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imperiummotorcompany · 3 years

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best cheap electric car | best cheap electric car

With 9M CR-Vs sold globally, Honda debuts its CR-V Hybrid

The Honda CR-V has an incredible record of global sales. More than 9 million CR-Vs have been sold worldwide in 150 countries since ’95. In the USA, a total of 384,168 CR-Vs were sold in 2019 alone (wheelsjoint.com). In the SUV market, it ranks second only to the Toyota RAV4.

By John Coulter, CURRENT EV CMO

Launched in Japan in 1995, the CR-V became one of the pioneer models of what has become the highly popular Compact SUV segment. It quickly established itself as a favorite with customers looking for a sturdy, reliable vehicle with low maintenance costs.

The core of the vehicle’s popularity is its combination of efficiency, functionality, simple style, safety and legendary Honda quality. The average estimate for repair bills for the first and second years is $0! The average maintenance cost for the first year of driving is $190.

Depreciation is minimal as well, accounting for only 10.582% its first year and 8.88% its second year.

The 2021 Honda CR-V Hybrid crossover retains the same basic design and features as its 2020 predecessor. Few changes have been implemented, as 2020 was the year when the CR-V received its 4th Generation makeover and the hybrid version debuted. The 2021 hybrid uses a 2.0L 4-cylinder Atkinson Cycle engine mated with 2 electric motors and a small 1.4kWh battery. Together, they generate 212hp and 232 lb-ft of torque, and provide what is considered the best engine performance in its segment.

With a 0 to 60 sprint of 7.5 seconds, it is not what any reviewer would call a fast car. But what its drivers like is its linear power delivery; it has no gears to shift, making the drive incredibly smooth. And the vehicle’s torque output of 232 lb-ft with its gas engine and two electric motors working bests the Ford Escape Hybrid and the Toyota RAV 4 Hybrid, its two closest competitors. Rather than a super fast family hauler, it’s a comfy city cruiser which gets you where you want to go, smoothly, safely and inexpensively.

Fuel Economy is excellent. The EPA estimates the 2021 CR-V will provide you with 40mpg city, 35mpg highway and 38 combined. The hybrid’s total range is 440 miles.

There are 4 CR-V trims: Hybrid LX (MSRP: $27,850); Hybrid EX (MSRP: $30,360); Hybrid EX-L (MSRP: $32,850); and Hybrid Touring (MSRP: $36,050).

Hybrid LX features include: Real Time AWD; Honda Sensing; an Easy Fold-Down 60/40 Split Rear Seatback; a Power Flow Monitor; ECON, Sport and EV Drive Modes; a Multi-Angle Rearview Camera; LED Headlights with Auto-On/Off; Smart Entry with Walk Away Auto Lock; Auto High-Beam Headlights; an Automatic Climate Control System; Push Button Start; a Retractable Cargo Area Cover; a 160-Watt Audio System with 4 Speakers; Bluetooth HandsFreeLink; USB Audio Interface; Pandora Compatibility; Remote Entry System; Idle-Stop.

Hybrid EX includes all Hybrid LX features, plus: Blind Spot Information (BSI) System with Cross Traffic Monitor; Dual-Zone Automatic Climate Control System; Apple CarPlay Integration; Android Auto Integration; Heated Front Seats; a 12-Way Power-Adjustable Driver’s Seat; One-Touch Power Moonroof with Tilt Feature; 7-Inch Display Audio Touch-Screen; 180-Watt Audio System with 6 Speakers; SiriusXM® Radio; HD Radio; SMS Text Message Function; Rear Privacy Glass; HondaLink; Heated Power Side Mirrors Including Integrated Indicators; Auto High-Beam Headlights; LED Fog Lights; a Security System.

Hybrid EX-L includes all Hybrid LX and EX features, plus: a Leather-Trimmed Interior; a Power Tailgate; a Heated Steering Wheel; Automatic-Dimming Rearview Mirror; a Two-Position Memory Driver’s Seat; a Front Passenger’s Seat with 4-Way Power Adjustment; a 180-Watt Audio System with 8 Speakers; Ambient Lighting; HomeLink Remote System.

Hybrid Touring includes all Hybrid LX, EX and EX-L features, plus: a Hands-Free Access Power Tailgate; a Wireless Phone Charger; 19-Inch Alloy Wheels; Parking Sensors; Honda Satellite-Linked Navigation System; Turn-By-Turn Directions; Roof Rails; 330-Watt Premium Audio System with 9 Speakers; Rain-Sensing Windshield Wipers.

The CR-V offers one of the largest cargo bays in its segment, with 39.2ft3 of cargo space. Car & Driver reviewers managed to fit 10 carry-on sized suitcases behind the rear seat. With seats folded down, the Honda CR-V Hybrid offers best-in-class luggage space.

In 2020, the CR-V earned a 5-star crash-test rating from the National Highway Traffic Safety Administration (NHTSA), and it was named a Top Safety Pick by the Insurance Institute for Highway Safety (IIHS), The Honda also comes standard with a suite of driver assistance technology which includes: standard forward-collision warning and automated emergency braking; standard lane-keeping assist and lane-departure warning; standard adaptive cruise control.

