#2021 Lexus Rx 350 Mpg

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2021 Lexus RX 350 Automatic Feature, Transmission Changes

2021 Lexus RX 350 Automatic Feature, Transmission Changes

2021 Lexus RX 350 Automatic Feature, Transmission Changes–  The 2021 Lexus RX 350 is a primary model. RX is the most innovative SUV in the selection. And the most beloved. So, there is no real surprise why Lexus pays off a lot of focus on it. For the after that time of year, we will have the middle of the routine revise. Right after 5yrs, the SUV is going to be as intense as usual. But, we feel…

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The 2021 Lincoln Nautilus offers a uniquely American take on luxury

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The 2021 Lincoln Nautilus offers a uniquely American take on luxury

The 2021 Lincoln Nautilus is refreshingly honest. At a time when so many luxury vehicles emphasize record-setting lap times, in-your-face styling and overcomplicated tech, this updated SUV charts a different course. Cushy and quiet, the Nautilus is a rolling sanctuary, and it doesn’t pretend to be anything else.

All in the family

This utility vehicle received a not-insubstantial update for 2021, a remodeling that’s made a respectable vehicle even better, though you’d be hard-pressed to tell based on its exterior. The Nautilus’ styling is barely, and I mean barely tweaked. It gains a revised lower grille section with a cross-body chrome strip and reworked fog lights. Three new colors join the palette including Flight Blue, Green Gem and Asher Gray, which is the hue this example is wearing. My tester is also dressed up with the optional Monochromatic package. Among other things, it adds black-finished 20-inch wheels and a body-colored upper grille insert for a sportier look.

Exterior changes are minimal, but the 2021 Nautilus’ most significant updates are reserved for the interior. This SUV now features a cabin that looks almost exactly like what you get in Lincoln’s other SUVs, the Aviator, Corsair and Navigator. The new dashboard is much more horizontal than before, gently curving as it spans from pillar to pillar. The Nautilus also gains Lincoln’s signature piano-key gear selector, which is neatly mounted below the center air vents and, as with the other switches and controls, feels like high-quality stuff.

Intuitive tech

Sprouting from the dashboard is this SUV’s most eye-catching addition for 2021: a gigantic 13.2-inch touchscreen, the largest found in any Lincoln. This display is easy to reach and looks great, with vibrant colors, nice contrast and excellent viewing angles so it doesn’t get all washed-out if you’re not staring at it dead on. This is the perfect canvas for a Sync 4 infotainment system running a visual theme called Constellation, which was inspired by the evening sky and features subtle blue and orange accents. Most of the time this system responds promptly to pokes and swipes, plus the user interface is elegantly simple. I appreciate the little sparkle animation when you touch one of the primary icons on the bottom of the screen. Of course, wireless Apple CarPlay as well as Android Auto are supported.

The Nautilus’ infotainment system is super-intuitive, as are many other controls. It’s a snap to reconfigure the digital instrument cluster or search for a point of interest in the navigation system. Everything is simple to operate, something that reduces stress and makes piloting this SUV that much more relaxing.

A new 13.2-inch infotainment screen is the star of this Lincoln’s refreshed interior.

Craig Cole/Roadshow

Further enhancing the drive, certain Nautilus models can be fitted with a rockin’ 19-speaker Revel sound system. But even the standard 13-speaker Revel arrangement slays, offering distortion-free bass and crisp highs no matter how far you crank it.

The Lincoln Co-Pilot 360 suite of driver aids is standard across this vehicle’s three trim levels and includes automatic high beams, blind-spot monitoring with rear cross-traffic alert, lane-keeping assist and more. Lincoln Co-Pilot 360 Plus is optional on the midrange Reserve trim and standard on top-shelf Black Label models. Among other things, it gets you front parking sensors, evasive steering assist, a 360-degree camera system and adaptive cruise control with stop-and-go capability as well as lane centering. Unfortunately, that camera array is laughably low-res, though the adaptive cruise control system works extremely well, keeping the Nautilus on its intended course and seamlessly matching the speed of surrounding traffic. It handles stop-and-go congestion with ease, smoothly rolling to a standstill and holding the vehicle there until you’re ready to go again. Just press the Reset button when traffic starts moving.

Other tech includes an available wireless charging pad and Lincoln’s handy phone-as-key system. This allows you to leave the fob at home and access your Nautilus from a mobile device; it also allows you to lock and unlock the vehicle, open the hatch or windows and start the engine, among other things.

