Tag Archives: Specs

Quick Spin: 2020 Toyota Corolla Hatchback XSE (Manual)

2020 Toyota Corolla Hatchback

2020 Toyota Corolla Hatchback XSE in Blue Flame with black roof, spoiler, and side mirrors (a $500 option)

Quick Spin, Consumer Guide Automotive

2020 Toyota Corolla Hatchback XSE

Class: Compact Car

Miles driven: 517

Fuel used: 17.7 gallons

CG Report Card
Room and Comfort B+
Power and Performance B
Fit and Finish B+
Fuel Economy A-
Value B+
Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.
Big & Tall Comfort
Big Guy B
Tall Guy B
Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.
Drivetrain
Engine Specs 168-hp 2.0L
Engine Type 4-cylinder
Transmission 6-speed manual
Drive Wheels Front-wheel drive

Real-world fuel economy: 29.2 mpg

Driving mix: 45% city, 55% highway

EPA-estimated fuel economy: 28/37/31 (city/highway/combined)

Fuel type: Regular gas

Base price: $23,240 (not including $955 destination charge)

Options on test vehicle: Adaptive headlights ($415), black roof/spoiler/side mirrors ($500), carpet mat package ($249) TRD air filter ($79), black emblem overlays ($129), door-sill protectors ($165), mudguards ($129), rear-window spoiler ($375), door-edge guard ($125), rear bumper protector ($89)

Price as tested: $26,450

Quick Hits

The great: Peppy engine with cooperative manual transmission

The good: Sporty driving personality

The not so good: Corolla Hatchback’s legroom isn’t as good as its sedan sibling; bobtail body design, sloped rear roofline, and high load floor make for disappointing cargo capacity

More Corolla price and availability information

CG Says:

Year two of Toyota’s remake of the Corolla product line is all about the sedan, completely redone for 2020 in the wake of the hatchback’s release as a ’19 model. It’s little surprise, then, that the hatch was fundamentally left alone in its second model year while the twelfth-generation sedan caught up.

2020 Toyota Corolla Hatchback XSE

The XSE is the sportiest trim level in the Corolla Hatchback lineup. It comes standard with racy-looking 18-inch machined alloy wheels, but the rear roof spoiler is a $375 option.

Some things did move the needle a little bit. Android Auto smartphone compatibility was added, and the hatchback lineup added a Nightshade edition, a black-trim automatic-only version of the base SE. Oh, and the Corolla became a Consumer Guide “Best Buy” in the compact-car class.

As it did in 2019, CG sampled an XSE, the top-level hatchback, which has a 2020 starting price (with delivery) of $24,195, an increase of $285 from ’19. In a way, this latest test car was a cross between the two XSEs we drove in 2019, with the stylish two-tone interior of one car but the 6-speed manual transmission from the other. We have yet to drive a current-generation Corolla hatchback that isn’t colored bright “Blue Flame” blue, but at least the ’20 tester came with its roof, rear spoiler, and exterior mirrors all painted black, a $500 option. (The spoiler is an option of its own apart from the paint treatment.) An extra-cost group of black overlays for exterior badges finished the look. With all options, the test car topped out at $26,450.

Quick Spin: 2019 Toyota Corolla Hatchback XSE (Manual)

Quick Spin: 2020 Toyota Corolla Hatchback XSE (Manual)

The Corolla Hatchback’s interior design is dynamic yet ergonomically agreeable, and it’s highlighted by sturdy materials and good assembly quality. The manual transmission–an increasing rarity these days–adds to the fun factor.

That said, there is an impressive roster of standard equipment in the XSE, starting with 18-inch alloy wheels, heated power mirrors, LED headlights and taillights, cloth-and-leather upholstery, heated front seats, a power-adjustable driver’s seat, leather-wrapped tilt/telescoping steering wheel, dual-zone automatic climate control, keyless access and starting, blind-spot monitoring, and the Toyota Safety Sense 2.0 suite of driving aids (except for lane-tracing assist deleted from manual-transmission cars). Infotainment falls to the Audio Plus system with HD and satellite radio, expanded remote-services capability, Android Auto/Apple CarPlay/Amazon Alexa compatibility, 6-speaker AM/FM radio, auxiliary and USB ports, Bluetooth wireless capability, and Wi-Fi.

Test Drive: 2020 Volkswagen Golf TSI

2020 Toyota Corolla Hatchback XSE

The Corolla Hatchback’s cargo capacity is compromised by a high load floor and a sloping rear roofline; there’s 17.8 cubic feet behind the rear seats.

Shift throws from the 6-speed transmission are a little long, but they’re easy to get right—which is good considering that the 2.0-liter 4-cylinder engine isn’t overburdened with a lot of low-end torque. Drivers will be downshifting frequently to keep the 168-horsepower powerplant in a happy place. Fun-to-drive character has its price, though, and it is paid out at the gas pump. The stickshift Corolla’s EPA estimates (28/37/31 mpg city/highway/combined) aren’t as good as the optional automatic continuously variable transmission gets. Our experience in 2019-20 has more or less hewed to those projections.

Front-seat passenger room is good for the class; there’s just enough rear legroom for most adults but headroom is somewhat limited. The flat-floored cargo bay has practical space behind the rear seats, but 60/40-split rear seats fold flush with the load floor for lots more capacity.

As for materials and controls, padded soft surfaces cover the middle of the instrument panel and the tops of the dash and front doors. Virtual driving controls are clearly displayed; the audio system is easy to reach and simple to use. Convenient rotary dials are used to select temperature, but other climate controls are buttons with function icons that can be difficult to read at a glance. Interior storage is managed by a good-size glove box, a smallish covered console box, an open bin at the front of the console, long pockets in the front doors, and pouches on the backs of the front seats. The console and pull-down rear armrest host cup holders, and each rear-door armrest carries a bottle holder.

Toyota isn’t coasting with the Corolla for 2021. It gains standard rear side airbags, sedans get a new Apex Edition with uprated suspension and unique trim, and a hatchback Special Edition packages the rear spoiler and special trim.

