The Czech company has announced the serial production of the new generation of its largest SUV.

Skoda Auto will start serial production of the second generation of the Kodiaq, its flagship SUV model, at the factory in Kvasiny, Czech Republic. In preparing the factory for the new model, the company has made significant investments in the modernization of the production line.

By transferring the production of the new generation Superb from Kvasiny to Bratislava in Slovakia, the Czech car manufacturer has created additional capacity in Kvasiny for the production of successful SUV models Kodiaq and Karoq.

The new Kodiaq had its global premiere in October, and it will be available with petrol, diesel, and plug-in hybrid options with a large electric range.

The design could be described as a variation of the previous model but with many modernized details. Split headlights still exist, the side silhouette is now elongated, and the taillights have been modernized, now connected by a thin LED strip.

Overall, when it comes to design, Skoda has clearly played it safe as it is one of the brand's most important models, which has sold over 800,000 units to date.

The new Kodiaq is "stretched" to 4,758 mm (+61 mm compared to its predecessor), while the wheelbase remains the same (2,971 mm). The car is slightly narrower and lower than its predecessor.

The practicality is unmatched in this segment, and there is a trunk of 910 liters, which is 75 liters more than before. If you choose the model with seven seats, the trunk volume decreases to a still respectable 340 liters behind the third row.

As for the engines, there's something for everyone – it all starts with the 1.5 TSI using "light" hybrid technology and delivering 150 HP, as well as cylinder deactivation technology under lighter loads. The larger 2.0 TSI has 204 HP and comes with all-wheel drive, while the 1.5 TSI is offered only with front-wheel drive.

Those who still prefer a diesel engine can opt for the 2.0 TDI with 150 HP and front-wheel drive or with 193 HP and all-wheel drive. The transmission is a seven-speed automatic.

Finally, there is a plug-in hybrid with front-wheel drive and 204 HP, which can drive up to 100 km on electric power alone. The battery can be charged at alternating current chargers with a power of up to 11 kW and direct current chargers with 50 kW.

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Inside, a significant novelty is the relocation of the gear lever to the steering column (all versions come with an automatic transmission).

The multimedia system is available in sizes of 10 or 13 inches, depending on the equipment package. Below the large screen are functional buttons that can be configured to adjust air conditioning, audio system, seat heating and cooling functions, and more.

The supercar with a V12 engine helped Lamborghini achieve a record year in terms of sales.

Lamborghini unveiled the successor to the Aventador in March of last year, and the first units of the new supercar were delivered to customers at the end of last year. Equipped with a V12 engine, the Revuelto has had an excellent start, as the Italian car manufacturer has just confirmed a long waiting list for the company's flagship product.

Lamborghini has released detailed sales results for the year 2023, in which the company managed to sell more than 10,000 cars in twelve months – a new record in the manufacturer's history. While this figure alone is impressive, even more interesting is the fact that the Revuelto is already sold out until the end of 2026.

Essentially, this means that customers ordering the electrified V12 supercar today will have to wait almost three years for their vehicle.

It is important to note that Lamborghini currently only sells the base Revuelto model. "Hardcore" variants and special editions will arrive later in the model's lifecycle, but this will not happen until demand for the base version remains high.

As a reminder, Lamborghini waited seven years after the debut of the Aventador to introduce the upgraded Aventador Super Veloce Jota LP770-4, so a similar timeframe can be expected for the Revuelto SVJ.

Lamborghini expects the Revuelto to play a key role in the brand's growth in the three most important markets. The United States remains the largest individual market for Lamborghini, followed by Germany and China.

The Urus was the company's best-selling product last year, followed by the Huracan.

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The last 12 Aventadors were delivered to their new owners last year, and Lamborghini has yet to announce the first production and sales numbers for the Revuelto.

VW's celebrating 50 years of the Golf, but this is all the celebration we'll get

Volkswagen revealed the updated Golf to the world late Tuesday, marking the nameplate's 50th anniversary with an overhauled (but not all-new) lineup that will come to our shores in the form of the 2025 GTI. Sadly, it'll be packing light this year, as there's no need to bring the manual gearbox along. Like the Golf itself in America, the manual GTI is but a memory. While its dual-clutch gearbox may be a downgrade in engagement from a real-deal manual, it's still an excellent transmission that is equally at home on the street or track, so let's not write off the GTI's enthusiast credentials just yet. And there's good news from a daily driving standpoint too, as VW has heard the criticisms of its touch-based infotainment system and not only updated the underlying tech, but brought back some key physical controls to boot.

