mazda, but there's always the next one.

https://www.motortrend.com/reviews/2020-mazda-cx-30-long-term-verdict/
Published in Mazda
Tagged under

It uses the same platform and engine as its predecessor, but the new Pathfinder looks like the brawny SUVs of old.

We already put the 2022 Nissan Pathfinder three-row SUV with all-wheel-drive through its instrumented paces. Now it's time to get the front-wheel-drive version of Nissan's latest Pathfinder in the hands of MotorTrend's test team so consumers know what to expect from the rest of the lineup.

The Pathfinder has had an interesting history and is unique in its path to reinvention, having flipped from body-on-frame to unibody repeatedly during its lifecycle. It started as a two-door SUV in 1986 on Nissan's compact truck body-on-frame platform and added a four-door in 1989, discontinuing the two-door a year later in North America. The second-gen Pathfinder went on sale in 1995 with unibody construction. Then the third-generation SUV made a surprising return to body-on-frame in 2004 for the '05 model year, only to pivot back to unibody for the fourth-generation Pathfinder in 2012, sharing a platform with the Nissan Altima, Maxima, and Murano, among others.

For this fifth generation, the Pathfinder actually stays unibody on the same platform, but it drops the milquetoast design in a return to the squared-off, brawny looks we've come to associate with this SUV, regardless of its underpinnings. The styling changes inside and out are in keeping with a resurgence in design among new Nissan offerings of late.

2022 Nissan Pathfinder Platinum 11

2022 Nissan Pathfinder Competitively Priced

The two-wheel-drive Pathfinder starts at $47,340, and at $49,865, our test model didn't ring in much higher. That price reflects the addition of $730 running boards, a $745 two-tone premium paint scheme, a $795 lighting package with illuminated kick plates and welcome lighting, and $255 carpeted floormats. A comparable 2021 Toyota Highlander Platinum trim FWD starts slightly higher at $48,755, and a 2022 Honda Pilot Elite costs about $2,000 more but only comes in AWD.

Nissan also carried over the previous Pathfinder's 3.5-liter V-6 engine, which generates 284 horsepower and 259 lb-ft of torque, but the previous model's CVT has been replaced with a new nine-speed automatic transmission with a meaty shifter. It can tow 6,000 pounds and comes with a tow hitch and harness as standard equipment.

Although the pleasant-sounding V-6 feels more powerful and the new transmission snappier at propelling the lighter FWD model, the test numbers don't bear out our seat-of-the-pants observations. The front-drive Pathfinder required 7.1 seconds to go from 0 to 60 mph and 15.5 seconds to do the quarter mile. The Pathfinder with AWD was a shade quicker at 7.0 seconds to 60 mph, making it a strong performer in the segment. The 2022 Jeep Grand Cherokee L Limited powered by a 3.6-liter V-6 (293 hp/260 lb-ft) and AWD needed 7.3 seconds and 15.5 seconds, respectively.

Road test editor Erick Ayapana found the Pathfinder FWD "super-tricky to launch" because the engine easily overwhelms the tires. "With traction on, it'll cut power to reduce wheelspin. With traction off, any hint of wheelspin results in a 1-2 upshift. Manual mode isn't much of a manual mode because it'll upshift to second automatically. So getting the launch right is pretty much a guessing game."

2022 Nissan Pathfinder Platinum 20

Behind The Wheel

Ironically, the lighter, front-drive Pathfinder felt heavier to drive at times on our winding test track, and the stability control can often be too aggressive. However, tire squeal and head toss were kept to a minimum, even during hard cornering. The suspension provides a smooth ride over rough surfaces, and there is little body motion over bumps.

Out on the figure-eight course, the Pathfinder completed the loop in 28.4 seconds at an average of 0.59 g, performing better than road test editor Chris Walton expected, though he did find its steering to be unnecessarily heavy during his looping. "The chassis is quite good, but you can't go to the power early because the front-wheel-drive system doesn't have any sort of limited slip other than traction control, which kills the exit," Walton noted. The all-wheel-drive Pathfinder rounded the course a full second quicker at 27.4 seconds, and the Grand Cherokee L (also with AWD) essentially split the difference at 27.9 seconds. When it comes to stopping power, the FWD Pathfinder needed 130 feet to haul itself down from 60 mph to 0. That's slightly longer than the Grand Cherokee L at 127 feet but a ways off of the AWD Pathfinder's impressive 114 feet, which is difficult to explain with both Pathfinders using the same tires. Ayapana found the Pathfinder's brakes to have "adequate bite and good body control." Walton said the medium-firm brake pedal offers "good feel and easy modulation."

