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blogueericdescarries · 3 years

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Le tout nouveau Hyundai Tucson Hybrid et le Salon de L.A.

Le 25 novembre 2021

Lorsque j’ai vraiment commencé à m’intéresser à l’automobile, c’était durant les années soixante. À cette époque, il était plus facile de comparer les véhicules. De base, il n’y avait que de grosses Chevrolet contre de grosses Ford et de grosses Plymouth (ou Dodge). Puis, on a vu arriver les Chevrolet, Ford et Plymouth en format compact ou intermédiaire. Déjà, c’était plus complexe. Mais on était loin de se douter qu’un jour, il nous faudrait comparer des autos, des VUS, des VUM, des américaines contre des asiatiques et des européennes (plutôt rares il y a soixante ans!) tout en tenant compte des camionnettes (les pick-up n’étaient que de véritables outils de travail à ce moment-là) et d’autres véhicules spécialisés.

De nos jours, surtout en Amérique du Nord, outre les immenses pick-up de grand luxe, ce sont surtout les VUS compacts qui mènent le marché. Plus question de comparer un vulgaire coupé Chevrolet Bel Air à une Ford Custom ou à une Plymouth Belvedere. Non! Aujourd’hui, il faut regarder à des Toyota RAV4, des Honda CR-V, des VW Tiguan, des Chevrolet Equinox, des Ford Escape, des Jeep Compass, des Mazda CX-5, des Kia Sportage, des Ford Bronco Sport, des Subaru Forester, des Nissan Rogue, des Mitsubishi Outlander, des GMC Terrain et j’en passe.

Le nouveau Tucson de Hyundai est nettement plus élégant que ses prédécesseurs. (Photo Éric Descarries)

Cette semaine, c’est d’un des principaux joueurs de cette catégorie que j’ai eu à conduire, le tout nouveau Hyundai Tucson (on prononce (Tou-Sânn et non Tok-Son!) dans sa version hybride électrique (parce qu’il faut mentionner qu’en plus du choix du véhicule, l’automobiliste actuel doit aussi choisir l’entraînement mécanique soit d’un moteur de base, un moteur optionnel plus puissant, d’une version hybride électrique ou hybride branchable et très bientôt, toute électrique). Je dis «tout nouveau», c’est parce que le Tucson 2022 est un véhicule complètement redessiné avec des dimensions différentes de ses prédécesseurs. En effet, vu qu’il y a maintenant de plus petits VUS chez le sud-coréen Hyundai dont le Kona et le Venue, celui-ci peut se permettre d’agrandir ses autres modèles. Le nouveau Tucson est surtout quelque six pouces (15 cm) plus long et trois pouces (7,6 cm) plus large que celui qu’il remplace. (Notez que je commence à douter du terme «compact»…il y a quelques semaines, je publiais une photo du tout récent Ford Escape devant ma Lincoln Versailles 1977 et de toute évidence, l’Escape, un VUS dit «compact» en était plus gros, beaucoup plus gros!).

Même de l’arrière, le Tucson affiche une certaine élégance incluant des feux semblables à ceux des Palisade. (Photo Éric Descarries)

Le nouveau Tucson est disponible en version de base avec moteur atmosphérique à quatre cylindres de 2,5 litres et traction avant de 27 699 $ mais celui qui m’a été offert par Hyundai Canada était une version Ultimate Hybrid à traction intégrale de 41 699 $ avant taxes. Inutile de tout vous décrire le style extérieur du véhicule, on le voit par les photos. Toutefois, il est facile de comprendre que le constructeur sud-coréen déploie des trésors d’imagination pour attirer d’abord l’œil du consommateur. Affichant un luxe nettement plus moderne que jamais, le nouveau Tucson se reconnaît, de soir, par ses phares et clignotants avant (DEL) qui forment un triangle (notons que certaines finitions ont de nouveaux phares avec un faisceau bien étudié pour éclairer le conducteur plus efficacement sans éblouir les autres automobilistes). Tout à l’arrière, le Tucson 2022 possède des feux qui ne sont pas sans nous rappeler ceux du plus imposant Palisade du même constructeur alors que la ligne du toit ressemble plus à celle de grands VUS plus luxueux. Et les grands pneus sur jantes de 19 pouces remplissent élégamment les puits d’ailes. Oui, tout est plus «plus» que pour les versions précédentes!

