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loadprofile754 · 3 years ago

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Safest Compact Suv 2020

SUVs are really popular vehicles these days, and the smaller ones are a popular size for buyers, too. Many buyers also have safety high on their must-have list, especially since SUVs are great for transporting families. Carfax recently took a look at some safe small SUVs, and Mazda ranks highly on both the compact and subcompact lists. The 2020 Subaru Forester and 2020 Mazda CX-5 top the list of safest compact SUVs, while the 2020 Mazda CX-3 and 2021 Hyundai Kona lead the list of safest subcompact SUVs.

2020 Subaru Forester

Each year, NHTSA crash tests vehicles as part of our 5-Star Safety Ratings program. In addition, we do verification tests on advanced crash avoidance technology systems in vehicles. Here are the lists of vehicle models selected for each test. Best Safety Rated SUVS of 2020. Best Safety Rated SUVS of 2019. Find a Top 10 List - New Car and Used Car. Most Fuel Efficient. Based on fuel-economy. Auto manufacturers continue to make safety a top priority across all makes and models. Here are the 2020 SUVS that have the best safety ratings according to the National Highway Traffic Safety. The Highlander was all new for the 2020 model year, and it's a good SUV. But that's just it. In a large class full of three-row options, the Highlander falls short of being a class leader.

The 2020 Subaru Forester comes in first on the Carfax list of 16 safest compact SUVs of 2020. The Forester comes standard with Subaru’s EyeSight suite of driver-assist features as well as a rear-seat reminder. EyeSight provides adaptive cruise control, advanced adaptive cruise control, lane-keep assist and sway warning, pre-collision braking, and pre-collision throttle management. Additional safety features, including blind-spot warning and rear cross-traffic alert, are options. The top Touring trim also includes additional safety features, like reverse automatic braking and DriverFocus, which helps cut down on distracted and fatigued driving.

The 2020 Forester comes standard with all-wheel drive, providing the SUV with great traction. It also comes standard with Apple CarPlay and Android Auto compatibility. The 2020 Forester is also an IIHS 2020 Top Safety Pick+. It received a five out of five from the NHTSA.

Which Compact Suv Is The Safest

2020 Mazda CX-5

RELATED: The 2021 Mazda CX-5 Is Worth the Upgrade for the New Safety Features

The 2020 Mazda CX-5 is second on the list of safest compact SUVs of 2020. It now has adaptive cruise control, lane-keep assist, lane departure warning, forward collision warning, and blind-spot monitoring standard for 2020. However, the automatic emergency braking and pedestrian detection don’t work at speeds higher than 50 mph.

All trims of the CX-5 except the base one come standard with Apple CarPlay and Android Auto compatibility, allowing for hands-free phone use and reducing driver distractions. The 2020 CX-5 is also an IIHS 2020 Top Safety Pick+ and received five out of five from the NHTSA.

2020 Mazda CX-3

On Carfax’s list of the 17 safest subcompact SUVs for 2020, the 2020 Mazda CX-3 came in first. The 2020 CX-3 comes standard with the Mazda i-Activesense suite of driver-assist features. That includes adaptive cruise control with stop and go, automatic emergency braking, blind-spot monitoring, rear cross-traffic alert, pedestrian detection, and a head-up display.

The CX-3 does also come standard with Apple CarPlay and Android Auto compatibility. This subcompact SUV is an IIHS 2020 Top Safety Pick+. Sophos apple. It also received five out of five from the NHTSA.

2021 Hyundai Kona

Coming in second on the list of safest subcompact SUVs is the 2021 Hyundai Kona. The 2021 Kona comes standard with automatic emergency braking, lane-keep assist, and a driver attention warning system. All trims except the lowest one also come with blind-spot monitoring and rear cross-traffic alert. Skipping up to the top Ultimate trim adds adaptive cruise control and pedestrian detection.

