07 Oct
Blog

2020 Land Rover Defender 110 First Drive Review

2020 Land Rover Defender 110

2020 Land Rover Defender 110 first drive review: off-wheel chops meet modern technology

"The Land Rover Defender 2020 combines old-school ruggedness with modern sophistication."

  • Impressive off-road capability

  • Drives like a car, not an SUV

  • Well designed interior

  • Useful technology

  • Vague steering

  • Picky touchscreen

The modern Land Rover is defined by SUVs that combine luxury with off-road capability. Vehicles that, despite their ability to clog mud, are typically compared to those from Mercedes-Benz. That was not always so.

When Land Rover first came out in 1948, simple, sturdy vehicles were being made that were aimed more at farmers, explorers, and soldiers than the wealthy suburbanites. These early Land Rovers were Britain's answer to Jeep, not Mercedes. As Land Rover moved further into luxury, the Defender became the final reminder of the brand's origins. Until it went out of production in 2016, that is (sales in the US stopped in 1997).

Fans loved the original Defender because it existed in a leap in time and kept old-school simplicity as cars got more complicated. That makes the mission of the revised Land Rover Defender 2021 even more difficult: The SUV has to stay true to its roots and at the same time rely on technology to appeal to a wider range of buyers.

Today's Defender tries to divide the difference between its predecessor and other Land Rover models, as well as the competitors they target. Starting at $ 49,900, the 2020 Land Rover Defender 110 is more expensive and luxurious than a Jeep Wrangler, but cheaper and simpler than a Mercedes-Benz G-Class. Is that actually a good off-roader? Let's get on our way and find out.

2020 Land Rover Defender 110

Design and interior

The 2021 Land Rover Defender is what the J.J. Abrams-directed Star Trek films are taken from the 1960s Star Trek television show: A remix of memorable elements from the original aimed at a mainstream audience.

The latest Defender retains the boxy proportions of the original, but with subtle changes to improve aerodynamics. The sides of the body are tapered inward and the corners of the body are rounded so the defender can cut through the air with less effort. In times of stricter global emissions standards, off-road symbols must also meet the efficiency targets.

Under the skin, the new Defender swaps the body construction of the old model for a modern unibody to achieve better street manners. As before, the Defender is available in four-door 110 and (for model year 2021) two-door 90 configurations, but the numbers don't mean much. On the old Defender they were the length of the wheelbase, but today's Defender 90 has a wheelbase of 101.9 inches while the 110 has a wheelbase of 119 inches.

The latest Defender retains the boxy proportions of the original, but with subtle changes to improve aerodynamics.

Like the exterior, the interior aims to balance the sturdiness of the original defender with modern considerations. It's worse than other Land Rover models, but designers didn't want luxury here. Rather than covering things up with additional trim pieces, the structure of the doors and dashboard is exposed for a no-nonsense look. Rubberized floors and cushions made from Decitex fibers and recycled polyester are a sensible choice for a vehicle that is designed for off-road use (more traditional leather cushions are available in the Defender X trim level).

The four-door Defender 110 is longer and taller than a Jeep Wrangler Unlimited and a Mercedes-Benz G550 and also wider than the Jeep. That doesn't mean the passenger compartment is much larger, but the Defender has more seating options. The standard configuration consists of two rows and five seats, but a three-row version with seven seats is also available. Land Rover also offers a front center jump seat on two-row models that can seat six people in an emergency. The Defender 110 also has more cargo space than the Wrangler Unlimited (Mercedes does not publish cargo capacity figures for the G-Class).

2020 Land Rover Defender 110

Technology, infotainment and driver assistance

The standard infotainment setup includes a 10-inch touchscreen with Apple CarPlay / Android Auto compatibility. A digital 12.3-inch instrument cluster is available in all equipment variants except for the basic model. In the first and second row there are two USB ports and two 12-volt sockets as well as a wireless charging pad in advance. In models equipped in this way, the third row has a single USB port and a 12-volt socket.

The infotainment system is Land Rover's latest Pivi Pro setup with Qualcomm Snapdragon processors and the Blackberry QNX operating system. This allows for quicker responses, according to Land Rover, even shortly after the car started, and that appeared to be the case. The menu setup was also easy to learn, as it took just a few taps of your finger to perform most of the basic functions. However, the screen had to be bumped firmly before it could react.

Like other Land Rover models, the Defender also features the automaker's Terrain Response 2 system, with driving modes for different surfaces such as snow, mud or rocks, as well as an automatic setting that makes adjustments on the fly. The Defender is also the first Land Rover to have a calf sensing feature that changes the vehicle's parameters for water supply (the maximum fording depth is 35.4 inches, in case you're wondering) the water depth on the central screen and even appear pulling the brakes to clean them up once you're out of the wet stuff.

The screen had to be bumped hard before it could react.

The Defender also has a number of cameras that can be used to detect obstacles in the terrain. You can train cameras on the front tires to check the distance around rocks or use ClearSight Ground View to “see” through the hood and get a glimpse of what is ahead. The Defender also gets a video rearview mirror. Other car manufacturers already offer this function, which shows the advance of a rear-mounted camera in the mirror. However, it is very useful here, as the Defender's spare wheel would otherwise block the view to the rear.

All Terrain Progress Control acts as an off-road cruise control at low speed and takes over braking and acceleration while the drive is steering. On the Land Rover Experience Off-Road course in Manchester, Vermont, the Defender was able to drive up a steep hill. Like many other off-roaders, the Defender is given hill descent control that automatically maintains a set speed while driving downhill.

When driving on the road, the standard functions of the driver assistant include monitoring of the blind spot, automatic emergency braking and lane departure warning. The adaptive cruise control is standard with HSE and higher equipment variants or as part of an optional driver assistance package. Land Rover and other luxury brands are still reluctant to make adaptive cruise control the standard, though it does on cheaper vehicles from mainstream brands.

2020 Land Rover Defender ClearSight bottom view

Experience at the wheel

Land Rover offers two powertrain options in the Defender. The base P300 option is a 2.0-liter, four-cylinder, turbocharged engine that produces 296 horsepower and 295 pound-feet of torque. The P400 models receive a 3.0-liter six-cylinder with a turbocharger and an electric charger. Land Rover calls the P400 a "mild hybrid" because it has a small battery that is charged by regenerative braking. Electricity powers engine accessories and provides a small boost in performance, but the Defender doesn't run entirely on electricity. The total system output of the P400 is 395 horsepower and 406 lb-ft of torque.

The P300 and P400 have more power than the turbo four and V6 engines available in the Jeep Wrangler, and the P400 also offers more torque than the Jeep V6. However, Jeep is also offering a diesel engine with 442 lb-ft of torque, and a plug-in hybrid is on the way. The more expensive Mercedes-Benz G550 has a 4.0-liter twin-turbo V8 that produces 416 horsepower and 450 lb-ft. Even so, the Defender's 8,201 pound maximum towing power surpasses the more torque-bearing diesel Jeeps and Mercedes, not to mention most midsize pickups.

Both drives use an eight-speed automatic transmission with all-wheel drive as standard. This is an all-terrain system with a two-speed transfer case and center and rear locking differentials that ensure maximum traction on slippery surfaces.

What really sets the new Defender apart from its predecessor – and the competition – is its road behavior.

The Defender lived up to its reputation and proved to be completely drama-free as it drove off-road through the Vermont forests, negotiating steep hills, rocks, mud, and dirt without breaking a sweat. Just as current supercars use electronics to make it easy to drive at high speeds regardless of skill level, modern Land Rovers are making the terrain accessible to beginners. All you have to do is stay away from trees and let the defender's driver aids do their thing.

However, off-road ability was a prerequisite. What really sets the new Defender apart from its predecessor – and the competition – is its road behavior. With its comfortable ride (thanks to adaptive air suspension) and precise handling, the Defender felt more like a normal car than a muddy SUV.

The P400 powertrain delivered more than enough power to drive on the freeway, and the vehicle itself felt rock hard at higher speeds – which isn't always the case with large, box-shaped SUVs. The interior is also quite quiet and the driving position is much more comfortable than the cramped, upright posture that the old Defender forced on its drivers. The only flaw was a somewhat vague steering.

2020 Land Rover Defender 110

Fuel economy and safety

Defender 110 P400 models like our test car are rated at 19 mpg (17 mpg city, 22 mpg highway) while P300 models are rated at 18 mpg (17 mpg city, 20 mpg highway). The P400's mild hybrid system means buyers willing to pay the extra cash will get more power and lower fuel consumption, but the numbers are still not great. Land Rover offers plug-in hybrid versions of the Range Rover and Range Rover Sport. Since Jeep is preparing a Wrangler plug-in hybrid, this seems like a good idea for the Defender as well.

Safety assessments from the Road Safety Institute (IIHS) and the National Highway Traffic Safety Administration (NHTSA) are not yet available. This is often the case with new models like the Defender.

Land Rover's four year 50,000 mile warranty is comparable to other luxury brands. The Defender's novelty makes it difficult to predict future reliability, but Land Rover doesn't have a good reputation in this area.

How DT would configure this car

We'd start with a five-seat model in the mid-SE trim level that includes the streaming video rearview mirror and other convenience features, but with the more durable interior of the base instead of the leather of the higher trim levels. The SE is also available with the P400 powertrain, a box that we would check out.

To that base, we'd add Adaptive Cruise Control ($ 1,200) and the Towing Package ($ 3,050), which includes All-Terrain Progress Control and Terrain Response 2 all-terrain vehicle aids. We'd also add the Explorer Pack, which includes a roof rack and lockable outer case for extra storage space, as well as a snorkel to make it easier for the engine to breathe while calling for water or dusty conditions.

These options bring the total price to $ 71,900. While it's a big step up from the Defender's base price of $ 49,900, it builds a well-equipped vehicle with lots of tech and few frills.

Our opinion

The original Land Rover Defender helped define the modern SUV, but the brand and its customers have gone further. Land Rover is a luxury brand today, and SUV buyers are used to a higher level of sophistication and technology than the old-school Defender. The new Defender is more than just a redesign. It combines decades of technological progress in one fell swoop.

The 2020 Defender is the automotive equivalent of a Patagonia jacket. It is an expensive premium item, but offers a higher level of quality for this price. The Defender is far from Spartan, but it doesn't delve into the decadence that makes most other luxury brand SUVs suitable for shopping mall parking lots as off-road routes.

That makes the Defender a unique offer. It's a bit more upscale than a Jeep Wrangler (or the upcoming Ford Bronco), but not a full-fledged luxury vehicle like the Mercedes-Benz G-Class. The Defender can keep up with these vehicles off-road, but with street manners that make the journey to the starting point more comfortable.

The defender has a little too little character. It lacks the Wrangler's convertible roof and detachable doors, as well as the G-Class's V8 boasting, and the design is a little less pronounced than these SUVs. What it lacks in Flash, the Defender makes up for in competence.

Should you get one

Yes. The Defender has the off-road capability you want and the everyday functionality you need.

Editor's recommendations




10 Aug
Blog

2020 Volkswagen ID.3 First Drive: The Four-Wheeled iPhone

2020 volkswagen id3 review firstdrive gallery1

2020 Volkswagen ID.3 first drive: The iCar Apple not built

"The Volkswagen ID.3 is attractive and user-friendly and an electric vehicle that you can live with every day."