As the great philosopher John Dorian once said, little victories count for a lot around here, and if you can look past the departure of the manual transmission, the Mk8.5 GTI is littered with them. Power is up from 241 horses to 262 (VW says this spec is for European models, but we don't expect much to change); that's six horsepower less than the plug-in hybrid (and not-for-America) GTE, which continues to strike us as deliberate. No torque figure was available at publication time, but with power still coming from a turbocharged 2.0-liter four-cylinder, it's unlikely we'll see much increase from the 273 pound-feet offered in the outgoing GTI.

Then there's the cabin. We've bemoaned the current (above left) GTI's over-reliance on touch tech since release, and while the return of physical wheel controls (above right) is certainly fantastic to see, perhaps the biggest news here is that we're getting a new version of the software suite underpinning it all. It would be easier to live with VW's tech if it worked as intended, but the existing infotainment system has a reputation for simply not booting up at times (or crashing with uncommon frequency even if it does).

And due to its integration with the rest of the car's computers, issues with a modern infotainment system can rapidly escalate to show-stoppers. VW says it's MIB4 infotainment system should address the complaints leveled at the previous tech and offer more features to boot. As an added bonus, with the new floating infotainment screen, we get a redesigned center stack featuring illuminated climate controls that VW says should be more ergonomically friendly. Those are small wins, sure, but surely they'll improve the GTI's day-to-day livability.

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Apart from the updated cabin and tweaked powertrain, there's not a ton more to the Mk 8.5 GTI. VW's release detailed the rest of its European-market variants less three — the GTI Clubsport, Golf R and Golf R wagon. Those three will be revealed later in 2024 and will likely hit European showrooms in time for 2025. Of the models revealed Tuesday, only the GTI is due to come stateside; it and the Golf R were the only models not discontinued in the U.S. after 2021. Look for more on the R when it launches in Europe, at which point we should learn about VW's plans to bring it here.

Source: autoblog.com

Futuristic sedan offers ample range, rapid charging and a great driving experience

The Ioniq 6 is the best of the E-GMP vehicles to drive, and its aerodynamic shape makes it super efficient with a long range. You give up utility versus the Ioniq 5, but the benefits will be worth it for some.

Pros: Fun, efficient driving; stand-out design; quick charging and ample range; well-executed safety tech

Cons: Too-cheap interior materials, especially in SE; some irritating controls; small trunk; max range tied to base trim

Crossover SUVs may rule the day, but there’s still a market for good old-fashioned sedans. Of course, there’s absolutely nothing else old-fashioned about the 2024 Hyundai Ioniq 6, an electric car that looks like it arrived in your driveway from the future. Indeed, its striking design is a key part of its appeal – and not just from an aesthetic standpoint. The ultra-aerodynamic shape contributes to exceptional efficiency and range, although the latter differs considerably based on motor and trim level. Perhaps a bit too much, as the only way to get the 361-mile max range is with the base SE trim and its excessively downmarket cabin.

Even those versions with less range, however, go much further than the typical EV and recharge much quicker. This is because the Ioniq 6 shares its E-GMP platform with the similarly gifted Hyundai Ioniq 5, Kia EV6 and Genesis GV60. Because the Ioniq 6 is a lighter, more aerodynamic car than those crossovers, though, it’s also the most athletic to drive on top of offering the best range and efficiency. We’ve consistently been surprised by how much fun can be had behind the Ioniq 6’s grippy two-spoke wheel. We also found it to be a highly capable and comfortable highway cruiser, blessed with a comfortable ride, quiet cabin and excellent driver assistance tech.

As much as we enjoy the Ioniq 6, its hangups are not insignificant. Interior quality is one, some frustrating controls are another. The trunk is also small for a sedan. Admittedly, all those issues also exist in the Ioniq 6’s main competitor: the Tesla Model 3. That has access to Tesla’s game-changing Supercharger network, however, along with lower prices (at least at the time of this writing), stronger acceleration and better range with all-wheel drive. Both are excellent choices, though, and prove there’s still life in the sedan market.

What's new for 2024?

The Ioniq 6 carries over unchanged for 2024.

What are the Ioniq 6 interior and in-car technology like?

The Ioniq 6 interior looks at first less bold than the streamlined exterior, but look closer, and it reveals itself to be one of the most creative cabins on the market. Though certainly reminiscent of the Ioniq 5, there are all kinds of unique details, such as the ripples on the doors that reflect the multi-color ambient light. Those doors are also distinctive in that they’re bereft of window and locking buttons. Those are on the center console, which admittedly takes some getting used to (unless you’ve owned a Jeep Wrangler or old BMW).