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All-wheel drive is available but not standard on all trim levels. Apple CarPlay and Android Auto are standard on all trims of the 2021 Kona. The 2021 Kona is an IIHS 2020 Top Safety Pick. It received five out of five from the NHTSA.

Safest Luxury Compact Suv 2020

Carfax took a look at small SUVs available during 2020, examining ratings from the Insurance Institute for Highway Safety (IIHS) and the National Highway Traffic Safety Administration (NHTSA). These ratings along with the advanced driver-assist features included in the SUVs helped determine which compact and subcompact SUVs made the lists. Buyers looking for small and safe SUVs should consider the 2020 Subaru Forester, 2020 Mazda CX-5, 2020 Mazda CX-3, and 2021 Hyundai Kona.

Safest Compact Suv 2020

MakeModelBody styleBuickEncore GXSUVCadillacCT54 DRCadillacXT5SUVCadillacXT6SUVChevroletMalibu4 DRChrysler3004 DRChryslerPacifica Hybrid PHEVMVDodgeChallenger2 DRDodgeCharger4 DRFordEscapeSUVFordExplorerSUVFordTransit WagonVANFordTransit Wagon - high roofVANGMCAcadiaSUVHyundaiAccent4 DRHyundaiPalisadeSUVHyundaiSonata4 DRHyundaiVenue4 DRJeepGladiatorPU/CCJeepRenegadeSUVJeepWranglerSUVKiaSoulSUVKiaStinger4 DRKiaTellurideSUVMazdaCX-30SUVMazdaMazda34 DRMercedes-BenzSprinter 1500 Passenger Van (12 Pass)VANMercedes-BenzSprinter 2500 Passenger Van (12 Pass)VANMercedes-BenzSprinter 2500 Passenger Van (15 Pass)VANMitsubishiEclipse CrossSUVNissanKicksSUVNissanLEAF (62 KWh Battery)5 HBNissanMaxima4 DRNissanSentra4 DRNissanTitan Crew CabPU/CCNissanVersa4 DRRamRam 1500 Classic Crew CabPU/CCRamRam 2500 Crew CabPU/CCSubaruLegacy4 DRSubaruOutbackSWSubaruWRX4 DRToyotaCorolla4 DRToyotaHighlanderSUVToyotaTacomaPU/ECVolkswagenAtlas Cross SportSUVVolkswagenPassat4 DRVolvoS604 DRVolvoXC40SUVVolvoXC60SUVVolvoXC90 T5 FWDSUV5-Star Safety Ratings Model Year 2020 Vehicle Models Selected for Testing

Best Used Suvs For Seniors

MakeModelBodyAcuraMDXSUVAudiA64 DRAudiQ5SUVCadillacCT5/CT5-V4 DRChryslerPacificaMVFordF-150 Super CabPU/ECHondaCivic Sedan4 DRHondaOdysseyVANHyundaiElantra4 DRHyundaiPalisadeSUVJeepGrand CherokeeSUVKiaNiro HybridSUVKiaOptima4 DRLexusES 3504 DRMazdaCX-30SUVMazdaMazda64 DRNissanAltima4 DRRamRam 1500 Crew CabPU/CCSubaruOutbackSWToyotaCorolla4 DRVolvoS60 T64 DRMODEL YEAR 2020 VEHICLE MODELS SELECTED FOR ADVANCED CRASH AVOIDANCE TECHNOLOGY SYSTEMS VERIFICATION TESTING

Key

PU – Pickup

EC – Extended Cab

CC – Crew Cab

DR – Door

HB – Hatchback

MV – Mini Van

SW – Station Wagon

SUV – Sport Utility Vehicle

Search Vehicle Safety Ratings

NHTSA's 5-Star Safety Ratings help consumers make smart decisions about safety when purchasing a vehicle.

Recommended Driver Assistance Technologies

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perksofwifi · 5 years ago

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2020 Toyota Corolla XSE Hatchback Interior Review: Can Small Still Be Premium?