Test Drive: 2020 Honda Civic Hatchback Sport Touring

2020 Toyota Corolla Hatchback XSE

In top-line XSE trim with the 6-speed manual transmission, the Toyota Corolla Hatchback does an admirable job of blending everyday commuter-car practicality with eye-catching styling and a fun-to-drive personality.

Click below for enlarged images

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2020 Toyota Corolla Hatchback XSE Gallery

2020 Toyota Corolla Hatchback

Written by: The Daily Drive staff on October 9, 2020.

Quick Spin: 2020 Ford Expedition MAX Platinum

2020 Ford Expedition MAX Platinum

2020 Ford Expedition MAX Platinum in Burgundy Velvet Metallic (a $395 option)

Quick Spin, Review, Consumer Guide

2020 Ford Expedition MAX Platinum 4×4

Class: Large SUV

Miles Driven: 141

Fuel Used: 8.4 gallons

CG Report Card
Room and Comfort A
Power and Performance B+
Fit and Finish A-
Fuel Economy C
Value B-
Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.
Big & Tall Comfort
Big Guy A
Tall Guy A
Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.
Drivetrain
Engine Specs 400-hp 3.5L
Engine Type Turbo V6
Transmission 10-speed automatic
Drive Wheels 4WD

Real-world fuel economy: 16.8 mpg

Driving mix: 45% city, 55% highway

EPA-estimated fuel economy: 16/21/18 (city/highway/combined)

Fuel type: Regular gasoline

Base price: $80,110 (not including $1395 destination charge)

Options on test car: Burgundy Velvet Metallic tinted clear-coat paint ($395), heavy-duty trailer towing package ($1570), second-row bucket seats ($595)

Price as tested: $84,065

Quick Hits

The great: Expansive interior room for both passengers and cargo; eager acceleration for a vehicle of this size and weight

The good: Platinum trim level brings high-class interior furnishings; good driving manners for an extra-large SUV

The not so good: Fuel economy; sheer size can make close-quarters maneuvering tricky; steep pricing

More Expedition price and availability information

CG Says:

There’s a lot of a lot in the 2020 Ford Expedition MAX Platinum. Being a MAX, it is the longer of the two configurations of Ford’s 3-row body-on-frame large SUV. Being a Platinum, it gets all the power and practically all the luxuries available as standard equipment.

2020 Ford Expedition MAX Platinum

Expedition MAX Platinum models come standard with a hands-free power liftgate, panoramic power sunroof, auto-folding heated mirrors approach lighting, and power deploying running boards.

One other thing that all Expeditions have is Consumer Guide’s imprimatur as a “Best Buy” in the class. Since its 2018 redesign, the Expedition has impressed us with its exceptionally spacious cabin, extensive feature availability, smooth and strong powertrain, and fine road manners for its size.

CG editors are no strangers to the MAX Platinum with 4-wheel drive, having driven one in each year of the Expedition’s current generation. It is so complete that none of what’s new for 2020 directly affects it. An added King Ranch trim level slips in just beneath the Platinum, a Black Accent appearance package is offered for the base XLT, and the Ford Co-Pilot360 suite of safety features—which the Platinum already had—is now standard on all.

First Look: Jeep Grand Wagoneer Concept

2020 Ford Expedition MAX Platinum

In the top-line Platinum trim, the Expedition’s cabin offers a high level of luxury for a mainstream-brand vehicle. Our testers liked the rotary-knob shifter, which functions well and opens up space on the center console.

This embarrassment of riches is reflected on the window sticker. Our test vehicle went from a starting price of $81,505 (with delivery) to $84,065 via a short list of options that included a trailer-towing package, second-row captain’s-chair seating, and Burgundy Velvet Metallic paint. Among Platinums, 4-wheel drive comes at a $3145 premium over rear-wheel-only motivation, and a Max costs $3025 more than a “standard-length” 4×4.

Test Drive: 2020 Ford Explorer Platinum

2020 Ford Expedition MAX Platinum

Our test vehicle was equipped with the extra-cost second-row bucket seats, which reduce overall capacity to seven but provide an open center pass-through to the third row. Second-row passengers get climate controls (including on/off buttons for the heated seats), audio controls, charging ports, and cupholders in the front center console.

With a wheelbase of 131.6 inches and total length of 221.9 inches, Maxes are 9.1 and 11.9 inches longer, respectively, than “standard-length” models. Inside, the real gain manifests itself in cargo room—there’s 16.9 cubic feet more of it in the long-body Expedition. Passenger volume, on the other hand, is essentially identical (based on Ford’s figures, the third row in the Max has 0.1-inch more headroom and 0.1-inch more shoulder room), and it certainly is generous. Legroom for front- and middle-row passengers ranges from really good to excellent, depending on where the adjustable seats are set up, and a couple of adults sitting in the third row get no worse than passable legroom even with the middle seats tracked as far back as they’ll go. One of our editors who has a couple of small children said they liked sitting in the third row: “It was like their own little clubhouse back there.”

Quick Spin: 2020 Nissan Armada Platinum

2020 Ford Expedition MAX Platinum

The benefits of the Expedition MAX models’ extra length are clear in the cargo area. There’s a full 34.3 cubic feet of cargo volume behind the third-row seats, compared to 19.3 cubic feet in the regular-length Expedition. The MAX offers 73.3 cubic feet of volume behind the second row, and 121.5 cubic feet with both the second- and third rows folded.

With the captain’s chairs it’s almost as easy to get to the third row by walking between the seats as it is to use the tilt-and-slide feature that makes it possible to pass behind them. (With the standard second-row bench seat, passenger capacity tops out at eight.) The backs of the captain’s chairs fold utterly flat and in line with the cargo floor, but with considerable gaps around them, which may complicate loading. The 60/40-split third-row seat backs retract via power switches in the cargo bay’s left sidewall. Second-row seats can also be dropped remotely. There’s hidden storage in trays beneath the floor of the ample cargo hold that’s accessible through a hands-free power liftgate.