The Nautilus offers plenty of tech, but some features are missing, things like a rear-camera mirror, night vision and a head-up display. These items are available on other vehicles including the Nautilus’ primary rival, the Cadillac XT5.

The Nautilus’ updated interior is way nicer than before, and this isn’t even a top-shelf Black Label model. 

Craig Cole/Roadshow

The inner sanctum

This Reserve trim’s cabin is nicely done, comfortable and made of premium materials, though I could do with fewer chrome accents. There’s no shortage of soft leather, and the reddish wood trim on the dashboard really pops against the black background. Hands down, I prefer this interior to the XT5’s and Lexus RX’s, though the Volvo XC60 and Audi Q5 still have an edge.

They may not be as over the top as the 30-way Perfect Position seats you can get in other Lincolns, but the Nautilus’ available Ultra Comfort chairs are nearly as nice, adjusting in 22 directions. They feature heat and ventilation, power headrests and extendable thigh supports and can even give your butt and back a massage. Despite the excellent seats, this vehicle’s driving position is a little awkward for taller folks like me. You sit too high in the captain’s chair and the pedals are oddly angled and a bit too close. Shorter people, however, will likely find this setup just about perfect.

Passengers relegated to steerage are sure to enjoy the Nautilus’ spacious and comfortable backseat. When it’s time to haul cargo, this Lincoln offers far more space than an RX 350 and has a distinct advantage over the Q5, XC60 and XT5 with 37.2 cubic feet of room behind the rear backrests and 68.8 with them lowered.

The worst of both worlds

Behind the Nautilus’ reworked front end is one of two engines. A 2.0-liter turbo-four is the base powerplant, which can be paired with front- or all-wheel drive. Delivering far greater performance, however, is the available 2.7-liter twin-turbocharged V6. An absolute honey, it provides 335 horsepower and a stout 380 pound-feet of torque, all of which gets routed to the pavement through an eight-speed automatic transmission and standard all-wheel-drive. Incredibly smooth and nearly silent, this engine feels luxurious, pulling with authority throughout the rev range, making this Lincoln feel plenty quick.

An unsettled ride is this SUV’s most-glaring weakness.

Craig Cole/Roadshow

Helping deliver that admirable performance, the eight-speed transmission is mostly agreeable, swapping gears quickly, though it can feel uneven. Upshift quality is sometimes irregular, and occasionally it’s a little clunky as you roll to a stop.

With that force-fed V6, expect 19 miles per gallon around town and 25 mpg on the highway. Combined, the Nautilus is rated at 21 mpg, though astonishingly, according to the trip computer, I’ve been beating that by about 2 mpg in real-world driving — and with a heavy foot, I might add.

The Nautilus’ steering is soft and light, but not as imprecise as you might imagine. Yes, road feel is lacking, but the wheel is tuned appropriately for a vehicle that favors refinement over sportiness. Surprisingly, body roll in corners is almost nil.

The 2021 Nautilus delivers excellent performance and remains hushed at speed, but one part of its dynamics leaves much to be desired: the ride. Somehow engineers have delivered the worst of both worlds as, paradoxically, this example is both soft and stiff at the same time. It can feel a little floaty over undulating surfaces, with slightly exaggerated body motions (there’s also a fair amount of squat and dive when accelerating or hitting the brakes), but this softness is tempered by way too much impact harshness from small roadway imperfections like expansion joints and frost heaves, which you feel in high fidelity. I don’t expect Mercedes-AMG levels of control here, but the ride should be both more supple and better buttoned-down than it is. Perhaps the available adaptive suspension, which this example is not fitted with, does a better job ironing things out.

With this update, Lincoln has done a commendable job keeping one of its older models fresh and appealing.

Craig Cole/Roadshow

All for Naut(ilus)

The 2021 Lincoln Nautilus starts at a little less than $44,000 including $995 in delivery fees. The nicely optioned Reserve-trim specimen seen here is a good bit pricier, though it’s by no means outrageous, checking out for $66,890. That figure includes the Reserve I ($3,420) and Monochromatic ($1,695) packages, those 22-way seats ($1,500) and a couple of other items.

Aside from a few complaints about its transmission and ride quality, the Nautilus is an agreeable high-end SUV and a refreshing change of pace. Its focus on actual luxury — having intuitive controls, comfortable accommodations and a quiet interior — is almost a novelty these days as competitors push to deliver the most aggressive design and sharpest handling possible. In contrast, the Lincoln Nautilus knows what it is and doesn’t pretend to be anything else.