Materials quality also doesn’t look or feel as good as what you’d find in a Hyundai Sonata, for instance, or other midsize sedans. This is particularly evident in the base SE (pictured above in black), which is the only trim level available with the 361-mile range estimate. Its mandatory cloth trim looks and feels cheap, while the hard plastic phone bin will be a constant reminder that you didn’t opt for a high trim as your phone slides around without the benefit of wireless charging. You can read more about the Ioniq 6 SE interior here, but in general, we wish there were a way to get the max range with even a slightly nicer and better-equipped interior.

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In terms of functionality, the Ioniq 6 mostly succeeds. The dual 12.3-inch screens are bright, clear and responsive, while the infotainment interface is one of the easiest in the industry to use. The supporting touch-sensitive climate controls are less so, and we dislike the need to call up a touchscreen menu to engage the heated and ventilated seats or heated steering wheel. We also miss the “radio” shortcut button found in most other Hyundai and Kia vehicles – again, you have to press one button (“Media”) to bring up a touchscreen submenu. On the other hand, the fact that the Ioniq 6 has physical controls at all, plus instruments in front of the driver, stands in sharp contrast to its main rival, the Tesla Model 3 and its one-screen-does-everything interior.

How big is the Ioniq 6?

Like the other E-GMP cars, the Ioniq 6 is deceptively large. The short overhangs and unusual proportions make it seem like a small vehicle, but it's only a couple inches shorter than the Hyundai Sonata family sedan. The long wheelbase allows the interior to be particularly large, especially in regard to legroom. Surprisingly, the hunkered-down shape of the Ioniq 6 doesn’t overtly compromise visibility (it’s quite good, actually), while headroom up front remains decent despite a seating position that’s perhaps a smidge high. The seats are wide but a bit flat, and loads of adjustment makes it easy to find a comfortable seating position. Rear headroom is a little tight due to that distinct shape created for the sake of aerodynamic efficiency, but again, legroom is vast. Six-footers will have no problem sitting back-to-back, and you’ll have no problem with kids’ shoes kicking the passenger seat up front.

The trunk, on the other hand, is poor. Its volume of 11.2 cubic-feet would be small for a compact sedan, let alone a midsize one. Not surprisingly, the Ioniq 6 was unable to swallow all the bags of our standardized luggage test. By contrast, the Sonata’s 16.3-cubic-foot trunk had space left over for multiple bags. There is a substantial underfloor storage area, however, plus a frunk compartment perfectly sized to store the tire mobility kit and charge cord.

What are the Ioniq 6 electric range and performance specs?

The Ioniq 6 has three powertrain options, two of which are single-motor, rear-drive setups, and the third with two motors and therefore all-wheel drive.

The first single-motor arrangement is exclusive to the SE Standard Range. It makes just 149 horsepower and 258 pound-feet of torque. It also gets the smallest battery, 53 kilowatt-hours, which returns an estimated range of 240 miles. It is quite efficient, coming in as the second-most frugal Ioniq 6 behind the long-range, rear-drive SE. Combined miles-per-gallon-equivalent is rated at 135.

Moving up to the other trim levels, the standard powertrain is the long-range, rear-drive option. It has a 77.4-kWh battery with higher output that allows for more horsepower from the rear motor: 225 horsepower. Torque remains the same at 258 pound-feet. That bigger battery offers better range, but the amount varies depending on the trim level. The SE has the best range at 361 miles, which is due to it being more efficient than the SEL and Limited on account of their larger wheels. The SE with rear drive returns 140 mpg-e combined. The SEL and Limited return 117 mpg-e and have a range of 305 miles.

Optionally available is the dual-motor, all-wheel-drive powertrain. With the addition of a front motor, power rises to 320 horses and torque to 446 pound-feet. Efficiency drops with the SE getting 121 mpg-e combined. Its range is 316 miles. The SEL and Limited get 103 mpg-e combined with a range of 270 miles.

Finally, lets talk charging speed. The Ioniq 6’s advanced 800-volt architecture allows it to swallow down electrons quicker than most other EVs. This greatly depends on the amount of kilowatts available at a fast charger, but all things being equal, we’d definitely rather have the faster-charging car available. The Ioniq 6 also charges very quickly at home, with 11-kW max speeds possible with an appropriate home charger.

What's the Ioniq 6 like to drive?

Interestingly, the Hyundai Ioniq 6 is the sportiest version of the E-GMP cars, apart from the high-performance Kia EV6 GT. The suspension is tuned stiffer, lending a much more responsive chassis with less body roll. The steering feels quicker and more accurate than its siblings, too. Selecting the heftier “Sport” steering mode really isn’t necessary.