  • Smooth, linear drive train

  • Usable electric range

  • Extra spacious interior

After stopping to take a few photos, I briefly loosened the rear wheels while pulling off a dirt road, which was hardly unusual. What surprised me was that this happened behind the wheel of a Volkswagen. The company has largely stayed away from rear-wheel drive vehicles since ceasing production of the iconic rear-engined Beetle. Although the ID.3 opens the next chapter in Volkswagen history, it also picks up where its sought-after ancestor left off.

Before we dive in, let's dispel a myth: No nudging or nudging will convince Volkswagen to sell the ID.3 in the USA. It is clearly not happening. And yet it's worth a closer look, because the technology it introduces will permeate over half a dozen electric cars to come, including a Tiguan-sized crossover called ID.4, which will eventually be built in the US and which has been long awaited Modern bus preview thanks to the ID.Buzz concept.

Start over

Volkswagen developed the ID.3 on a blank board. It's not an electric version of an existing car like the E-Golf was, and it shares almost no parts with other recent additions to the company's range, like the eighth-generation Golf. It's his own thing. It is the beginning of a new adventure for Volkswagen. It is based on a specially developed architecture called MEB, which in its standard configuration has rear-wheel drive. However, all-wheel drive is as simple as adding a second electric motor over the front axle. Volkswagen told me MEB was flexible enough to support anything from a city-friendly hatchback to a family-sized SUV. Limousines, wagons and vans are also planned.

Although recognizable as a member of the Volkswagen family, the ID.3 shares very few stylistic elements with its siblings, and its proportions are anything but anodyne. It's 100 percent electric and wasn't designed for internal combustion engines (not even a range extender), so stylists could extend the wheelbase to almost Passat-like proportions while reducing the overhangs. Its motor is compact enough to fit in a sports bag.

Stylists have put a lot of energy into reducing the visual bulk of the ID.3 with styling cues.

The ID.3 measures 167.8 inches end to end, is 71.2 inches wide, and 61.1 inches tall, meaning it's an inch shorter, about an inch narrower, and four inches taller than the latest Golf. It's a bit higher than expected because the lithium-ion battery that sets the engine in motion is stowed right under the passenger compartment. Silke Bagschik, Head of Marketing and Sales for Electric Cars at Volkswagen, explained that stylists had put a lot of energy into reducing the visual mass of the ID.3 by using stylistic elements like plastic panels on the underside of the doors and a curved panel that clipped from there the base of the windshield extends to the top of the tailgate.

Do these mind tricks work? You tell me.

The ID.3 is a little larger than the average hatchback, but also much more spacious inside. The bottom is a little higher than expected, which in turn is due to the battery underneath. However, it is completely flat and offers a surprising amount of legroom, regardless of whether you are sitting in front or in the back. It offers 13.5 cubic feet of trunk space, space for four or five adults, depending on the configuration, and numerous storage spaces in the cabin. And yes, the pedals are marked with play and pause, just like the ID concept that was unveiled at the 2016 Paris Motor Show and the stunning ID. Buggy concept I drove in sunny California in 2019 The production version of the retro The fabulous ID.Buzz concept, which is expected to appear in 2022, will also receive it.

Ronan Glon

Apple? Is that you?

From the driver's seat, the ID.3 feels like a car that turns everything you can eat at the technology counter and keeps a small piece of heritage for dessert. It's a fascinating paradox. Instead of looking at circular displays, the driver is faced with a 5.3-inch screen that shows everything they need to know while driving (like speed, available range, and navigation instructions) and nothing superfluous. Although the electric motor can spin up to 16,000 rpm, you won't find a tachometer in your line of sight. I like this simple approach, but it's not new. In a way, it reminds me of my 1972 Beetle, which has an equally simple instrument cluster that consists of a single track. It groups an analog speedometer, an odometer, a fuel gauge (which is broken after almost 50 years) and … that's it.

Ronan Glon

There is a 10-inch freestanding touchscreen on the dashboard. It shows off a new infotainment system that looks and feels like a tablet. It is easy to use, the graphics are sharp, it responds quickly to inputs and the menus are arranged logically. Touch-sensitive sliders just below the screen replace the bulky knobs, dials and buttons on the climate system. There's another touch-sensitive slider to adjust the volume of the stereo, as well as additional touch-sensitive buttons on the steering wheel that control the various driving aids (like adaptive cruise control). Do you notice a pattern? Almost everything in the ID.3 is touchable, with the exception of key systems such as turn signals and windshield wipers, which for security reasons should not be replaced by buttons on a screen.

Touch-sensitive sliders just below the screen replace the bulky knobs, dials and buttons on the climate system.

Volkswagen kept conventional power window switches, but instead of four, only two are embedded in the door panel on the driver's side. Opening or closing the rear windows from the driver's seat requires pressing a backlit button that – you guessed it – is touch sensitive to activate it and using the same two switches that control the front windows. By tapping again, the rear windows are disengaged and the front windows are supplied with power again.

Ronan Glon

From the driver's seat, the ID.3 feels like a giant iPhone before you even move. I know this is an overused cliché, but I've never seen a vehicle that embodies it so accurately. It has been a few years since we heard about Apple's auto project. The ID.3's blend of simple, clean design and user-friendly technology makes it the closest thing ever to mass production to the long-rumored iCar.

Always gentle

One of the few buttons in the cab is on the right side of the steering column. It is used to wake up the electric motor. Volkswagen told me that it didn't need to add this feature, its engineers could easily have programmed the car to wake up on its own by recognizing its key fob, but decided to add it at the last minute because it noticed some Owners Did That Switching from gasoline to electricity will appreciate a dose of familiarity in an otherwise unfamiliar setting. Driving down is as easy as pressing the brake pedal – I mean pressing the pause pedal – and turning a small lever next to the instrument cluster to shift into gear.

At the time of writing, buyers have three lithium-ion battery packs to choose from: 48, 62 and 82 kilowatt hours. These numbers correspond to a maximum range of 205, 260 and 340 miles. Note, however, that these numbers were obtained for the WLTP test cycle used in Europe, which for electric vehicles brazenly relies on the optimistic side of the scale. Regardless of which battery you sit on, it routes the stored power to a rear engine that has 204 horsepower and 228 pound-feet of instant torque. Electric cars are heavier than comparable gasoline-powered models, and the 3,790-pound ID.3 is no exception. The time from zero to 100 km / h is 9.2 or 7.3 seconds, depending on how it is configured. It's not fast, but it's brisk.

Sleek and nimble, the ID.3 is a true city dweller who loves to jump from light to light in crowded cities.

Sleek and nimble, the ID.3 is a true city dweller who loves to jump from light to light in crowded cities. The design forces viewers to pause while eating, stare for a few seconds, and wonder if they should report a UFO sighting. The best part about driving this car in an urban center is not interrupting meals. It's the dazzlingly tight turning radius that makes maneuvering to or from a parking lot a breeze. Volkswagen said it had succeeded in teaching the ID.3 to turn on a cent because there is no engine between the front wheels. It is therefore believed that the other members of the ID family with rear-wheel drive offer motorists the ability to do a three-point turn at a time.

It is pleasant to drive on the winding back roads of Germany, where the relatively aggressive energy recovery system – when operated with the same lever that shifts the gear – allows driving with a pedal. For example, instead of braking when entering a city, you can simply take your foot off the accelerator and let the ID.3 slow down while the motor gains kinetic energy and feeds it back to the battery. Alternatively, the adaptive cruise control analyzes the navigation data and automatically slows the hatchback if it determines that the speed limit is about to change. The instrument cluster displays a message to let the driver know what's going on. When you're traveling at 100 km / h, it will flash “70 ahead” before slowing down so you won't be surprised when the car makes decisions for you.

Ronan Glon

Don't let the datasheet fool you. The ID.3 has a rear-engine and rear-wheel drive, but doesn't feel like a Porsche 911 or the current-generation Renault Twingo that is popular on this side of the pond. The heaviest part of the car is the battery, which takes up most of the space between the axles, making the ID.3 … feel preloaded from below. Its center of gravity is lower than that of a golf, so it is firmly planted on the road. If you're looking for a comprehensive performance, you'll have to wait patiently for Volkswagen to bring out a line of GTX-badged electric cars. It's too early to say if the ID.3 will be part of the range, though it does well for a sportier chassis setup.

Instead, the ID.3 is best enjoyed when driven calmly and relaxed. It provides linear acceleration, in part because the engine turns the rear wheels through a fixed-ratio gearbox that never shifts. The steering is well weighted without much feedback and the ride is pretty firm but not punishing. And the ID.3 is incredibly quiet as soon as the warning signal for pedestrians over 19 km / h switches off. The only noise in the cabin comes from the wind and tires, but neither is excessive or annoying – and both are inevitable regardless of what drives a car.

The ID.3 is incredibly quiet as soon as the pedestrian warning tone switches off above 19 km / h.

With my cell phone and an app called Sound Meter, I recorded around 68 decibels in the ID.3's cabin while driving at 75 miles per hour on an empty German autobahn. There were no other cars around; It was just the battery-powered Volkswagen and me. Of course the windows were closed and the stereo was turned off. Admittedly, this is hardly a scientific measurement, and I will never present myself as a car interior noisologist. So take this reading with a grain of salt. The declared app 68 decibels corresponds to a normal conversation. For context, it was found that a rating of 20 decibels is as quiet as a mosquito and 40 decibels is equivalent to the noise level in a library. And do you remember the 1972 Beetle I mentioned earlier? The air-cooled quadruple engine belts off about 82 decibels when I start it up after sitting for a few days.

The ID.3's user interface remains intuitive, although I wish Volkswagen had built in a volume control instead of a slider – I like these better when they're edible, preferably stuffed with beef and cheddar. This is not the most accurate method of turning the stereo up or down. And the two-step buttons on the multifunction steering wheel are extremely sensitive, although I imagine it's a habit to apply the right amount of pressure when you're behind the wheel for several days. Volkswagen informed me that the cool augmented reality head-up display announced in 2019 has been delayed by the ongoing coronavirus pandemic, which has forced it to neutralize its global operations. The function will be transferred to the ID.3 ordered with it via a wireless software update before the end of 2020.

My time behind the wheel of the ID.3 was too short to measure the range accurately. However, it is important to remember how far you can get to charge a charge last. This will depend on a variety of factors including your driving style and manner of driving, wearing and the road conditions. Volkswagen emphasized that the 77 kilowatt hour battery is compatible with the 125 kilowatt fast charging technology. The two smaller packs have an output of 100 kilowatts.

Our opinion

With the ID.3, Volkswagen is proving that it is serious about bringing electric vehicles into the mainstream. It is a car that represents a holistic, informed, and engineering-led effort to make battery-powered technology attractive, usable, and relatively affordable for as many drivers as possible. Mainstream is the key word here. Volkswagen pointed out that it is a volume-oriented manufacturer. The decision not to sell the ID.3 in the US, where hatchbacks are housed in a shrinking niche, makes perfect business and marketing sense. Simply put, nobody would buy it. That's why the standard Golf isn't returning and Honda is keeping the E off our shores.