When the latest-gen Toyota Corolla was evaluated at our 2019 Car of the Year program, we lauded it as the best-driving Corolla in a long time, and we gave it high marks for its premium-feeling interior. Have our feelings about the latter changed a year later? Find out as we go inside, literally and figuratively, the 2020 Toyota Corolla.

Our fully loaded 2020 Corolla XSE hatchback tester came equipped with the 169-horsepower, 2.0-liter inline-four cylinder engine and CVT transmission. Resplendent in a color Toyota calls Blue Flame, with a mostly grey/black interior, our Corolla tester was sharp enough to garner appreciative nods from a couple young dudes in a Honda Civic Si while we were out on a test drive.

Stitched and Soft Touch Surroundings Say Quality

We know the feeling, as we’ve been mostly nodding our heads while inside the 2020 Corolla. As you get in, there is a strong sense of quality from the first pull of the door handle. It’s the soft, little things, like the sturdy, yet “soft return” grab handles above and soft-touch gauge cluster surround and dash pad. Handsome white stitching runs all around the cabin, across the dash, the center console and seats, and contrasts nicely against the pebble-grained surfaces. The only obvious place without the contrast stitching is the XSE’s leather-wrapped steering wheel, which makes sense as it is an upgrade that needs to work with a variety of interior combinations. That said, the look is very put together, particularly the gray, tweed-ish cloth inserts in the front seats. For a vehicle that costs $25,295, the Corolla XSE feels quite premium.

Although the slidable armrest between the front two seats has enough storage beneath it for a couple of water bottles and has both a 12V socket and 2.5amp USB port, there aren’t any other places for your gear, aside from traditional door pockets, cupholders, and glovebox. Toyota put tons of additional trays and cubbies in the Highlander and RAV4, so it would have been nice to see some of that here. The XSE model we tested did have the optional Qi wireless charging mat ahead of the shifter, but it’s a bit shallow. Not much else will fit there—your phone might not either, if it has a bulky case—or stay put while driving.

Sharp, Full Color Graphics Display and Apple/Android Connectivity

On the tech front, our Corolla XSE has nearly all the bells and whistles Toyota offers on the Corolla, including Toyota Safety Sense 2.0, which includes features like lane departure warning with steering assist, automatic high beams, and radar-guided cruise control. These features are well integrated into the driver’s cockpit, with a well-considered layout to the matte finish button array. Screens are large and bright; the 7-inch TFT display in the instrument cluster is particularly punchy and nice to look at, but its crispness does highlight the comparitively dull, lower-res quality of the 8-inch touchscreen infotainment screen (both standard on the XSE trim). The icons on the central display are a bit gray and drab, but if Apple Carplay is your jam, you’re in luck because it looks big and bold in the Corolla. Android Auto is also available, if you’re so inclined.

What About the Back Seats? Is Second Row, Second Class?

One of our comments from the notes at Car of the Year 2019 was that new Corolla is a bit space-limited, particularly in the rear seat. It’s fine as small cars go; your author stands 5-feet 11-inches tall, and can sit behind from driver’s seat (set for himself) with his knees not quite touching the seat back. There others in the class that boast more capacious rear sets.

There is a distinct lack of features in the rear seat. There no HVAC vents or power outlets of any kind—neither 12V nor USB—just a little cubby carved into the back of the frontseat armest, suitable for a tin of Altoids. The rear seats are single position only; rake is non-adjustable. A small win: there is a flip down armest, with two cupholders, and the rear window switches are lit, which isn’t always the case in this price range.

Corolla Cargo Capacity: Constrained But Well Appointed

The 2020 Corolla Hatchback’s rear cargo is on the small side, but there are some handy features, including some stealth hooks (for securing grocery bags) and an orange loop under the cargo cover. This is to hook and hold up the panel that covers the full-size spare and tool kit—both of which are nice to see at this price point. We had some rain during our test session with the Corolla and are happy to report that front and rear wipers work well, but that the rear wiper motor is quite noisy. Either that or that we only noticed it because the Corolla is very quiet inside.