The stiffer suspension does yield a correspondingly stiff(er) ride than its crossover(ish) cousins. That doesn’t mean it’s uncomfortable, though. Even on bigger wheels, we found it happily soaked up bumps and was an absolute highway champ during a road trip between Los Angeles and Las Vegas.

Acceleration is a big factor. We have yet to test the standard-range version, but given its meager 149 horses, we figure it’ll feel awfully slow even if it provides the usual initial electric kick off the line. The 225-hp extended-range rear-drive version certainly doesn’t provide the oomph of the 320-hp dual-motor Ioniq 6, but it also doesn’t feel slow. Unless you need the all-weather traction that all-wheel drive allows, we would stick with the extra range and lower price tag of the rear-motor/extended-range combo.

Also worth noting is that the Ioniq 6 has full one-pedal driving available. The regenerative braking force can be adjusted via the steering-wheel paddles, and at maximum, it can bring the car to a full stop. It's easily controllable, and the brake pedal feel and position remains consistent.

What is the 2024 Ioniq 6 price?

Think of the Ioniq 6’s pricing and feature content as breaking down into three columns, each tied with a different motor/battery combo. In the first there is the standard-range, rear motor combo only available in the base SE trim level. In the second is the extended-range, rear motor combo available in all three trim levels: SE, SEL and Limited. Finally, there’s the extended-range, dual-motor combo also available with all trims.

Keep in mind that there’s more to consider with your choice here than just getting your desired amount of equipment. Specifically, the dual-motor combo not only provides the all-weather assurance of all-wheel drive, it also carries with it a significant power increase along with a larger-than-usual price increase compared to gas-powered all-wheel-drive vehicles. It also loses electric range. Opting for the SEL and Limited also nets bigger wheels and therefore worse range.

All prices below include the $1,150 destination charge. No Ioniq 6 is eligible for a federal tax rebate, but there may be state-level rebates that apply.

SE RWD Standard Range: $38,650

SE RWD: $43,600
SEL RWD: $46,400
Limited RWD: $51,300
SE AWD: $47,100
SEL AWD: $49,900
Limited AWD: $54,800

What are the Ioniq 6 safety ratings and driver assistance features?

Every 2024 Ioniq 6 includes forward collision warning and automatic emergency braking with pedestrian and cyclist detection, lane-keeping assist, blind-spot and rear cross-traffic warning systems, Safe Exit warning (stops you from opening doors into cars or cyclists), driver inattention warning and adaptive cruise control with stop-and-go capability and lane-centering steering assist. The latter is known as Highway Drive Assist.

The SEL and Limited trims get Highway Drive Assist II, which adds partially automated lane changes (activate turn signal, car does the rest) and adapts itself to match your acceleration style. Those trims also add more proactive steering assistance for the forward collision and blind-spot warning systems. Finally, the Limited gains reverse automated braking, a surround-view parking camera system, remote smart parking using the vehicle remote, and a camera-based blind-spot monitor.

Besides the sheer volume of these systems, it’s important to note that they are among the best-executed in the automotive industry.

The Insurance Institute for Highway Safety named the Ioniq 6 a Top Safety Pick+, the highest honor available. Only its “Acceptable”-rated headlights got something other than a top mark in the many IIHS categories.

Source: autoblog.com

Mercedes E-Class is a technological tour de force, but from behind the wheel it suffers from a distinct lack of character. The plug-in hybrid powertrain really delivers in terms of efficiency, but that comes at the cost of practicality, which is a shame given this car’s otherwise spacious estate body. We expect emerging rivals from BMW and Audi will add some competitive spice to this sector once again.

The Mercedes E-Class needs to perform not only as a luxurious executive car, but also as a practical family offering. This is where the new Estate model comes in; with wagons losing favour against a surge of SUVs, is Mercedes launching a loss leader? We’re testing it here for the first time to see if it can repay the German firm’s faith.
 
Mercedes has gone big on technology with its latest models, and the E-Class Estate is no different. The first thing you’ll notice is the door handles – or lack of. Instead there’s an almost flush-fitting section which extends when you approach the car. Unlike some other rather flimsy flush-fitting door handles we’ve come across, the Mercedes opens with a solid “clack” sound. A good start, then.
 
Jump inside and just as in the E-Class saloon we tested recently, you’ll notice plenty of inspiration from the larger, more expensive S-Class. And although there is a lot of new and amazing technology on board, it feels like an evolution of the previous E’s interior’s design rather than something completely fresh. Our AMG Line Premium Plus model features the new Superscreen infotainment system; to the uninitiated it’d be hard to imagine a Mercedes fitted with the larger Hyperscreen layout available elsewhere in the maker’s line-up.