Electrical engineering is still not cheap, even if it is a production car. Therefore, the ID.3 is considerably more expensive than a comparable petrol-powered hatchback. In Germany, its home market, it has a base price of 35,574 euros (about $ 42,000) before taking into account the various available incentives. To put this number in perspective, the Golf starts at 19,880 euros (approx. 23,500 US dollars) and an entry level The Audi A4 costs 33,240 euros. However, if you are willing to pay the price, when you have decided that an electric car will suit your lifestyle, and if you live in a market where the ID.3 will be available, this is an excellent choice that may be can be the only car in your garage.

Americans don't have to apply, even if they ask nicely, but everything I liked about the ID.3 (including the smooth drivetrain and easy-to-use technology) will arrive on our shores in a bigger, bigger package called ID.4 That is due it will be in the same emerging segment as the Ford Mustang Mach-E, the Nissan Ariya, and the Tesla Model Y, among others. It will be full. let the games begin.

Editor's recommendations




08 Aug
Blog

2021 Polestar 2 ElectricVehicle First Drive Review

2021 Polestar 2

2021 Polestar 2 first ride review: More than a Swedish Tesla

"Polestars first electric car feels like the tenth."

  • Well designed interior

  • Android operating system

  • Well-coordinated brakes

  • Good balance between driving behavior and handling

  • A car that can replace an SUV

  • Second place area

  • Lifeless steering

When you want to bring a new type of car to market, it helps to bring a new brand to market with it. At least that's what Volvo thinks.

The Swedish automaker is betting on electric cars and hybrids, but doesn't think its own brand name would convey that change. So in 2015 Volvo recycled the name of a tuning company to create Polestar as a showcase for green technology. The brand was introduced with the Polestar 1 plug-in hybrid coupe, following the Polestar 2 electric car. As a high-end electric vehicle (EV), the Polestar 2 appears to be a Tesla Model 3 rival, but Polestar claims it does is not the case.

"We don't want to chase Tesla," said Polestar USA. CEO Gregor Hembrough said Digital Trends. "We are building an electric vehicle that is an alternative on the market."

Polestar can struggle to convince customers. In size and purpose, the Polestar 2 is very similar to the Model 3. Polestar will initially only sell its car in a fully loaded four-wheel drive launch edition with a twin engine and a base price of 61,200 USD – about 5,000 USD more than the top model 3 Performance. However, unlike new Tesla purchases, Polestar vehicles will continue to receive the full $ 7,500 EV tax credit (as well as some state and local incentives). According to Polestar, cheaper variants are also on the way.

2021 Polestar 2

Design and interior

The Polestar 2 inherits design features from the parent Volvo and runs on the CMA (Compact Modular Architecture) platform used by the Volvo XC40. The exterior is a copy of the 2016 Volvo Concept 40.2 concept car. This means that the Polestar 2 looks like a sedan, but has a tailgate instead of a trunk. It also has an SUV-like ride height, though it doesn't feel like that on the inside.

Behind the wheel, the Polestar 2 feels more like a car than an SUV, largely due to the way Polestar designed its battery. While many electric cars have a long, flat battery under the floor, Polestar chose to stack the individual modules, placing some under the floor, others under the back seat, and even more modules along the centerline of the car. As a result, the Polestar 2 has a lower floor than the Model 3, so you feel more like sitting in the car than on it. The car also has a distinctive center tunnel that divides the cabin, much like the transmission tunnels in gasoline cars.

Like Tesla, Polestar went for a minimalist interior design, but with some more traditional elements. Instead of just throwing a touchscreen in the center of the dash and labeling it a tag, Polestar kept the instrument cluster and gear stick, making the interior more conventional.

The Polestar 2 comes standard with a vegan interior, including carpets made from recycled plastic, recycled wood paneling, and upholstery made from a fabric called WeaveTex. Nappa leather trim is optional, but the vegan version has been well executed and fits better with this electric car's sustainability mission. It's just a shame Polestar threw cheap looking black glossy plastic on surfaces that are likely to get touched frequently – resulting in stains and scratches.

Like Tesla, Polestar went for a minimalist interior design, but with some more traditional elements.

The Polestar 2 is roughly 5 inches wider and 2 inches taller than a Model 3, but the Tesla is 3.5 inches longer. The Model 3 also has a longer wheelbase than the Polestar 2, which translates into more legroom. However, the Polestar's higher roof creates more headroom and its hatchback configuration gives it an advantage in cargo space. With the rear seats, the Polestar 2 has a manufacturer-estimated cargo space of 15.5 cubic feet compared to 15.0 cubic feet for the Model 3. With the rear seats folded, the Polestar 2 can hold 38.7 cubic feet of material.

2021 Polestar 2

Technology, infotainment and driver assistance

The Polestar 2 is the first production car to receive the Android Automotive OS from Google, with which Google apps are integrated into the infotainment system. Instead of general voice control and navigation, you get the Google Assistant and Google Maps. The infotainment system can also be synchronized with your personal Google account for additional adjustment.

The Polestar 2 is equipped with Apple CarPlay and Android Auto as standard as well as a basic Bluetooth connection. Non-Android users can still get the same functionality as with projection apps on other infotainment systems, including the ability to make calls and send text messages. However, Polestar only expects connectivity for select Apple apps, and CarPlay is not available at launch. Polestar plans to add it via a wireless update in 2021.

If your personal preferences are centered around Android, this is a great setup. The graphics displayed on the 11.1 ”central touchscreen and 12.3” digital instrument cluster were especially excellent for maps. The touch screen was also very responsive. However, if Google Apps isn't your favorite, this system has fewer advantages.

If your personal preferences are centered around Android, this is a great setup.

Polestar Parents Volvo is synonymous with safety, so it is not surprising that the Polestar 2 receives a lot of driver aids. Standard functions include blind spot monitoring, forward collision warning, lane departure warning, traffic sign recognition, autonomous emergency braking and Volvo's Pilot Assist, which combines adaptive cruise control with limited steering inputs for lane centering. Polestar said its version of Pilot Assist will use cloud connectivity to detect road obstacles in real time and can be improved with wireless updates. However, Pilot Assist cannot perform automated lane changes like the Tesla Autopilot.

The Polestar 2 also receives a digital key that drivers can use to unlock and drive the car with smartphones and give other users access. Tesla is the only other automaker to date to offer this functionality to an electric car, although Hyundai and Lincoln have similar features for gasoline vehicles. The digital key is not available at startup. It will be added later via a wireless update.

2021 Polestar 2

Experience at the wheel

At the start, the Polestar 2 will be sold exclusively with a twin-engine all-wheel drive. The combined output of the two engines is 408 horsepower and 487 pound-feet of torque, which takes the car from zero to 60 mph in 4.4 seconds, according to Polestar. That's the same as a Tesla Model 3 Long Range, but according to Tesla, the Model 3 Performance can go from zero to 60 mph in just 3.2 seconds.

Our test car also had the optional Performance Pack, which includes 20-inch forged alloy wheels, Brembo brakes (with brake calipers specially designed for Polestar to reduce drag) and adjustable Öhlins dampers. These improvements made a huge difference on the road and were the perfect complement to the punchy acceleration of the electric powertrain.

The adjustable dampers kept the driver's spine intact as they traversed broken New York sidewalks.

Even with a fairly fixed setting (one of 22 settings that must be changed manually), the adjustable dampers kept the driver's spine intact as they traversed broken New York sidewalks. Once clear of city traffic, they gave the Polestar 2 a tight, confidence-building feel when cornering. Regenerative braking allows you to ride with one pedal in the most aggressive setting, but the left pedal still responds in a predictably linear manner in case you need it. The weak point was the steering, which didn't feel as selected as the other components. The Polestar 2 may be a very nimble car, but it's impossible to tell by the vague response of the wheel.

The US spec Polestar 2 can also tow up to 2,000 pounds. That's less than the Polestar previously listed on the European market at £ 3,300, but still better than the Model 3. The Tesla has no official towing capacity in the US, although it can tow up to £ 2,000 in Europe.

2021 Polestar 2

Range, charging and security

The Polestar 2 gets a 78 kilowatt hour battery, but only 75 kWh can be used. Official range figures are not yet available, but Polestar expects to exceed 200 miles based on tests by the Environmental Protection Agency (EPA). In a third-party test commissioned by Polestar, the car achieved a range of 205 miles on a closed circuit in hot weather. This means the EPA-rated range will likely be higher, but likely not enough to hit the 322-mile maximum of the Tesla Model 3 Long Range.

Charging takes 11 hours on an 11-kilowatt charging station for the house wall box or, if you're really desperate, 22 hours on a normal 120-volt household socket. DC fast charging with up to 150 kilowatts can deliver an 80% charge in 40 minutes.

Safety ratings from the Road Safety Insurance Institute (IIHS) and the National Highway Traffic Safety Administration (NHTSA) are not yet available, but Polestar expects its first EV to perform well in crash tests. The car has special crash structures that protect the battery in crash mode and should take into account the lack of a motor in the occupant crash protection.

Polestar offers a four year warranty of 50,000 miles for vehicles and an eight year warranty of 100,000 miles for batteries. Tesla offers the same vehicle warranty and battery warranty for lower versions of the Model 3. The long range and performance models of the Model 3 have an eight-year warranty of 120,000 miles on batteries.

How DT would configure this car

Configuring a Polestar 2 is easy as the only options are the Performance Pack ($ 5,000), nappa leather pads ($ 4,000), 20-inch wheels ($ 1,200), and custom paintwork ($ 1,200). The Performance Pack's Brembo brakes and Öhlins dampers are worth the extra money, but the leather upholstery seems unnecessary. The standard interior is pretty nice and gives the car even more green credibility.

2021 Polestar 2

Our opinion

On closer inspection, the Polestar 2 really isn't like the Tesla Model 3. It can't compete with the Tesla in range or performance, and despite its reputation as a safety innovation, the Polestar parent Volvo still has no answer to the Tesla autopilot. The technical data doesn't tell the full story, however.

The Model 3 urges buyers to throw away everything they know about driving. It's a futuristic car that you can never forget that fact. Rather than anticipating the driver's needs, the Model 3 expects the driver to follow suit. The Polestar 2 does things differently.

Polestars first electric car feels like the tenth. From the interior to the chassis tuning, every detail feels well thought out and is based on the experience of an established automaker rather than a newbie. Market demand for something new may have led to the creation of Polestar, but it's the Volvo experience that makes this car so good.

The Polestar 2 takes all that is good about electric cars and presents it in a familiar package. It's an approach that could likely win many converts when electric cars go from curiosity to commodity. It's a shame Polestar doesn't plan on tracking Tesla's sales volume, at least not immediately. Currently, the brand is aiming for an annual number of tens of thousands instead of the hundreds of thousands of cars that Tesla currently builds annually, US CEO Gregor Hembrough told Digital Trends.

Should you get one

Yes. Between the Polestar 1 and the Polestar 2, the new Volvo brand got off to a good start.

Editor's recommendations




08 Apr
Blog

2020 Hyundai Sonata First Drive Review: Chase The Sun

2020 Hyundai Sonata Hybrid

2020 Hyundai Sonata Hybrid first ride review: Chase the sun

"The 2020 Hyundai Sonata Hybrid is a comfortable, spacious highway cruiser."