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2021 Lexus RX 350 Cargo Capacity, Configuration Update, Specs

2021 Lexus RX 350 Cargo Capacity, Configuration Update, Specs

2021 Lexus RX 350 Cargo Capacity, Configuration Update, Specs – Regardless of the proven fact that several studies had been advising a redesign in the foreseeable future, it appears that way the Japanese luxury carmaker is undoubtedly about to adhere to its typical creation pattern, which in reality signifies that the present age group will maintain for a pair of much more many years.

2021 Lexus…

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2021 Lexus RX 350 Crash Test, Gas Mileage, Release Date

2021 Lexus RX 350 Crash Test, Gas Mileage, Release Date

2021 Lexus RX 350 Crash Test, Gas Mileage, Release Date–  We have now certainly that the 2021 Lexus RX 350 continue to keep its placement on the industry rather robust. One of the first high end Sports utility vehicles has been in existence for years. The recent era is in the industry for more than 3 years, and some studies recommend it is time to see some changes. At that stage, there is no…

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2021 Lexus RX 350 Configuration Changes, Exterior Update, Price

2021 Lexus RX 350 Configuration Changes, Exterior Update, Price

2021 Lexus RX 350 Configuration Changes, Exterior Update, Price – The Lexus RX, the finest-offering midsize luxurious SUV in America, obtains a range of well-known upgrades for the 2021 model year. Enhancements to the 2021 Lexus RX increase driving dynamics, increase the midsize high-end SUV’s standard safety measures, improve online connectivity, and invigorate the vehicle’s design.

2021 Lexus…

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2021 Lexus RX 350 Specifications, Gas Mileage, Cargo Capacity

2021 Lexus RX 350 Specifications, Gas Mileage, Cargo Capacity

2021 Lexus RX 350 Specifications, Gas Mileage, Cargo Capacity–  We have now undoubtedly that the 2021 Lexus RX 350 continues to maintain its situation on the market place quite powerful. One of the 1st luxurious Sports utility vehicles has been in existence for years. The present technology is in the industry for more than 36 months, and some studies recommend it is time to see some changes. At…

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2021 Lexus RX 350 Specifications, Safety Feature, Changes

2021 Lexus RX 350 Specifications, Safety Feature, Changes

2021 Lexus RX 350 Specifications, Safety Feature, Changes– We certainly have undoubtedly that the 2021 Lexus RX 350 continues to maintain its situation on the industry quite stable. One of the initial high-end Sports utility vehicles has existed for several years. The present era is on the industry for more than 36 months, and some records advise it is time to discuss some money. At this time,…

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2021 Lexus RX 450h is a comfy crossover with troublesome tech

New Post has been published on https://appradab.com/2021-lexus-rx-450h-is-a-comfy-crossover-with-troublesome-tech/

2021 Lexus RX 450h is a comfy crossover with troublesome tech

The expressively styled Lexus RX is smooth and coddling.

Craig Cole/Roadshow

The 2021 Lexus RX 450h F Sport hybrid crossover is sinuous, frugal and impressively quiet — exactly what I want in a luxury vehicle. There is, however, one aspect of this Lexus that’s unforgivable, a mortal sin that drags down an otherwise pleasant vehicle: the infotainment system. 

Like

Stellar Mark Levinson sound system

Spacious and comfortable backseat

Exemplary refinement

Don’t Like

Loathsome infotainment system

Too-aggressive exterior styling

Meh real-world fuel economy

Hybrid versions of the RX come standard with all-wheel drive, but this example is also fitted with the F Sport package, which includes dress-up items like a unique grille, aluminum pedal covers, 20-inch wheels and even performance dampers. For extra sportiness, a $970 handling package is also offered, bringing an adaptive suspension system, retuned power steering and more goodies to the table. Beyond those F Sport upgrades, my tester features the Black Line Special Edition package. The good news is this upgrade costs just $685 and includes special body-side graphics, a black grille surround and a Halliburton Edge lightweight two-piece luggage set. The bad news is the Black Line Special Edition package is limited to just 750 gas-powered RXs and 250 hybrid models.

The Lexus RX’s styling is certainly aggressive, with its comically large grille, angular headlamps and chiseled surfacing, but its interior is much more restrained and pleasant. The cabin’s quality is stellar and its materials are generally very good. The headliner and roof pillars are wrapped in a flannel-like fabric, soft plastics are used liberally throughout and nearly all the switches and knobs feel slickly lubricated. Sure, you’ll find a smattering of Toyota-sourced buttons here and there; stuff you get in, say, a Camry, but these carryover controls are well hidden and hardly objectionable.