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orbemnews · 3 years

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How Mazda Rode Out the Pandemic While Rivals Slipped The pandemic crushed new-vehicle sales last year in the United States, with behemoths like Ford Motor, General Motors and Honda all posting double-digit sales declines. Altogether, the sales slide reached 15 percent, with under 14.5 million new cars hitting American roads, down from a five-year average of around 17 million. But Mazda — the 13th-ranked carmaker in America — was one of just three to increase sales last year. (Tesla and Volvo were the others.) The critical accolades piled up, as well. U.S. News and World Report, for the fifth year, made Mazda its Best Car Brand. Every one of its new models that the Insurance Institute for Highway Safety tested was a Top Safety Pick, more than any other brand. It ranked No. 1 in a Consumer Reports survey on the most reliable new vehicles. And then this year, Mazda received the top spot in that magazine’s coveted Brand Report Card, based on a combined score that measures “road-test performance, predicted reliability, owner satisfaction and safety.” “During the pandemic, a number of brands were able to take some advantage of getting people to take a look at them,” said Alexander Edwards, president of Strategic Vision, an automotive research and consulting firm. “Mazda has had a little bit of an easier time succeeding because, with just 2 percent of the market, they haven’t had a lot to lose.” Mr. Edwards, whose firm conducts hundreds of thousands of in-depth surveys with new car buyers each year, attributed part of Mazda’s appeal during this atypical period to consumer perceptions held by its typical buyers. Just as car shoppers are attracted to Jeeps for the perception of go-anywhere ability, and to BMWs for the idea of being able to drive at top speed on the autobahn — even if these things never actually happen to an ordinary owner — consumers were attracted to Mazda during the pandemic because the brand offered them a fantasy of carefree relief. “Mazda owners tend to be younger, single college graduates. They have an income that’s slightly higher than the general population, and they’re less likely to have kids. They enjoy fine dining. They travel the world,” he said. “So everything that we weren’t able to do this year, this is what Mazda owners love to do. That’s part of the brand imagery.” And driving was the next-best thing. “Mazdas have this image of being an escape,” Mr. Edwards added. In addition, though it has a cadre of loyalists, Mazda relies heavily on “conquest” sales — luring consumers from other brands — to fuel sales growth. During the pandemic, as potential car buyers navigated closed dealerships, dived deeper into online reviews and embraced at-home test drives, the small Japanese marque made its move. “With all of the rules being rewritten, they were able to pick up additional people that were reconsidering what vehicles they were going to consider,” Mr. Edwards said. For years, Mazda sported best-in-class fuel economy across its entire range, but it may be best known for its zippy $26,830 MX-5 Miata roadster. The Miata, one of the few affordable two-seat sports cars still on the market, is an industry benchmark for the cost/fun-to-drive ratio. The $20,650 Mazda 3 compact sedan and hatchback won the 2020 World Car Design of the Year award, for bringing Italianate styling, and driving passion, to a dwindling category; even Volkswagen has quit selling its Golf hatchback, long a core competitor, in the United States. The $24,475 Mazda 6 is a handsome family sedan that competes fiercely with the Honda Accord, even though the Honda sells a dozen Accords for every Mazda 6. It is, however, being discontinued after the 2021 model year, another victim of the shift to S.U.V.s and crossovers. Mazda competes in that bracket, as well. Its top seller in the States, the $25,370 CX-5, is a rival to the best-selling Honda CR-V and Toyota RAV4 and occasionally even competes with luxury models like the BMW X3 and Audi Q5. Today in Business Updated May 26, 2021, 4:06 p.m. ET “When I worked at another auto company, the engineers were taught that value was performance divided by cost,” said Jeff Guyton, president and chief executive of Mazda’s North American operations. “The first day that a Mazda engineer comes to work, he or she is taught that value is performance divided by weight. “That’s a totally different mind-set,” he continued. “And we do that because weight is the enemy of cost. But it’s also the enemy of fun-to-drive, and it’s also the enemy of fuel economy. So if we judge value as performance divided by weight, we should be able to tackle all of those things.” Mazda’s unique perspective has deep roots. The company, which was founded as a cork-maker in 1920 in Hiroshima, has always been something of an outlier. “Historically, Mazda has been pretty small, pretty independent, and geographically they’re not located in the heart of Japan, where most of the big car companies are, so I think that has also afforded them a bit of that independent thinking,” said Dave Yuan, senior editor of Japanese Nostalgic Car, a website for American fans of Japanese cars. “Their very first vehicle was a racing motorcycle, to challenge the dominance of the big British bike brands.” Mr. Yuan credits Mazda’s focus on “courageous” engineering for its distinct perspective. “They tend not to be bound by a lot of the industry conventions,” he said. “They’re always going to try and seek out things that they believe are the right technology.” This includes, most famously, early and current efforts to tame and maximize the Wankel rotary engine, a high-revving, compact engine with a potent power-to-weight ratio — and inherent difficulties with fuel efficiency, oil consumption and tailpipe emissions. Mazda engineers are working on using the rotary as an onboard generator for their first electric car, the MX-30, where low-stress running conditions would allow it to operate quietly and efficiently. This spirit also encompasses Mazda’s dedication to what Mr. Yuan calls “signature philosophies,” such as “what makes a car drive well, and what makes a car enjoyable to drive.” Many resulting adaptations — the placement of gas, brake and clutch pedals; the position of seat backs; the way an engine builds power under a hard turn — don’t show up on spec sheets. But in day-to-day driving, they imbue Mazdas with a sense of refinement and delight. “They really feel like a boutique, artisanal, intricately thought-out product,” Mr. Yuan said. Yet, emerging from the pandemic, small automotive brands like Mazda face significant challenges. The key trends for the future are electrification and advanced driver-assistance technology, two categories that require immense investment. Mazda just doesn’t have this kind of capital, or scale. So one strategy involves a partnership with Toyota, the world’s top-selling automaker. In this deal, Mazda gains access to what Mr. Guyton called “Toyota’s wealth of resources and technology.” But when asked what Toyota acquires, he became a bit more philosophical. “I think the Toyota organization looked at Mazda and said: ‘Hey, you guys are consistently competitive in all these big segments all over the world, and yet you have a tenth of the resources we have. If we could have just a little of that in our organization, think what we could do with all the resources we do have.” The two brands are building a factory in Alabama, a plant that may — along with existing factories from Honda, Mercedes-Benz and Hyundai — help that low-wage, nonunion state become the second-largest auto producer in North America, after Michigan. According to Mr. Guyton, the cars built there will not be “twins separated at birth” — nearly identical vehicles with different badges on the front. Rather, they will be more like children from a blended family: “They’re going to grow up in the same house, but they are totally unique products.” This dedication to keeping Mazda Mazda will be crucial for the automaker’s future. “Subaru has been true to themselves, and they’ve been able to grow every year, even through the 2008 recession,” Mr. Edwards said. “Mazda’s really been true to who they are, and if communicated properly, with their enhancements, they are a competitor coming out of the pandemic.” Source link Orbem News #Mazda #Pandemic #Rivals #rode #slipped

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blogueericdescarries · 3 years

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Le nouveau Nissan Rogue entièrement redessiné et de petits conseils pour des excursions hors-route

Le 26 mai 2021

Le populaire petit VUS Rogue de Nissan nous est d’abord apparu en 2008. Malgré que ce fut une certaine réussite pour le constructeur japonais, avec le temps, il aura essuyé des critiques négatives surtout pour son look un peu trop «délicat» (ici, je ne m’aventure pas dans la cause des boîtes automatiques CVT). Non pas qu’il était laid mais son allure bulbeuse sans traits vraiment définis aura attiré plus de clients féminins que l’aurait voulu le constructeur. Lorsque j’ai assisté au lancement médiatique canadien de la deuxième génération, celle de 2013, les représentants de Nissan étaient fiers de dire qu’enfin, le Rogue affichait un look plus «viril» voulant dire, bien sûr, plus robuste. Ainsi, le Rogue se détachait de son image de «char de femme», un terme un peu trop sexiste qui ne passerait plus aujourd’hui, n’est-ce pas?

