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dipulb3 · 3 years

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The 2021 Hyundai Santa Fe looks and feels like a million bucks

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The 2021 Hyundai Santa Fe looks and feels like a million bucks

Smile for the camera!

Craig Cole/Roadshow

Proponents of trickle-down economics argue that cutting taxes for the wealthy or large corporations benefits everyone because their extra money can be invested to create more jobs or pay higher wages. Of course, it’s dubious whether this actually makes any economic sense, but such a top-down approach does work in other fields, like the automotive industry. Case in point: the Hyundai Palisade. With oodles of refinement and an upscale interior, it’s one of our favorite three-row SUVs. Now, the Palisade’s all-around excellence trickles down to the smaller Santa Fe, which has been significantly updated for 2021.

Potent and refined engine

Comfortable ride

Upscale interior

Don’t Like

Low-speed transmission performance

Lack of standard driver aids

The 2021 Hyundai Santa Fe features mildly reworked exterior styling with a broader looking front end, fresh wheel designs and a few smaller tweaks. New powertrains are offered, too, including a 2.5-liter base engine as well as potent 2.5-liter turbo I4. A hybrid version is also available, plus there are more safety and convenience features. Finally, just like its big brother, the Santa Fe is now available in swanky Calligraphy trim. Inside and out, the vehicle feels expressive without being garish, a feat that’s tough to achieve.

Dressed in sultry Calypso Red paint, this top-of-the-line model does a convincing impression of a luxury vehicle. Its seats are trimmed with supple Nappa leather and the headliner and roof pillars are swaddled in a suede-like material. The Calligraphy also comes with a full-color head-up display, premium trim and express up and down rear windows, to name a few of its myriad enhancements. Sure, there are some hard plastics here and there, but the dashboard is mostly soft and there are miles of contrast-color stitching.

This adventurously designed interior is also extremely functional. The physical climate controls and other secondary switches for things like the audio system are super easy to see and reach, mounted on the Santa Fe’s upward-sloping center console. This is also where the push-button shifter lives, which is immediately intuitive. A skosh more storage space up top between the front seats would be nice, but there is an open bin underneath all those switches and knobs, the perfect place to stash a purse or small carry-out order.

Just like the Palisade, comfort is one of the Santa Fe’s strong suits. The Calligraphy model’s front bucket chairs, with their extendable lower cushions, are long-haul cushy, and so is the backseat. Passengers that don’t get to ride shotgun are still coddled by excellent accommodations, as the rear bench’s bottom cushion is a great height above the floor and there’s plenty of headroom and legroom to go around. The Santa Fe’s cargo capacity clocks in at 36.4 cubic feet behind the rear backrests. Fold them down and you get 72.1 cubes of junk-hauling space. That’s more room in each position than you get in a Chevy Blazer or Nissan Murano, though the Ford Edge and Honda Passport are slightly more capacious.

Is this a luxury-car interior? Nope, it’s just a Hyundai.

Craig Cole/Roadshow

As with passenger comfort and high-quality trimmings, there’s no shortage of available tech in this vehicle. Lower-end models now gain an 8-inch infotainment screen (1 inch larger than before), but fancier variants come with a 10.3-incher that also features embedded navigation. Limited and Calligraphy trims are graced with a 12.3-inch digital instrument cluster, though this is optional on the midrange SEL trim. Apple CarPlay and Android Auto are standard across the range, though counterintuitively, they only connect wirelessly on the Santa Fe’s more basic grades. The up-level infotainment system is easily one of the better offerings available today, being both easy on the eyes and speedy. The user interface is also extremely intuitive and the system promptly responds to inputs, almost never stuttering or lagging. Really, there’s nothing to gripe about here, though the same can’t be said about the drivetrain.

The Santa Fe’s new 2.5-liter turbo-four is a real honey, super smooth and suspiciously silent. It cranks out 277 horsepower and 311 pound-feet of torque, far more of each than either the base engine or the hybrid. This prodigious output gives the vehicle ample acceleration, serious scoot whether you’re taking off from a light or zinging down the highway. Despite this strong performance, the Santa Fe is also quite economical. With available all-wheel drive, this example is estimated to return 21 mpg city, 28 mpg highway and 24 mpg combined, though in mixed, real-world driving I’m getting around 24.5 miles out of each gallon of gasoline, better than the advertised median.

This frugal showing is aided by an eight-speed dual-clutch automatic transmission. It shifts quickly and smoothly once the vehicle is moving, but it’s not all roses. Unfortunately, when starting off, the gearbox feels quite unnatural as it connects the engine to the rest of the driveline. Minor judders are detectable and there are little surges and sags, like it doesn’t respond linearly to throttle inputs. Can we just have the eight-speed torque-converter automatic that comes with the naturally aspirated 2.5-liter engine? Please and thank you.