The twin-turbocharged 3.5-liter EcoBoost V6 in the Platinum develops 400 horsepower and 480 lb-ft of torque, which is 25 more horsepower and 10 additional pound-feet than the same engine makes in other Expeditions. It moves the truck with surprising eagerness, particularly in “Sport” driving mode, and enjoys the assistance of an utterly unobtrusive 10-speed automatic transmission that kicks down in a trice for passing bursts, then quickly and smoothly returns to the higher gears. You’ll want it to get back up there, too, because that’s where the gas savings are, such as they may be. The 141 miles that CGers put on the 2020 tester worked out to 16.8 mpg, which was 1.5 to 2.4 mpg better than they got from 2018 and ’19 Expeditions, but the latest run was the only one with a majority of highway miles. The EPA rates this powerteam at 16 mpg in city use, 21 mpg on the highway, and 18 combined.

Test Drive: 2020 Infiniti QX80 Limited

2020 Ford Expedition MAX Platinum

The Expedition’s twin-turbo EcoBoost 3.5-liter V6 makes 400 horsepower in Platinum models–a boost of 25 hp over the rest of the Expedition lineup. It provides satisfyingly brisk acceleration, especially for a vehicle this large.  Our test vehicle was equipped with 22-inch machined-aluminum wheels with painted pockets.

An object as big as an Expedition Max will demand some care in parking and close-quarters maneuvering, but there’s nothing daunting to the nicely tuned and weighted steering. Even rolling on 22-inch alloy wheels, as the Platinum does, ride is comfortable. Throw in generous personal-item storage, plentiful luxury appointments and conveniences, and a cooperative infotainment system, and it’s clear that there’s a lot to it.

First Look: 2021 Chevrolet Tahoe and Suburban

2020 Ford Expedition MAX Platinum

A luxurious, extra-large vehicle like the Expedition MAX Platinum costs extra-large money, but Ford’s biggest SUV delivers impressive-for-its-size tractability and surprising pep in addition to the expected cavernous cabin.

Click below for enlarged images.

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2020 Ford Expedition MAX Platinum Gallery

2020 Ford Expedition MAX Platinum

Written by: The Daily Drive staff on September 18, 2020.

Test Drive: 2020 Jeep Cherokee Limited

Jeep Cherokee Limited

2020 Jeep Cherokee Limited 4×4 in Sting-Gray Clear-Coat (a $195 option)

Photo Gallery2020 Jeep Cherokee Limited 4×4

Class: Compact Crossover SUV

Miles driven: 238

Fuel used: 12.0 gallons

Real-world fuel economy: 19.8 mpg

Driving mix: 50% city, 50% highway

CG Report Card
Room and Comfort B
Power and Performance B
Fit and Finish B
Fuel Economy C
Value C
Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.
Big & Tall Comfort
Big Guy B
Tall Guy A-
Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.
Drivetrain
Engine Specs 270-hp 2.0-liter
Engine Type Turbo 4-cyl
Transmission 9-speed automatic
Drive Wheels 4WD

EPA-estimated fuel economy: 20/27/23 (city/highway/combined)

Fuel type: Regular gas

Base price: $34,595 (not including $1495 destination charge)

Options on test vehicle: Sting-Ray Clear-Coat paint ($195), Technology Group ($1595), 9-speed 948TE 4WD automatic transmission ($1205; includes hill descent control, Jeep Active Drive II 4×4 system, and off-road suspension), 2.0-liter turbo engine with electronic stop/start ($500), panoramic sunroof ($1595), Uconnect navigation system with 8.4-inch display ($895)

Price as tested: $42,075

Quick Hits

The great: Comfortable ride; varied selection of models and optional equipment

The good: Upgraded off-road capabilities; respectable power from optional turbo 4-cylinder engine

The not so good: Disappointing fuel economy; 9-speed transmission can be balky; rear cargo area isn’t as spacious as many class competitors

More Cherokee price and availability information

John Biel

With a big enough range of models, a given vehicle line can serve a lot of tastes and budgets. For support, we offer up the Cherokee, one of Jeep’s compact crossover SUVs.

You read “Jeep” and perhaps you reflexively summon the image of an off-road-ready Trailhawk. However, most Cherokees are attuned to more-civilized pursuits. Consumer Guide put one of these, a comfortably outfitted Limited, to use in a place where “off road” usually means a driveway.

Jeep Cherokee Limited

The Limited trim level slots below the top-line Overland and decked-out versions of the off-road-oriented Trailhawk model in the Cherokee lineup.

While not the top of the Cherokee price range—that distinction actually belongs to the $39,000-plus Trailhawk Elite—the Limited is pretty far up the chart. Counting delivery, the tested 4-wheel-drive truck started at $36,090, and bulked up to $42,075 with options. Note that a Limited 4-wheeler costs a considerable $3245 more than one with front-wheel drive, but in addition to the more-complex driveline the 4×4 also gets a standard V6 engine in place of the front-driver’s naturally aspirated 4-cylinder engine.

Test Drive: 2019 Toyota RAV4 Hybrid Limited

2020 Cherokee

The Cherokee’s cabin offers a straightforward control layout, and a good array of comfort and convenience features in Limited trim. The center console houses the drive-mode selector, charging ports, and the electronic parking brake lever.

The Limited welcomes drivers and passengers into leather-upholstered surroundings with lots of soft-touch material on the dashboard and door panels (though the grained-plastic tops of the rear doors are not padded). Front seats and steering wheel are heated; the automatic climate-control system is dual-zone; and there are memory settings for the driver’s seat, radio, and exterior power mirrors. The Uconnect 4 infotainment system features an 8.4-inch touchscreen, Alpine-brand speakers, Apple CarPlay/Android Auto smartphone compatibility, satellite radio, and voice-activated Bluetooth connectivity. Driver-assistance technologies count things like rear park assist, blind-spot and rear cross-traffic monitoring, and keyless entry and starting.

Test Drive: 2021 Toyota Venza XLE

2020 Cherokee Limited

Though the Cherokee’s rear seat isn’t the most spacious in the compact SUV class, average-sized adults can fit in decent comfort. HVAC vents and USB and AC charging ports are housed in the back of the center console.