Cet ornement en dit long sur l’évolution technique des Tucson. (Photo Éric Descarries)

L’intérieur est aussi surprenant. Dès que l’on ouvre une portière, on y constate le plus grand volume intérieur. Quoique le dessin du tableau de bord ne soit pas «excitant», il demeure élégant dans sa sobriété. Pas de lignes prononcées ou de design torturé, il contient quand même une instrumentation avec affichage au cristal liquide (ACL) facilement lisible avec d’imposants cadrans qui se transformeront en image (vidéo) de ce qui se passe derrière le véhicule quand on actionne les clignotants, un accessoire que j’ai déjà vanté dans d’autre produits de Hyundai dont le tout récent Santa Cruz. Vraiment apprécié au point de vue sécurité. Au centre, l’inévitable écran pour la caméra de recul et le GPS est bien intégrée au design de la planche de bord au lieu de «trôner» comme une petite télé plate ajoutée au tableau de bord.

Le tableau de bord du Tucson Ultimate ressemble un peu à celui du Santa Cruz publié il y a quelques semaines mais il en est certainement plus élégant! (Photo Éric Descarries)

Beaucoup de commandes manuelles sont ajoutées au bas de cette console (incluant celles de la radio avec sonorisation Bose) qui contient aussi les boutons-pressoir pour les vitesses de la boîte automatique (qui se manipule aussi manuellement grâce aux palettes au volant). Quant aux lignes du tableau de bord, elles coulent dans la finition des garnitures de portières avant avec leur délicate finition de chrome et fibres de carbone.

Les places arrière sont vraiment attirantes! (Photo Éric Descarries)

Les sièges avant (chauffants et ventilés) sont très confortables tout autant que ceux d’arrière (trois places). D’ailleurs, mentionnons que, grâce à sa longueur ajoutée, le Tucson propose plus d’espace pour les jambes des passagers d’arrière. Évidemment, l’espace dédié au chargement est aussi plus impressionnant et c’est là que l’on se rend compte de l’espace intérieur plus volumineux qui pourra s’agrandir en rabattant les dossiers de la banquette. L’accès à cet espace de chargement se fait par le hayon à commande électrique.

Malgré que ce soit un «compact», le Tucson propose un bon espace de chargement. (Photo Éric Descarries)

Outre son design nettement plus élégant, c’est sous le capot que l’on verra certains des éléments les plus appréciables du Tucson Hybrid. En effet, au lieu du quatre cylindres de 2,5 litres, on y trouve celui de 1,6 litre mais turbocompressé. Il fait 227 chevaux et 261 li-pi de couple et il est combiné à un moteur électrique de 44,2 kWh avec une boîte automatique à six rapports et la traction intégrale HTRAC de Hyundai. Que six rapports? Selon mon expérience au volant de ce VUS, je crois que c’est bien suffisant! Quant à sa capacité de remorquage, elle est de 2000 livres (907 kg) pour cet utilitaire de 3752 livres (1701 kg). Les pneus d’origine sont des Michelin Primacy 235/55 R19.