As far as fuel efficiency goes, the 2022 Pathfinder adds stop-start, which helps improve its EPA numbers slightly to 21/27/23 mpg city/highway/combined. The heavier Grand Cherokee L is predictably thirstier at  19/26/21 with RWD.

Nissan's ProPilot Assist (adaptive cruise, steering assist, traffic sign recognition) provides excellent lane-centering steering assist. Once adaptive cruise is engaged, simply press the ProPilot button for full capability. Rest your fingers lightly on the steering wheel and feel it make minor adjustments as you're speeding down the highway. With Navi-Link, the vehicle slows for freeway curves and exit ramps, and the system alerts the driver to changes in the speed limit. It's without question one of the best driver assist systems on the market.

2022 Nissan Pathfinder Platinum 29

More Upscale Interior

The 2022 Pathfinder's cabin feels premium for a vehicle that costs less than $50,000 and comes with a dose of industrial toughness: Everything is big and square and blocky. Our test model had  great-looking saddle-brown seats and accents on the door and dashtop, which contrast well with the black interior; white and gold stitching help complete the upscale look. The Platinum trim comes with a 12.3-inch digital gauge cluster, a head-up display, an 8.0-inch touchscreen infotainment system, a motion-activated power tailgate, and 20-inch alloy wheels.

Open the wider-opening rear doors and climb into the heated second-row captain's chairs fitted to this model (making it a seven-passenger family vehicle instead of eight), and you'll find them comfortable with ample thigh support. To get to the third row, there are buttons on the base of the second-row seat and the seat back. Press one, and the seat tilts and then flies forward—even with an empty car seat installed. It's easy enough for kids to use, but make sure they stand back while it performs its spring-loaded gymnastics. It creates a large opening for easy access to the third row, which now seats three. Space is decent in the third row, and the passengers have access to air vents and USB charging ports.

The third-row seats also fold completely flat, and the cargo area is augmented by a deep well under the floor. The rear cargo space also comes with tie-downs, bag hooks, and a 12-volt socket.

The Pathfinder faces a lot of competition, with stalwarts such as the Highlander, Pilot, and Ford Explorer, not to mention relative newcomers, including the Hyundai Palisade, the 2020 MotorTrend SUV of the Year Kia Telluride, and the newest entrant, the Jeep Grand Cherokee L. Nissan has reinvented the Pathfinder many times over the years in order to assert leadership in the segment. This time around Nissan kept the Pathfinder's carlike platform but returned it to a truckier look in an attempt to remix the best of its past efforts. The result, as summarized by Walton: "Not bad for a grocery getter and better than it probably needed to be."

Looks good! More details?
 
2022 Nissan Pathfinder Platinum Specifications  
BASE PRICE $47,340
PRICE AS TESTED $49,865
VEHICLE LAYOUT Front-engine, FWD, 7-pass, 4-door SUV
ENGINE 3.5L direct-injected DOHC 24-valve 60-degree V-6
POWER (SAE NET) 284 hp @ 6,400 rpm
TORQUE (SAE NET) 259 lb-ft @ 4,800 rpm
TRANSMISSION 9-speed automatic
CURB WEIGHT (F/R DIST) 4,536 lb (55/45%)
WHEELBASE 114.2 in
LENGTH x WIDTH x HEIGHT 197.7 x 77.9 x 69.7 in
0-60 MPH 7.1 sec
QUARTER MILE 15.5 sec @ 92.3 mph
BRAKING, 60-0 MPH 130 ft
LATERAL ACCELERATION 0.76 g (avg)
MT FIGURE EIGHT 28.4 sec @ 0.59 g (avg)
EPA CITY/HWY/COMB FUEL ECON 21/27/23 mpg
ON SALE Now

(https://www.motortrend.com/reviews/2022-nissan-pathfinder-fwd-first-test)

Published in Nissan

The X3’s midcycle update brings good tech upgrades and better looks.