CG’s test truck went a lot further. A Technology Group option added things like lane-keeping assist, forward-collision alert and mitigation, and adaptive cruise control. Overhead loomed a two-row sunroof; within, the infotainment unit was augmented with navigation, HD radio, and a Wi-Fi hotspot.

The test vehicle’s powerteam was a creation of the options list, too. In place of the 3.2-liter V6 was the 2.0-liter turbocharged four ($500) that makes 270 horsepower and 295 lb-ft of torque. All Cherokees have a 9-speed automatic transmission, but the tester tacked on the Trailhawk’s 948TE version ($1205). With it comes Jeep’s “Active Drive II” 4-wheel-drive system that adds a low-gear range and neutral setting (the latter makes flat towing, such as behind a recreational vehicle, possible) to “Active Drive I” automatic 4WD with “Selec-Terrain” that features four modes: “Auto,” “Snow,” “Sport,” and “Sand/Mud.” Hill-descent control and specific suspension tuning are other elements of the transmission option that give even a boulevard Cherokee a decent chance in challenging conditions.

Test Drive: 2020 Buick Encore GX Essence

2020 Cherokee Limited

There’s 25.8 cubic feet of cargo volume behind the rear seats, and 54.7 cu. ft. with the rear seats folded down–notably less space than class rivals such as the Honda CR-V or Toyota RAV4.

This engine/trans combination was no surprise to us, having already sampled it in a 2019 Trailhawk. Power away from a standstill and the engine will display turbo lag for a count, then wake up with a hint of noise. Maximum towing capacity with the 2.0-liter is 4000 pounds. Absent much stress, the 9-speed automatic generally blends into the background. However, there are occasions when shifts feel mistimed and abrupt—particularly in Sport mode, which delays upshifts in order to build power. Plus, it can be a little slow when the situation calls for the gearbox to kick down.

EPA fuel-economy estimates for the turbo four in the Limited are 20 mpg in city driving, 27 mpg in highway use, and 23 mpg combined. As in ’19, our experience with this engine fell short of those expectations. For example, this reviewer barely missed the city estimate at 19.8 mpg after a 125-mile run that included just 51 percent city-type operation. A gas-conserving stop/start feature is standard.

The Limited does a nice job of carrying out the urban/suburban people-mover duties that are its prime directive. It rides well on its standard 18-inch alloy wheels and touring tires. Though perhaps a little lacking in steering feel, handling is easy and acceptably responsive, and braking is good.

Test Drive: 2020 Honda CR-V Hybrid Touring

2020 Cherokee Limited

The 270-hp turbocharged 2.0-liter 4-cylinder is a $500 option; 18-inch polished aluminum wheels are standard.

Is the Cherokee roomy? Some have doubts, but this tester found livable adult legroom in both seating rows. However, the long sunroof reduces rear-seat headroom, and the console extends far enough back to rule out hope for a middle passenger in the second row. Similarly, the numbers tell you this Jeep isn’t the biggest cargo hauler in its competitive set, which includes vehicles like the Ford Escape, Honda CR-V, and Mazda CX-5. Eyeball it, though, and it seems to have decent space even with the flat-folding 60/40 rear seats up. Open cubbies to contain incidentals exist at the rear corners, and the cargo floor lifts to expose some hidden space on a molded panel that rests over the spare tire.

Coming off a significant freshening for 2019, the ’20 Cherokee is barely changed. There are a couple of new exterior color choices and the availability of Alexa Skill connectivity that enables remote starting, fuel-level checks, nav-system address inputs, and other services through home-based Alexa units. Audio and climate controls continue to be convenient and intuitive in access and operation. Personal-item storage is modest but diverse. Glove-box space isn’t terribly big, but the console box (with device inputs) isn’t bad. There’s a small covered bin atop the center of the dash, a tiny drawer to the left of the steering column, and a pouch on the back of each front seat. All four doors have pockets (small in back) with bottle holders, and cup holders are found in the center console and pull-down rear armrest.

Plenty of the shoppers snapping up crossovers and SUVs are more interested in their day-to-day use as the family car than in their potential for off-the-charts adventuring. The Cherokee Limited allows them to meet the first requirement and indulge a little bit of the second one.

Test Drive: 2020 Volkswagen Tiguan R-Line

2020 Cherokee Limited

Though it’s not as geared up for off-road duty as its Trailhawk sibling, the Jeep Cherokee Limited can be equipped with Jeep’s Active Drive II 4WD system, giving it good rough-terrain chops in addition to decent on-road refinement.

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2020 Jeep Cherokee Limited Gallery

2020 Jeep Cherokee Limited

Written by: The Daily Drive staff on September 9, 2020.

Quick Spin: 2021 Toyota Supra 2.0

Toyota Supra 2.0

2021 Toyota Supra 2.0 in Nitro Yellow (a $425 option)

Quick Spin

2021 Toyota Supra 2.0

Class: Premium Sporty/Perfomance Cars

Miles driven: 129

Fuel used: 4.6 gallons

CG Report Card
Room and Comfort B
Power and Performance B-
Fit and Finish B
Fuel Economy B+
Value A
Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.
Big & Tall Comfort
Big Guy B-
Tall Guy C
Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.
Drivetrain
Engine Specs 255-hp 2.0-liter
Engine Type Turbo 4-cyl
Transmission 8-speed Automatic
Drive Wheels rear

Real-world fuel economy: 28.0 mpg

Driving mix: 30% city, 70% highway

EPA-estimated fuel economy: 25/32/28 (city, highway, combined)

Fuel type: Premium gas required

Base price: $42,990 (not including $955 destination charge)

Options on test vehicle: Safety & Technology Package ($3485; adds adaptive cruise control, blind-spot monitor with rear cross-traffic alert, parking sensors with emergency braking function, navigation, 12-speaker JBL audio system, wireless Apple Car Play, and Supra Connected Services), Nitro Yellow paint ($425)

Price as tested: $47,855

Quick Hits

The great: Nimble handling; communicative steering; price advantage over 6-cylinder Supra

The good: Quick acceleration; very respectable fuel economy for a high-performance sports car

The not so good: Some complicated infotainment controls, low-slung cockpit can make entry/exit tricky, stingy cargo space, enthusiasts will bemoan lack of a manual transmission

More Supra price and availability information

CG Says:

Toyota brought back its storied Supra nameplate last year on a racy-looking two-seat coupe that shares its underpinnings and 6-cylinder powertrain with the BMW Z4 roadster. For 2021, the Supra’s six gets a 47-horsepower boost (from 335 to 382 hp), and the lineup gains an entry-level model with a 2.0-liter 4-cylinder engine—the subject of our review here.