Just behind this Lexus’ unusually deep dashboard, the front bucket chairs are all-day comfortable and attractive, rendered in black and white with contrasting blue stitching, a combo that’s also part of the Black Line Special Edition package. Storage space up front is good, consisting of a decently sized bin under the center armrest, a few other small cubbies on the console and generously proportioned front door pockets that pop outward when you pull on them. Moving rearward, the RX’s backseat is nearly sprawl-out spacious, with plenty of legroom and a decent amount of noggin space. Comfortable cushions provide great support, with the lower one being a nice distance above the floor for a chair-like seating position. Providing easy access, this Lexus’ rear doors open nice and wide.

But now for some bad news. If there’s a worse infotainment system than what’s offered in this Lexus, I’m not aware of it. With a bewildering user interface as well as a clunky and difficult-to-use control pad on the console, this multimedia system is half laptop, half low-end Android tablet and all kinds of terrible. Not only is the menu structure confusing, the track pad you use to navigate through it is kludgy, making even simple tasks a distracting chore. Rubbing salt in the wound, this RX 450h is also fitted with the top-shelf 12.3-inch screen (an 8-incher is standard), which is bundled in a $3,365 options package, so you’re paying thousands more for an awful experience. At least that outlay also gets you embedded navigation and a superb Mark Levinson sound system that makes even highly compressed MP3s and muddy satellite radio come alive. While a bit of a reach, the RX’s infotainment screen is touch-enabled, so you can skip the trackpad, but only if your arms are lanky enough. Thankfully, this system also supports Apple CarPlay and Android Auto (as well as Amazon Alexa), so you don’t have to use the infotainment system any longer than it takes to plug your phone in. The vehicle’s six USB ports ensure everyone’s mobile devices are fully juiced; a wireless charging pad is also available.

The RX’s interior is extremely well built and refined, though its infotainment tech leaves much to be desired.

Craig Cole/Roadshow

The Lexus RX was updated in 2020, gaining a stiffened structure and revised suspension for better handling. This year, the vehicle gains some new technology, including blind-spot monitoring and rear cross-traffic alert, both of which are now standard across the range. Auto-dimming, power-folding mirrors are included at no extra charge, too, as is Lexus Safety System Plus 2.0, a suite of driver aids that includes daytime cyclist detection, low-light pedestrian detection, road sign recognition and lane-keeping assist. Thankfully, I have not had an opportunity to test the pedestrian-detecting systems, but the lane-keeping aid is gentle yet quite effective.

Underway, the RX 450h is one smooth operator. Whether you’re traversing frost-heaved highways, tiptoeing along a cratered dirt road or just cruising around your subdivision, this Lexus’ ride is always sinuous. Even rolling on 20-inch wheels, small expansion joints barely register and larger impacts are easily deflected, all with no harshness or gritty vibration percolating through to the passenger compartment. Despite its smooth ride, the RX 450h’s body is decently controlled. Sure, it could feel a bit tighter in corners and it might be nice if the steering were quicker and heftier, but the whole chassis feels so well balanced that these changes aren’t necessary, plus they might ruin the fluffy ride, which would be a shame.

Refined, punchy and economical, there’s little to complain about regarding the RX 450h’s powertrain. 

Craig Cole/Roadshow

Matching its over-the-road refinement, the RX’s cabin remains incredibly silent, quieter than naptime in a nursing home, with almost no wind, tire or engine noise being heard. The RX 450h’s hybrid powertrain is built around a 3.5-liter V6, one augmented by two electric motor-generators up front that form a continuously variable transmission, and a separate motor at the rear, which provides all-wheel drive. Whispering while it works, this arrangement provides a net 308 horsepower, though a torque figure is not listed because the math with hybrids is weird. On its own, however, the V6 engine whips up 247 pound-feet of twist. The RX 450h’s easy handling and all-wheel drive add immensely to my confidence one day as the weather goes from drab to dangerous, with a winter storm dumping sleet on the roadways.