The Santa Fe’s 2.5-liter turbo-four is as potent as it is refined.

Craig Cole/Roadshow

The Santa Fe’s transmission may be its biggest dynamic weakness, but the rest of this vehicle’s driving experience is pleasant. The interior is incredibly quiet and the ride buttery-smooth. Sure, crisper steering would be nice, as this SUV is anything but sporty, and the brake pedal is on the touchy side, though these are minor complaints.

The Santa Fe offers plenty of advanced driver aids, though several of the most desirable ones are not standard. The base SE model features automatic emergency braking, lane-keeping assist and a driver attention monitor, though you have to step up to the SEL trim to get blind-spot monitoring and rear cross-traffic alert. Naturally, highfalutin Limited and Calligraphy models come with pretty much everything, additional goodies like Remote Parking Assist, lane centering and adaptive cruise control. Hyundai’s implementation of those last two items is among the best in the business. When engaged, the Santa Fe tracks like a monorail, never sawing at the steering wheel or losing track of where it is. The adaptive cruise control is similarly smooth and confidence inspiring, whether you’re in stop-and-go traffic or bombing down the interstate.

The redesigned Hyundai Santa Fe is an excellent all-around utility vehicle.

Craig Cole/Roadshow

Thanks to its upscale interior, over-the-road refinement and avant-garde styling, the new Santa Fe is a screaming deal and an excellent midsize SUV, another home run for Hyundai.

Just like the three-row Palisade, the updated Santa Fe is an excellent all-around SUV, one that offers plenty of features and a near-luxury cabin in Calligraphy trim. You might expect this vehicle to cost a young fortune, but this is absolutely not the case. A base SE model, sans any extras, checks out for around $28,185 including destination fees, which are $1,185. But even the top-shelf example shown here is still an excellent value. As it sits, my tester stickers for $43,440 with just one option padding the bottom line, a $155 upcharge for carpeted floor mats.

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grgdoorfix · 4 years

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2021 Jeep Cherokee Review | Expert Reviews | autotrader.ca – autoTRADER.ca

New Post has been published on https://fixitmag.com/2021-jeep-cherokee-review-expert-reviews-autotrader-ca-autotrader-ca/

2021 Jeep Cherokee Review | Expert Reviews | autotrader.ca – autoTRADER.ca

Guys Fix It Mag 👍 Repairs & DIY Magazine

This post was originally published on this site

If a Grand Cherokee is bigger than you need, but you’re not ready to commit to the rough-and-tough of a Wrangler, the 2021 Jeep Cherokee may do the job.

It comes in eight trims, including an entry-level front-wheel-drive model, but my tester was the off-road-ready Trailhawk, and it’s far more capable than you might think. Offered in two levels, I had the upper Elite, which starts at $41,795 before fees and taxes. It was then topped up with options, bringing it to $47,285.

Styling: 8/10

The Cherokee was a bit wonky-looking when it was first introduced for 2014, with thin headlights oddly set atop the fenders. It’s been massaged since then into a design that, if not outstanding, blends well into the midsize sport-ute market. Mine was spiffed up with a no-charge coat of Spitfire Orange paint, while my 17-inch black wheels – the same size as stock, but done in a different style and shade – added $695.

The Trailhawk sits 25 mm (one inch) higher than other trims, and includes front and rear red tow hooks, along with skid plates. All front and rear lighting is LED. The Elite includes a hands-free power tailgate, but my tester’s dual-pane panoramic sunroof was part of a $1,995 Sun and Sound package that also adds a premium stereo system.

Safety: 8.5/10

The United States National Highway Traffic Safety Administration (NHTSA) and the Insurance Institute for Highway Safety (IIHS) differ slightly on the Cherokee. The NHTSA gives it four out of five stars overall, with five stars for side crash but only four for frontal and rollover. However, the IIHS gave it the top “Good” rating for all crashes (three frontal, side, and roof) plus head restraints and seats, and “Good+” for child-seat latch ease of use, although the LED headlights only rated “Acceptable.”

The Trailhawk comes standard with blind-spot monitoring, rear parking sensors, and the back-up camera that’s mandatory on all new vehicles. My tester was further equipped with a $1,095 Technology pack that added adaptive cruise control that works in stop-and-go traffic, automatic high-beam headlights, lane-keep assist, emergency front braking, and a self-parking feature.