  • Sleek design

  • Spacious interior

  • Comfortable ride

  • Impressive technology

  • Disappointing real fuel consumption

  • Hates corners

The 2020 Hyundai Sonata is an almost perfect mid-range sedan. It has excellent road manners and technical features that you won't find in any other car in this price range. While the stuff on the dash is impressive, it's not the stuff under the hood. The engines available at the start are only sufficient.

The 2020 Hyundai Sonata Hybrid is expected to be available in June in Blue, SEL and Limited versions. Our test car was the top-limited model, which offers all important technical functions, including a digital instrument cluster, a digital key smartphone control and a solar roof, with which the battery can be charged. Hyundai hasn't released any prices yet, but expects the hybrid model to offer a premium over the standard Sonata, priced between $ 24,000 and $ 34,000.

During our time with the sonata, we noticed that Hyundai still has a few tricks up its sleeve. Is better gasoline performance the missing part of the Sonata puzzle?

Design and interior

You have to have a keen eye to see the difference between the Sonata Hybrid and the standard sonata. The differences are limited to a new grille, wheels and rear spoiler. Even these changes were made for aerodynamic efficiency rather than aesthetic reasons. Hyundai was already satisfied with the existing Sonata exterior design.

"It's not about making an environmentally friendly vehicle declaration. Overall, it's about making a great design statement," said Scott Margason, head of product planning at Hyundai Motor America, to Digital Trends.

2020 Hyundai Sonata Hybrid

After all, the sonata looked quite extroverted. Designers gave it a slimmer profile than the average sedan, as well as the trick “Hidden Lighting Lamps”, which turn the bonnet into a laser light show. These additional lighting elements extend back from the headlights and, when switched off, fit into the chrome trim of the vehicle.

Despite an additional battery, according to Hyundai, the Sonata Hybrid has the same trunk as the standard Sonata. This also results in more trunk space than the Toyota Camry Hybrid, but less than the Honda Accord Hybrid. The Sonata Hybrid also has more front and rear leg room than the Camry and Accord, but the Japanese hybrids offer significantly more rear leg room.

"It's not about making an environmentally friendly vehicle declaration. It's about making a great design statement overall."

The driver's seat of the Sonata Hybrid is a great place. The touchscreen of the dashboard and the storage compartments of the center console are perfectly positioned, the steering wheel is just the right size and the car offers an excellent view to the outside.

Technology, infotainment and driver assistance

The standard infotainment setup includes an 8.0-inch touchscreen with Apple CarPlay and Android Auto. Limited models get a 10.25-inch touchscreen as well as a digital 12.3-inch instrument cluster and a head-up display. The screen graphics are crisp and clear, and the main touchscreen offers a nice swipe function for changing menus. However, Hyundai did not go overboard with screens. The designers also included analog controls for functions like volume, where a button works better than a swipe.

The digital instrument cluster enables an improved blind spot monitoring system that automatically shows the view from outside cameras when you tap the turn signals. This is a simple but helpful feature and a step above what competitors offer. However, it is also an optional extra. The standard aids for the driver include adaptive cruise control, a lane departure warning system, autonomous emergency braking and an automatic high beam. These characteristics are also standard for the rival Honda Accord Hybrid and Toyota Camry Hybrid. But Hyundai has also set the standard for rear traffic warnings. This function is optional on the Toyota and not available on the Honda.

Stephen Edelstein / Digital Trends

The Sonata Hybrid can also be upgraded with Lane Follow Assist. As the name suggests, it follows the road instead of waiting for the car to deviate from its lane before intervening. This feature worked well during a previous ride in the Arizona non-hybrid sonata, but didn't seem to be so composed on the New York streets where we drove the hybrid. The steering wheel jerked constantly as the system made small steering inputs, as if someone had given the computers a double shot of espresso.

Hyundai did not go overboard with screens.

Another technical feature adopted by the non-hybrid sonata is the digital key from Hyundai. As standard in the SEL and Limited equipment variants, the driver can use a smartphone instead of a conventional key fob. While some car manufacturers offer remote unlocking or engine starting via an app, only Hyundai, Lincoln and Tesla currently allow drivers to get in and out with just a smartphone. The digital key can also be transferred remotely to other people if you want someone to rent your car. The function is currently only compatible with certain Android phones.

A technical feature the Sonata Hybrid misses is the Remote Smart Parking Assist, which you may have seen in Hyundai's Super Bowl display with a Boston accent. The function with which the car can enter and exit even in tight parking spaces is available with the standard sonata, but not with the hybrid. It has to be recalibrated for the hybrid powertrain and will be added at a later time, according to Hyundai.

Experience behind the wheel

The hybrid powertrain goes well with the relaxed character of the sonata, but doesn't expect impressive numbers.

The Sonata Hybrid uses a 2.0-liter four-cylinder engine that is supported by a single electric motor. The total system performance is 192 HP. That is only 1 HP more than the base engine for the non-hybrid Sonata and much less than for the hybrid Honda Accord and Toyota Camry.

2020 Hyundai Sonata Hybrid

Unlike Honda and Toyota, Hyundai has retained a conventional transmission as part of its hybrid system. The Sonata Hybrid's six-speed automatic has a software function called Active Shift Control, which uses the electric motor to add or subtract the torque on the input shaft of the transmission. According to Hyundai, this ensures faster gear changes (ie less interruption in performance when accelerating) and better mileage.

Using a conventional transmission is important because it makes the Sonata Hybrid feel more like a normal car. The power supply is much more linear than with the Honda or Toyota hybrid systems, and the transfer between electricity and gasoline is smooth.

The hybrid powertrain goes well with the relaxed character of the sonata, but doesn't expect impressive numbers.

Hyundai also did a good job of calibrating the driving modes. Sport offers the right amount of extra urgency, and Eco isn't the penalty area found in most other cars. Hyundai also included a smart mode that automatically switches between the other modes depending on the conditions. But not everything was fine-tuned.

Hyundai brought in Albert Biermann, the former head of the BMW M Performance Division, to make his cars more exciting. But Biermann must have been on vacation when the suspension tuning of the Sonata Hybrid was completed. The handling of this car is more Buick than BMW. The steering wheel feels like it's not connected to anything, and the body's roll in sharp turns is so strong that the car feels like it's about to tip over.

We have seen similar trends in the non-hybrid sonata, but the more curvy roads at this test site have made these trends even clearer. The Sonata Hybrid performed better on highways, where its floppy suspension made it one of the quietest rides of any mid-size sedan. This is clearly a car that is designed for road trips and commuting, not for winding roads. If you want a sporty sonata, stop by when the N-Line model comes on the market.

Fuel consumption and security

Hyundai announced impressive gasoline consumption figures for the Sonata Hybrid 2020, which, however, were not achievable in real driving. The base blue model is rated at 52 mpg (50 mpg city, 54 mpg highway), while SEL and Limited are rated at 47 mpg (45 mpg city, 51 mpg highway). A 50 mpg rating was once Prius territory, so it's impressive to see a more conventional mid-size sedan reach that mark.

But the Sonata Hybrid doesn't have much of an advantage over its rivals. The Camry Hybrid is rated at 52 mpg combined (51 mpg city, 53 mpg highway) in LE equipment. The Accord Hybrid is rated at 48 mpg combined (48 mpg city, 47 mpg highway). Over a week's drive, the real fuel efficiency of the Hyundai was also much lower at 38.1 mpg on average, according to the car's on-board computer.

Perhaps the number would have been higher if we could better use the sonata's solar roof. Solar cells are used to charge the 12-volt battery (so it doesn't drain while the car is parked) and the hybrid system's battery to allow more use of electricity. According to Hyundai, the roof can add 2 miles of driving range a day, but persistent clouds meant it wasn't used much. Drivers in sunnier areas may get better results.

The 2020 non-hybrid sonata received a Best Safety Pick rating for the Road Safety Insurance Institute (IIHS), but the organization did not provide a specific rating for the hybrid model. The National Highway Traffic Safety Administration (NHTSA) has not evaluated any sonata models for 2020.

Hyundai's 100,000-mile drive train 10-year warranty and 60,000-mile drive train five-year warranty are not covered by Honda and Toyota. The Sonata Hybrid 2020 is a new model, but Hyundai has an overall reputation for reliability.

How DT would configure this car

If you want the most technology in your Sonata Hybrid, you have to choose the top equipment variant Limited. It's the only solar roof option available, as well as the triple threat of a 12.3-inch instrument cluster, a 10.25-inch touchscreen and a head-up display.

The additional functions of the Limited increase the weight, which is why it is not as economical as the entry-level Blue. Hyundai unfortunately forces buyers to choose between gasoline consumption and technology.

Our opinion

The hybrid powertrain improves the Sonata 2020, but does not change it. The driving dynamics are about the same as before. Although you will get better mileage, it is important to keep expectations in check. The Sonata also drives more like a normal car than its Honda and Toyota competitors, which some buyers may prefer.

The best of the Sonata Hybrid 2020 is carried over to the non-hybrid version. The highlights include a comfortable ride, advanced driver assistance and a well-designed infotainment system. The hybrid solar roof is a nice technology that could improve efficiency in practice but depends on the weather conditions.

Should you get one?

Yes. The 2020 Hyundai Sonata Hybrid is a good car that happens to be a hybrid.

Editor's recommendations




17 Mar
Blog

2020 Honda CR-V Hybrid First Drive Review

2020 Honda CR-V Hybrid

2020 Honda CR-V Hybrid first ride review: fashionably late

"A solid hybrid powertrain makes Honda’s popular CR-V crossover even better."

  • Nice to drive

  • Punchy acceleration

  • Spacious interior

  • Regenerative brake paddle shifters

  • Competitors get better mileage

  • Apple CarPlay and Android Auto are not standard

The Honda CR-V, introduced in 1997, was one of the first crossover commercial vehicles. This made Honda a trendsetter in the 1990s. However, the automaker has fallen back on another important trend: hybrid drives. The Toyota RAV4 Hybrid is now in its second generation, and Ford has brought the Escape Hybrid back for the 2020 model year, while the Honda option has only just arrived.

The Honda CR-V Hybrid 2020 tries to make up for lost time. It adapts the two-engine hybrid system previously used in the Accord Hybrid and Insight and marks the first use of this system with all-wheel drive, which is standard in all equipment variants.

The base LX model starts at $ 28,870 – a $ 2,320 premium over a gasoline CR-V. Our test car was a touring model with a range of $ 37,070 or $ 1,225 over a CR-V touring gasoline engine.

Design and interior

You need a keen eye to see the difference between a CR-V hybrid and a gasoline model. Changes in the exterior design are limited to the blue emblem, a model-specific rear bumper that hides the exhaust, and LED fog lights in higher trim levels.

Automakers generally take one of two approaches to the exterior design of their crossovers, and the CR-V falls somewhere in the middle. While crossovers are essentially jacked-up cars, the temptation is to make them look sturdy and truck-like, as Toyota did with the RAV4. In contrast, the latest Ford Escape looks more like a car, almost like a Ford Focus when viewed through a Funhouse mirror. The CR-V is based on both playbooks. The upright profile and the imposing front section are truck-like, the slim headlights and the curved surfaces are more like a car. The result won't turn your head, but it looks good and should age well.