Stand on the accelerator and this Lexus scoots. Performance, while not awe-inspiring, is still very good, the engine sounding like it’s operating far off in the distance rather than a few inches ahead of your toes. The hybrid parts of this drivetrain are similarly polished, barely drawing any attention to themselves. The brake pedal is also friendly, with a seamless transition between regenerative and friction braking. For added versatility, the RX 450h offers an EV mode, which allows you to run it solely on electrons. The onboard battery pack has enough juice for you to sneak down a cul-du-sac or into the garage without running the engine, but as soon as you go too fast or prod the throttle too aggressively the engine fires up. Remember, this is not a plug-in hybrid, so electric-only range is not the primary focus.

Cutting fuel consumption, however, is one of this Lexus’ main objectives. Expect 31 miles per gallon in the city and 28 mpg on highway drives. In mixed use, the RX 450h should return 30 mpg, however, in the real world I only average around 25.1, a disappointing score. It’s typically a breeze to meet or even exceed advertised fuel-economy scores in Toyota hybrids, which makes this performance (or lack thereof) a bit of a surprise.

The Lexus RX is something of a mixed bag.

Craig Cole/Roadshow

With its upscale interior, refined manners and, yes, unfortunate infotainment tech, a base 2021 Lexus RX 450h starts at just shy of $49,000, including $1,025 in destination fees. That’s about $2,650 more than an entry-level, front-wheel-drive, non-hybrid RX 350. As it sits, this F Sport example checks out for $59,380, a figure goosed by a few add-ons like a $200 wireless charger, $640 heated and ventilated front seats, $1,365 for parking assist and a 360-degree camera system, plus a few additional goodies. Still, that outlay gets you a family-friendly vehicle that’s more docile and refined than the sportier Acura MDX and, thanks to its aggressive styling (which you may or may not love), more visually interesting than a Lincoln Nautilus or Mercedes-Benz GLC.

There’s an abundance of luxury crossovers available today, great examples from German, American and Asian automakers. Plenty of them offer upscale interiors and loads of fancy features, but few are as refined, fuel efficient — and in one particular way — frustrating as this mostly likable Lexus.

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2021 Cadillac XT5 review: Ordinary but agreeable

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2021 Cadillac XT5 review: Ordinary but agreeable

The Cadillac XT5 is attractive… at least from this angle.

Craig Cole/Roadshow

The XT5 is Cadillac’s midsize luxury utility vehicle, a versatile and cushy hauler that competes with rivals like the Lexus RX 350 and Lincoln Nautilus. To keep pace with these foes, and others, the XT5 was mildly enhanced last year, gaining a new turbocharged base engine, some updated tech and mildly tweaked styling, changes that continue forward for 2021. But while the XT5 is pleasant enough to drive and has a neatly trimmed cabin, the whole package feels a bit middle of the road in a segment where excellence is expected.

Like

Excellent infotainment system

Over-the-road refinement

Upscale interior

Don’t Like

Real-world fuel economy could be better

Sluggish climate controls

Frumpy proportions

This Sport-trim model features a fetching five-sided grille outlined in satin chrome and filled in with a black mesh texture. This prominent opening is flanked by LED headlamps, which are standard across the XT5 range. When viewed head-on, this vehicle is elegant, though, regrettably, the rest of its body is less attractive. If the XT5’s styling were one of the seven dwarves in Snow White, it’d be Dopey. The proportions seem off, which makes the whole thing look dull. With an oddly elevated hood and body that seems too tall and narrow, this Cadillac is a bit ungainly, reminding me of a smaller vehicle dressed in a fat suit. 

But there is good news: None of that awkwardness carries through to the cabin. The XT5’s interior is beautifully designed and more comfortable than you might expect. With plenty of soft, semi-aniline leather along with a wrapped-and-stitched instrument panel, microfiber-suede headliner and fetching bronze-hued carbon-fiber trim, it’s attractive and upscale. These upgrades are all included in the $3,650 Platinum Package. The front bucket seats are supportive enough to maintain good posture yet they’re still supple, so your ass doesn’t fall asleep on longer drives. This Caddy’s backseat is great as well, with plenty of room for taller adults, plus the lower cushion is a good height above the floor and nicely angled for a natural seating position.

2021 Cadillac XT5 Sport AWD: Enjoyable if not exceptional

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Mounted up high where it’s easy to see and reach is the 8-inch multimedia screen. Not only does it look small on that big ol’ dashboard, it feels a bit cramped, too. You can practically get television-sized displays in some vehicles these days — including Cadillac’s own Escalade — which makes this screen seem all the more inadequate. Despite that size deficiency, the XT5’s infotainment system is a dream, being both intuitive and highly responsive. Embedded navigation is available for an extra cost, though Apple CarPlay and Android Auto are both supported on even the most basic model. Both of these smartphone-mirroring technologies can connect wirelessly for greater convenience, which is especially nice if you’re running a bunch of errands, getting into and out of the vehicle frequently.