Features: 8/10

My tester came with a long list of features stuffed into a good-looking and well-finished cabin. The Trailhawk’s standard items include dual-zone automatic climate control, 8.4-inch touchscreen infotainment with Apple CarPlay and Android Auto, seven-inch instrument cluster display, voice command, satellite radio with one-year trial subscription, all-weather floor mats, a heated steering wheel, and a 115-volt outlet.

The Trailhawk Elite further adds heated and ventilated leather seats, a security alarm, hands-free tailgate, power driver’s seat, auto-dimming rearview mirror, and integrated garage door opener. My ride was also equipped with the aforementioned safety-tech package, black wheels, and sunroof/audio bundle, plus a towing package, and upgraded infotainment with navigation, traffic, and travel information, off-road pages, and a Wi-Fi hotspot.

User Friendliness: 8.5/10

Even with the Trailhawk’s slight increase in ground clearance, it’s easy to get in and out of this trucklet’s front and rear seats. I appreciated my tester’s power-adjustable chair and was able to find the right position, and visibility is good all around.

Most of the controls are big dials and buttons, which is always good, including on the steering wheel and the button/dial combination for the four-wheel-drive configuration. The Uconnect infotainment system remains one of the industry’s best, with big-and-simple icons and intuitive menus. My only quibbles are that I’d prefer a temperature dial to the up-or-down toggle here; and the heated seats and steering wheel are controlled not by buttons but through the touchscreen, which requires extra steps and takes your eyes off the road.

Practicality: 8.5/10

The Cherokee is roomy inside for its footprint, including a decent amount of space for those in the rear seat. The cargo compartment offers 700 L of space with the rear seats up, and the cargo floor can be lowered for taller items. The rear seats fold, but not completely flat. The cargo liftover is a bit higher than some, but I didn’t have any issues getting my groceries into it.

There isn’t as much small-item storage in the centre console as with many other SUVs, mostly because cubby-bin space is taken up with the four-wheel-drive dial and connectivity outlets. But there is a storage spot in front of those, as well as a lidded bin atop of the dash. When equipped with the optional towing package as mine was, the Trailhawk can pull up to 2,041 kg (4,500 lb).

Comfort: 9/10

The Trailhawk Elite’s leather-faced seats are sculpted and bolstered, and they’re as comfortable and supportive as they look. The Elite also adds power adjustment to both front chairs.

That comfort follows through with the on-road ride, and for a vehicle that’s tuned for off-road, it behaves itself very well on the asphalt. It’s smooth and quiet, and it soaks up bumps very well and allows only the nastiest potholes to make their way into the cabin.

Power: 9.5/10

The Cherokee lineup offers three engines, but the Trailhawk comes exclusively with a 3.2L V6 that makes 271 hp and 239 lb-ft of torque. It’s mated to a nine-speed automatic, and while that multi-gear unit can sometimes hunt for gears with some other engines, it’s a good fit here. Acceleration is smooth and quick, and there’s plenty of power for highway passing. This is a very sweet little engine and extremely impressive. I also like that it’s not turbocharged. If I’m planning on keeping a vehicle for a long time, I prefer the simplicity of a naturally aspirated engine.

Three four-wheel drive systems are offered across the Cherokee range, but the Trailhawk uses the beefiest of them, called Jeep Active Drive Lock. It’s an automatic system that can be driven anywhere, but can be put into four-wheel low, which should only be used on loose or soft surfaces, and further has a mechanical locking rear differential for the toughest stuff. Hill descent control is standard, as is a low-speed cruise control for use on trails.

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Driving Feel: 9/10

If the Cherokee Trailhawk surprises you with how smooth and comfortable its on-road manners are, wait until you take it off the beaten path. It may look like your average pavement-pounder, but it can off-road alongside most of the best. It wears Jeep’s “Trail-Rated” badge, and while the company – rather annoyingly – will not divulge exactly what standards a vehicle has to meet to get one, they’re obviously tough enough based on the Trailhawk’s performance.

I’ve driven the Trailhawk on some very challenging courses, including mud, snow, and rocks, and got through them all. And then, on pavement, you get responsive handling, smooth performance around curves with a minimum of body roll, and good brake feel. It’ll do most of what the Wrangler can handle, but while that model is rough and noisy on-road, and you’re always correcting the steering, the Cherokee Trailhawk is also an everyday commuter sport-ute that’s as laidback as any.

Fuel Economy: 8/10

With the largest of the Cherokee’s engines, and its full-time four-wheel drive system, the Trailhawk racks up the highest numbers in the lineup, at 12.9 L/100 in the city, 9.7 on the highway, and a combined 11.5 L/100 km overall. In my week with it, my combined driving matched the city numbers, and I got 12.9 L/100 km.