2020 Hona CR-V HybridStephen Edelstein / Digital Trends

The interior of the CR-V Hybrid is inexpensive compared to its competitors. The Honda has more rear legroom than the Ford Escape Hybrid and the Toyota RAV4 Hybrid. The Ford offers more front legroom, and the it and Honda are virtually tied to headroom.

The Honda also offers more cargo space than the Toyota with built-in rear seats and the Ford with the rear seats folded down (Toyota doesn't give an amount when the rear seats are folded down). The Escape Hybrid has a sliding seat in the second row, which gives it a space advantage over the CR-V if the rear seats are available (but at the expense of leg room in the second row). The CR-V Hybrid also has less cargo space than a petrol CR-V because the battery sits under the cargo floor. The Honda has a low loading floor height, which makes getting in and out easier.

Technology, infotainment and driver assistance

A 7.0-inch touchscreen with Apple CarPlay and Android Auto is available, but not in the LX basic configuration. The touring phone charges the phone, but the charging pad is too small for some phones.

A digital instrument cluster contains hybrid-specific displays, e.g. B. A power meter that indicates whether the car uses a gasoline engine or an electric motor. The graphics for the instrument cluster are of high quality and easy to read, which cannot be said of the cheap looking graphics on the main touchscreen of the CR-V.

2020 Honda CR-V HybridStephen Edelstein / Digital Trends

The CR-V Hybrid comes standard with the Honda Sensing line of driver aids, which include autonomous emergency braking, forward collision warning, downhill departure, lane departure warning, lane departure warning and adaptive cruise control. The Toyota RAV4 Hybrid has a comparable selection of standard driver aids. The Ford Escape Hybrid has a standard lane departure warning system and autonomous emergency braking. However, adaptive cruise control is optionally available.

Ford and Toyota have no equivalent of the downhill Honda, which automatically steers the car back onto the road when a wheel crosses an outer lane marking. However, the RAV4 Hybrid has standard traffic sign recognition, and the Escape Hybrid has post-collision braking to prevent a car from rolling against other objects after a collision.

Experience behind the wheel

The drive train of the CR-V Hybrid consists of a 2.0-liter four-cylinder petrol engine that works with Honda's two-engine hybrid system. One electric motor drives the wheels, while the other acts as a generator and gains energy from regenerative braking and from the petrol engine. The gas engine only drives the wheels directly if the system considers this to be the most efficient.

The total system performance is 212 horsepower and 232 pound-feet of torque. This is more than a conventional CR-V or a Ford Escape Hybrid. The RAV4 Hybrid has 219 hp; Toyota does not specify a torque number.

Since the petrol engine is not coupled to the wheels most of the time, the Honda system has a special feature. The engine speed does not always correspond to your acceleration or driving speed. Honda improved this with the CR-V Hybrid, and we found that the engine didn't seem to cry as much at low speeds as the Honda Insight. The transition between petrol and electrical energy feels even more linear with the Escape Hybrid and RAV4 Hybrid.

The CR-V Hybrid is simply beautiful to drive.

Apart from that, the CR-V Hybrid felt great. It's not fast, but the electric motor offers a helpful torque boost when starting stops. The ride is quieter than the competing CUVs from Ford and Toyota, and the interior is quiet. The shift paddles that control regenerative braking were helpful. We could slow the car down without touching the brake pedal, much like shifting down in a manual transmission car.

Like the standard CR-V, the hybrid uses a mechanical all-wheel drive system with a drive shaft that connects the front engine to the rear axle. Ford did the same with the Escape Hybrid, but the Toyota RAV4 Hybrid uses a second electric motor for the rear wheels, with no physical connection to the front wheels. Mechanical all-wheel drive is cheaper, Honda told Digital Trends, and it is unlikely that most drivers will notice the difference under normal conditions. But what about abnormal conditions?

2020 Honda CR-V HybridStephen Edelstein / Digital Trends

Honda and Toyota boast that their hybrid crossovers can be used off-road and claim that their respective all-wheel drive systems are key. At the start of the CR-V Hybrid, Honda let us drive around a sand pit in both the CR-V and the RAV4 Hybrid. Sure enough, the CR-V did better. The RAV4 Hybrid tumbled awkwardly on the track when its electronics clicked and buzzed in protest. The CR-V Hybrid also has more ground clearance and better approach and departure angles than the RAV4 Hybrid, making it less likely to hit obstacles.

However, we had no opportunity to test the CR-V Hybrid on a more traditional off-road trail, as we did when the RAV4 started. Of course, neither of them can keep up with the skills of real off-roaders like the Jeep Wrangler and the Toyota 4Runner. Crossovers like CR-V and RAV4 are not designed for serious off-roading. But if you are ever on the run from Tusken Raiders, the CR-V Hybrid has your back.

Fuel consumption and security

The real reason to buy a hybrid is mileage, and in this area the CR-V lags behind its rivals. The Honda is rated 38 mpg combined (35 mpg city, 40 mpg highway), while the RAV4 Hybrid is rated 40 mpg combined (41 mpg city, 38 mpg highway). While the CR-V surpasses the 37 mpg freeway drive rating of the four-wheel drive Escape Hybrid, the Ford is also available with front-wheel drive, which together it can achieve 41 mpg.

We managed to improve Honda Environmental Protection Agency ratings and hit 51 mpg in a short loop. However, the numbers fell quickly with less stingy driving.

The CR-V Hybrid lags behind its competitors in terms of mileage.

The National Highway Traffic Safety Administration (NHTSA) gave the CR-V Hybrid a five-star overall rating. The hybrid model is delivered as standard with the headlights required to achieve a Top Safety Pick rating from the Insurance Institute for Highway Safety (IIHS).

Honda offers a three-year basic warranty of 36,000 miles and a five-year warranty of 60,000 miles for the drivetrain. This is the same coverage as for Ford and Toyota. Honda has a solid reliability record. While the hybrid powertrain is new, the CR-V itself has proven to be absolutely solid.

How DT would configure this car

Honda made this easy by making many key features standard. All equipment variants are equipped as standard with all-wheel drive and the Honda Sensing range of driver aids. The only thing missing is Apple CarPlay / Android auto compatibility, which requires an upgrade from the basic LX trim level to the EX. Another upgrade doesn't offer much of an advantage. The EX-L adds leather seats, and the Touring is equipped with a mobile phone charger, a hands-free tailgate and a heated steering wheel. However, this is a luxury and not a necessity.

Our opinion

Not surprisingly, the Honda CR-V Hybrid 2020 is a well-executed example of this breed. The standard CR-V was already one of the best small crossovers, and Honda's hybrid system has proven itself in the Accord Hybrid and Insight. However, the CR-V Hybrid is not only good in isolation, it can also hold its own against its two competitors.

Honda couldn't beat the Toyota RAV4 Hybrid and Ford Escape Hybrid in terms of fuel consumption, but the CR-V Hybrid makes up for it in other areas, and the efficiency gap is small. The Honda is nicer to drive than its competitors, has more usable cargo space and offers many standard driver aids.

Should you get one?

Yes. Sometimes it's good to be fashionably late.

Editor's recommendations




03 Mar
Blog

2020 Chevrolet Corvette Stingray First Drive Review: Born to Dance

2020 Chevrolet Corvette Stingray

2020 Corvette Stingray first ride review: Born to dance

"The Corvette has always been America's sports car, but now it's ready to take over the world."

  • Accessible performance

  • Well integrated driver aids

  • Smooth digital displays

  • Everyday usability

  • Limited luggage space

  • Cumbersome HVAC control

The Chevrolet Corvette has a history that dates back to the 1950s. But Chevy breaks with the latest eighth generation Vette.

The 2020 Corvette Stingray is the most radical update of a Corvette in decades. The engine moves from the front of the car to the center, a configuration preferred by Ferrari and Lamborghini. Corvette also relies on technology like never before and has a cockpit based on digital displays. Chevy even threw the manual transmission for a dual clutch transmission overboard.

What has not changed The value of the Corvette. The base price of $ 59,995 is close to a Toyota Supra or Porsche 718 Boxster / Cayman, but its performance can keep up with six-figure cars. You can spend a lot more on a Corvette. Fully loaded models stickers for closer to $ 80,000. Even then, it's a deal.

design

2020 Chevrolet Corvette Stingray

It's hard to overemphasize changing the 2020 Corvette Stingray from a front-engine to a mid-engine configuration. Chevy has been playing with the idea since the 1960s, building numerous prototypes and concept cars. The change is a major breakthrough for Corvette, making it a work sports car rival for European exotic cars.

Why the change? "We no longer have performance in the front engine architecture," said Ed Piatek, chief engineer of the new Corvette.

Rear wheel drive limits traction. Horsepower is not a good thing if you can't put it on the road after all. By moving the engine behind the driver, the mid-engine configuration shifts more weight back and pounds the rear tires to make them easier to grip.

It's hard to overemphasize switching the 2020 Corvette Stingray to a mid-engine configuration.

Alex MacDonald, Chevy's vehicle performance manager, said a mid-engine layout also helps the driver. The driver is closer to the front wheels so the steering column can be shorter, which makes steering more responsive. The focus is also closer to the driver's hips, making the car's movement in corners feel more natural.

For this reason, a mid-engine layout is standard in IndyCar and Formula 1, not to mention every super sports car that adorns the wall poster of a children's room.

Inner

However, driving in the middle of the engine has a disadvantage. The engine takes up space that is normally reserved for people and things.

The 2020 Stingray has two cases – one in the front and one in the back. The front trunk has space for a hand luggage bag of maximum size. The 2020 stingray has a total freight volume of 12.6 cubic feet between the two tribes. That's a little less than the previous generation Corvette and the current Porsche 911 when you add up the space in the front trunk of the Porsche and the area behind the front seats.

2020 Chevrolet Corvette Stingray interiorStephen Edelstein / Digital Trends

The rear trunk can hold a number of golf clubs, but only if you leave the roof open. The removable roof trim on all Corvette coupes (a convertible model is on the move) takes up most of the rear trunk when stowed. Also, don't be surprised if items stored in the rear trunk are slightly roasted due to the engine.

Mid-engined cars often look good, but they can be stressful to drive due to cramped cabins and limited visibility. This is not the case with the 2020 Corvette. The wide windshield offers an excellent view of the road and large, well-placed mirrors balance out the tiny rear window and the wide hips of the car. Driving this Stingray through traffic on the Las Vegas Strip was no more nerve-racking than any other car.

technology

Despite the low price, the interior of the Corvette is not spartan. The car comes as standard with a digital 12.0-inch instrument cluster and an 8.0-inch infotainment touchscreen. It supports Apple CarPlay and Android Auto and has a built-in Wi-Fi hotspot.

The graphics for both screens were clear and easy to read while driving. Chevy also offers a "stealth" mode that disables all non-essential information for night driving, but I haven't had a chance to test it.

2020 Chevrolet Corvette Stingray digital instrument clusterStephen Edelstein / Digital Trends

The infotainment screen is angled towards the driver for easier operation, but is still accessible to the front passenger. Analog HVAC controls are located on a long partition between the seats. While it is good not to have to rely on the touchscreen for these functions, the controls are poorly positioned.

The 2020 Corvette is available with blind spot monitoring and rear traffic warning. However, you need to upgrade from the basic 1LT to 2LT to get them.