Aside from the screen itself, there’s a rotary dial on the center console right next to the volume knob. You can use this to cycle through the infotainment system’s menus if you want, though I never really do. For me, it’s easier to just use the touchscreen. Next to that control is the XT5’s silly electronic shifter, which can be fiddly and reminds me of an ancient Nokia cell phone. Pushbuttons or a rotary control would be preferable and likely free up more storage space on the console.

Arguably, the XT5’s greatest asset is its upscale, comfortable interior.

Craig Cole/Roadshow

One annoying aspect of this vehicle’s interior is the physical climate controls. The system is super slow to respond when adjusting the temperature. You can rapidly click the buttons or even hold them down, but the numbers still change at an agonizingly slow pace, 72… 73… 74… Luckily, there’s a redundant set of climate controls in the infotainment system, and these respond immediately.

When it comes to tech, this Cadillac has plenty of standard kit. Front and rear parking sensors, remote start and an ineffective lane-keeping system are a few of the items included free of charge. You also get heated front seats for no extra outlay, ditto for a high-definition backup camera. Along with a color head-up display, automatic parking assist and a handy rear-camera mirror, which provides a much broader field of view behind the vehicle, the $2,275 Enhanced Visibility and Technology Package includes an HD surround-vision camera system, which gives you a 360-degree view of the XT5, something that’s super helpful when squeezing into narrow parking spaces. Disappointingly, adaptive cruise control, a feature that’s standard on many much-more-affordable vehicles these days also costs extra, bundled with the $1,300 Driver Assist Package.

Speaking of driving, two engines are offered in the 2021 XT5. A 2.0-liter turbocharged four-cylinder is standard on Luxury and Premium Luxury trims, but Sport models come exclusively with a 3.6-liter V6 that’s rated at 310 horsepower and 271 pound-feet of twist. Smooth and unexpectedly snarly, this powerplant has no trouble motivating the XT5. A responsive and refined nine-speed automatic transmission is standard equipment, routing torque to either the front tires or all four if you opt for the available all-wheel-drive system, which is standard on Sport models. As for efficiency, I averaged around 20 miles per gallon in testing, a somewhat disappointing figure. It seems this Cadillac should do better since it’s not that big or heavy, plus it’s fitted with standard engine stop-start and the V6 has cylinder deactivation (fortunately, both technologies are pretty much seamless). But hey, at least that real-world fuel-economy figure is close to the XT5’s combined rating of 21 mpg. Around town, expect 18 mpg, on the highway it should return 26 mpg.

Yep, the proportions of this vehicle’s body are a little strange.

Craig Cole/Roadshow

Separating Sport models from lesser XT5s, they come with an adaptive suspension with continuous damping control, a quicker steering ratio and 20-inch wheels. Despite those generously sized rollers, this Cadillac’s ride is firm and well controlled, but never harsh. The steering ratio is also reasonably quick, which makes the XT5 feel nimbler than you might expect, though as per usual, more road feel through the wheel would be appreciated.

Eschew all options and you can drive home in a 2021 Cadillac XT5 for just about $45,000, including $995 in delivery fees. That makes it a couple grand richer than an entry-level Lincoln Nautilus, or around $1,000 less than a base Lexus RX 350. Of course, the nicely optioned Sport model seen here is a good bit pricier than 45 grand, but its window sticker isn’t that crazy. Including the Platinum Package, night vision, optional 12-spoke wheels and a few other goodies it checks out for $68,765.

The XT5 Sport is refined and comfortable, pleasant to drive and versatile. Indeed, there’s a lot to like about this vehicle, even if some things about it are a bit annoying and the exterior styling is too frumpy. Hopefully Cadillac tries just a little harder when it redesigns this luxury utility vehicle in the future, so it can live up to its full potential.

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2021 Genesis GV80 2.5T first drive review: Similar swagger, lower price

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2021 Genesis GV80 2.5T first drive review: Similar swagger, lower price

When automakers first make their latest and greatest available for journalists to test, they typically roll out loaded examples for reviewers to sample. In other words, top-flight models with the poshest interiors, the flashiest wheels, the highest tech and most importantly, the most powerful drivetrains. It makes sense, insofar as it affords reviewers the chance to experience all of a vehicle’s newness and greatness at once, giving us the chance to figure out what we like, and what we don’t. Side effect? It’s tempting to get distracted by all those bells, whistles and horses. That’s particularly easy to do when there are so many of all three, as is the case with the 2021 Genesis GV80. 