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The Superscreen is made up of a 14.4-inch central display, and two 12.3-inch displays either side. It’s a little confusing to get your head around at first – such is the array of information offered – but give it a day or two and you’ll be whizzing through the functions on the move without issue. But with so much going on in the cabin, the interior can feel surprisingly compact.
 
Not what you’d necessarily expect of a car measuring almost five metres nose to tail. It’s the same length as its predecessor but with no replacement for the CLS Shooting Brake planned, Mercedes has gone with a sleeker, more coupe-like roofline to fill the void.
 
The result is rear-seat space that feels pleasant and airy, but as that roof drops down to the rear there’s an impact on boot space. The E 300 e Estate’s boot capacity with the rear seats up stands at just 460 litres thanks to the positioning of the battery – that’s 20 litres less than the old car. If you don’t want the plug-in tech, then you’ll be pleased to learn the mild-hybrid E-Class comes with a much larger 615-litre boot.

 
When we tried the E-Class saloon in E 220 d form, we were impressed by its 2.0-litre mild-hybrid diesel engine. The plug-in hybrid driven here uses a 2.0-litre four-cylinder petrol engine mated to 25.kWh battery which Mercedes claims can provide an electric-only range of up 73 miles – dropping to 62 miles on the biggest wheels. We only managed 42 miles, but this was done in cold conditions. European cars get DC fast charging, but the feature isn’t expected to be offered in the UK.

There’s 312bhp and 550Nm of torque from the combined plug-in hybrid powertrain, sending power through a smooth nine-speed automatic transmission. The 0-62mph dash is dealt with in 6.5 seconds, and while that doesn’t sound too impressive given the power available, it makes more sense when you factor in the portly 2,275kg kerbweight; 370kg more than the mild-hybrid model.
 
That bulk means there’s not much joy to be had trying to throw the E 300 e around – especially in Estate form. The steering is light and there’s decent grip, but where the E-Class really shines is when it comes to refinement. Our car was fitted with the optional air suspension which smothers bumps and imperfections in the road brilliantly – combined with the Acoustic Comfort Package, the E-Class Estate is wonderfully quiet on a cruise.
 
Our car in AMG Line Premium form costs from £73,150 (Premium Plus is almost £6k more again) – a significant amount of money even in this day and age. Luckily for Mercedes, the Porsche Panamera Sport Turismo has just gone off sale and the BMW 5 Series Touring is between generations. The Audi A6 Avant is coming to the end of its life, though it’s hard to ignore the vastly cheaper Jaguar XF Sportbrake in this part of the market – even if it isn’t available with any fuel-saving PHEV tech.

Source: mercedesworld.com

As much as there has been a high degree of standardization in the automotive industry, there are still models that have "nothing wrong" for years, while others hang out with the masters every now and then.

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What Car? the publication helped us to see which 25 car models should be avoided, because they are already problematic within the first three years of ownership.

What Car? applied a proven formula in which over 14,000 car owners were surveyed regarding reliability over the past 12 months. A third of those surveyed confirmed that their pet "reported" at least one mistake.

To categorize defects and rank them in order of abundance, owners were asked to select an area within which the problem occurred. There were 14 such groups in total: battery, body, brakes, engine, electrical system (engine-related), exhaust system, exterior lights, fuel system, transmission/clutch, interior trim, electrical system (not related to engine), steering system , suspension and others.

Also, the editors created a questionnaire in which the owners reported how much time the car spent in the workshop to fix the problems and how much the repairs cost. That information was used to create a unique ranking system, which penalizes models that have had expensive and time-consuming repairs while rewarding those that have proven to be reliable.

The research covered 169 models from 33 different brands. Let's see who these "rascals" are:

25. Volkswagen Polo (2009-2017)

Result: 58.8%

Just over 20 percent of the owners of the previous generation Polo reported errors on their cars, and the most common was related to the electrical system (not related to the engine) - 15 percent, with even half of the problems related to the air conditioner. Other problems include the start-stop system, the rear camera and the screen of the infotainment system.

24. Mercedes-Benz GLA

Result 58.6%

GLA owners reported a fault with 42 percent of the cars. However, the majority (35 percent) were not so significant and did not prevent the car from being driven. All issues were resolved at no cost in less than a week.