A 360-degree camera system is also available, as is the digital rearview mirror that was previously seen in the Chevy Bolt EV and other GM vehicles. This streams the video from a rear-mounted camera directly to the mirror, effectively eliminating blind spots. In any case, it is useful to drive in reverse as you can see through the rear window about as much as you would look through a traffic window with the shadow half down.

Scraping the front end on speed bumps and steep driveways is a problem with low-seated sports cars, but Chevy has a solution for that too. The 2020 Corvette has a front-end lifting system that raises the nose by 40 millimeters at the push of a button. Up to 1,000 locations can also be saved, so you can choose to have it automatically activated when you drive into your driveway.

Sports cars traditionally have a spartan interior, but that's not the case with this Corvette.

Chevy didn't just use technology to avoid parking space dents. Clever software helps every driver get the most out of the Corvette on a racetrack. The car receives the latest version of Chevy's Performance Traction Management System, which manages the engine, transmission and magnetic suspension (if any) to protect the driver from problems.

"We have a system that outwits the best driver," said MacDonald. The system has a take-off control for quick take-offs while standing and even a "flying car mode" that detects when the car is in the air and prepares for a dramatic landing.

This system could get even better in the future. The Corvette is based on General Motors' latest electrical architecture, which enables wireless software updates (OTA). Every important aspect of the car can be updated remotely, Piatek told Digital Trends.

There is even a "flight car mode" that detects when the car is in the air and is preparing for a drama-free landing.

Like the Corvette of the previous generation, the 2020 Stingray also receives the Chevy Performance Data Recorder. It can record lap video, audio and telemetry so you can show your friends or find ways to improve your driving technique. This latest version includes a resolution of 1080p and a dash cam mode for driving on the road.

performance

The Corvette's engine is an old-school American muscle. Like the previous generation, the 2020 Stingray is powered by a 6.2-liter V8. It has been modified to work in a mid-engine car. Chevy also added a dry sump oil system to improve track performance, and of course increased performance. With an optional power exhaust, the new V8, code-named LT2, delivers 495 horsepower and 470 pound-feet of torque compared to 455 horsepower and 460 pound-feet for the old LT1 engine.

Equipped with the optional Z51 performance package, the 2020 Corvette, according to Chevy, reaches zero to 60 miles per hour in 2.9 seconds. It's faster than an Aston Martin Vantage, Lamborghini Huracán Evo or Porsche 911 Carrera S – everything costs tens of thousands more than the Stingray. The top speed is 194 miles per hour, according to Chevy.

The V8 is coupled with an eight-speed dual clutch transmission, making the 2020 Stingray the first Corvette without a manual transmission. While this reduces driver involvement, the dual clutch transmission can shift faster than a human and was easier to integrate with the Corvette's Performance Traction Management system, MacDonald said.

Even novice drivers can drive fairly quickly with confidence.

The combination of V8 muscles and software heads makes the 2020 Corvette one of the most rounded performance cars on the market. It's comfortable and quiet in normal driving, and relaxed and predictable when you get more aggressive. A manual transmission may be more fun, but the dual clutch unit shifts so smoothly that gear changes are imperceptible. And the Chevy V8 exhaust is still pure bliss.

2020 Chevrolet Corvette StingrayStephen Edelstein / Digital Trends

When the Corvette was pushed onto the track at the Spring Mountain Motor Resort, it didn't sweat. It's not just quick. It makes you look good. Driver aids prevent you from working in the background, so you don't just feel like you're riding. It takes skill to push this car to its limits, but even novice drivers can drive fast with confidence.

The new car felt more nimble than the previous generation Corvette, so Chevy’s claims of responsive steering persisted. The square steering wheel isn't as cumbersome to use as you might think and doesn't block the instrument cluster like the Porsche 911. However, the steering didn't feel as sharp as some other mid-engine vehicles with the McLaren 570S and versions of the Lamborghini Huracán rear-wheel drive.

Fuel consumption and security

Most people don't buy a Corvette for gasoline consumption, but the latest version is combined with 19 mpg (15 mpg city, 27 mpg highway). The car's on-board computer showed a best performance of 31.4 mpg while driving through the desert outside of Las Vegas. These are solid numbers for a large engine, probably aided by a cylinder deactivation system that shuts down four cylinders under light gas loads.

The 2020 Corvette is a new vehicle, so predicting future reliability is difficult. Chevy doesn't have the best reputation for reliability. The Corvette's custom engine, dual clutch transmission, and aluminum-intensive construction may make it more difficult to repair than a Chevy Equinox.

The Corvette has the same three-year basic warranty of 36,000 miles and a five-year warranty of 60,000 miles for the drivetrain as other Chevy models. This is typical coverage in the auto industry.

National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) crash test assessments are not available. Since the Corvette is a low volume vehicle, you probably never will be. None of the organizations assessed the previous generation model.

How DT would configure this car

To build our ideal Corvette, we would first upgrade from the basic equipment 1LT to 2LT. This includes blind spot monitoring, front and rear cameras, the digital rear view mirror and a Bose audio system with 14 speakers (1LT models have a Bose system with 10 speakers).

We would also add the Z51 service package. This increases the sticker price by $ 5,000, but includes improved brakes, tires, and suspension, a power exhaust system that releases maximum power, and an electronic locking differential that ensures that power gets to the sidewalk efficiently.

2020 Chevrolet Corvette StingrayStephen Edelstein / Digital Trends

We would also upgrade from the basic GT1 seats to the GT2 seats – an option of $ 1,495. These offer more support than the GT1 seats, but are not as aggressively padded as the available competition seats, so they are probably more comfortable in everyday use. However, drivers of different body types may think differently.

Without engaging in any of the customization options, these options raise the price of our hypothetical Corvette from $ 59,995 to $ 73,790.

Our opinion

The 2020 Corvette Stingray is a great car. The well thought-out integration of technology, impeccable manners in daily driving and responsive performance make this car a car that everyone can enjoy.

The previous generation Corvette was great too, but Chevy’s ambitious reinvention has improved this model. The performance is a step above other cars in the Corvette price range, such as the Toyota Supra and the Porsche 718 Boxster / Cayman, as is the technology.

That makes the latest Corvette a rival for exotic ones like the Ferrari F8 Tributo and Lamborghini Huracán, though this humble Chevy is unlikely to have the Italians' cache. The Porsche 911 and Aston Martin Vantage are behind the Corvette on the data sheet, but offer a better old-school experience with available manual transmissions and more traditional cockpit layouts.

Some media have also compared the 2020 Corvette to the Ford Shelby GT500, an inflated version of the Mustang specifically designed for racing. But the two cars have a very different character. The GT500 is a prize fighter who has taken ballet classes. The new Corvette was born to dance.

Should you get one?

Yes. The Corvette has jumped from a sports car to a super sports car.

Editor's recommendations




02 Mar
Blog

2021 Kia Seltos First Drive Review: Great Tech, Great Value

2021 Kia Seltos

2021 Kia Seltos

"The 2021 Kia Seltos offers functionality and technology alike."

  • Spacious interior

  • Capable all-wheel drive

  • Peppy turbo engine

  • Great technical value

  • Control elements for driver assistance buried in the touchscreen

  • Mediocre handling

Variety can be the spice of life, right? But too much spice can cause heartburn.

In the media campaign for the Seltos 2021, Kia listed no fewer than 17 vehicles as potential competitors for its new subcompact crossover. This list includes prestigious models such as the Honda HR-V and the Hyundai Kona, the latter from Kia's parent brand. What did Kia do to differentiate the Seltos from this large group of rivals?

Shoppers may think they'll get sturdy SUVs, but vehicles in this class are essentially hatchbacks on stilts. Nevertheless, Kia made the Seltos as SUV-like as possible and gave it a more sophisticated all-wheel drive system than many of its competitors. Kia also emphasized the value and gave the Seltos a long list of driver aids and technical features.

Kia offers buyers a unique selection. The base price of $ 23,110 buys either an LX model with all-wheel drive or an S model without all-wheel drive (with more technical functions). Kia provided a four-wheel drive SX model with all-wheel drive for testing that starts at $ 29,010.

2021 Kia Seltos

Design & interior

The Seltos shares a base platform with the Hyundai Kona, but the two crossovers couldn't be more different when it comes to the exterior design. Where the Hyundai consists only of science fiction curves, the Kia looks more traditional and angular. It may be more like a compact hatchback, but the Seltos looks like an SUV.

It also offers more SUV-like benefits than many of its competitors. The Seltos offers significantly more space in the rear seats than its Kona platform mate and more cargo space than any direct competitor. However, the "Magic" folding mechanism of the Honda HR-V in the rear seat makes it easier to use the available cargo space. The Honda also offers more legroom in the rear seats than the Kia, while the Jeep Renegade offers more headroom in the front and rear. Regardless, the Seltos offers enough additional benefits to justify buying a car of comparable size – which is not always the case in this segment.

The interior of the Selto is also a nice place. It's not exactly fancy, but the materials feel reasonable for this price range. The upright roof leaves plenty of space for glass, offers a good view to the outside and gives the interior an airy feeling. The front seats felt decently comfortable in one day, and the back seats lean back.

2021 Kia Seltos

Tech, infotainment & driver assistant

The standard infotainment system includes an 8-inch touchscreen with Apple CarPlay and Android Auto. SX models receive a 10.25-inch touchscreen as well as integrated navigation and satellite radio. While the systems have Kia's Uvo branding, they have the same graphics as the BlueLink systems we saw in the last Hyundai models.

It is not a bad thing. It is typical for Kia (and Hyundai) that the infotainment interface is not a problem, but is still easy to use. The only big mistake is that Kia forces the driver to dive deep into the on-screen menus to turn the driver aids on and off. It's not exactly easy to drive while driving, and we'd like Kia to have some hard buttons instead.

Speaking of driver aids: The Seltos offers more than its sibling Hyundai Kona. The LX equipment variant is equipped as standard with autonomous emergency braking (including pedestrian and cyclist detection) and a driver's attention monitor. For the same basic price, the S equipment variant offers a lane departure warning system and an automatic high beam. However, you have to do without the all-wheel drive to get it.

The infotainment interface is a bit uncomplicated, but still easy to use.

The adaptive cruise control is available, but only in the upper SX equipment variant. This function is not available on the Kona at all, but is available on some competitors and on the Honda HR-V standard. The Nissan Rogue Sport is available with the automaker's ProPilot Assist system, which combines adaptive cruise control with automated lane centering.

The Seltos also has a lane keeping assistant, which gives the lane keeping assistant a little more functionality. As standard, equipment variant S shows the center of the lane and not the lane markings in order to keep the vehicle on the right track. This means that the system steers proactively instead of waiting for the car to get off track. You can feel how the tracking support works, almost as if there are another pair of hands on the steering wheel. However, the inputs are relatively gentle, unlike some of the more basic lane keeping assistants we've come across.

2021 Kia Seltos

Experience behind the wheel

The Seltos comes standard with a 2.0-liter four-cylinder naturally aspirated engine that delivers 146 horsepower and 132 pound-feet of torque. This engine is connected to a continuously variable transmission (CVT), which Kia calls the intelligent variable transmission (IVT). Our test car had the optional 1.6-liter four-cylinder with turbocharger. Thanks to turbocharging, this smaller engine delivers 175 hp and 195 lb-ft. Kia paired it with a seven-speed dual clutch transmission for a sportier driving experience.