Lorsqu’on voit ces gros câbles orange, on sait que l’on fait affaire avec une motorisation hybride électrique. Le moteur thermique est un quatre cylindres turbocompressé de 1,5 litre. (Photo Éric Descarries)

Sur la route

Dans le cas du Hyundai Tucson Hybrid, il y a beaucoup à dire en ce qui a trait aux impressions de conduite. Non pas que le véhicule ait des aspirations sportives, loin de là. Ses performances ne sont pas étincelantes mais elles sont bien acceptables pour un VUS de ce calibre. Passer du point mort à 100 km/h peut demander environ huit secondes, ce qui est très acceptable. Cependant, alors que ce Hyundai semble donner des impressions de puissance au départ, ses performances en dépassement sont un peu plus timides. Cependant, elles demeurent relativement rassurantes. Par contre, pour les déplacements urbains, c’est là que le Tucson Hybrid se distingue. J’ai pu conduire plusieurs véhicules de type hybride depuis les derniers mois et, définitivement, c’est celui dont le «fonctionnement» hybride m’ait paru le plus transparent. Si ce n’était des indications au tableau de bord, ç’aurait été difficile de distinguer quand le véhicule passait de l’électrique au moteur à essence. C’est que le quatre turbo est tellement plus silencieux que le moteur des autres hybrides que j’ai essayés. Mieux encore, en situation urbaine, l’opération «Stop-start» (moteur qui s’arrête aux feux rouge) est virtuellement imperceptible. Il n’y a aucun soubresaut quand le moteur repart (même certains véhicules très haut de gamme sursautaient à la relance du moteur!), aucun! Et le conducteur peut compter sur le moteur électrique qui fonctionne seul sur quelques kilomètres pour économiser du carburant. De ce côté, Hyundai en aurait beaucoup à enseigner aux autres constructeurs. Ajoutez à cela que le Hyundai Tucson Hybrid pourrait être un véhicule de choix pour les déplacements urbains car, en plus de sa douceur de fonctionnement, ajoutez-y une suspension relativement douce et confortable et une bonne visibilité.

Cependant, je dois avouer que, malgré un comportement exemplaire sur autoroute, le Tucson Hybrid est un peu moins agile sur des routes sinueuses. Pas que sa direction ne soit pas précise. C’est surtout que la souplesse de la suspension agit sur la caisse même si le véhicule n’est pas si lourd. Par contre, le freinage m’a paru efficace même lorsqu’il rechargeait la batterie (parce qu’étant un hybride, c’est un peu ainsi que la batterie se recharge; il faudra attendre dans quelques semaines ou mois avant que l’on puisse conduire la version hybride enfichable de ce Hyundai qui lui permettra de parcourir environ 50 km avant que le moteur à essence intervienne. C’est la configuration que je préfère dans tous les types de motorisation).

Malgré de belles intentions, ce Hyundai à traction intégrale qui se montrera à la fois fiable et sûr dans la neige et sur la glace (avec les pneus appropriés) n’est pas nécessairement un tout-terrain idéal. Disons qu’il saura se débrouiller dans un sentier plus ou moins entretenu mais ne comptez pas sur lui pour faire concurrence à des Bronco Sport ou à des Subaru Outback Wilderness. Mais alors, un Tucson Ultimate vise plus le marché des VUS compact de luxe que celui des plus sportifs.

En ce qui a trait à sa consommation, j’ai obtenu une moyenne de 8,3 l./100 km. alors que l’indicateur au tableau de bord marquait 8,0 ce qui jure un peu avec les 6,4 inscrits au catalogue de l’EnerGuide de Ressources Canada. En général, je m’attends à un meilleur résultat des produits Hyundai. Toutefois, on ne peut dire que c’est catastrophique, au contraire. Ce qui est plus encourageant, par contre, c’est l’indice de fiabilité de ce véhicule que l’on peut voir à divers sites Internet sérieux. On est loin des estimations négatives plus ou moins fiables de certains observateurs du passé.

Un Hyundai Tucson Ultimate AWD n’a qu’un prix, soit 41 699 $ auquel il faudra ajouter 1825 $ de transport et préparation ce qui nous amène à 43 524 $, un prix (très concurrentiel) auquel il faudra ajouter les taxes et autres petits frais locaux. Déjà, on voit plusieurs de ces Tucson sur la route. Il sera certes une sorte de succès sur le marché. Les automobilistes qui adoptent un tel Tucson en seront-ils satisfaits? Fort possiblement. Une chose est certaine, ils auront choisi un véhicule plus élégant que jamais!