A year after its debut, the interior of the 2020 Toyota Corolla still holds up as one of the better cabins in the segment. It definitely feels premium for the price point, especially for the driver and front passenger. Others in the class (especially the Korean competition), provide more features for the rear seat passengers, but if that isn’t your concern, consider the Corolla.

The post 2020 Toyota Corolla XSE Hatchback Interior Review: Can Small Still Be Premium? appeared first on MotorTrend.

https://www.motortrend.com/cars/toyota/corolla/2020/2020-toyota-corolla-xse-hatchback-interior-review/ visto antes em https://www.motortrend.com

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jeffrey2garner · 5 years ago

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The 2020 Toyota 4Runner Offers Old-School Cool With New-Age Tech

Modern cars are all curves and swoops and bends and slopes. The 2020 Toyota 4Runner offers none of these. What one shopper might describe as “old-school,” a 4Runner buyer would certainly call “classic.” The 4Runner doesn’t feel outdated, it feels familiar. “Revolting?” Try “Refreshing.”

The SUV frenzy gave way to the crossover craze years ago. The 4Runner’s history stretches back to the 1980s, but it’s the Toyota Highlander (and its softer, friendlier design) that keeps Toyota in the black. With the 2020 4Runner, Toyota attempts to bridge the gap between the former car’s capable, rugged legacy and the luxurious, safe, and comfortable appeal of the modern Highlander.

Dependably Tough, Surprisingly Nimble

The 2020 Toyota 4Runner comes in a variety of trims, but no matter how you spec it, you’ll likely expect a certain level of performance. All trims come equipped with a 4.0-liter V6 engine that produces 270 horsepower and 278 pound-feet of torque. Step on the throttle to hear its Tim Taylor grunt. Poor fuel economy comes standard, too. Over roughly 400 miles, I managed a meager 17.7 miles per gallon. What’s even more unbelievable, that number sits 0.7 mpg higher than the EPA estimate. The antiquated engine keeps the 4Runner feeling like a truck. When reviewing a 2019 example, George Kennedy actually described the V6 as, “more similar to a V8 with two cylinders lopped off than it is to a modern V6 designed for efficiency and smooth operation.” As a result, the 4Runner delivers only 5,000 pounds of maximum towing capacity, despite its rough-and-tumble feel.

Shown: 2019 Toyota 4Runner Engine

Driving on city streets, the 4Runner feels surprisingly at home. The broken pavement of Boston’s inner suburbs was no match for this SUV. It plowed through and punished any potholes brave enough to appear in my way. Equally surprising, the 4Runner ended up being significantly nimbler than it initially felt. At 18 feet, 7 inches, this overgrown mountain goat sports a tighter turning radius than both its main competitor, the Jeep Wrangler Unlimited, and its more family-friendly in-house stablemate, the Highlander.

That doesn’t mean the 4Runner is small. The steering is a blast from the past, managing to feel both heavy and vague at the same time. The full-time 4-wheel-drive (4WD) system in the Limited trim burns fuel like crazy. And I generally used the moonroof only to see how close the 4Runner’s roof was to scraping the garage doors.

Tech and Safety Finally Step into the Present

The 4Runner’s Limited trim swaps in a lot of chrome detailing, most notably the crossbar across the grille. It also adds power-retractable side steps. These started as a cool novelty but quickly wore on me as they appeared and retracted each time I opened a door. Predictably, the 4Runner offered an upright, commanding seating position for the driver and passengers in the front and second row. The third row’s jump seats offer a different story. Even though they showcase some very nifty space optimization, sliding out from underneath the third-row seatbacks, these two extra seats are definitely good for only short trips. If I ordered an Uber XL and got stuck in the third row of a 4Runner, I would not be a happy camper.