In fact, this upscale SUV has so many new features and details to experience, I thought it best to start out with a loaded GV80 3.5T in all-wheel-drive Prestige trim, a $72,000 as-tested luxury juggernaut. If you haven’t read my first drive review of that model, please consider pausing reading this article and doing that now.

No matter the engine, the GV80 is one sharp SUV.

Chris Paukert/Roadshow

All finished? Good. Now, to Genesis’ eternal credit, the company made numerous configurations of its new GV80 available at its Detroit-area first drive event, so I’m going to stay focused on powertrain and trim differences, since most of my other impressions carry over. So let’s take a closer look at this significantly more affordable version, the GV80 2.5T with rear-wheel drive. While my tester is still spec’d out in highfalutin Prestige guise, this crossover is a lot less expensive, stickering at $58,475 as tested (including $1,025 in freight). As you’ll soon learn, the Himalayan Gray Metallic sweetie seen here is priced to strike fear in the heart of today’s premium SUV market. That’s admittedly still a thick wedge, but a base GV80 starts at $49,925 delivered, which isn’t far above the price of a Hyundai Palisade Calligraphy from Genesis’ parent brand. Make no mistake, no matter how you option it, the GV80 represents an unparalleled amount of modern luxury SUV for the money. 

4-cylinder power

While I think the twin-turbo V6 in the 3.5T model suits the overall ambition of the GV80 best, the smaller, single-turbo, 2.5-liter inline-four featured here has lots to offer — not the least of which is its 300 horsepower and 311 pound-feet of torque (the latter peaking from just 1,300 rpm). Those output figures solidly outpoint not only the smaller 2.0-liter I4s in the Audi Q7 and Mercedes-Benz GLE 350, they’re actually substantially more impressive than the power metrics mustered by the liter-larger, naturally aspirated V6s in the Acura MDX and Lexus RX. 

On the street, this translates to solid — but not overwhelming — amounts of oomph, whether trundling around town from stoplight to stoplight or merging onto the freeway. The eight-speed automatic shifts crisply and obsequiously, and I’d ballpark a 0-to-60-mph time in the 6.5-second range. The 2.5T is also surprisingly quiet, especially for an I4. That makes sense, because with the 3.5T, the entire GV80 drive experience is hushed, be it in terms of engine, road or wind noise (frankly, I can’t recall driving an SUV with a sub-six-figure price tag that’s as quiet as a GV80 V6). And yet, even without that model’s unique active road-noise cancellation tech (think: Bose 700 cans for the entire cabin), this 2.5T RWD isn’t far behind.

Speaking of the four-cylinder, the 2.5T’s soundtrack itself isn’t bothersome, but it is a bit featureless, and its character doesn’t match the GV80’s larger-than-life looks as well as the pricier, thirstier V6. That said, a solid slug of torque is always available for passing and the engine’s fuel-saving stop-start tech is unobtrusive enough that I left it enabled for 95% of my drive (something of a rarity for me). 

It’s worth noting that I only had the chance to drive the 2.5T unladen, without a cabin full of passengers or gear in the cargo area, and my drive day took place on Michigan’s drably flat and rain-slicked roads. I’d be interested to experience a similar model fully loaded, perhaps in the mountains, if only to see how much starch this powertrain really offers. Regardless, Genesis says the 2.5T can tow a solid 6,000 pounds, the same as its 3.5T big brother, so this combo ought to be reasonably stout. Of course, if you want the optional (small) third-row seats, you can’t get it with a four-cylinder engine. In fact, you have to pony up a very specific 3.5T trim, Advance Plus.

The GV80’s 2.5-liter turbo four puts out 300 hp and 311 pound-feet — more power than some rivals’ V6 engines.

Chris Paukert/Roadshow

4-cylinder efficiency

The payoff for going with the smaller I4, in addition to a substantially lower price tag, is markedly better fuel economy. The 2021 Genesis GV80 2.5T RWD nets 21 miles per gallon city, 25 highway and 23 combined according to EPA estimates. If you opt for AWD, the numbers hold up well, with only the combined number dropping by a single digit. Compare that to the AWD-only 3.5T, which gets 18 mpg city, 23 highway and 20 combined. None of these efficiency totals (all achieved on premium fuel) will score you on a slot on the Rainforest Action Network’s holiday-card list, mind, but these are solid figures for this class.