Le Salon de l’auto de Los Angeles…

Depuis les quelques dernières années, les «experts» prévoyaient que le «nouveau» Salon de l’Auto de Los Angeles allait détrôner (au moins) celui de Detroit ne serait-ce que par ses présentations vedettes. Ironiquement, ç’aura été peut-être la COVID qui aura été la grande gagnante. Il n’y a pas eu de L.A. Auto Show l’année dernière (alors que le dernier North American International Auto Show de Detroit était déjà disparu…faute d’intérêt) mais celui-ci devait «rebondir» avec fracas cette année. Si c’est celui qui s’est déroulé la semaine dernière dont vous voulez parler…ce ne fut certes pas le cas. Il y a eu certaines «grandes» présentations dont, surtout, la nouvelle version du grand VUS LX600 de Lexus (oui, pis après…allez-vous dire), le nouveau Range Rover (super cher mais d’attrait limité…surtout qu’il n’est plus à quatre roues motrices permanentes mais à traction intégrale…plus moderne), le nouveau VUM Nissan Ariya, la Subaru Solterra (tous deux électriques), le Toyota bZ4x (électrique), le Fisker Ocean (électrique), les prototypes SEVEN de Hyundai et EV9 de Kia, le Sportage Hybrid, la (moins excitante que prévu) nouvelle Acura Integra et même un «restomod» de Cobra à moteur…électrique.

Vu à Los Angeles, le prototype de VUS SEVEN de Hyundai (Photo Hyundai)

Le Nissan Ariya qui s’en vient chez nous (Photo Nissan)

Le Fisker Ocean électrique qui devrait se vendre à moins de 40 000 $ aux États-Unis. (Photo Fisker)

Le nouveau Range Rover…à motricité intégrale…(Photo Land Rover)

Selon les reportages que j’ai vus et lus…l’intérêt n’y était pas (sauf, peut-être pour la Corvette Z06). Pas de fanfare, pas de feux d’artifice et surtout, selon une certaine mention, pas de journalistes. Si les constructeurs d’autos ne jugent pas bon d’y amener des journalistes…ça dit tout!

Tout ce que j’ose espérer, c’est que le Salon de l’auto de Montréal soit plus excitant. Tout du moins, qu’il soit assez excitant pour que les visiteurs s’y déplacent. J’ai toujours pensé que c’était L’ÉVÈNEMENT de Montréal durant un mois de janvier froid, triste et sans activité! Même si certains constructeurs ne s’y montreront pas, c’est à souhaiter que leurs concessionnaires y seront. Pas besoin de grands stands éclatants, juste de belles bagnoles. Mais surtout, pas toutes électriques! Quelques-unes, oui…c’est le marché, n’est-ce pas? Mais il reste encore des mordus de mécanique, ne l’oublions pas!

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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.

#about electric car #american electric car #batteries for electric vehicles #battery car motor #best buy electric car #best full electric cars

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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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dipulb3 · 4 years

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2021 Honda Accord review: As good as it's ever been

New Post has been published on https://appradab.com/2021-honda-accord-review-as-good-as-its-ever-been/

2021 Honda Accord review: As good as it's ever been

You can (and should) get the Accord in Sonic Gray.

Steven Ewing/Roadshow

The Honda Accord gets a few little improvements this year, none of which should hamper the perennial success of this easy-to-like family sedan. That’s more important now than ever, too, as the 2021 Accord faces against increasingly stiff competition. In addition to the Honda’s longstanding archrival, the Toyota Camry, companies like Hyundai, Kia and Nissan are offering better midsize options than ever before. Thankfully, the 10th-generation Accord was a winner from the get-go.

Smooth, strong turbo power

Spacious, comfortable, quiet interior

Engaging and refined to drive

Lots of standard driver-assistance tech

Don’t Like

No all-wheel drive option

Not as efficient as some competitors

Infotainment tech could use a refresh

In fact, this Accord was so good out of the gates that its mid-cycle refresh is limited to just a few styling tweaks, minor cabin tech upgrades and some model positioning/packaging changes. Honestly, the biggest news for the 2021 Accord is an improved hybrid drivetrain, which my buddy Andrew Krok talks about in detail in a separate review.