On the tech front, Toyota has drastically improved the 4Runner. What was classified a year ago as “basic but straightforward” has advanced to “well-equipped and nicely designed.” Apple CarPlay and Android Auto have both been integrated,. The touchscreen display has been bumped up to 8 inches. Entune, Toyota’s proprietary infotainment system, is easy enough to use. Still, I was particularly grateful to have Android Auto at my fingertips when navigating home. While Google Maps suggested an hour-long route, Entune navigation would have had me driving closer to two hours.

Previously, the 4Runner was a poster-car for the hallmarks of passive safety: seatbelts, airbags, and being bigger than other cars on the road. In 2020, that style doesn’t play well, and Toyota has made efforts to keep the vehicle up to date. Notably, you’ll find 2020 models equipped with adaptive cruise control and lane-departure warning, both of which are part of the Toyota Safety Sense P (TSS-P) suite of advanced safety features. This helps bridge the growing gap between the modern Highlander and the relatively archaic 4Runner. As usual, adaptive cruise proved to be a blessing, but the truck-like 4Runner could have benefited from lane-keeping assist more than it did from lane-departure warning; with a vehicle this big and steering this vague, I ended up turning off the system pretty quickly.

A Little Bit of Everything

The days of a $30,000 SUV are well behind us. The 4Runner starts at $36,020 and rises past my Limited test car’s nearly $50,000 price tag. In order to justify that price, Toyota had to bring its go-anywhere rig into the future. That means upscale appointments and advanced safety features. Today, this is a car for the person who needs a little bit of everything. It’s for those who want a truck that can go anywhere but also one that can suit their family’s needs. Some shoppers will undoubtedly see the 2020 4Runner as a compromise, failing to excel in any one area. Others will see it as an appropriate balance between old and new. Regardless, it’s clear that the 4Runner’s 36-year-old name won’t be going anywhere anytime soon.

The post The 2020 Toyota 4Runner Offers Old-School Cool With New-Age Tech appeared first on The CarGurus Blog.

from The CarGurus Blog https://blog.cargurus.com/2019/11/08/the-2020-toyota-4runner-offers-old-school-cool-with-new-age-tech via Car Gurus from Blogger http://jeffrey2garner.blogspot.com/2019/11/the-2020-toyota-4runner-offers-old.html via IFTTT

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jobsearchtips02 · 5 years ago

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2021 Toyota Sienna minivan goes hybrid-only with a radical new design

Toyota’s Sienna minivan has been given a radical, bullet-train-inspired makeover.

Toyota

It’s been over a decade since the current, third-generation Toyota Sienna minivan debuted, and in recent years, it’s grown a bit stale, overtaken by newer rivals like the Chrysler Pacifica and Honda Odyssey. But Toyota on Monday officially unveiled the new 2021 Sienna, which has been redesigned from the ground up and is gunning for the minivan segment crown. (See how the 2021 Sienna compares with its rivals in our Sienna, Odyssey and Pacifica spec comparison.)

This fourth-generation Sienna was designed by CALTY’s Newport Beach, California, and Ann Arbor, Michigan, design teams, but it looks wholly Japanese. Toyota describes the new Sienna as “bold, sexy and provocative,” and says the front end’s massive grille was inspired by the Japanese Shinkansen bullet train. More than anything, it reminds me of the awesome, boxy, overstyled JDM minivans that we don’t get in the US.

I don’t think the Sienna looks as outright aggressive as other recent Toyota models, and that’s a good thing. The bulging rear fender is lifted from the Highlander but looks more natural and soft here, and there are a number of nice, subtle surfacing changes like the lines coming off the LED headlights. The rear is a bit more angular, with slim LED taillights and a lot of creases, and the tailgate has a slight whiff of a ducktail spoiler. An XSE model (the one shown in red) gets a sportier body kit, dark 20-inch wheels and different interior trimmings.