2021 Toyota Supra

Combine the Supra’s dramatic bodywork with the extra-cost Nitro Yellow paint, and you’ve got a truly eye-grabbing car.

The new 4-cylinder Supra has the obvious benefit of a significantly cheaper starting price: $42,990, a full $8000 cheaper than the $50,990 base MSRP of the 6-cylinder-powered Supra 3.0. Even with destination, vibrant extra-cost Nitro Yellow paint, and the Safety and Technology Package (which is essentially fully loaded, save for accessory-type items such as carbon-fiber mirror caps, a carpeted cargo mat, and the like), the 2.0’s bottom-line price of our test vehicle came in at about $3K less than the 3.0’s starting price.

Test Drive: 2019 BMW Z4 sDrive30i

2021 Toyota Supra 2.0

The steering-wheel badge is Toyota, but the majority of the interior components and controls are straight from the BMW parts bin. Even though the 2.0 lacks some of the features of the 3.0 models, the ambiance here is upscale.

Like the rest of the Supra’s underpinnings, the turbo 4-cylinder engine comes from BMW Z4—it’s the same basic powerplant that’s in the Z4 sDrive30i model, and its horsepower and torque ratings are also the same—255 hp and 295 pound-feet. Not surprisingly, the four does a bit better than the six in the fuel-economy department. It’s EPA-rated at 25 mpg city/32 highway/28 combined—that’s 3 mpg better overall than the Supra 3.0.

Test Drive: 2020 Toyota Supra 3.0 Premium

2021 Toyota Supra 2.0

Luggage capacity isn’t a primary concern among Supra buyers, but there’s 9.9 cubic feet of capacity here–enough for a couple good-sized suitcases. Plus, the hatchback design makes the cargo area a bit easier to access.

We were fans of BMW’s excellent turbo four in the Z4 sDrive30i we tested, and we’re fans of it here. This is a snarky engine that pulls strongly from most any speed, with barely a hint of turbo lag; the 255-hp rating feels conservative by the seat of our pants. We’re also fans of the refined but aggressive exhaust note—one of the best, most-exotic 4-cylinder tones we’ve heard in a while.

The Supra’s lack of an available manual transmission is a downer for traditional sports-car enthusiasts, but the responsive 8-speed automatic transmission is a pretty good consolation—it’s always alert, and gear changes in both casual and full-throttle acceleration are quick and smooth. We never caught the transmission getting confused or ruffled. Plus, the steering-wheel shift paddles worked great to summon quick, smooth shifts—but we rarely felt the need to use the paddles.

However, we did experience the same quirk we noticed in our 2020 Supra 3.0 tester when the vehicle is coasting to a stop—the transmission’s downshifts are often unusually pronounced, and they make for an awkward, non-linear feel. It takes practice and a deft touch on the brake pedal to come to a smooth stop.

Obviously, the 4-cylinder isn’t as quick as the 2020 Supra’s six or the newly muscled-up 2021 version—Toyota lists a 5.0-second 0-60-mph time for the four, and 4.1 seconds for the 2020 six, and 3.0 for the 2021 six. Still, this “junior” Supra gives up much less to its more powerful siblings in driver engagement and excitement than you might expect. In fact, when driving in the congested urban and suburban environs of our Chicagoland offices, we might prefer the 2.0 Supra to the 3.0 version. Speaking of that, the impressions we gleaned from our test of a 2020 Supra 3.0 Premium hold true here, so check out that review for more details.

Test Drive: 2019 Ford Mustang Shelby GT350

2021 Toyota Supra 2.0

The Supra’s BMW-sourced turbocharged 2.0-liter 4-cylinder engine is officially rated at 255 horsepower, but in the lightweight Supra, it feels much stronger. Eighteen-inch cast aluminum wheels are standard equipment.

The Supra’s suspension tuning feels notably stiffer than the BMW Z4’s, which is in keeping with its pure sports-car mission over the more grand-touring focus of the Z4. The Supra 2.0 is a couple hundred pounds lighter than its 3.0 sibling, in part because it has smaller brakes, manual adjustable seats, and it doesn’t offer the 3.0’s active differential or adaptive suspension.

When you’re talking sports cars, “simpler” and “lighter” can be better in our book—especially because they also usually mean “cheaper.” The Supra 2.0 is a welcome addition to the model lineup that brings the cost of this German-Japanese hybrid down to a price point that makes it a lot more compelling. Hopefully that rumored manual transmission option will become available in the near future.

Test Drive: 2020 BMW M340i

2021 Toyota Supra

The new-for-2021 2.0 model brings the Toyota Supra’s price down to a shade under $43K to start, thus making this flagship sports car accessible to a broader range of enthusiasts. And even though it gives up 127 horsepower to its 6-cylinder sibling, the turbo 4-cylinder engine feels satisfyingly strong, and it rewards an engaged driver.

Consumer Guide Car Stuff Podcast, Episode 44: Pontiac’s Screaming Chicken, 2021 Ram 1500 TRX

2021 Toyota Supra 2.0 Gallery

Written by: The Daily Drive staff on August 31, 2020.