Mais, là encore, le Rogue de deuxième génération conservait un peu de cette forme bulbeuse. Heureusement, la troisième génération de Rogue, celle qui est en vedette dans ce reportage, entreprend une nouvelle carrière avec des lignes nettement plus angulaires lui permettant ainsi de se mesurer à une concurrence très vive où les véhicules se veulent plus sportifs ou encore plus robustes, un peu comme le Bronco Sport de la semaine dernière, sans oublier les Toyota RAV4. Honda CR-V et Volkswagen Tiguan. On y voit très bien ce genre très «VUS»! Cette fois, à mes yeux, c’est une réussite même si certains observateurs m��ont fait part de leur inquiétude quant à l’avant qui semble composé de plusieurs éléments. Ce design supportera-t-il les ravages du temps?

Le nouveau Rogue a vraiment un air plus robuste que par le passé. (Photo Éric Descarries)

Même de l’arrière, le nouveau Rogue a un look plus accrocheur. (Photo Éric Descarries)

Comme d’habitude, je vous laisse juger de vous-mêmes. C’est une question de goût, n’est-ce pas? Eh bien, il en va de même pour l’intérieur. Quoiqu’il soit inspiré des berlines de la marque, le tableau de bord de ce Rogue lui sied bien. Son design à deux niveaux avec un bloc d’instrumentation («vidéo», unique à la version Platinum mais facile à lire) bien placé devant le conducteur retient bien l’écran central de neuf pouces qui en semble détaché. En passant, mon Rogue d’essai était équipé de la projection de la vitesse à l’intérieur du pare-brise, un touche de sécurité que j’apprécie particulièrement. Mais le tout fait un peu plus «camionnette», le dessin intérieur se mariant bien avec celui de la carrosserie. On retrouve une sorte de levier de vitesse au centre de la console mais méfiez-vous, il s’agit plutôt d’un levier à commandes électriques pour la boîte CVT avec un bouton sur la poignée pour la position Park (notez qu’il y a des palettes au volant pour «jouer» avec la boîte de vitesses, même si c’est une CVT). Le frein de stationnement électrique est activé par un commutateur à cette console où l’on retrouve aussi une commande rotative pour le choix de motricité sur terrains moins hospitaliers. Oui, le nouveau Rogue est à traction intégrale et il est possible de s’aventurer dans des sentiers modestes alors que la commande permet aussi aux aides à la conduite (surtout l’antipatinage) de circuler dans la neige, dans le sable et autre. C’est plus électronique que mécanique!

Le tableau de bord du Rogue est inspiré de celui des autos Nissan mais il fait plus «robuste». (Photo Éric Descarries)

Le design et la confection des sièges baquet d’avant de la version Platinum qui me fut confiée par Nissan Canada affichaient un style agréable à l’œil tout autant que les garnitures de portière. Évidemment les baquets d’avant étaient chauffants tout comme les places d’arrière (extérieures). Incidemment, j’ai trouvé qu’il y avait quand même suffisamment d’espace pour des passagers de gabarit régulier à l’arrière. Quant au coffre, il est aussi grand que celui des véhicules de la concurrence et il peut s’agrandir, comme c’en est le cas pour la concurrence, en abaissant le dossier des sièges du centre du véhicule (le Rogue n’est pas disponible en version à sept passagers). Il y a même un système de partition dans le plancher de ce coffre. Celui-ci est donc très utile (même s’il est un peu plus petit, mais à peine, que celui de la version 2020). Cet espace de chargement est un des attraits principaux de ce type de véhicule.

Comme on peut le voir, il y a beaucoup de place pour les passagers d’arrière dans le Rogue. Notez qu’il y a aussi, dans la version Platinum, des stores pour atténuer les rayons du soleil…bon pour les petits passagers! (Photo Éric Descarries)

Le coffre permet un grand espace de chargement. Les panneaux au plancher s’ouvrent pour dévoiler des casiers bien organisés. (Photo Éric Descarries)

Toutefois, si la carrosserie et l’intérieur du Rogue sont tout nouveaux, ce que l’on peut voir sous le capot ne l’est pas nécessairement. Le seul moteur disponible demeure un quatre cylindres de 2,5 litres à injection directe (mais pas turbocompressé) qui fait 181 chevaux et 181 li-pi de couple (il faisait 170 chevaux et 175 li-pi de couple en 2020). Il ne vient qu’avec une boîte automatique à variation continue qui, malgré le fait qu’elle fut sur marché depuis plusieurs années, ne fait pas l’unanimité auprès de ses utilisateurs. Ne pas mentionner que la CVT n’a pas eu une belle réputation dans le passé n’aurait pas été honnête. Toutefois, le constructeur nous affirme que le problème a été réglé depuis longtemps. Il faut dire que plusieurs automobilistes ne sont pas familiers avec ce type de boîte de vitesses qui ne «passe» pas les rapports comme les boîtes plus traditionnelles. C’est une question de perception. Quelques autres constructeurs ont aussi choisi ce type de «transmission» et on entend moins parler de revendications même si certaines causes sont devenues des recours collectifs aux États-Unis. Toutefois, dans la majorité des cas, le Rogue n’y est pas impliqué, du moins selon mes recherches. Bien entendu, le modèle Platinum dont il est question ici était à traction intégrale alors que les versions de base sont aussi disponibles avec la traction avant seulement. Nissan a également revu la plateforme et les éléments de suspension de son véhicule le plus populaire pour une meilleure impression de conduite. Les pneus d’origine de mon Rogue Platinum d’essai étaient de confortables Dunlop Grandtrek PT 21.

Le seul moteur disponible dans le Rogue est un vénérable mais fiable quatre cylindres de 2,5 litres qui n’est pas turbocompressé! (Photo Éric Descarries)

Sur la route

Aussi bien le dire tout de suite, le Nissan Rogue n’est pas une voiture de sport! Ses accélérations de 0 à 100 km/h peuvent demander jusqu’à neuf secondes et il est difficile de s’habituer au son aigu du moteur qui monte plus vite en régime que les accélérations peuvent paraître. Les reprises peuvent être aussi pénibles alors, le conducteur doit utiliser une autre méthode pour dépasser soit d’y aller plus graduellement ou en utilisant les palettes au volant. J’ai plus apprécié le Rogue en le conduisant ainsi. La direction et le freinage sont satisfaisants malgré un peu trop d’assistance.

Toutefois, sur l’autoroute, ce petit VUS de Nissan était très à l’aise et relativement silencieux. J’ai bien aimé le fait que l’on pouvait très bien voir tout le tour ce qui rend la conduite urbaine (et le stationnement) plus facile. Et sur une longue distance, les sièges demeurent confortables. Lorsque le régulateur de vitesse est utilisé, le système ProPILOT joue un peu le rôle d’autopilote. Mais, vous vous doutez que je ne suis pas très à l’aise dans cette situation. J’aime conduire et rester le maître du volant!