2020 Toyota Sienna vs. 2021 Toyota Sienna

2020 Toyota Sienna 2021 Toyota Sienna Engine 3.5-liter V6 2.5-liter I4 hybrid Power 296 hp 243 hp (net) Torque 263 lb-ft N/A Transmission 8-speed auto CVT Fuel economy 21 mpg combined 33 mpg combined (est.) Length 200.6 in 203.7 in Width 78.1 in 78.5 in Height 68.9 in 68.5 in

Toyota gave the interior a radical overhaul, too. The automaker says minivan owners don’t want to feel like they’re driving a bus, so the wide dashboard is more similar in design to the brand’s SUVs. It’s got a high-mounted infotainment display and a nice mix of colors and materials, and it looks more upscale overall. The biggest change is a huge “bridge console” between the front seats that’s connected to the dash, which Toyota says is positioned for better ergonomics and comfort. That console offers cup holders, a wireless phone charger and some additional storage compartments, while the open area underneath is large enough to fit a purse or a backpack.

But I’m most interested in the second row of seats. The new Sienna has available as an option Super Long Slide captain’s chairs, which can slide up to 25 inches fore and aft. These reclining seats can be equipped with built-in ottomans, too. Lower trims get three-across seats in the second row with a stowable middle seat. On the top trims the seats are covered in leather with both heating and ventilation for the front two occupants, while the second row can be heated. (The second-row seats aren’t removable and can’t fold, though, due to integrated side airbags.)

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New platform, new powertrain

The new Sienna rides on Toyota’s modular TNGA-K platform, the same one underpinning cars like the Camry, Avalon and Highlander. Compared with the 2020 model, the new generation is 3.1 inches longer overall and rides on a 1.2-inch-longer wheelbase, and it’s slightly wider and a little lower in height. Toyota worked to make the new Sienna quieter and less affected by external vibrations, as well.

For the first time, the Sienna is available as a hybrid — and only as a hybrid. The sole powertrain is the same basic setup found in other Toyota hybrid models like the RAV4, using a 2.5-liter four-cylinder engine paired with two electric motors and a battery pack mounted under the front seats. The Sienna’s hybrid system puts out 243 total horsepower, 53 hp less than the current model’s V6 engine. But power isn’t the point: Toyota says it estimates the 2021 Sienna will get 33 miles per gallon combined, way better than the 21 mpg that the 2020 Sienna gets. It also bests the Odyssey and Pacifica, both of which use V6 engines and get 22 mpg combined.

Toyota wanted the Sienna’s interior to feel less like that of a bus.

Toyota

Not giving the Sienna a plug is intentional, Toyota says, and there are no plans for a PHEV version. A lot of Sienna owners are repeat customers, so the new one needed to feel familiar, with no need to plug it in to achieve maximum efficiency. In addition to the standard three-year/36,000-mile basic warranty, the 2021 Sienna has a five-year/60,000-mile powertrain warranty and an eight-year/100,000-mile warranty for all hybrid components including the battery.

All-wheel drive is an option on all trim levels, with the system using a separate electric motor for the rear wheels instead of a traditional transfer case and driveshaft (no word on if it adds any extra horsepower). It’s able to send up to 80% of torque to the rear wheels, and Toyota says the all-wheel-drive model is more agile in the corners. I expect the AWD Sienna to get slightly worse fuel economy than the FWD model, though Toyota hasn’t released official numbers.

2021 Toyota Sienna design was inspired by Japanese bullet trains

See all photos

The 2021 Sienna has multiple driving modes including one for EV-only operation (for very short distances at low speeds), and there’s an adjustable regenerative braking feature that mimics the act of downshifting, ideal for hilly terrain. A new Predictive Efficient Drive feature remembers driving habits, road conditions and repeated routes to optimize when the battery is charged by the hybrid system. This feature is also found in the new 2021 Venza hybrid.