23. Mazda3 (2009 - 2013)

Result: 58.4%

Overall, 28 percent of previous-generation Mazda3s had some kind of problem. Models powered by gasoline engines were more problematic than their diesel counterparts. The suspension, steering system and engine electrics were the areas where the problems were most serious in the petrol models. Not all cars were repaired under warranty, and more than half spent more than a day in the service station.

22. Volkswagen CC diesel (2012 – 2016)

Score: 58.0%

40 percent of CC owners reported some problem with their vehicles. Many of them were related to the electrical system, but not the one related to the engine. Some repairs were not covered under warranty, and some of the cars were out of service for more than a week.

21. Citroen C4 Picasso/Grand C4 Picasso

Result: 56.8%

Electrical problems have greatly affected the (dis)satisfaction of C4 Picasso and Grand C4 Picasso owners. Namely, 37 percent of the cars had certain problems. Of these, 22 percent were related to electricity unrelated to the engine, and the problem air conditioner stood out in that. A good proportion of the problems were suspension-related (15 per cent), with a smaller percentage of repairs costing more than £1,500.

20. Seat Ateca

Result: 56.2%

Like previous models, the Ateca also suffers from electrical system problems unrelated to the engine. As many as 43 percent of owners reported problems, and 29 percent related to the specified area. The rear camera and automatic opening of the rear doors also caused headaches for owners. However, most of the cars were in roadworthy condition and almost all were repaired at no additional cost.

19. Range Rover diesel

Result: 55.8%

Although more durable than the smaller models in the luxury British brand's range, as many as a third of Range owners have reported some problem with their pet. The faults were mainly related to the electrics, but most of the problems were related to the bodywork and interior trim. Most of the vehicles were in drivable condition, and there were no additional costs for repairs.

18. Volvo V40

Score: 55.5%

Although the proverbially reliable brand, Volvo also found itself on the "rogue" list. Almost half of the V40 had some problem. Most often, they were related to the engine and exhaust system. Most of the repairs did not bring additional costs to the owners, while the stay in the service center was generally longer than one day.

17. Nissan Juke petrol

Result: 55.2%

A third of the Jukes had some kind of problem, at least that's what the owners say. The faults were mainly in the engine and the electrics of the engine (15 percent of the problems were related to these areas). Most of the cars remained in drivable condition, and the vast majority were also repaired without hitting the owners' pockets.

16. Land Rover Discovery diesel (2004-2017)

Result: 54.2%

Although robust in appearance, the previous one 

generation Discovery is anything but reliable. Half of the owners reported various problems, and like the Range Rover, the majority (22 percent) related to the bodywork. The electrics of the engine were problematic in 17 percent of the examples. Fortunately, most were drivable and repaired under warranty.

15. Mazda2

Result: 52.7%

Obviously, Mazdas and Nissans are not as reliable as other "Japanese". Although this Japanese brand often ranks well on the reliability charts, owners of the "two" reported a lot of problems related to the air conditioning, and more than 10 percent had problems with the fuel supply system.

14. Tesla Model S

Result: 52.4%

Here is another frequent "customer" on the lists of unreliable cars. Nearly 38 percent of Model S owners reported faults, which were mostly split equally between body quality, interior trim and electric motor. Owners have also reported brittle exterior door handles, as well as problems with headlights. Although all cars were repaired under warranty, some were being repaired for more than a week.

13. Range Rover Evoque

Score: 52.0%

Owners of this model concluded that 34 percent of Evoques have some problem. 8 percent refers to the electrical system unrelated to the engine, 7 percent to the transmission/clutch, and there were also problems with the quality of the body and interior trim. Most vehicles are repaired within the warranty period, at no additional cost to owners.

12. Nissan Note

Result: 48.6 percent

Almost 36 percent of the Note has some kind of error. The engine and electrical system of the engine are problematic on 10 percent of gasoline versions, and overall, almost 18 percent of all Note had problems with the electrical system, and more than 14 percent with the suspension.

11. Nissan Pulsar

Result: 48.3%

Are Nissan and Land Rover in a "dead race" when it comes to lack of quality? The Pulsar is affected by a high percentage of problems with the electrical system, and the Yogun air conditioner stands out the most. Most of the problematic examples spent more than a day in the workshop, but all repairs were carried out under warranty.

10. Mercedes-Benz B class

Result: 46.1%

Just over 35 percent of owners of this model reported errors. These include fairly serious areas such as the engine, engine electrical system and transmission/clutch. It is quite clear that this required a considerable amount of time spent in master workshops, which means that the repair took more than a week on average.