En ce qui a trait à la consommation, l’ordinateur de bord indiquait, au bout de la semaine d’essai, une moyenne de 8,8 l./100 km. Je n’ai pu établir mes propres calculs car, curieusement, juste avant de remettre mon véhicule d’essai, je l’ai ravitaillé et en reprenant le volant, l’ordinateur s’était réinitialisé! J’aurais dû prendre la lecture de l’odomètre avant de ravitailler! Au moins, notons que le Rogue fonctionne très bien avec de l’essence régulière!

Enfin, sachez que le Rogue de base (à traction avant) affiche un prix de départ de 28 498 $ alors que la SV débute à 31 998 $. Une version Platinum (obligatoirement à traction intégrale) telle que décrite dans ce reportage débute, elle, à 39 998 $.

Nissan est décidemment dans la bonne voie pour répondre à la demande des automobilistes friands de VUS abordables avec son Rogue. Le design est très bien réussi, l’intérieur est accueillant mais il faudrait légèrement plus de puissance au moteur. Quant à la fiabilité de la boîte CVT, j’ose espérer que tout a été réglé puisque d’autres constructeurs l’ont aussi adoptée. Le Rogue est une réussite pour Nissan. Il ne reste plus qu’à conserver ce juste titre!

Faire du off-road?

Suite à l’article sur le petit Bronco Sport, certains lecteurs m’ont demandé s’il était vraiment possible de faire du «off-road» sur des sentiers sans endommager leur véhicule, peu importe la marque. C’est vous dire quelle impression cette camionnette laisse.

Un véhicule comme la Ford Bronco Sport est capable d’excursions hors-route! Mais vaut mieux en savoir plus avant d’entreprendre de telles aventures. (Photo Éric Descarries)

En fait, j’étais moi-même à la recherche de groupes qui organisaient des excursions hors-route au Québec comme on peut en voir dans certains magazines américains, de véritables excursions qui peuvent prendre jusqu’à deux ou trois jours mais qui n’exigent pas nécessairement d’équiper son véhicule à l’extrême sauf pour de petits ajouts peu coûteux mais vraiment opérationnels comme des pneus plus agressifs, des phares de nuit, un treuil ou même une petite remorque bien adaptée aux excursions hors-route. Le Bronco Sport, les Jeep Cherokee et Compass Trailhawk et autres VUS du genre devraient correspondre à cet appel!

J’ai réussi à rejoindre Jean-François Côté, un adepte de telles excursions qui a vraiment pris tout son temps pour vraiment me mettre au courant des activités de ce genre. Jean-François est membre du club TORQ (Toyota Off Road Québec) qui organise de telles excursions (sans obliger ses membres à posséder un produit Toyota, en passant). Il fait aussi partie de la Fédération des Clubs 4 x 4 du Québec, un organisme officiel qui est facile à consulter sur Internet. Le but premier de ces clubs est d’aider les amateurs de conduite hors-route à pratiquer leur activité préférée en toute sécurité et surtout en toute légalité.

Mais avant d’aller aussi loin, Jean-François conseille aux débutants de consulter les sites de ces clubs et d’essayer de découvrir les programmes d’une seule journée où les «pilotes» chevronnés donnent des cours visant à découvrir les capacités de votre véhicule. Qui sait? Peut-être un jour deviendrez-vous un véritable passionné de Jeep et d’excursions du type Overland ou Trail Camping?

N’oubliez pas : la Fédération des clubs 4 x 4 du Québec. Ne vous laissez pas impressionner par les photos spectaculaires. Ces clubs offrent aussi des cours pour les débutants…et toutes les réponses à vos questions incluant celles concernant les modifications |

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crazy4tank · 3 years

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5 Affordable SUVs That Delighted Us In 2021 (5 That Disappointed)

New Post has been published on https://coolcarsnews.com/5-affordable-suvs-that-delighted-us-in-2021-5-that-disappointed/

5 Affordable SUVs That Delighted Us In 2021 (5 That Disappointed)

Sports utility vehicles are the second most wished vehicles in the market apart from full-size pickup trucks which are taking the market by thunderstorm. Matter of fact, a lot of automakers have now ditched the particular sedan for the SUV or even compact crossovers. Reason? Sports utility vehicles and compact crossovers not only provide more cargo space plus utility but are also enjoyable to drive.

Plus aren’t those the only items drivers in this new era care about?

As a sign associated with respect for this emerging marketplace (at least we can carry it that way), Ford discontinued the particular Ford Fusion for 2021 . They’re taking the VEHICLE wave very seriously. Whether or not they are existing models or even new models, SUVs are actually a big talk in town. And this list, we’ll take a look at 5 that are known for excellent reasons and the other 5 that are known for reasons, not really a PT Cruiser will be proud of.

10 Greatest: 2021 Honda CR-V

Via: CarsGuide

The Ford CR-V is one of the longest-running nameplates in the SUV market. Yr over year, Honda offers delivered an impressive SUV which has met the needs of the purchasers at the time. The same can be mentioned for the 2021 Honda CR-V.

RELATED: Here's What We all Expect From The 2021 Ford CR-V

Via: Best Vehicles

Indeed, the CR-V isn’t the particular sexiest or sportiest all terain around. That crown is usually reserved for the Mazda CX-5. However , it is well-rounded. The non-hybrid CRV comes with a 190hp power unit that’s great for a grin on your encounter. However , the hybrid edition combines the output of a 4cyl gasoline engine with 2 electric motors to produce a last output of 212hp, sufficient to send spasms all over the face.

9 Best: 2021 Kia Telluride

Via: This news Wheel

This really is one of the best, if not the best three-row SUV you can get on the market today . The 2021 Kia Telluride is expertly packaged plus stylishly designed to create a near-luxury SUV that ticks many boxes. Matter of truth, this SUV won Engine Trend’s 2020 SUV from the Year award not only due to the amazing package but also the particular value-rich price it comes on.

Through: The News Wheel

The ride high quality is top-notch. The Telluride offers a composed and assured ride, with a highly comprehensive, hushed interior to bathe yourself into.

6 Best: 2021 Ford Expedition

Via: Edmunds

The 2021 Of Telluride might be the best three-row SUV option, but this particular mammoth from Ford is the greatest full-size option you can get within the three-row category. Launched within 2018, the fourth-generation Kia Expedition got an amazing face lift plus a powerful Ford EcoBoost twin-turbo V6 that managed to get a menacing machine on the highway.