The last time we drove the third-gen BMW X3, we were a bit disappointed with its cabin design, technology, and overall position in the segment. The 2022 BMW X3 is trying to change that with its midcycle update, which involves a moderate improvement to its interior and exterior design, plus the addition of more up-to-date technology. Are these changes enough to impact its impression among our staff?

What Changed?

If you place a 2018 and 2022 X3 side by side, the differences are quite noticeable. Up front, the grille, headlights, and fascia are new, with the air vents getting bigger and bolder, particularly on versions with the M Sport design package. The iconic double kidney grille is a bit bigger on the newer model, and it seems like the two kidneys sit closer to each other, while the headlights adopt a modern design and feature new daytime running lights. Walk to the back, and the squared taillights stand out, while the rear fascia and tailpipes are similarly more squared than before.

The exterior upgrade is well received, making the 2022 BMW X3 look younger, fresher, and sportier. It's not that the 2018 model looks old, but in a segment that's quickly evolving—and where there's stiff competition—last year's X3 seemed to be stuck in time.

2022 BMW X3 xDrive30i 39

The changes inside are also welcomed. Gone is the old CD player layout, which is replaced by a redesigned center console with updated, metallic switchgear that gives the interior a fresh feeling. Although the center console didn't change much, the updated design is nicer and more contemporary, with a new display for the climate control. Also new are the shifter and all the real estate around it, which now includes a push-start button next to the shifter (instead of next to the air vents) and new iDrive controls. But the most important upgrades are the bigger 12.3-inch touchscreen atop the dashboard and the 12.3-inch display that replaces the analog instrument cluster. The touchscreen adds the new iDrive infotainment system, which now supports Android Auto—a first in the X3. Wireless Apple CarPlay is now standard across the board.

These changes are not only noticeable but appreciated. The graphics in the new instrument cluster aren't as eye-popping as the 3-D graphics in the Genesis GV70, but we're glad to see a more modern interior in the Bimmer. iDrive 7 is easier to use than the outgoing version, with updated maps and more modern graphics.

The Drive

Under the X3's hood, things remain mostly unchanged. The X3 xDrive30i's turbocharged 2.0-liter I-4 engine again delivers 248 hp and 258 lb-ft of torque. An eight-speed automatic transmission sends that power to all four wheels, though when the conditions are optimal it sends most of the power to the rear wheels.

2022 BMW X3 xDrive30i 40

This formula plays out well on the road. Although the X3 xDrive30i isn't a dynamic SUV (that task is meant for the more powerful, six-cylinder M40i), it delivers a comfortable yet sporty ride. The base engine is punchy enough to power the X3 through twisty uphill roads without hesitation, with the transmission quickly downshifting when needed to deliver more torque. Paddle shifters are included in case you want to manually select your own gears, but we found the transmission quick on its own.

A Sport Individual driving mode allows the driver to customize the driving experience for the engine, transmission, and steering, but we didn't feel much difference compared to Normal mode. In any case, the chassis tuning stands out on the twisty roads, where the X3 feels planted and exhibits low body roll, while the suspension manages to absorb pavement imperfections in a good manner.

Objectively, the X3 xDrive30i's numbers aren't eye-popping. Going 0 zero to 60 mph takes 6.4 seconds, a so-so figure compared to other entry-level German SUVs. The 2021 Audi Q5 Quattro we tested earlier this year got to 60 mph in 5.7 seconds, and a 2020 Mercedes-Benz GLC300 did so in 5.4 seconds—a full second ahead of the Bimmer.  Expand that list to include the 2020 Acura RDX and 2022 Lexus NX, and the X3 stands in a better position. The RDX reached 60 mph in 6.4 seconds, and the NX with its new turbo 2.4-liter engine did so in 7.3 seconds.

The story is mostly the same with the quarter-mile and figure-eight tests. The X3 crosses the quarter-mile mark in 15.0 seconds at 92.5 mph, a number that's slower than the Audi (14.4 seconds) and Mercedes (14.1 seconds), but faster than the Acura (15.2 seconds) and Lexus (15.5 seconds).

Braking, however, is a strong characteristic of the X3; it stopped from 60 mph in 109 feet—an impressive number considering its size and weight.