Like the current Sienna, the new one is able to tow up to 3,500 pounds, and it has an available 120-volt AC outlet and 1,500-watt inverter to power gear and accessories. Toyota will offer accessories from Yakima that have been designed for the Sienna including a bike rack, cross bars and a rooftop carrier. Who needs an SUV when you have a minivan?

I don’t think it’s a stretch to call this the best-looking Sienna ever.

Toyota

Segment-first tech and features

More than anything, minivans are all about interior functionality, and the 2021 Sienna has it in spades. There are as many as 18 cup holders, six more than the maximum offered by the 2020 model. Standard equipment for every Sienna includes power sliding doors, auto up/down windows, three-zone automatic climate control and second-row sunshades. Climbing the trim level ladder — LE, Limited, XSE and Platinum — adds features like kick-activated sliding doors and power tailgate, four-zone auto climate control, a sunroof, sunshades for the third row and a power tilt and telescoping steering wheel that’s also heated. The Limited trim gets a built-in vacuum and storage box, while the Platinum replaces the box with a refrigerator.

The “base” infotainment setup is a 9-inch touchscreen with Apple CarPlay, Android Auto, Amazon Alexa and SiriusXM capability, six speakers and seven USB ports. Moving up in the trim levels adds HD Radio, onboard Wi-Fi, navigation and a 1,200-watt JBL audio system with 12 speakers and a subwoofer. There’s an available 11.6-inch rear entertainment system with 1080p resolution and an HDMI input, a remote controller and a pair of wireless headphones. A 7-inch screen in the gauge cluster can show hybrid system info, while an optional 10-inch head-up display can project navigation info, as well.

The new Sienna is longer, lower and wider than before.

Toyota

Toyota’s Safety Sense 2.0 suite of driver assist features is standard across the board, including automated emergency braking with pedestrian detection, blind-spot monitoring, adaptive cruise control, blind-spot monitoring, rear cross-traffic alert, lane-departure warning with steering assist, road sign assist and automatic high beams. Every 2021 Sienna has 10 airbags, including curtain airbags for all three rows and the aforementioned side airbags built into the first and second-row seats. A digital rearview mirror and a 360-degree camera with a curb view are new options, and there’s also a rear-seat occupant reminder system.

Toyota hasn’t released any pricing yet, but the Sienna will go on sale toward the end of the year and will continue to be built at Toyota’s plant in Indiana. It will have to face still-tough competition in the form of the face-lifted Chrysler Pacifica and Honda Odyssey and an upcoming next-gen Kia Sedona. (See how it stacks up against those competitors in our spec comparison story.) But, at least for now, the 2021 Sienna seems poised to be a major contender.

from Job Search Tips https://jobsearchtips.net/2021-toyota-sienna-minivan-goes-hybrid-only-with-a-radical-new-design/

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componentplanet · 5 years ago

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2020 Jeep Grand Cherokee Review: Luxurious, Solid on Any Road Surface

2020 Jeep Grand Cherokee Summit February 2020 Lime Kiln Road, Adirondacks

The 2020 Jeep Grand Cherokee is almost a decade old, and yet it’s currently the best-selling midsize SUV on the market: 242,969 sold last year, 200,000-plus most for much of the past two decades. The current body design has been around since 2011, there are 13 trim lines (model variants), multiple drivetrains, and varying levels of driver assistance technology.

Both despite its age and because of it – when the factory builds the same car year after year, reliability tends to improve – the Grand Cherokee has good fit and finish, a nicely controlled ride, a very nice interior on most trims, comfortable seats, and a solid infotainment system. Other than standard blind-spot detection and rear cross-traffic alert, driver-assist features are optional. The two rows of seats are both roomy, but no third-row seat is offered.