Via: Autoblog

In addition, a revamped suspension produced this full-size SUV not just comfortable and composed in the highways and cities but additionally very capable on nation roads and intimidating parcours. Plus, you can get the 2021 Ford Expedition in whether regular or extended-length design.

7 Best: 2021 Land Rover Defender

Through: WHEELS

If you are looking for a midsize luxurious SUV, then the 2021 Property Rover Defender might just be exactly what you’re looking for. Yes, the particular Defender has never been about high-class. Rather, this SUV continues to be built as a capable device good for climbing through stones and chasing a T-Rex down a hunting gratify.

Via: Engine Authority

But the 2021 Defender provides a ton more especially considering that it’s been MIA for some time. The styling is the most significant change, with Land Rover moving away from the rugged four wheel drive look we’ve always linked to the Defender. There are also a ton of customization options you can choose from using the new defender, starting with the two-door Defender 90 or even four-door Defender 110 entire body style.

6 Best: 2021 Volvo XC40

Through: CAR Magazine

In the world of crossovers, this is actually the machine that offers one of the best amusement. This Swedish marvel does not just provide a means of obtaining from point A in order to point B. It provides the lifestyle. The finesse begins with the modern and sharp aesthetic that the XC40 dons. These are things such as a waste materials bag and a bag connect in the glove box, issues we rarely see consist of crossovers.

RELATED: Here is Everything We Know About The Volvo C40 Recharge

Via: JD Power

Plus, the Volvo XC40 drives quite well. It’s furthermore fitted with state-of-the-art technology geared towards your safety as well as the option of getting a fully electric powered model, the XC40 refresh, which is Volvo’s first-ever golfing cart.

5 Disappointing: 2021 4x4 Cherokee

Through: The Car Connection

The Jeep Cherokee is just not an SUV we should be unhappy in. But for 2021, 4x4 missed the mark . The great thing about the Jeep Cherokee is that you can get it with all the kind of refinement you want. A few bunch of options available that give a person different trims such as Latitude, Freedom, and Latitude in addition. That means your Cherokee can be mild or outrageous, depending on what floats your own four-wheeled boat.

Sadly, none of these types of options give the kind of gasoline economy or driving processing other SUVs in this course provide. And that’s exactly what matters at the end of the day.

four Disappointing: 2021 Ford Escape

Via: The CarExpert

Stylistically, you are able to say that the Ford Get away is trying to fill the particular void of two realms – crossovers and cars. The 2021 Escape appears more car-like than VEHICLE. This comes at a time whenever Ford has discontinued a lot of its Sedan models such as the Taurus, Fusion, and Concentrate models.

Through: Newsopener

Yes, the options available for the particular 2021 Ford Escape are perfect – on paper at least. The bottom 181hp engine is good for a good drive, while the 250hp turbo charge unit makes the Escape very jumpy on the throttle. The greatest drawback however is the subpar interior which makes the Get away seem overpriced compared to additional vehicles in its class.

3 Unsatisfactory: 2021 Volkswagen Tiguan

Via: Our Car Expert

Interestingly, the Volkswagen Tiguan is one of the most fun choices you can get for an SUV on this class, thanks to its modern styling. It’s also mostly of the crossovers you’ll get having a third row of seats. But that’s just about just as much as you’ll love this VEHICLE.

Via: Carscoops

The Tiguan has historically been the problematic car, and that is simply no different from 2021 . Nevertheless , instead of the brakes and suspension system issues that plagued its 2018 model year, the 2021 Tiguan has a few entire body hardware and paint/trim problems that buyers have to deal with.

2 Unsatisfactory: 2021 Jeep Compass

Via: The Indian Wire

Unlike the Cherokee which could get a pass with some experts, the Jeep Compass is not a favorite to most gearheads. Indeed, the Compass is an able off-roader. It is a product through Jeep. Those things can survive the holocaust.

RELATED: ten Things We Just Discovered Jeep And Its Vehicles

Through: Jeep Canada

However , consumer reviews have complained about the rest expected to be good about the 2021 Jeep Compass. The trip quality has been labeled as tough, the acceleration is shateringly slow, and the engine understands nothing about silence at least bearable soundtracks. It is basically one of the most dissatisfying SUVs you are able to own.

1 Disappointing: 2021 Of Sportage

Through: Edmunds

The 2021 Kia Sportage is not a bad SUV. Issue of fact, consumers ranked it as one of the most reliable cars in its class. Plus, Of offers the Sportage in different minimizes that come packed with different energy units altogether. There’s the particular 181hp four-cylinder and a 240hp turbo-four at the top trim.

Via: CarsGuide

Plus, the inside is of high quality with user friendly controls that most buyers discover appealing. But that’s in which the niceties end. Most proprietors say they can’t repurchase the Kia Sportage. It isn’t really a memorable car to push, unlike other crossovers in the class.

NEXT: They are The Best SUVs You Can Buy Today

#Pickups and SUVs

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buyurparts · 6 months

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Drive safely - Choose right LED lights for your 4-wheeled Honda Cr-V car

Safe driving is not a compulsion but a necessity to reach your destination. In modern life, cars are ideal modes of transportation for short and long commutes. Thus, maintaining safe driving with good headlights is imperative to have an enjoyable riding experience. So, if you own a Honda CRV, you should look for original lights to maintain your fleet properly. 2020 Honda Crv headlights are LED lights that work in high and low beams. So, if you require replacing a damaged light, always look for the best dealers. You should find OEM parts suppliers to get genuine head and tail lights to have valuable benefits.

Have safety and better communication

Lights of your car are helpful to illuminate the road ahead to identify potential hazards and obstacles. They especially work to maintain improved visibility in low-light conditions. So, your safety is assured when you use original LED lights which offer better distribution of light. Thus, keeping you safe whilst moving on the road, especially during the night. Also, using the original 2019 Honda Crv Cr-V tail light works for better communication. When you push the brake pedal, the lights illuminate to indicate chasing the driver to reduce speed. Hence, it keeps you prevented from an unfavorable situation even during emergency car stops.

Longer lifespan of lighting

You may not want to replace the lights of your Honda CRV frequently. However, lights are costly and require precise installation work. So, spending recurrently on lighting your car is not a wise decision at all. Therefore, you need to invest in high-quality LED lights which are better than conventional halogen lamps. Buying a pair of these lights from a certified dealer or spare parts shop always provides you with long-duration usage. Even, you can get a warranty for the lights bought from OEM dealers.

Energy saving and style

Upgrading lighting with the model 2019 Honda Crv Cr-V tail light improves the overall appearance and value of your fleet. The stylish lights will empower the grace of your four-wheeled car as well as create a sleek look. Moreover, you can store more energy in your car lighting system since LED lights come with superior energy efficiency. Unlike traditional bulbs, LED lights produce less heat and consume less energy than car batteries. Thus, declining the risk of sudden car breakdowns as well as costly repairs.