The Final Word

2022 BMW X3 xDrive30i 12

The X3 xDrive30i starts at $46,695, though prices quickly rise depending on the equipment. The good news is that the cost stayed relatively the same compared to the pre-refreshed model; the bad news is that the model we tested was $57,590. Our X3 was well equipped, but that's a hefty price tag, and one that could easily be beaten by non-German entries in this segment.

However, the changes made to the X3 make it younger and fresher—both inside and out. Is the X3 a better competitor because of these changes? Partially. The technology inside is newer and better, and we like the fact that prices didn't escalate much with the new equipment. Still, that doesn't completely fix everything with the X3. Its performance isn't up to par with the other Germans, making it mid-pack at best in the segment.

We welcome the refreshed X3, but we hope the next generation is stronger.

BASE PRICE $46,695
PRICE AS TESTED $57,590
VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV
ENGINE 2.0L Turbo direct-injected DOHC 16-valve I-4
POWER (SAE NET) 248 hp @ 5,200 rpm
TORQUE (SAE NET) 258 lb-ft @ 1,450 rpm
TRANSMISSION 8-speed automatic
CURB WEIGHT (F/R DIST) 4,214 lb (50/50%)
WHEELBASE 112.8 in
LENGTH x WIDTH x HEIGHT 185.9 x 74.4 x 66 in
0-60 MPH 6.4 sec
QUARTER MILE 15.0 sec @ 92.5 mph
BRAKING, 60-0 MPH 109 ft
LATERAL ACCELERATION 0.88 g (avg)
MT FIGURE EIGHT 26.9 sec @ 0.66 g (avg)
EPA CITY/HWY/COMB FUEL ECON 21/28/24 mpg
ON SALE Now
Published in BMW
 
 

Verdict: The all-new Genesis GV70 is a joy to drive, and it mimics its luxury competitors both in its ability to provide high style and in its occasional highly questionable design choices.

Versus the competition: Still perhaps a notch below its German rivals, the GV70 is Genesis’ best attempt yet to establish the South Korean brand’s credibility as a luxury marque.

As Genesis fills out its lineup, the latest vehicle to join the South Korean brand’s assault on established luxury rivals is the 2022 GV70 compact SUV. Hyundai’s luxury division, Genesis became a separate brand for the 2015 model year, and we’ve long been fans: We named the 2019 G70 sedan our Best of 2019 winner, and the pre-brand-spinoff Hyundai Genesis sedan was our first ever Best Of winner back in 2009.

 

With the GV70, Genesis has set its sights squarely on the lucrative luxury compact SUV class, including competitors like the Audi Q5, BMW X3 and Mercedes-Benz GLC (plus a whole host of others from brands not based in Deutschland). Can the GV70 compete in such a loaded field?

Driving Done Right

One of the things we love about the G70 sedan is how much fun it is to drive, and it’s no surprise that the GV70, which shares the same platform, retains some of that fun. Really, “some” is an understatement: The GV70 — at least the twin-turbocharged 3.5-liter V-6 Sport Prestige version we tested — is a blast to drive. It’s not full-on bonkers like a BMW X3 M, Mercedes-AMG GLC63 or Alfa Romeo Stelvio Quadrifoglio, but all three of those SUVs are at their best on a track. The GV70 Sport Prestige strikes a nice middle ground, more like a Mercedes-AMG GLC43, BMW X3 M40i or Audi SQ5.

The GV70’s 3.5-liter makes 375 horsepower and 391 pounds-feet of torque. Also available is a turbocharged 2.5-liter four-cylinder engine making 300 hp and 311 pounds-feet that we haven’t yet driven. Both are paired with an eight-speed automatic transmission, and all-wheel drive is standard on all GV70s.

Press the gas pedal and you’ll notice a bit of lag. Depending on your personal preference, you may find it annoying or you may enjoy the buildup before the GV70 takes off. Putting the driving mode into Sport or Sport Plus (the latter is only available on Sport models) seems to improve response time a bit. Either way, though, once you get going, the GV70’s twin-turbo V-6 pulls hard.