Test Drive: 2020 Volvo V60 Cross Country

2020 Volvo V60 Cross Country

2020 Volvo V60 T5 Cross Country in Birch Light Metallic (a $645 option)

2015 Audi Q52020 Volvo V60 T5 Cross Country

Class: Premium Midsize Car

Miles driven: 395

Fuel used: 16.4 gallons

CG Report Card
Room and Comfort B-
Power and Performance B-
Fit and Finish A
Fuel Economy B
Value B
Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.
Big & Tall Comfort
Big Guy C
Tall Guy C+
Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.
Drivetrain
Engine Specs 250-hp 2.0L
Engine Type Turbo 4-cylinder
Transmission 8-speed automatic
Drive Wheels AWD

Real-world fuel economy: 24.1 mpg

Driving mix: 55% city, 45% highway

EPA-estimated fuel economy: 22/31/25 (city, highway, combined)

Fuel type: Premium gas required

Base price: $45,100 (not including $995 destination charge)

Options on test vehicle: Advanced Package ($2500), Cross Country Pro Package ($2800), heated rear seats and steering wheel ($750), metallic paint ($645), Bowers and Wilkins premium sound system ($4000), Park Assist Pilot ($200)

Price as tested: $56,990

Quick Hits

The great: Beautifully finished cabin, ride/handling balance

The good: Distinctive styling; compelling mix of car-based-wagon and SUV virtues

The not so good: Complicated touchscreen interface; powertrain sounds a bit coarse at low speeds; occupant space is a bit stingy, especially when compared to crossover SUVs

More V60 price and availability information

John Biel

Volvo sells two lines of passenger cars and three crossovers in the U.S. The cars, the S60/V60 and S90/V90 sedans (“S”) and wagons (“V”), curiously are both big enough to fit in the premium midsize category, though the 60 line is the physically smaller of the two. The V90 has had an SUV-ish all-wheel-drive version—called Cross Country—since 2017. A Cross Country version of the previous-generation V60 was offered from 2015-2018, but took a model year off when the V60 was redesigned for 2019. For 2020, however, the V60 Cross Country is back.

2020 Volvo V60 Cross Country

The Cross Country model adds SUV-style body cladding and a raised ride height to Volvo’s stylish V60 wagon.

Standing still, the Cross Country stands out from front-wheel-drive V60s by dint of its 2.5-inch-loftier ride height (7.9 inches total) and black body cladding around the wheel openings and along the rocker panels. Its starting price of $46,740 (with delivery) makes it the cheapest AWD V60 by a country mile—the Polestar performance model that’s also new for 2020 costs almost $22,000 more. Pricewise, the Cross Country actually falls in between the two least-expensive front-drive V60s.

For 2020, the V60 drops the 316-horsepower T6 engine that’s turbocharged and supercharged, leaving just the 250-horsepower T5 turbocharged 2.0-liter 4-cylinder engine for most models. (The exception is the Polestar with T8 power—a turbocharged, supercharged, plug-in-hybrid version of the 2.0 that makes 415 horsepower.) The transmission is an 8-speed automatic.

Quick Spin: 2020 Subaru Outback Touring XT

2020 Volvo V60 Cross Country

The V60’s cabin trimmings are genuinely luxurious, especially when outfitted with the $2800 Cross Country Pro Package. The center console houses Volvo’s signature twist-knob engine start/stop control, drive-mode selector dial, electronic parking brake; cupholders and 12V charge port are under a handsome sliding cover.

Contrary to the V60’s polish in many other areas, the T5 powerplant is a little grumbly at low speeds. Once it clears its throat, though, the car behaves responsively. It is a calm highway cruiser, and the transmission kicks down alertly when passing power is required. “Dynamic” driving mode enlivens power delivery somewhat. Going the standard-AWD route pushes the Cross Country’s weight above 4000 pounds, so fuel economy (22 mpg city/31 mpg highway/25 mpg combined per the EPA) isn’t quite as good as with the front-drivers. This reviewer charted 22.31 mpg from a run of 64.6 miles that included 46 percent city-type driving.

Test Drive: Buick Regal TourX

2020 Volvo V60 Cross Country

The V60’s front seats are especially supportive and comfortable, but the cabin is cozy enough that big and tall occupants might wish for more space… even in the front seats.

The AWD driveline doesn’t prevent the Cross Country from delivering a pleasing balance of good ride and handling. “Station wagon” and “cumbersome” are not synonymous here. The Dynamic setting tweaks steering and braking responses. Standard hill-descent control gives the Cross Country an additional element for the “almost-an-SUV” image it hopes to foster.

The Cross Country is as much a trim level as it is a mechanical package. Unlike the front-drive V60s available with Momentum, R-Design, or Inscription equipment, the Cross Country comes one way—though it can be dressed up with options. Standard equipment includes things like leather upholstery, heated front seats, dual integrated tailpipes, body-color exterior-mirror caps, panoramic sunroof, forward-collision warning and mitigation with pedestrian/cyclist/large-animal detection, lane-departure warning and mitigation, oncoming-traffic mitigation, and road-sign identification.

2019 Los Angeles Auto Show: Volkswagen ID Space Vizzion Concept

2020 Volvo V60 Cross Country

There’s 23.2 cubic feet of cargo volume behind the V60’s rear seats, which expands to 50.9 cubic feet of space with the rear seat backs folded–numbers that are comparable to the small end of the compact crossover SUV class.

The quiet cabin is coolly chic, with plush and attractive surfaces just about everywhere. We just have to wonder if the striking off-white Blond interior that was in the test car is the best choice for this pseudo-SUV V60. “Iron Ore” metallic accents are standard, but the tester sported Linear Limewood inlays on the instrument panel and console. (The wood is only available in a $2800 Pro Package option that also includes passenger-seat memory; heated power cushion extensions and 4-way power lumbar support for the front seats; a tailored Charcoal dashboard covering with contrast stitching; interior high-level illumination; 4-zone automatic climate control; cargo-area grocery-bag holder; 19-inch 5-double-spoke diamond-cut alloy wheels; and an exterior-styling kit that adds brushed stainless steel to the rockers, front and rear bumper “skid plates,” and tailpipe finishers.)