Visually, the slimmer LED headlights and wider grille of my Sport tester don’t really move the needle one way or the other, although I have to say the Accord’s new Sonic Gray paint option — which originally debuted on the Civic — looks totally hot. LX and EX-L models roll on milquetoast 17-inch wheels, while Sport, Sport SE and Touring trims get snazzier 19s, wrapped in 235/40-series tires.

Honda’s 1.5-liter turbo I4 is still the base engine option, putting out 192 horsepower and 192 pound-feet of torque. A more powerful 2.0-liter turbocharged inline-four is available with Sport and Touring models, bringing a healthy 252 hp and 273 lb-ft to the party. Sad trombone time, though: The Accord’s six-speed manual transmission option goes away this year. The 1.5T engine comes standard with a continuously variable transmission and the 2.0T has a 10-speed automatic. And before you complain, know that only a super-duper-small percentage of Accord buyers actually spec’d the manual gearbox. In other words, y’all only have yourselves to blame.

Another thing you can’t get on the Accord? All-wheel drive. I know AWD might sound like an oddity for a midsize sedan, but more and more automakers are embracing this foul-weather friendliness in an attempt to appease customers who simply don’t want an SUV. No longer reserved for the Subaru Legacy, the Kia K5, Nissan Altima and Toyota Camry all offer AWD now. Go to your Honda dealer looking for all-wheel drive and they’ll happily show you a CR-V.

These 19-inch wheels are unique to the Accord Sport.

Steven Ewing/Roadshow

The 2.0-liter I4 is a total peach of an engine — as it should be, since it’s effectively the same unit used in the delightful Civic Type R. You can ride a smooth wave of torque from just 1,500 rpm, and the 10-speed transmission is happy to hang out in the lower end of the engine’s rev range, making the most of that turbocharged woosh. On the other hand, this means the 10-speed gearbox is often hesitant to kick down and go-go-go-go-go when quick highway passes are demanded, though if you run the Accord in its Sport mode, the transmission is not only snapper to shift, but holds onto gears longer, too.

With the 2.0-liter engine, the Accord should return an EPA-estimated 22 miles per gallon in the city, 32 mpg on the highway and 26 mpg combined. That’s… fine. But similarly powerful turbocharged competitors like the Nissan Altima and Subaru Legacy are slightly more frugal. Of course, if fuel efficiency is a top concern, you’re probably better off just sticking with the 1.5T, or for that matter, an Accord Hybrid.

The Sport 2.0T has largely the same suspension setup as other Accord models, save for the Touring, which offers adaptive dampers. But even without ’em, the Accord Sport strikes an excellent balance of comfort and composure; this car will eat up highway miles with cool, collected confidence and it won’t get all pissy if you toss it into a corner with gusto. The steering is nicely weighted and quick to respond and, generally speaking, the Accord feels more agile than just about anything else in the class, except maybe the Mazda6. Maybe.

The cabin might seem a little plain, but it’s quiet, comfortable and neatly organized.

Steven Ewing/Roadshow

More than its outright sportiness, though, the Accord has an aura of refinement that’s missing from other midsize sedans. There’s a feeling of premium solidity that makes this Honda effortless to drive. Combine that with a quiet cabin and comfortable seats, and long stints behind the wheel of the Accord are anything but fatiguing.

This Honda is an easy car to live with day to day, too. The interior might lack the flashy design of some newer sedans like the Hyundai Sonata, but all of the Accord’s controls are exactly where you expect them to be and every surface you touch looks and feels really nice. Head- and legroom is generous for both front and rear passengers and there are plenty of little storage cubbies throughout the cabin, including one underneath the climate controls that houses a wireless charging pad on upper trims.