The turbocharged powertrain is a winner. The engine offers a lot of grunt and the fast gear changes of the double clutch transmission help to form the post. This is basically the same as the Hyundai Kona Ultimate, and it was also a standout feature of this car.

However, the Kia lacks the sporty handling of the Hyundai. There's nothing wrong with handling the Selto, but it's not as sharp and precise as the Kona. However, the Seltos is more comfortable to drive than the Kona, and the target buyer is more concerned with it than with the ability to carve corners. If you want your little crossover to feel like a sports car, buy the Hyundai or even better the Mazda CX-30.

The turbocharged powertrain is a winner.

The Seltos is available with front or four-wheel drive, the latter offering more functions than many systems in this segment. It allows the driver to manually lock the torque in a 50/50 split front / rear to ensure that the car doesn't drive front-wheel as standard. Torque vectoring directs performance from side to side to turn the seltos into corners. Hill start assist and hill descent control are standard. The four-wheel drive system even has a cool name: Dynamax.

These functions should increase confidence in bad weather or on unpaved roads, but do not make the Seltos an off-roader. Kia quickly pointed out that the Seltos has a better approach angle than a Jeep Renegade or Subaru Crosstrek, which means you're less likely to smash the front end into something when driving over uneven terrain.

But the Seltos has less ground clearance than the Crosstrek or Renegade. On a dirt road that was part of the route, something scratched the floor of the car. It is therefore hard to imagine that you feel safe when driving the Seltos on an actual off-road trail. The Renegade remains the only vehicle in this segment with real off-road capabilities.

2021 Kia Seltos

Fuel consumption and security

The fuel consumption values ​​for the 2.0-liter / CVT combination are 31 mpg (29 mpg city, 34 mpg motorway) with front-wheel drive and 29 mpg (27 mpg city, 31 mpg motorway) with all-wheel drive. The 1.6-liter turbo engine and the dual clutch transmission are only available with all-wheel drive and have a total output of 27 mpg (25 mpg city, 30 mpg highway).

Fuel consumption is quite competitive compared to other vehicles in this segment, not to mention some conventional cars. Less aerodynamic body and extra weight usually result in crossovers being penalized for mileage, but this is not very serious.

The Seltos delivers the things that distinguish crossovers from ordinary cars.

The Seltos is a new model, so it is difficult to predict future reliability. However, Kia has an overall good reputation for reliability and offers generous warranty coverage. The Kia 10-year warranty on the drivetrain and the five-year warranty of 60,000 miles on the drivetrain are only covered by the parent company Hyundai.

Crash test assessments by the National Highway Traffic Safety Administration (NHTSA) and the Insurance Institute for Highway Safety (IIHS) are currently not available.

How DT would configure this car

The SX trim level seems to be the best option. It not only receives the livelier turbo engine and the fast-switching dual clutch transmission, but is also the only equipment variant from Seltos with adaptive cruise control. Since the SX is the top equipment variant, it also contains the technical features of the bottom equipment variants such as autonomous emergency braking, lane departure warning and charging the mobile phone. Even with a base price that's about $ 6,000 higher than the cheapest Seltos, the long list of features of the SX is a good value.

Our opinion

Many crossovers in this price range claim to offer SUV robustness, but are really just glorified hatchback models. The 2021 Kia Seltos is the real deal.

The Seltos delivers the things that distinguish crossovers from ordinary cars. It offers impressive cargo space for a vehicle of this size and an all-wheel drive system that makes a real difference in bad weather. This is in contrast to the platform colleague of the Selto, the Hyundai Kona. While the Kona is a good vehicle, its lack of cargo space and car-like behavior make it difficult to buy a vehicle instead of a conventional hatchback.

In such a crowded field, competitors inevitably do certain things better than the Seltos. The Kia lacks the off-road capability of the Jeep Renegade or the off-road capability of the Mazda CX-30. While Seltos is available with many driver aids, the Honda HR-V offers more of them as standard. Although it may not be the best in some areas, the Seltos does everything well.

Should you get one?

Yes. The Seltos is an impressive value.

Editor's recommendations




27 Feb
Blog

Toyota RAV4 XSE Hybrid AWD First Drive: Come For AWD, Stay For Comfort

Toyota RAV 4 Hybrid XSE

The RAV4 XSE Hybrid AWD from Toyota is a shockingly efficient SUV for all seasons

"Nobody can complain about the practicality of the Toyota RAV4, especially with hybrid technology and all-wheel drive."

  • Spacious, comfortable interior

  • Attractive style

  • Reliable AWD system

  • Excellent fuel consumption

  • So-so interior technology

  • Not really suitable for offroading

Women buy 54% of cars in the United States and, unlike men, do not decide which car or model to buy based on the model or brand. Women are usually more practical and take care of the interior or the cargo space the most.

That is true in my case. As a journalist and filmmaker, I have to have a second closet in my car and enough space to bring my lighting and camera equipment. And I need space for my two babies – my dog ​​Bruno and my cat Roberta. I really want everything.

The Toyota RAV4 Hybrid All-Wheel Drive (AWD) meets all of the above requirements at an affordable price. You can keep your vacation budget by understanding your financial needs, your family, and your lifestyle expectations.

As a thrill seeker, I decided to analyze this SUV on a trip where Florida alligators set the rules. Everglades National Park. The muddy park became the perfect place to experiment with the RAV4's all-wheel drive system as I thought about how it could fit into my everyday life.

AWD and off-road performance

The RAV4 Hybrid AWD is the best-selling SUV in America. While most people buy it with a 4-cylinder engine, the hybrid version offers many advantages. Thanks to the combination of a gasoline engine at the front and an electric motor at the rear, it not only delivers better mileage, but also more power than others (219 compared to the 4-cylinder 203).

The petrol engine drives the front wheels, while a 54 hp engine only drives the rear. They work together on an electronic on-demand all-wheel drive system that allows the car to decide how to supply electricity.

Toyota RAV 4 Hybrid XSELara-Carolina Fernandez / Digital Trends

Such an advanced system has practical advantages under tricky conditions. The off-road experience begins by activating the trail mode, which makes the vehicle more aggressive and ready to overcome the obstacles ahead.

Although the RAV4 has no mechanical limited slip differential, it has an electronic lock. A computerized operation in which the rear electric motor is activated to give the wheels more power by turning faster and pushing the vehicle thanks to the traction it generates.

If you only use EV mode with activated trail mode, you can drive through steep gravel hills. With the automatic all-wheel drive, the computer can analyze where the torque is needed. In this case, thanks to the electric motor, up to 80% can drive to the rear wheel.

The Hybrid AWD drivetrain impressed me. In fact, Digital Trends rates the Toyota RAV4 as one of the best hybrid family SUVs available today.

The driving experience

The RAV4 AWD, which is based on a platform shared with the Camry on the Toyota New Global Architecture (TNGA), is not designed for extreme off-roading. This is probably not a surprise.

Still, his off-road skills are not pointless. Many RAV4 buyers choose the small SUV from Toyota over a Corolla or Camry because the RAV4 performs excellently under adverse conditions. The all-wheel drive system of the RAV4 is intended to strengthen driver confidence and is successful.

Toyota RAV 4 Hybrid XSELara-Carolina Fernandez / Digital Trends

If you hope to be off the beaten path, make no mistake. The RAV4 Hybrid AWD currently lacks ground clearance, tire capability and suspension for serious crawling.

The RAV4 Hybrid XSE is 8.1 inches above the ground. That's enough to handle most winter storms, but not enough to keep it away from jagged rocks on a path. The RAV4 is clearly best suited for people living in the city, as it no longer has to adapt to certain situations such as flooding or snowfall in the city.

When you're ready to spend a little more money, Toyota offers the Adventure model with a 8.6-inch ground clearance. However, you cannot buy the Adventure model with the hybrid powertrain. It will still have AWD, but it will work differently than the model I drove.

However, among its main competitors, the RAV4 is the one that stands out. The Honda CR-V is a well-known rival 7.1 inches from the ground, while the Chevrolet Equinox and Nissan Rogue are at least 7.9 and 7.4 inches, respectively. The only model that fits the adventure model is the Buick Envision, which is 8.6 inches above the ground. Other competitors like the Hyundai Tucson and Kia Sportage have a ground clearance of 6.4.

Tires are also crucial in off-road conditions. The RAV4 Hybrid XSE has 18-inch all-season bikes that are covered with the Dunlop Grandtrek P20. These tires, like the rest of the RAV4 Hybrid XSE, can process some snow, but are not ideal for conditions with strong weather. In my off-road experience, the RAV4 had difficulties on an inclined gravel road – especially with the rear wheels.

Lara-Carolina Fernandez / Digital Trends

The rear independent suspension ensures better traction. Because of its electric motor in the rear, it supports the car on steep hills. The articulation is not bad, but lockers (an unusual feature) or descent control (which is more common) are missing.

When driving the RAV4 Hybrid XSE on an inclined gravel road, the rear wheels simply pull. In order to get out of this situation, I had to back up and accelerate several times. The RAV4 Hybrid XSE was better on flat roads, and although its distance is minimal, the few inches it can claim compared to a Camry are appreciated.

Design and style

I brought my sister with me to learn more about the comfort and cabin of the Toyota RAV4 Hybrid XSE. She is a busy woman and mother who works as an inventory analyst between 9 and 5. It was a feast for the eyes to drive with someone whose priorities are completely different from mine, and in between operations we put the SUV through its paces.

We agreed that the RAV4 also looks sporty in a hybrid look for a small SUV. We found that the RAV4 Hybrid is suitable for a young family like my sister's or for outdoor-loving singles who want a stylish but economical ride.

The RAV4 has really conquered our hearts with its bold front grille, accompanied by LED headlights and fog lights. Our tester also had a black body package with LED taillights, spoilers, double exhaust and a panoramic sunroof to improve the view of the street.

Some of these features, such as the sunroof, are optional, but the LED lights and double exhaust tips are standard. Steel wheels are the only low-cost exterior feature of the basic RAV4 LE, and all hybrid models are upgraded to alloy wheels.

Interior and comfort

Powered by a 2.5 liter 4 cylinder gearbox (CVT). The Toyota RAV4 is a quiet ride. You can speak or hear your favorite songs from the engine without much background noise. However, my sister Isabel has a 4 year old in the house and mentioned that she would prefer the RAV4 hybrid to make more noise.

The RAV4 is a great size for city life as it is not too big. My test model also had a large rear view camera with an overhead and 360 degree panoramic view, which made parallel parking in a narrow street much easier.

Lara-Carolina Fernandez / Digital Trends

Toyota offers one of the best entune infotainment on the market. A multimedia navigation system that provides satellite-based information on traffic, weather, sports results, stocks and many other functions. For $ 1,620, you get an 8-inch touchscreen with buttons and buttons, app integration like Apple CarPlay, and my sister's favorite, Wi-Fi connectivity.

Let's now compare RAV4's infotainment system with its long-standing rival: the Honda CR-V.

Hondalink's system is called Hondalink, but it's still not noticeable. The CR-V has a 7-inch display, only a volume control and no Wi-Fi connection. The appearance of the graphic display falls behind the Toyota Entune system, which has a striking 8-inch touchscreen display.