Good weather resistance

Moisture and other environmental factors may contribute to challenging driving during fog or rainy season. So, using the high-quality 2020 Honda Crv headlights offers you with best driving experience. Original quality lights are less likely to fail during extreme weather conditions and work with full power. So, keep you moving ahead on the road with no challenges.

The final words

Using superior lighting for your car is always a valuable decision. So, at Buy Ur Parts, you can shop for 2020 Honda Crv headlights to revamp your car with LED-powered lights. You can check the range of lights and place an online order.

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orbemnews · 3 years

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Three Electric S.U.V.s With Tesla in Their Sights An electric trickle is turning into a flood: As many as 100 new E.V. models are coming to showrooms by 2025. Heavyweights including Volkswagen, General Motors and Ford are floating promises of all-electric lineups within a decade. The end times of gasoline can almost seem a fait accompli, except for one pesky issue: Even given Tesla’s strides, we’re still waiting for the first genuine E.V. sales hit, let alone a mass exodus from unleaded. In 2014, Nissan sold a mere 30,200 Leafs, and that’s still the American record for any non-Tesla model. Ford routinely sells more than 800,000 F-Series pickups. A single gasoline sport utility vehicle, the Toyota RAV4, finds well over 400,000 annual buyers, compared with roughly 250,000 sales last year for all E.V.s combined — 200,000 of which were Teslas. Automakers insist we’re “this close” to a tipping point. E.V. market share is expected to grow to as much as 50 percent by 2032, from just 1.7 percent last year, said Scott Keogh, president and chief executive of Volkswagen of America. While Tesla captured 80 percent of the U.S. market for electric vehicles in 2020, VW and other global giants — with war chests built on internal-combustion engines and unmatched scale and manufacturing know-how — are well positioned to take a piece of Tesla’s pie. “There’s never been a competitive consumer product that sits at 80 percent market share” for long, Mr. Keogh said. Globally, Volkswagen is poised to pass Tesla as the world’s biggest electric vehicle seller as early as next year, according to Deutsche Bank, with Europe and China its key markets. In America, where the brand remains an underdog, VW and other legacy automakers are concentrating fire on the sales fortress of compact S.U.V.s: Models like the RAV4, which deliver roughly four million annual segment sales. The idea, as ever, is to drive down prices and charging times of E.V.s, while bolstering driving range, until consumers see no reason to stick with polluting gasoline models whose energy-and-operating costs exceed the plug-in alternatives. Like the Rolling Stones pushing the Beatles, Mr. Keogh said, healthy competition will ultimately benefit all E.V. fans and creators. And when consumers sees E.V.s proliferate in their neighbors’ driveways, and take their first test drive, there will be no going back. “When you drive one, you’re driving the future, and that’s what people are going to want, no debate,” Mr. Keogh said. The latest electric-S.U.V. hopefuls to reach showrooms are the VW ID.4, Ford Mustang Mach-E and Volvo XC40 Recharge. The Nissan Ariya, BMW iX and Cadillac Lyriq are set to arrive between late 2021 and next March. I drove the VW, Ford and Volvo to see which might knock Tesla’s Model Y S.U.V. down a peg — or at least outsell the 2014 Leaf. Ford Mustang Mach-E Ford has branded its fabled Mustang name on an electric S.U.V., inflaming some boomers in the process. But the Mach-E seems the most straight-up rival yet to Tesla’s Model Y, in not only price and performance but also the Ford’s maximum 300-mile driving range. Consumers have noticed: Ford sold 3,729 Mach-Es in February, the first full month of sales, almost single-handedly chopping Tesla’s dominant E.V. share to 69 percent, from 80 percent. If Ford could maintain that pace for a full year, the Mach-E would easily set a sales record for an E.V. not built by Tesla. Tesla’s 326-mile Model Y Long Range still squeezes a few more miles from each onboard kilowatt-hour, owing to the carmaker’s expertise in aerodynamics, motor and battery efficiency, and to “simple” stuff that’s anything but: Its 4,416-pound curb weight undercuts the Ford by about 400 pounds. And Tesla rules the public charging space, with its Supercharger network that has rivals — now with a potential infrastructure lift from the Biden administration — racing to catch up. The Ford fires back with a sculpted exterior versus the dad-bod Model Y, a tech-savvy interior with superior materials and craftsmanship, and winning performance of its own. With 346 horsepower from dual motors, the Mach-E Premium A.W.D. that I drove shot to 60 miles an hour in 4.8 seconds. Even the new Shelby GT500 — history’s mightiest Mustang, with 760 horsepower — won’t equal the 3.5-second 0-to-60 m.p.h. blast of this summer’s Mach-E GT Performance version. The Shelby would shame the Mach-E or Tesla on any winding road, of course. Yet the Mach-E is reasonably fun through the curvy stuff, and glides with addictive thrust and confidence. A cinema-scale, 15.5-inch touch screen sneaks past the Tesla’s 15-inch unit. Like other E.V.s, the Ford broadcasts its presence below 20 m.p.h., a throat-clearing hum to alert pedestrians. Inside, in its driver-selectable “Whisper” mode, the Ford would please the most persnickety librarian. Dial up “Unbridled” mode and the Mach-E trades glorious silence for an overwrought, faux-engine sound: Think a V-8, remixed by Kraftwerk. The soundtrack is apparently for people who need to be weaned off gasoline’s combustive beat, but it can be shut off with a screen switch. E.V. shoppers can whistle over the Ford’s price, as little as $36,495, or $48,300 for the extended-range A.W.D. model. Those prices include a $7,500 federal tax credit that’s denied to buyers of Tesla (or General Motors) E.V.s, because those automakers have sold too many to qualify. So despite Tesla’s major, defensive price cuts for 2021, the most-affordable, 230-mile-range Mach-E undercuts Tesla’s 244-mile Standard Range by $6,700. A Mach-E Premium A.W.D. saves $2,900 versus a Model Y Long Range. In a surprisingly taut, compelling matchup with the Tesla, credit the government for what may be the Ford’s most alluring advantage: a $7,500 discount. Volkswagen ID.4 No, Volkswagen is not changing its name to Voltswagen, as the company briefly convinced some media and car fans in a marketing stunt gone bad. Regarding historic names, VW calls the ID.4 its most significant model since the original Beetle. But where the Beetle was a revolutionary leader, the ID.4 feels like a follower. Based on my drive, the VW can easily top its 250-mile range rating, with 275 miles within reach. A rear-drive, 201-horsepower model rolls to 60 m.p.h. in 7.6 seconds. That’s on a par with gasoline sport utilities like the Honda CR-V, but pokey by E.V. standards. Dual-motor, all-wheel-drive models arrive later this year, promising 60 m.p.h. in under six seconds. From a company famed for fun-to-drive German cars, the ID.4’s generic performance and styling are letdowns. Its infotainment system is even more disappointing: The clunky, vexing touch screen can’t touch the onscreen wizardry of the Ford, Volvo or Tesla. The VW’s snappiest performance came during a fast-charging session at a Target in New Jersey, replenishing its 77 kilowatt-hour battery from 20 to 80 percent in an impressive 31 minutes. That growing network of Electrify America chargers is funded by VW’s $2 billion, court-ordered penance for its diesel emissions scandal. And VW is offering indulgences to ID.4 buyers, with three years of free public charging. Thrifty virtues include a $41,190 base price, or $33,690 after the $7,500 federal tax break. That’s $2,800 less than the most-affordable Mach-E. It’s also less money, after credits, than a smaller Chevrolet Bolt. The more powerful ID.4 with all-wheel drive will start at $37,370, postcredit. Still, as Tesla’s triumph and Chevy’s lukewarm Bolt have proved, there’s more to electric success than an attractive price. VW is aggressively investing $80 billion to develop E.V.s, but the ID.4 feels less like a market splash and more like a toe in the water. We’ll see if VW erred by not kicking off with a recognizable design that truly connects its nostalgic, weed-hazed past to today’s green virtues: the electric ID.Buzz Microbus, due in 2023. Volvo XC40 Recharge Volvo seems such a natural fit for E.V.s. And the progressive-minded brand brings us the XC40 Recharge, an electrified take on its gasoline XC40. The Recharge is like that perfect dining table in a shelter magazine: You’re not sure why it costs so much, but you want it anyway. The Recharge’s wedgy Scandinavian styling tops every S.U.V. in this group, as does its lovely interior. That includes soft Nappa leather, versus the ascetic “vegan” materials of many E.V.s. The drive is similarly breezy, with 402 horses and a quicksilver, 4.7-second flight to 60 m.p.h. The biggest tech talking point may be Android Automotive OS: The Recharge (and Volvo’s electric Polestar 2) introduces a cloud-based Google operating system that works like a dream, with Google Maps, search, an ultra-capable voice assistant and more. (Don’t confuse this with the ubiquitous Android Auto, which simply mirrors phone apps on a car’s screen.) Several major automakers, including G.M. and Ford, plan to make Android Automotive the nerve centers of coming cars. If only the Volvo itself were as efficient. The Recharge is an electron guzzler, with a 208-mile range that seems optimistic in real-world use. I drove the Recharge in frigid New York weather, which explained some but not all of its hunger for power: No matter how I babied the throttle, the Volvo stayed on a pace for 190 miles, at best, covering about 2.4 miles for each kilowatt-hour in the batteries. I can achieve 3.6 miles per kilowatt-hour with little effort in the Tesla Model Y and above 3.2 in the Ford. Environmental Protection Agency numbers bear that out: Despite having virtually the same-size battery, the Tesla brings 326 miles of maximum range, 118 more than the Volvo. The Recharge is also expensive for its intimate size: $54,985 to start, and nearly $60,000 for the model I drove. That $7,500 federal tax break softens the blow. Yet if the Volvo indulges bourgeois buyers, they’ll also need to indulge its profligate ways. Source link Orbem News #Electric #Sights #SUVs #Tesla