Those Natural Resources Canada (NRCan) numbers are among the highest in the segment, but it’s also difficult to compare it head-to-head in the marketplace. Most of its midsize all-wheel-drive competitors have four-cylinder engines, and they don’t have the Trailhawk’s heavier-duty – and just plain heavier – four-wheel drive system. As they say, if you wanna play, you gotta pay.

Value: 8/10

This Jeep ain’t cheap. You’re paying for that off-road goodness, and likely a few bucks tacked on for the name’s reputation. But you’re also getting far more capability in the Trailhawk than the majority of its competitors hand over.

My Trailhawk Elite started at $41,795 before its various options were added. You can certainly get into other off-road-inspired all-wheel-drive SUVs for less, such as Subaru’s Outback or Honda’s Passport, but for a real off-roader, the choices are limited and pricing is in the same general ballpark. Toyota’s RAV4 Trail TRD Off-Road is $42,910, while Ford’s Bronco Sport Badlands is $40,199.

The Verdict

The Cherokee Trailhawk impressed me for all the right reasons – its engine, its ride and performance, its comfort and practicality – and then threw in “You wanna go off-road? Well, hang on tight!” on top of it. If you want to hit the heavier trails, but you want on-road comfort and you’re not ready to commit to a Wrangler, this might well be your ride.

$43,814

Dealer Price

$46,479

Dealer Price

$43,004

Dealer Price

$38,488

Dealer Price

A very capable weekday and weekend warrior 2/17/2021 6:30:00 AM 2/17/2021 6:30:00 AM

The post 2021 Jeep Cherokee Review | Expert Reviews | autotrader.ca – autoTRADER.ca appeared first on Guys Fix It Mag | Repairs & DIY Magazine.

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macnews-org · 4 years

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Some 2021 Honda Passport SUVs will come with Apple CarPlay as standard

What you need to know

Honda will be adding CarPlay to some of its cars as standard.

CarPlay will be standard on most 2021 Passport SUVs.

Wireless Charging will be an option, though.

Some Honda buyers get something standard for a change.

Buyers of a 2021 Honda Passport SUV will get Apple CarPlay built in and as part of the car’s standard equipment, as noted by AppleInsider.

The latest…

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monterplant · 4 years

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Honda Passport: Which Should You Buy, 2020 or 2021? Most significant changes: Base models add touchscreen with Apple CarPlay, Android Auto

#News

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carsnewsco · 4 years

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2021 Honda Passport Now Comes Standard With 8-Inch Infotainment System, Android Auto And Apple CarPlay @ CarsNews.Co #honda #hondapassport #prices #cars #carsofinstagram #carporn #carlifestyle #carnewsnetwork #carswithoutlimits #carspotting #carsnews

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enginerumors · 5 years

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2021 Honda Passport Specs, Price, Availability

2021 Honda Passport Specs, Price, Availability – The actual impending 2021 Honda Passportspotted the sunshine of your day in the L. A. Auto Show many several weeks previously. Primarily, the Passport will be the small-sized model on the Honda Pilot SUV. Different from Pilot, Passport features far more land surface clearance. Also, the actual Passport can set up exactly the same foundation that…

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#2021 Honda Passport Acceleration #2021 Honda Passport Adventure Package #2021 Honda Passport Aftermarket Parts #2021 Honda Passport All Weather Floor Mats #2021 Honda Passport Apple Carplay #2021 Honda Passport Availability #2021 Honda Passport Awd #2021 Honda Passport Awd Mpg #2021 Honda Passport Awd System #2021 Honda Passport Brochure #2021 Honda Passport Elite For Sale #2021 Honda Passport Elite Interior #2021 Honda Passport Off Road #2021 Honda Passport Price #2021 Honda Passport Specs

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usedcarshoustontx · 4 years

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2021 Honda Passport Now Comes Standard With 8-Inch Infotainment System, Android Auto And Apple CarPlay

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jmaddox542 · 3 years

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New Post has been published on Jacksonville FL Real Estate

2021 Honda Passport Jacksonville, Orange Park, St. Augustine, Gainesville, Nocatee FL MB005981

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Obsidian Blue Pearl New 2021 Honda Passport available in Jacksonville, Florida at Duval Honda. Servicing the Orange Park, St. Augustine, Gainesville, Nocatee area. Used: New: 2021 Honda Passport Touring – Stock#: MB005981 – VIN#: 5FNYF7H92MB005981

For more information on this vehicle and our full inventory, call us at 833-826-4702

Duval Honda 1325 Cassat Avenue Jacksonville FL 32205

- https://is.gd/fDz1Uc

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