However, Entune is far from perfect. Android owners will not be enthusiastic about RAV4, as Toyota's infotainment only allows Apple CarPlay. This offers the CR-V an advantage as Hondalink supports Apple CarPlay and Android Auto.

The cabin technology of the Toyota RAV4 Hybrid is not up to date, but the RAV4 does have a full suite of Toyota Safety Sense 2.0 features. This includes braking before a collision with pedestrian detection, lane departure alarm, automatic high beam and radar cruise control. Competitors like the CR-V from Honda and the Escape from Ford are on par with the Toyota system, but options like the Chevy Equinox and the Nissan Rogue retain all of their safety features for step-up models.

Should you buy it

As daughters of a car parts seller, my sister and I agreed on the total price, fuel consumption and the resale potential of the RAV4 XSE. For $ 38,294, you can enjoy the comfortable leather seats, a digital and analog instrument cluster, a wireless Qi charging pad, and USB chargers at the front and back.

The second row offers enough leg and head room for tall adults and has ventilation slots, but no air conditioning. The car also features an electric tailgate and a total loading capacity of 69.8 cubic feet once the rear seats have been folded down. That's at the top of the segment, although the Honda CR-V is slightly better at 75.8 cubic feet.

When comparing fuel consumption between hybrid and gas, the hybrid powertrain is worth the additional $ 1,400. The gas model gives you 25 miles per gallon in the city, 33 mpg on the highway and 28 mpg combined. The hybrid achieves excellent 41 mpg in the city, 38 mpg on the highway and 40 mpg together. You can easily make up for the costs of the hybrid upgrade over a period of five years.

The Toyota RAV4 is a practical car, family-oriented and suitable for anyone who needs a lot of space in a medium-sized vehicle. It's not the most exciting choice, but I can hardly fault the practicality of the RAV4.

Editor's recommendations




25 Feb
Blog

2020 Hyundai Venue First Drive Review: All The Tech For Less

2020 Hyundai venue outside

2020 Hyundai Venue first ride review: All technology for less

"The Hyundai Venue 2020 offers a lot of technology at an affordable price."

  • Good technical value

  • High quality interior

  • Comfortable ride

  • Gutless motor

  • Driver aids work poorly

It is now a matter of course that American buyers prefer crossovers over normal cars. As a result, automakers are increasing the driving heights of small hatchbacks to develop new models that have the crossover look but not the utility or all-wheel drive. The trend started with the Toyota C-HR and Nissan Kicks, and now we have a new entry – the 2020 Hyundai Venue.

The venue follows the same recipe as the C-HR and Kicks. According to Hyundai, however, it is primarily aimed at used car buyers. Hyundai believes that a low base price combined with the latest technology and a new car guarantee will attract buyers of used car lots. Starting at $ 18,345, the venue offers a ton of technology for the money, including standard Apple CarPlay / Android Auto and a variety of driver aids.

But is the 2020 Hyundai Venue really cheap and cheerful or just cheap? At Hyundai's invitation, I drove a venue from Miami to the Florida Keys to find out.

Design and style

The venue differs from conventional small hatchback models in its design. It's a bit bigger, both because of an upright, boxy body shape and because of a higher ride height. The venue also carries the same grille as larger Hyundai crossovers to reaffirm the idea that it's not just a regular car.

2020 Hyunda venue profileStephen Edelstein / Digital Trends

Like the Nissan Kicks, the Venue is available in a two-tone color scheme that gives the car a bit more personality. However, this option is only available in the upper denim trim. You have only one color combination to choose from – blue with a white roof.

Your mileage may vary depending on the design, but a box-shaped design should offer more passenger and cargo space than something leaner and more car-like. Despite its sloping roofline, the Toyota C-HR has more cargo space than the venue.

Meanwhile, the kicks has more cargo space and more passenger space than the Toyota or Hyundai. On paper, the venue has more headroom and legroom for the rear passengers than the kicks, but that's not much in the real world.

The venue differs from conventional small hatchback models in its design.

The back seats of the venue are narrow, especially if the front seats are designed for tall people. The hold is good for a small hatchback, but not impressive compared to real crossovers. Even the Hyundai Kona, a tiny vehicle, offers more.

When it comes to utility, the venue (and other similar vehicles) don't offer enough to justify the crossover label. If you buy the venue against used cars, as Hyundai believes, many buyers will likely find something with more space at the same price.

2020 Hyundai Venue touchscreenStephen Edelstein / Digital Trends

The front seats are at least a nice place. They are comfortable for a vehicle in this price range, although we prefer the more supportive chairs in the Nissan Kicks. Hyundai also has nothing to do with Nissan's optional Bose audio system, which has speakers in the front headrests.

However, the interior and overall design of the venue look more sophisticated than that of the Nissan, and both the kicks and venue look more inviting than the Toyota C-HR, which appears to be outdated in comparison.

technology

Hyundai has saved on interior space, but not on technology. The affordable venue is equipped with numerous technical functions as standard.

The standard infotainment system includes an 8-inch touchscreen as well as Apple CarPlay and Android Auto. Toyota offers the same screen in the C-HR and adds Android Auto in addition to Apple CarPlay for the 2020 model year.

Nissan requires you to upgrade the basic equipment of the Kicks S to the SV to get Apple CarPlay and Android Auto. The largest touchscreen available is only 7 inches tall. Venue models equipped with navigation also receive real-time traffic information at no extra charge.

This is where Hyundai's strategy comes in to play the venue off against used cars. You are not guaranteed to find these connectivity features on every older vehicle.

The venue is an entry-level model, but it offers a lot of technology.

As with other Hyundai models, the infotainment system is simple but functional. The graphics on the screen are not complex, but are easy to read at a glance. Keyboard shortcuts for menus make it easier to use the system while driving.

Hyundai also offers several places, including a shelf on the passenger side of the dashboard, which looks like a good place to rest a phone. At least until you accelerate or brake hard and the phone flies.

The event location is equipped as standard with an autonomous emergency braking system, a lane departure warning system and an attention monitor for the driver. The SEL trim in the middle area offers monitoring of the blind spot and a warning of rear traffic.

As with infotainment technology, used cars with these features may not be available at the same price, so Hyundai's argument is correct. However, the event's new car competitors offer technologies similar to the standard equipment – as well as functions that the event location does not offer. The Toyota C-HR has adaptive cruise control, while the Nissan Kicks has autonomous reverse braking.

Stephen Edelstein / Digital Trends

The driver's aids at the venue are mixed. The lane departure warning system was too sensitive, since every slight deviation from a straight line was a possible off-road excursion. It was also confused by highway exits. The lane departure warning system is not only shy, but also pulls aggressively on the steering wheel to bring the venue back into line.

I was impressed with the ability to monitor the blind spot to see cars far behind the line of sight, but the loud warning sound sounded like a bad television special. Instead of being helpful, it was a joke.

Experience behind the wheel

According to Hyundai, the venue was designed for young city dwellers, and my test drive began and ended in downtown Miami, with sections of the highway in between. Here Hyundai's Penny Pinching began to show itself.

The venue is only available with a 1.6-liter four-cylinder engine that delivers 121 horsepower and 113 pound-feet of torque. If that doesn't sound enough to you, you're right. It's easy to assume that driving in the city is just about sitting in traffic, but that's not really the case. Maneuvers that would have been routine in most other cars became nerve-wracking.

This may be due in part to the transfer of the event location. Base SE models get a six-speed manual, but my two test cars (a SEL and a denim) had the optional continuously variable transmission (CVT), which Hyundai calls the IVT (for "intelligent variable transmission").

The manual would at least have given more control and helped keep the engine in its power range. The problem could also be poor coordination. Nissan's kicks also use a CVT and offer similar performance to the venue (122 hp and 114 lb-ft). But the kicks don't feel nearly as sluggish as the venue.

This little Hyundai was comfortable and quiet, but not fun.

Auto people like to say that driving a slow car fast is more fun than driving a fast car slowly, but the venue is the exception to this rule. This little Hyundai was comfortable and quiet, but not fun. It is small but not agile. The driving experience was so understated that we didn't mind being in Florida, a state notorious for its lack of good roads.

In order to keep the price of the venue low, Hyundai did not use all-wheel drive. The additional traction of the all-wheel drive is one of the reasons for choosing a crossover instead of a conventional car. However, the all-wheel drive would have increased $ 2,000 in manufacturing costs (which would have driven up the base price) and 200lbs in curb weight (which would have had an impact on fuel consumption), Derek Joyce, PR manager for Hyundai crossovers, told Digital Trends.

The venue is only front-wheel drive. Fortunately for Hyundai, it's the Nissan Kicks and the Toyota C-HR. The venue does have a "snow mode" for traction control that changes throttle response and CVT behavior for more grip, but I couldn't test that in sunny Florida.

Fuel consumption and security

The 2020 Hyundai Venue is rated at 32 mpg combined (30 mpg city, 34 mpg highway) with the CVT and 30 mpg combined (27 mpg city, 35 mpg highway) with the six-speed manual. This places the venue below the Nissan Kicks, which achieves a total of 33 mpg, and above the Toyota C-HR, which achieves a total of 29 mpg (both vehicles are only available with CVT).

2020 Hyundai Venue first rideStephen Edelstein / Digital Trends

The venue is a new model, so it is difficult to predict future reliability. Overall, Hyundai has a reputation for reliability and offers one of the longest guarantees in the business. The Korean automaker's 10-year drivetrain warranty of 100,000 miles and the 5-year drivetrain warranty of 60,000 miles far exceed Nissan and Toyota.

The venue is new, so crash test assessments by the Road Safety Insurance Institute (IIHS) and the National Highway Traffic Safety Administration (NHTSA) are not yet available.

How DT would configure this car

My ideal 2020 Hyundai Venue is a denim model. The denim has optional technical functions such as monitoring the blind spot, warning of cross traffic at the rear and navigation from the SEL trim level, giving it a portion of style. The two-tone blue and white exterior and the blue interior of the denim make the venue feel special. At $ 23,045, the denim is a big step up from the base Venue SE starting price of $ 18,345 and still a good value.

Conclusion

The 2020 Hyundai Venue is a solid car, but whether it's the right car for you depends on your priorities. If you are looking for a real crossover with more interior space than a normal car and all-wheel drive, look elsewhere. The venue is more like a high hatchback than a real crossover.

This also applies to the Nissan Kicks and the Toyota C-HR, the two logical rivals of the venue. The Nissan and Toyota also have no four-wheel drive and are similar in size to the Hyundai. We were impressed by the quality of the material and the general sophistication of the venue, but it's not a clear victory. The kicks don't have a standard Apple CarPlay and Android Auto, but more interior space and a bolder motor. The C-HR has a higher base price, but is equipped with an adaptive cruise control as standard, which is not available at the event location at any price.

What about the used cars that Hyundai said were the real rivals of the venue? Priorities are also important here. The venue offers the latest technology and a new car guarantee, but at the expense of the interior and acceleration. Hyundai offers more technology and security for the money, but it is possible to bring more cars to the used market.

Should you get one?

Yes. The 2020 Hyundai Venue may not be a true crossover, but it is a good car.

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