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anisanews · 4 years

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Redesign coming for popular crossover

Honda has been spotted testing a prototype for what’s likely to be its next-generation CR-V.

The CR-V has grown in size over the years from a compact into a small crossover that in some markets can even be ordered with a third row. It appears the trend will continue with the new sixth-generation model which should arrive later this year as a 2022 model (the current CR-V arrived in 2016 as a 2017 model).

The redesigned CR-V’s styling has clearly been influenced by the latest Accord, with the grille and headlight treatment almost a match. The proportions are different to the current CR-V, with the hood appearing longer and the rear overhang also appearing stretched out a bit.

2022 Honda CR-V spy shots – Photo credit: S. Baldauf/SB-Medien

The platform is likely to be the same one destined for a redesigned Civic due out this spring as a 2022 model. The interior is also likely to be a match, judging by the design of the infotainment screen and the position of its control knob seen in one of the shots.

It isn’t clear what Honda has planned for the powertrain lineup. However, it’s likely the current CR-V’s 1.5-liter turbocharged inline-4 base option will carry over, along with the hybrid setup that was just added for 2020. The hybrid setup relies on a 2.0-liter inline-4. In both cases a continuously variable transmission is fitted. Buyers of the redesigned CR-V should have the option between front- and all-wheel drive.

Even though there’s a lot of competition in the space, including from the luxury marques, the CR-V is still a top-seller. The current generation has averaged over 350,000 annual sales in the United States alone, and even with the Covid-19 restrictions last year a total 333,502 examples were sold. In other words, this is a redesign Honda can’t afford to mess up.

from Anisa News https://ift.tt/301dVvc

#breaking news today breaking news headlines breaking news headlines today chicago breaking news usa

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dipulb3 · 4 years

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2021 Nissan Rogue review: Playing it down the middle

New Post has been published on https://appradab.com/2021-nissan-rogue-review-playing-it-down-the-middle/

2021 Nissan Rogue review: Playing it down the middle

The Rogue is currently Nissan’s best-selling vehicle by a long shot, and consumer demand for compact crossovers shows no sign of slowing down. Needless to say, the “don’t screw it up” factor is pretty high with the redesigned 2021 Rogue, which rolls into dealerships later this year.

Quiet, comfortable cabin

Decent fuel economy

Available digital gauge cluster

Enhanced ProPilot driver-assistance tech

Don’t Like

Weak engine performance

Styling isn’t for everyone

Best tech features are only available on the most expensive trim

Smartly, Nissan opted to take a conservative approach to the Rogue’s redux, though you might not think so upon first glance. The boldly styled front end certainly isn’t for everyone — I’m not a fan, personally — but it’s at least expressive, which isn’t something I could say about prior Rogues. The rest of the crossover’s appearance is unsurprisingly conventional, although new two-tone color options are available to give that upright, two-box shape added visual interest. All told, the 2021 Rogue is about an inch shorter in both length and height than its predecessor.

Inside, 2021 Rogue loses half an inch of headroom and 1.5 inches of legroom up front. Rear-seat occupants, on the other hand, enjoy slightly more headroom and legroom than before — 0.7 and 0.6 inches, respectively. A third row of seats isn’t available, and while that might seem like a given considering the Rogue’s small size, keep in mind that Nissan offered a holy-crap-that’s-cramped option from 2014 to 2017. Trust me, the Rogue is better off without it.