Ride and handling are also impressive. There was some impact harshness over bumps and imperfections, but I chalk that up mostly to the giant 21-inch wheels on our test vehicle. (The wheels can be as small as 18 inches, trim depending.) Otherwise, the adaptive suspension does a great job providing a cushy ride in its more comfortable settings, then firming up in Sport and Sport Plus. I was also impressed by how little body roll I felt during my time behind the wheel, though some of our editors felt more than I did.

GV70 Sport Prestige models add an electronically controlled limited-slip differential that aids in handling, and while it’s not quite up to par with the G70, the GV70 feels nimble, with decently communicative steering. More aggressive driving modes add a bit of extra weight to the steering feel, but they don’t do much to improve feedback or inspire confidence during more spirited driving.

My sole complaint about the driving experience lies with the GV70’s brakes: It takes a lot of effort to move the pedal, and the brakes themselves sometimes felt like they were being overworked trying to haul the GV70 to a stop. Something with more bite and easier, more linear pedal feel would do wonders for the GV70.

Interior Luxury Done Mostly Right

You’ll find some good and some bad inside the GV70. Genesis says its design approach was “inspired by the aerodynamic sections of aircraft wings”; as such, you’ll find elliptical shapes everywhere inside. It gives the GV70 a sort of retro-futuristic, Atomic Age vibe that I really enjoy.

Materials quality in the top GV70 trim stands out, with Nappa leather upholstery and suede inserts — and as you can see in the photos, it doesn’t have to be a boring color. I drove an Audi Q5 Sportback shortly after the GV70, and the Q5’s interior felt a bit more solidly put together than the Genesis’, but overall, the GV70’s interior is right up there with its peers.

Interior space, however, can feel a bit lacking. The front seating area is dominated by a large center console and might feel cramped to some, but I thought the snugness enhanced the GV70’s sporty feeling. The backseat offers decent amounts of head- and legroom, but at 6-foot-1, I found it difficult to sit comfortably behind my driver-seat position. Cargo space is also a bit tight. It felt adequate for daily errands, but our testing measured it at 16.15 cubic feet; that’s less than we measured in a Mercedes-Benz GLC coupe, which is the kind of SUV we always knock for sacrificing utility for style.

From a technological standpoint, the GV70’s 14.5-inch touchscreen display has crisp graphics and looks quite sharp. Apple CarPlay and Android Auto are standard, but not wireless. The GV70 also offers driver profiles that are accessible via a variety of methods, including a fingerprint scanner mounted to the right of the steering wheel. It certainly feels futuristic, but you don’t have to use it if you don’t like the idea of your car having access to your fingerprints.

Cars these days can’t seem to be luxury cars without a few questionable design choices, and the GV70 has a few inside. First, that 14.5-inch touchscreen is placed so far away from the driver’s seat that even my arms and their 36-inch sleeve measurement couldn’t easily reach it. There’s a raised dial controller — though not the confusing, flush dial you’ll find in other Genesis models — to help alleviate that issue, but controllers are not the ideal way to navigate touchscreens, particularly when using features like CarPlay.

Speaking of dials, guess what else in the GV70 is a dial? The gear selector. Having two raised dials adjacent to each other in the center console was confusing, and I often found myself grabbing the gear selector instead of the multimedia controller. Fortunately, like coins, the two dials have different textures, but it’s still frustrating. Adding to my personal frustration was that unlike most vehicles with multimedia controllers, the GV70’s is positioned ahead of the gear selector instead of behind it, though buyers not used to that sort of setup probably won’t care.

Safety

The 2022 GV70 is an Insurance Institute for Highway Safety Top Safety Pick Plus for 2021 (model years and IIHS award years don’t always line up). The GV70 aced every test, but the front crash prevention vehicle-to-pedestrian test. The National Highway Traffic Safety Administration had not yet tested the GV70 as of this writing, but when it does, you’ll find the results here. In our Car Seat Check, the GV70 received mixed scores.

Is Genesis Finally There?

We said once that the 2021 Genesis G80 sedan was “nipping at the Germans’ heels.” Well, the GV70 isn’t just nipping at the heels of German luxury compact SUVs, it’s taking full chomps.

With a starting price of just over $42,000, the GV70 undercuts the competition, though perhaps not as much as other Genesis models have in the past. Our test vehicle carried a sticker price of $65,045, which is more in line with performance-oriented — but not the highest-performance — versions of its competition. Once you start adding options to the German SUVs, however, the Genesis is likely to seem like an affordable option.