Front passengers will find the V60 comfortable and reasonably roomy. Rear legroom will accommodate folks up to about 6 feet tall, but the driveline hump is just wide enough to rule out effective 3-across seating, even perhaps for teenagers. Also, the inward “tumblehome” of the roof brings it close to outboard passengers’ heads. Curiously, per the manufacturer, there is 0.7 inch more second-row headroom even though that sense doesn’t come through when actually seated. Driver sightlines around the cabin are pretty decent overall.

Quick Spin: 2019 Volvo V90 R-Design

2020 Volvo V60 Cross Country

The V60 Cross Country’s lone engine choice is a turbocharged 2.0-liter 4-cylinder that makes 250 horsepower. Included in the Cross Country Pro Package are 19-inch alloy wheels that replace the standard 18s.

Driving instruments display well, but infotainment is controlled by Volvo’s signature big, vertical, tablet-like screen that has been a consistent target of CG complaints for its complexity. In the Cross Country, it didn’t always respond well to this driver’s swipes, which started to get him more concerned with making the system work than with the road. On the climate system, handy dials set temperatures, while buttons control other functions. Climate settings can be done on the screen, too, if you prefer. Rear passengers are presented with their own climate controls built into the back of the console.

Personal-item storage options in front come down to a big glove box, small padded-top console box, covered cup holders in the console, and door pockets. Second-row facilities are net pouches on the backs of the front seats; a pull-down armrest with pop-out cup holders, an exposed tray (about big enough to rest a phone), and a shallow covered bin; and door pockets.

The cargo area has useful flat-floored space that loads at bumper height, but no underfloor capacity. Rear seats fold flat in a 60/40 split for up to 60.5 cubic feet of load space, and there is a long-object pass-through available when the rear armrest is down. A net pouch on the left side of the cargo bay and elastic strap on the right side can hold incidentals in place. The top of the power liftgate extends into the roof to help it open high out of the way for easier loading.

If your needs don’t require maximum passenger space, but your desires are for comfort and sophistication at a not-bank-busting price, the Volvo V60 Cross Country could be for you.

Review Flashback! 2005 Saab 9-2X

2020 Volvo V60 Cross Country

As crossover SUVs have largely taken over as America’s family haulers of choice, traditional station wagons are rarities in today’s market (case in point: the non-Cross Country V60 wagon is basically available only by special order). If you prefer the driving dynamics of a passenger car but desire some SUV flavor–and a bit more all-weather and rough-terrain functionality as well–the Volvo V60 Cross Country is a fine option.

Check out the Consumer Guide Car Stuff Podcast

2020 Volvo V60 Cross Country Gallery

2020 Volvo V60 Cross Country

Written by: The Daily Drive staff on August 19, 2020.

Test Drive: 2020 Volkswagen Tiguan R-Line

2020 Tiguan

2020 Volkswagen Tiguan SEL Premium R-Line in Silk Blue Metallic

2015 Audi Q52020 Volkswagen Tiguan SEL Premium R-Line w/ 4Motion

Class: Compact Crossover SUV

Miles driven: 324

Fuel used: 13.8 gallons

CG Report Card
Room and Comfort B+
Power and Performance C+
Fit and Finish B+
Fuel Economy B
Value B-
Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.
Big & Tall Comfort
Big Guy B+
Tall Guy A-
Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.
Drivetrain
Engine Specs 184-hp 2.0-liter
Engine Type 4-cyl
Transmission 8-speed automatic
Drive Wheels AWD

Real-world fuel economy: 23.4 mpg

Driving mix: 40% city, 60% highway

EPA-estimated fuel economy: 20/27/23 (city, highway, combined)

Base price: $38,795 (not including $1020 destination charge)

Options on test vehicle: Third-row seat package ($595)

Price as tested: $40,410

Quick Hits

The great: Excellent second-row-seat legroom and cargo space, nicely balanced road manners

The good: Classy cabin/interior materials, clean control-panel layout

The not so good: Lackadaisical low-speed acceleration, especially from a stop

More Tiguan price and availability information

John Biel

From the look of things, it seems that nearly every automaker regards its products as works in progress. Once anything new hits the market, are they ever really done with it until its replacement comes out?

2020 Tiguan

The SEL Premium R-Line comes solely with all-wheel drive and is the top-dog model in the Tiguan lineup; it starts at almost $14,000 more than the front-wheel-drive S model.

Take the Volkswagen Tiguan. VW released the second generation of its compact SUV for 2018 on a larger platform with more cargo room than before and enough space to consider adding a third-row seat. It pretty much stayed the same through 2019, but now, for year three, the 2020 job has a revised model lineup and new or improved technology features.

Consumer Guide tested the Tiguan 2.0T SEL Premium R-Line that continues to sit atop the product line, but the ranks below have been shuffled somewhat. S, SE, and SEL models, all with a choice of front-wheel drive or 4MOTION all-wheel drive, are still cataloged, but the former SEL R-Line has been dropped, which makes room for an SE R-Line Black, again with a choice of drivelines. Also gone is the AWD-only SEL Premium. With standard 4MOTION, the SEL Premium R-Line starts at $39,815 (with delivery); the extra-cost third-row seat nudged the test truck’s tab to $40,410.

First Look: 2021 Nissan Rogue

2020 Volkswagen Tiguan SEL Premium R-Line w/4Motion

Upscale features of the SEL Premium model include Volkswagen’s Digital Cockpit virtual gauge cluster, leather upholstery, and a nine-speaker Fender audio system. Climate controls are handy rotary dials, and charging ports are located in the leading edge of the center console.

No matter which one a Tiguan customer might buy, it will now have emergency automatic braking with pedestrian detection, blind-spot alert, and rear cross-traffic alert. (The SEL Premium R-Line goes one better by including Active Blind Spot Monitor that adds some countersteer to help resist changing lanes if a vehicle is in the blind spot.) There’s also an updated Car-Net telematics system and Wi-Fi capability for all, plus wireless charging for all but S-level models.

Residing where it does in the Tiguan hierarchy, the SEL Premium R-Line comes pretty well loaded. All R-Lines are identified by a rear sport valance, specific front bumper with a wide lower opening, R-Line badging, 20-inch multi-spoke alloy wheels (with a two-tone machined appearance on the Premium), leather-wrapped steering wheel with R-Line badge, and stainless-steel pedal surfaces. The Premium also boasts leather seats.