The SUV’s back doors now open to a full 90-degree aperture, which makes getting in and out easier and gives you more space when finagling car seats or other bulky items. A similar bit of helpfulness is found in the cargo area, where there’s an adjustable divider in the two-tier load floor. Only available on SL and Platinum grades, this two-piece partition gives you a maximum of 36.5 cubic feet of storage space behind the second-row seats, while the Rogue S and SV make do with 31.6. Regardless of model, folding the back seats flat results in 74.1 cubic feet of room, which puts the Rogue ahead of the Toyota RAV4 (69.8) but behind the Honda CR-V (75.8).

Generally speaking, the Rogue’s interior is perfectly nice. Nissan’s comfy and supportive Zero Gravity seats are standard for both front and rear passengers, came wrapped in leather on my SL tester and is available with quilted, semi-aniline hides on the bougie Platinum. All of the plastics and wood appliqués are nicely grained and none of the vehicle controls feel cheap or flimsy. Well, mostly.

The new electronic gear selector is a particularly lousy part of an otherwise well-built cabin. It looks cheap and feels cheaper. On the other hand, no mechanical linkage to the transmission frees up space beneath the console for added storage, but considering how cavernous the compartment aft of the cup holders is, I don’t imagine needing that extra space all that often.

Most Rogues will roll out with an 8-inch color touchscreen display in the center of the dash, running the newest version of the NissanConnect infotainment system. A larger 9-inch high-definition screen is optional on the SL and standard on the Platinum, with the same NissanConnect software inside. This system isn’t my favorite, with its occasionally laggy response times, but the graphics are nevertheless colorful and crisp — on the HD display, at least — and it’s a step up from the Display Audio and Entune systems offered in the Honda CR-V and Toyota RAV4, respectively.

If you want the mega-tech experience, go for a Rogue Platinum, which comes with a 12.3-inch digital instrument cluster and 10.8-inch head-up display, as well as a wireless charging pad. It kind of sucks that you have to spring for the most expensive Rogue — $36,525, including $1,095 for destination — to get these niceties, but so it goes. At least Apple CarPlay and Android Auto are standard across the board. What’s more, wireless CarPlay is optional on the SL and standard on the Platinum, and every Rogue save for the most basic S has an onboard Wi-Fi hotspot as well as four USB outlets (two A, two C).

The Rogue’s interior is clean and modern.

Steven Ewing/Roadshow

A whole bunch of driver-assistance technologies come standard on every Rogue, including blind-spot monitoring, rear cross-traffic alert, a driver alertness monitor, forward-collision warning, lane-departure warning and automatic emergency braking. Nissan’s excellent ProPilot Assist joins the standard roster on SV trims and higher, combining adaptive cruise control and lane-keeping assist for easy-breezy highway commuting. A newly enhanced version of this tech, ProPilot Assist with Navi-Link, is optional on the SL and standard on the Platinum. It uses navigation data to adjust the Rogue’s speed for things like tight highway curves and busy intersections, and it can even keep the steering assist active on freeway exit ramps. The uplevel ProPilot software also includes speed-limit adaptation, which is something normally reserved for higher-end luxury cars.

Unfortunately, the rest of the Rogue’s driving experience isn’t so techy; you won’t find turbochargers or electric assistance under the hood. Buyers looking for more punch should check out a Mazda CX-5 with the 2.5-liter turbo, and if you’re all about fuel-sippin’, the Ford Escape, Honda CR-V and Toyota RAV4 can be had with hybrid powertrains. The Escape and RAV4 even offer plugin options.

The Rogue, meanwhile, uses a reworked version of Nissan’s long-standing 2.5-liter I4, making 181 horsepower and 181 pound-feet of torque, increases of 11 hp and 6 lb-ft over the 2020 model. A continuously variable transmission is mandatory across the board, and buyers can choose between front- and all-wheel drive on every trim level.

The more upright shape results in increased rear-seat headroom.

Steven Ewing/Roadshow

Nissan’s CVT is one of the better transmissions of this type, largely fading into the background without roughness or loud droning during acceleration. But the Rogue definitely isn’t quick, and it occasionally suffers on steep grades. Climbing California’s notorious Grapevine on the I-5 freeway at 75 mph requires a heavy right foot, especially since the 2.5 has a dearth of low-end torque. The experience would be worse with passengers and/or more cargo onboard, too. This is where the low-end torque from a turbocharger or added electrification can really help, but competitors generally also make you pay extra for their more-powerful engines. Nissan offered a Rogue Hybrid previously, so perhaps a more powerful engine option will come along in the future.

Fuel economy ratings of 27 miles per gallon city, 35 mpg highway and 30 mpg combined are on the better side of average for the compact crossover class. Opting for all-wheel drive reduces those figures by one to two mpg depending on trim level, but again, that’s not uncommon for small SUVs. After several days of testing in mixed conditions, my Rogue’s onboard computer shows 28.5 mpg.

The engine itself may be pretty mediocre, but overall, the Rogue drives with confidence and composure. The redesigned rack-mounted electronic power steering is a lot better than in old Rogues, with improved weight and more natural turn-in that doesn’t feel overboosted. Even so, as far as steering feel is concerned, the Rogue, like most other small SUVs, is as dead as your childhood dreams.

Of all the compact crossovers on sale today, the Nissan Rogue is definitely one of them.

Steven Ewing/Roadshow

A new, stiffer frame gives the Rogue a solid on-road demeanor, and the suspension is nicely tuned to soak up the sort of rough pavement and occasional pothole you’ll experience in everyday driving. The base Rogue S rides on 17-inch wheels, but 18s and 19s, like the ones on my tester, are available. Brake feel is solid and easy to modulate, and if you hustle the Rogue through a corner you’ll find predictable amounts of body roll. But for the key missions of a Nissan Rogue — running errands, commuting to work, taking the kids to the lake — this vehicle is appropriately tuned.

Pricing for the 2021 Nissan Rogue starts at $26,745 including destination and all-wheel drive is a $1,400 upcharge on every trim. Like every other aspect of the Rogue, this puts Nissan’s CUV squarely in the middle of the compact crossover class.

It’s hard to fault Nissan for playing it straight with the 2021 Rogue. The current model is doing really well for the automaker, and it’s the segment’s third best-selling model behind the Toyota and Honda. Frankly, considering Nissan’s big-picture troubles, it’s probably not a good idea to shake up a winning formula. Is the Rogue the most attractive, most fun-to-drive small SUV? No. But it’s comfortable, spacious, economical and priced right, and those are pretty strong laurels on which to rest.

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