9. Mercedes-Benz E class

Result: 46.1%

The new E-Class doesn't cost a lot, so it's not a very pleasant feeling when the new "three-pointed star" doesn't show itself perfectly. The results are similar to the last generation, so it seems that they did not draw adequate conclusions in Stuttgart. In total, 24 percent of the cars were problematic. Interior trim, problems with the electrical system, both motor and general, were the most common causes of headaches. Although all examples were repaired under warranty, a certain percentage had to spend more than a week in the workshop.

8. Nissan Qashqai diesel

Result: 44.2%

Another Nissan... Almost half (49%) of Qashqai diesels suffer from some problem. The most frequently reported errors are related to the electrical system (24 percent), which includes navigation, infotainment system and air conditioning. An additional 19 percent of vehicles had problematic batteries. Most of the vehicles were drivable, and most were repaired at no additional cost to the owners.

7. Land Rover Discovery Sport diesel

Result: 43.8%

We just thought that Nissan would "dominate", but Land Rover "doesn't give in". More than 40 percent of Discovery Sports had reported faults, most of which related to the quality of the body and interior trim. Also, there were problems with electricity, both motorized and non-motorized. All vehicles were repaired at no cost to the owners, and most were out of service in less than a week.

6. Jeep Renegade

Result: 42.1%

Jeep is also another frequent "customer" on the lists of the most unreliable cars. The compact Renegade may look rugged, but the fact is that nearly 43 percent of the cars ended up with owner complaints, and those related to serious problems. The faults were mostly related to the engine, engine electrical system and brakes. Some of the cars spent more than a week being repaired.

5. Jaguar XE

Result: 36.7%

We kind of feel sorry for JLR. We have not seen this kind of "occupation" of the list of unreliable vehicles for a long time. Jaguar's full-size diesel engine is problematic in as many as 44 percent of cases. The problems are mostly related to the electrics, but as with the Land/Range Rover cousins, the problematic body was not bypassed either. Faults were also reported in the engine, fuel injection system, steering and suspension. However, what "pleases" is that all repairs were completed within a week.

4. Fiat 500X

Result: 32.3%

Given the "success" of the Renegade, it was expected that a "twin" model would appear on the list. Owners have reported more than a third of the problematic Fiat 500X. The problems are equally 

divided into bodywork and electrics (both engine-related and general). Although all were repaired under warranty, most had to spend more than a day in the service station.

3. Nissan Qashqai gasoline

Result: 28.9%

We don't know if Nissan fans are "pulling their hair out", but this Japanese brand definitely has a quality problem. Gasoline Qashqai models have a fault in as many as 56 percent of cases. Accumulators, bodywork and electrics (motor and non-motor) are the main problem areas. However, not everything is so black, all were repaired at no additional cost to the owners, and most spent less than a week in the service.

2. Volvo XC90

Result: 22.6%

Do we hear that murmur in the audience? Shocking or not, the fact is that 53 percent of XC90 owners have reported various problems with their (expensive) pets. Many are related to the electrical system and software, and it is indicative that the repairs of these things were often not successfully carried out on the first visit to the service center. However, everything was done under warranty.

Range Rover Sport diesel

Score: 14.5%

JLR is definitely the "champion", and the "champion" model is the Range Rover Sport in the diesel version. As many as 60% of diesel Range Rover Sport had problems of some kind. They covered a wide range of areas, with the most serious faults being related to the gearbox, drivetrain, engine and suspension. Not all cars were repaired under warranty, and some took more than a week to be repaired.

Source: What Car?

A refresh can't save Chevrolet's subcompact SUV from being upstaged by the Trax, which is both more affordable and more appealing.

It's embarrassing to be upstaged by a little sibling. Just ask the Chevrolet Trailblazer, a subcompact SUV that's been around since 2021. The underachieving Trax sitting next to it in the showroom never really gave the Trailblazer cause for concern, until the redesigned 2024 Trax showed up with a whole new outlook on life. The new Trax promises more space, appealing style, and new features—all for significantly less money—and we just awarded it a 10Best Trucks and SUVs trophy. It is already encroaching on the Trailblazer's sales numbers, too, outselling it in the third quarter of 2023.

HIGHS: Cheeky looks, refined ride, strong brakes.

The Trailblazer is doing its best to stay relevant, and a refresh for the 2024 model year brings bigger screens inside, freshened looks, and new colors. But the Trailblazer is facing an uphill battle against its significantly cheaper stablemate—and against other vehicles in this competitive segment.