So, the I4 is less expensive and demonstrably more efficient. Good stuff. But if you’re picturing this GV80 as some sort of secret, inexpensive performance model for driving enthusiasts because it’s rear-wheel drive and lighter overall, well, think again. This isn’t a sport sedan on stilts, and it still weighs every bit of 4,700 pounds. That’s not to say this Genesis handles like an overstuffed couch — GV80s can hustle around corners smartly — but there isn’t much in the way of feel or involvement, especially from the steering. On the plus side, even though Genesis’ road-scanning adjustable suspension isn’t available on RWD models, because this 2.5T wears smaller 20-inch wheels wrapped in 265/50-series Michelin Primacy Tour all-season rubber, this vehicle offers better ride quality than the V6 I wrote about previously. (Base, 2.5T Standard trims ride on 19s with even taller sidewalls, so they ought to be more compliant still.) 

While you can’t get all the luxury fixins found in the V6 model, the 2.5T’s cabin remains posh, original and very well equipped.

Chris Paukert/Roadshow

Interior excellence

Even though the 2.5T RWD Prestige lacks many of the super-swish features found only on the 3.5T’s Prestige trim (e.g. quilted Nappa leather, power soft-close doors, 3D-effect digital gauges, and so on), the 2.5T RWD’s interior still feels upscale. This wasn’t a foregone conclusion, as the RWD Prestige even goes without many of the features that come standard in AWD models with the same engine and trim — you can’t get active noise cancellation or a head-up display, for instance. Thankfully, the inclusion of features like a widescreen, 14.5-inch infotainment display, 21-speaker Lexicon audio system, knurled-finish switchgear, panoramic roof and matte-finish wood help elevate the cabin to significant heights. However, it’s the overall aesthetic and the quality of fit and finish that really sell the premium vibe that allow the GV80 to stand shoulder-to-shoulder with the likes of the Audi Q7, BMW X5, Lincoln Aviator and Mercedes GLE.

When it comes to safety tech, Genesis has thankfully been a lot more straightforward. Regardless of driven wheels or trim, all GV80s receive adaptive cruise control with Highway Driving Assist II (lane centering and road sign recognition), lane-departure warning and blind-spot collision-avoidance assist, forward-collision warning with auto brake, plus a basic driver monitor and an unusual extra airbag mounted front center airbag. Prestige trim adds 360-degree birds-eye camera coverage for easier maneuverability, reverse auto-brake, blind-spot monitor and ultrasonic rear-seat occupant alert, but that’s about it. All in all, the entire GV80 line is on-point when it comes to safety gear.

While the 3.5T may still be the GV80 to covet, there’s certainly no shame in the 2.5T’s game.

Chris Paukert/Roadshow

Should you buy one?

Is it worth buying a GV80 rather than the more traditional (and predictable) luxury brands out of Europe and Japan? 100%. Dollar for dollar, the GV80 isn’t just a better value when optioned like-for-like, it actually has more street presence than the establishment, plus it has a nicer cabin and a much-longer warranty. In fairness, if history is any guide, the GV80 won’t have comparable resale value entrenched rivals from Europe and Japan, but then again, you won’t be forking over as much money to begin with, and Genesis often has better dependability scores.

Now, should you consider this 2.5T versus a 3.5T? Well, if you can afford to splurge, I would. The extra power — 375 hp and 391 lb-ft — and refinement makes the six-cylinder engine a worthy upgrade. Plus with the way Genesis tiers its trim lines, you tend to get more standard equipment on 3.5T models, too. One more thing: Since RWD doesn’t radically alter (let alone improve) the GV80’s agility or fun quotient, I’d go for an AWD model regardless of engine, especially if you’re located somewhere that sees a good amount of rain or snow. In fairness, this 2.5T RWD is likely to be a pretty rare bird on dealer lots anyhow. A Genesis spokesperson tells me that at least in the early days of GV80 sales, only around 30% of models on lots are likely to come with this smaller engine. Of that amount, only around a third are expected to be fitted with RWD.

All in all, it’s hard to go wrong with the 2021 Genesis GV80. It isn’t just the best value in the midsize luxury SUV segment, it’s one of the better options, period.

[azowners]

2021 Lexus RX 350 F Sport Exterior Update, Redesign, Changes

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