Every 2021 Accord now comes with an 8-inch touchscreen running Honda’s Display Audio multimedia system. Apple CarPlay and Android Auto are standard and can be operated wirelessly on any Accord that has the aforementioned charging pad. These are small tech upgrades, but thoughtful ones. That said, the Display Audio software really lags behind what a lot of other automakers offer in terms of design and functionality and the Accord can’t compete with the bigger screens and higher-res displays found in rivals like the Sonata and K5. Across its full portfolio, Honda could really stand to give its infotainment tech a boost.

Both 1.5-liter and 2.0-liter turbocharged engines are available.

Steven Ewing/Roadshow

At least driver-assistance tech is in high supply. Every Accord gets adaptive cruise control, lane-keeping assist, traffic-sign recognition, forward-collision warning and automatic high-beam headlights. Unfortunately, blind-spot monitoring with cross-traffic alert isn’t available on the lower trim levels and you can only get a head-up display on the top-end Touring. It’s all great tech to have, but man, the lane-keeping assist and forward-collision warning sure are sensitive. I find myself turning them off more often than not.

Starting at $25,765 including a $995 destination charge, the 2021 Honda Accord remains competitively priced within the midsize sedan class. You can’t get into a 2.0-liter model for anything less than $33,105 and a top-of-the-line Touring will run you just under $38,000. That’s a few thousand dollars more than you’ll pay for an equivalent Hyundai Sonata Limited, though the latter doesn’t have as much power and isn’t quite as nice to drive. The Hyundai offers more striking design, a longer warranty and way better cabin tech, though — three things that are arguably more important for the average family sedan buyer.

Still, while some competitors might surpass the Accord in specific aspects, none feel as wholly well-rounded. Well-built, good to drive, refined and handsome, Honda’s midsize sedan continues to be a great buy.

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onwheelsxyz-blog · 5 years

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Honda confirms Swindon factory closure following consultation The firm will now begin the second phase of the consultation, which includes finalising redundancy packages and "identifying the impact on individual roles up until production ceases in 2021". Honda said it will also consult with the Swindon Task Force set up by Secretary of State Greg Clark to "mitigate the impact of this decision on the wider community". The closure would result in 3500 job losses. The Wiltshire factory, which builds only the Civic, currently produces 150,000 cars annually – far from its capacity of 250,000 units. The closure is a huge blow for the government’s hopes of the UK remaining an established car manufacturing hub post-Brexit. While Brexit hasn't been cited as a reason for Honda’s plans, it is the latest factor in a perfect storm for the industry. Already this year, Jaguar Land Rover has announced 4500 job losses, Nissan has confirmed it will no longer build the X-Trail in Sunderland and Ford has said there will be job losses at its plants. Honda has been slow to react to electrification compared to its rivals. It launched its CR-V Hybrid last year but doesn't offer any electric models, although its Urban EV, a retro-styled electric city car, is due to go on sale late this year. The firm’s intention is to consolidate much of its manufacturing back to its home country of Japan. This will allow it to ship to China – one of the markets where “high production volumes” are expected – fairly easily. The deal that the Japanese

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larrymccarty · 5 years

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2021 Honda CR-V Visiting Price, Specs, Release Date, Redesign

2021 Honda CR-V Visiting Price, Specs, Release Date, Redesign – The Honda CRV can be yet another SUV by the Japanese car producer, manufactured in the earlier 1995 with the manufacturing of sedan varieties regarding the Honda Civic. That CR-V is Honda’s key assortment electric powered car, seeking its situation in between the smaller sized HR-V and the greater Aviator.

This new Honda CR-V variety…

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#2021 Honda CR-V Touring Air Filter #2021 Honda CR-V Touring AWD #2021 Honda CR-V Touring Battery #2021 Honda CR-V Touring Body Styles #2021 Honda CR-V Touring Cargo Dimensions #2021 Honda CR-V Touring Hybrid #2021 Honda CR-V Touring Interior #2021 Honda CR-V Touring Price #2021 Honda CR-V Touring Release Date #2021 Honda CR-V Touring Review

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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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