Test Drive: 2020 Lexus UX 250h Luxury

2020 Volkswagen Tiguan SEL Premium R-Line w/4Motion

The Tiguan’s second row is spacious enough for adults to ride in comfort, but not surprisingly, the diminutive optional third row is tricky to access and best suited for children. Still, it’s nice to have for the occasional short trip.

In addition to the tech features already described, it also has an overhead-view camera, “Digital Cockpit” instrument display, parking-distance monitors, adaptive cruise control with stop-and-go functionality, headlight high-beam control, remote engine start, keyless entry and starting, hands-free liftgate, Discover Media infotainment system with navigation and 8-inch touchscreen, satellite radio, and a Fender audio system with subwoofer. Other functional and comfort touches encompass full LED exterior lighting (with dynamic cornering lights), power-folding and heated side mirrors with memory function, rain-sensing windshield wipers with heated washer nozzles, a new heated wiper “park” at the base of the windshield, panoramic sunroof, dual-zone climate control, heated steering wheel and front seats, 10-way-adjustable power driver’s seat, cargo cover, and ambient interior lighting.

Accommodations and driving character of the 2020 Tiguan are familiar from CG’s prior runs in examples from this generation. Interior roominess is particularly apparent in the second row, where there’s welcoming legroom for two adults. Seat backs adjust for angle, further enhancing comfort. However, the sunroof skims off some headroom. The third-row seat, a rarity in this size class (the Mitsubishi Outlander is the only other such vehicle with one), may be a handy addition for those who need room for an extra child or two, but it’s too cramped for adult occupancy. Drivers enjoy good sightlines in practically any direction, and entry and exit through all four doors are easy.

Test Drive: 2020 Hyundai Santa Fe Limited (FWD)

2020 Volkswagen Tiguan SEL Premium R-Line w/4Motion

The optional third-row seats eat up a bit of available cargo space, since they raise the cargo floor a bit higher. There’s 12.0 cubic feet behind the third row, 33 cu. ft. behind the second row, and 65.7 cu. ft. with both the second and third row folded. Two-row Tiguans have 37.6 cu. ft. and 73.5 cu. ft., respectively.

Compressible soft-touch material is found atop the dash and on much of the front door panels, but armrests present the only soft areas on the rear doors. The Digital Cockpit enables multiple configurations, and there’s plenty more to be find through the touchscreen. However, some things you’d like to access—say a trip odometer—are dug into the system and a certain amount of fuss to find. Inputting radio presets is more or less intuitive, but takes several button pushes to do what seems should be done in one. Separate dials for temperature settings and fan speed are employed by the climate system, with buttons for other functions.

Test Drive: 2020 Jeep Compass Trailhawk

2020 Volkswagen Tiguan SEL Premium R-Line w/4Motion

In addition to their upsized wheels and sportier front and rear fasciae, R-Line Tiguans get badges on their front fenders and grille.

Front-row personal-item storage includes a big glove box, small console box, little bin that pulls out of the dash to the left of the steering column, dual exposed cup holders in the console, and door pockets with bottle holders. Device inputs are clustered at the front of the console. The second-row passengers are served by pouches on back of the front seats, door pockets like those in front, cup holders in the pull-down center armrest, and a USB port and 12-volt outlet on the back of the console.

Cargo loads onto a flat floor at bumper height. With the third-row seats up, there’s limited cargo capacity. They fold flat, as do the 40/20/40 second-row seats—albeit with a gap of an inch or more between them and the main cargo floor—to expose 73.5 cubic feet of cargo room. Deep open bins at the rear corners serve to contain incidentals owners might like to keep on hand.

The powerteam remains a 2.0-liter turbocharged 4-cylinder engine and 8-speed automatic transmission. The engine makes 184 horsepower at 5400 rpm and 221 lb-ft of torque at 4300 rpm. It’s adequate, just not inspiring, in around-town driving, though it cruises easily and quietly enough on expressways.

The 4MOTION system has “On-road,” “Snow,” “Off-road,” and “Custom off-road” modes to match powertrain operation to the terrain. On-road opens drivers to “Eco,” “Normal,” “Sport,” and “Custom” options that modify throttle response and transmission operation. Off-road mode utilizes hill-descent control on steep grades for better vehicle control.

Test Drive: 2020 Chevrolet Equinox Premier

2020 Volkswagen Tiguan SEL Premium R-Line w/4Motion

Tiguan R-Lines look sportier than their stablemates, but they don’t get anything special under the hood–they’re equipped with the same 184-hp turbocharged 2.0-liter four as other Tiguans. The R-Line’s standard 20-inch wheels and low-profile tires look great, but take a bit of a toll on ride quality over bumps and rough pavement.

EPA fuel-economy estimates for AWD models like the SEL Premium R-Line are 20 mpg in the city, 27 mpg on the highway, and 23 combined. This tester logged 25.4 mpg from a trip of 62 miles with 25 percent city-type operation. That’s 0.8 mpg better than he got in 2018 in a longer stint with a bit more city driving.

Ride is absorbent without going soft, though the 20-inch wheels make things a bit harsher over sharp bumps. The Tiguan handles well, with firmer steering and an improved sense of control in Sport mode.

If the Volkswagen Tiguan is a work in progress, it’s because there’s progress in its works.

Test Drive: 2020 Honda CR-V Touring

2020 Volkswagen Tiguan SEL Premium R-Line w/4Motion

The VW Tiguan continues to be a likeable compact SUV that offers great passenger space and the flexibility of its available third-row seat, but all the bells and whistles of the top-line SEL Premium R-Line model push the bottom-line price past the $40K mark–where there are compelling midsize SUVs to consider.

Quick list of every episode of the Car Stuff Podcast

2020 Volkswagen Tiguan R-Line Gallery

2020 Volkswagen Tiguan R-Line

Written by: The Daily Drive staff on July 2, 2020.