One might wonder why Chevrolet bothers to sell both the Trax and the Trailblazer. These two models are an example of a split that's evident within the subcompact-crossover segment. The Trax is meant to compete with the smaller, front-wheel-drive-only pseudo-hatchbacks that exist on the lower end of the price spectrum—think Kia Soul, Hyundai Venue, and Nissan Kicks—while the taller Trailblazer is meant to be a "real" SUV (in that it offers optional all-wheel drive, at least) that costs a bit more and has a more upright shape.

LOWS: Sluggish acceleration, cheap interior materials, questionable value.

It's not entirely an illusion, either, as the Trailblazer has a higher seating position than the Trax by more than two inches, according to our measurements. And, if you select all-wheel drive, the Trailblazer does offer a more compelling optional powertrain, a 155-hp 1.3-liter turbocharged three-cylinder with a nine-speed automatic transmission (as opposed to a CVT in other Trailblazers and a six-speed automatic in the Trax). There is a bit more refinement to be found in the Trailblazer, too, as its heavier curb weight creates more of a planted feeling on the road. We like the way the Trailblazer steers, and its brake pedal exhibits good feel, bringing the SUV to a rest from 70 mph in just 166 feet.

But when you look more closely at the numbers, paying more for the Trailblazer starts to make less and less sense. The Trax's longer wheelbase means it offers slightly more passenger room, and it even has a bit more cargo room with the seats folded, swallowing 21 carry-on suitcases in our testing compared with the Trailblazer's 19. Plus, the Trax's 1.2-liter engine is barely at a disadvantage next to the heavier Trailblazer's 1.3-liter. The Trax gets to 60 mph just 0.1 second slower and had a slightly better performance in our real-world 75-mph highway fuel-economy test (30 mpg, versus 29 mpg for the Trailblazer).

The price difference is what really makes the fight seem unfair. The Trax's base price sits at just $21,495, while a comparable Trailblazer is nearly $3000 dearer. The disparity grows when you start piling on options, as our loaded Trailblazer RS AWD—admittedly thick with desirable extras such as a panoramic sunroof and a power liftgate, neither of which the Trax offers—stickered for $34,470. A loaded Trax, on the other hand, barely crests $27,000.

VERDICT: The Trailblazer suffers from the existence of the more compelling Trax.

If you're merely looking to spend as little money as you can on a satisfying crossover-esque small car, the high-value Trax is a no-brainer. But if you're willing to shell out more for things like all-wheel drive and interior niceties, several more attractive options exist within the Trailblazer's price range, including the Mazda CX-30 and the Kia Seltos. That leaves the Trailblazer stuck in an awkward liminal space, with little to recommend it unless you manage to snag an attractive discount.

Specifications 2024 Chevrolet Trailblazer RS AWD

Vehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon

PRICE
Base/As Tested: $29,995/$34,470

Options: power panoramic sunroof, $1495; Convenience package (automatic climate control, rear type-A and -C USB ports, wireless device charging, 120-volt outlet, auto-dimming interior mirror, driver and passenger illuminated vanity mirrors, power liftgate), $1195; Adaptive Cruise and Sound package (7-speaker Bose sound system, adaptive cruise control), $995; Fountain Blue paint, $395; Driver Confidence package (blind-spot monitoring, rear-cross-traffic alert, rear park assist), $395

ENGINE
turbocharged and intercooled DOHC 12-valve inline-3, aluminum block and head, direct fuel injection
Displacement: 82 in3, 1338 cm3
Power: 155 hp @ 5600 rpm
Torque: 174 lb-ft @ 1600 rpm

TRANSMISSION
9-speed automatic

CHASSIS
Suspension, F/R: struts/torsion beam
Brakes, F/R: 11.8-in vented disc/10.4-in disc
Tires: Continental ProContact TX
245/45R-19 98H M+S TPC Spec 3178

DIMENSIONS
Wheelbase: 103.9 in
Length: 173.5 in
Width: 71.2 in
Height: 65.7 in
Passenger Volume, F/R: 50/45 ft3
Cargo Volume, behind F/R: 54/25 ft3
Curb Weight: 3390 lb

C/D TEST RESULTS
60 mph: 8.7 sec
1/4-Mile: 16.7 sec @ 83 mph
100 mph: 28.0 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 9.5 sec
Top Gear, 30–50 mph: 4.5 sec
Top Gear, 50–70 mph: 6.5 sec
Top Speed (C/D est): 130 mph
Braking, 70–0 mph: 166 ft

C/D FUEL ECONOMY
Observed: 23 mpg
75-mph Highway Driving: 29 mpg
75-mph Highway Range: 380 mi

EPA FUEL ECONOMY
Combined/City/Highway: 27/26/29 mpg

Source: caranddriver.com