In terms of driving performance, the GV70 is certainly a luxury compact SUV, and the interior mimics the good (quality and style) and bad (questionable design and user interface choices) of many of its rivals. It should absolutely be on every luxury compact SUV shopper’s list, but whether it does enough to convince those who care what name is on their car remains to be seen.

(https://www.cars.com/articles/2022-genesis-gv70-review-has-genesis-finally-nailed-it-441469/)

Published in Genesis
Friday, 17 December 2021 06:20

2024 Toyota Compact Cruiser

Overview

Toyota has a history of capable off-road SUVs, from the FJ Cruiser to the 4Runner to the luxurious Land Cruiser. While the Land Cruiser is leaving the American market starting in 2022 and the FJ Cruiser hasn’t been sold here since 2014, Toyota is intent on staying competitive in the off-road space as the market transitions to electric vehicles, and will launch a tough compact electric SUV in the coming years. Previewed by the Compact Cruiser EV concept, the SUV will get boxy styling and rugged bumpers and body cladding. Very little is known about the electric powertrain, but the instant torque of electric motors should make it decently quick and adept at navigating rough terrain.

What's New for 2024?

The Compact Cruiser EV will be an all-new model for Toyota when it launches, and presumably will have a more creative name. We expect the electric off-roader to arrive for the 2024 model year. It will likely share some suspension and powertrain components with other upcoming electric Toyotas, but there is not much information yet on the mechanical components of the Compact Cruiser EV.

We estimate the price of the 2024 Compact Cruiser EV will start at around $35,000. We’ll know more about trim levels and pricing for the Compact Cruiser EV as the on-sale date nears.

As more information becomes available, we'll update this story with more details about:

  •  Engine, Transmission, and Performance
  •  Range, Charging, and Battery Life
  •  Fuel Economy and Real-World MPG
  •  Interior, Comfort, and Cargo
  •  Infotainment and Connectivity
  •  Safety and Driver-Assistance Features
  •  Warranty and Maintenance Coverage

(https://www.caranddriver.com/toyota/compact-cruiser-ev)

Published in Toyota
Monday, 13 December 2021 05:30

2024 Mercedes-Benz EQG

 
 

Overview

Over several decades the Mercedes-Benz G-class built a reputation as an all-conquering off-roader before becoming a six-figure status symbol for celebrities. Now, with the automotive landscape shifting away from gas-powered cars, the G-class is spawning the all-electric EQG. So far Mercedes has only shown the Concept EQG, which it refers to as a “near-production study.” The EQG retains the classic boxy styling of the G-class, and Mercedes says that the EQG will continue to be an extremely capable all-terrain vehicle. The 2024 Mercedes EQG is expected to have four electric motors, one per wheel, and will integrate its batteries into an old-school, robust ladder frame.

What's New for 2024?

The EQG will be an all-new model for the Mercedes brand when it launches. We expect it to arrive for the 2024 model year, meaning it could go on sale in late 2023. Although it will probably share a similar suspension and chassis with the gas-powered G-class, the batteries and electric motors will be new to the EQG.

Pricing and Which One to Buy

EQG
$150,000 (est)

We estimate that the price of the 2024 Mercedes EQG will be in the $150,000-range when it reaches dealerships. We’ll know more about the different EQG trims and their pricing closer to the electric off-roader’s on-sale date.

Engine, Transmission, and Performance

The EQG is expected to be powered by four electric motors, one near each wheel, that will be individually controllable, which should improve on- and off-road driving performance. If the concept is any indication, the EQG will also come with a shiftable 2-speed gearbox for traveling far off the beaten path. The EQG will use a similar chassis setup to the gas G-class, with a sophisticated independent front suspension, which should help with on-road driving, and a rigid rear axle.

 
2024 mercedes benz eqg side exterior
 

Interior, Comfort, and Cargo

The Concept EQG is fitted with a lockable box in place of the traditional spare wheel housing, to store the charging cable and provide some additional storage but we still expect the EQG to offer a rear-mounted spare tire unlike the concept.

(https://www.caranddriver.com/mercedes-benz/eqg)

Published in Mercedes

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