If one owner says their Grand Cherokee does fine off-road but the interior looks just okay and the center stack display is small, a second owner says it’s pretty luxe and the display is nice, and a third says the cockpit looks great and did you know it goes 0-60 in 3.5 seconds, that’s because, with those trim lines, there’s one that costs $33,000, a couple that run around $50,000-$60,000, and one that runs $88,000 with a 707-hp engine. (No, that’s not a typo.) You decide how much off-road capability, acceleration, and rear-seat entertainment you want, and you pay accordingly.

On the Road

I test drove the Jeep Grand Cherokee Summit. It is the premier Grand Cherokee for people who don’t feel the need to have a strong Dodge Viper flavor to their SUV, in which case there’s the performance-oriented Grand Cherokee V8 SRT and the high-performance Trackhawk. My test car totaled $62,775 with a four-wheel-drive system – not just all-wheel-drive – that added $3,000, a V8 engine that added $3,795, an eight-speed automatic, telematics, onboard Wi-Fi, Android Auto and Apple CarPlay, an AC socket and plenty of USB jacks, and a $1,995 rear entertainment system. At this point, you’re pushing into Audi-BMW-Mercedes territory.

My time in the Grand Cherokee Summit included a late-winter run into the New York State Adirondacks area around Lake Placid. A detour through hilly, rutted dirt roads covered with about eight inches of snow proved no problem at all.

The ride up and back into the northwoods, on interstate highways, was pleasurable, with a comfortable driving position, decent audio, and very little road noise. The Grand Cherokee Summit is plenty comfortable for four adults and a weekend’s worth of luggage. Even with cupholders front and back and bins in the doors, in-cabin storage for little items was lacking.

Good Navi, but Audio Could Be Better

The UConnect 4 infotainment system on my car was quite easy to use. But note that not all Grand Cherokees get UConnect 4 and 8-inch center stack screens. For years, Chrysler-Dodge-Ram products have had very good navigation and infotainment. It doesn’t hurt that when you press the NAV button, the screen asks you, “Where to?” The only people who don’t get that are grade-school teachers looking for a verb and a complete sentence.

This was the first Harman Kardon premium audio system I’ve driven that wasn’t breathtaking. It had 19 speakers and the issue – to me – was the woofer in the driver’s kick panel area. It was so heavily boosted that with the volume up and listening to my workout playlist (you know: the songs you’re too embarrassed to share), the sound pressure made my pant legs flap. So much so it felt like a Rockford Fosgate system, a brand happy to be known for heavy – sorry, deep – bass. It was much improved by turning the bass setting below the midpoint.

Not Enough Driver Assists

The advanced driver-assistance systems (ADAS) are not all state-of-the-art and too many are extra-cost. Nothing wrong with blind-spot detection (standard) or lane keep assist (included on some trim lines). The optional ParkSense backup system auto-stops the car if you get too close to a stopped object. That’s all good. Adaptive cruise control goes down to zero but you have to manually resume forward travel, and if you’re stopped more than three seconds, ACC disengages.

Forward collision warning, a technology that requires a low-cost front-facing camera, is optional. Of the 18 midsize, two-row SUVs on the market, the only non-Jeep product lacking FCW is the revived Chevrolet Blazer, which, despite its heritage, is not a hard-core off-roader. Automatic emergency braking for highway and for city situations are also optional, and pedestrian AEB is not offered.

My Grand Cherokee Summit 4X4 was rated at 14 mpg city, 22 mpg highway, and 17 mpg overall. I averaged 20 mpg in a week of primarily highway driving.

So Many Models to Choose From

The 2020 Grand Cherokee comes in a dazzling array of trim lines, or model variants. Currently, there are 13. These prices include $1,495 shipping.

Laredo, $33,735 rear drive / $35,735 four-wheel drive Laredo E, $35,390 / $37,390 Upland, $37,685 / $39,685 Altitude, $39,830 / $41,830 North Edition, $40,285 4WD standard Limited, $41,545 / $43,545 Limited X, $46,640 / $48,640 Trailhawk $46,645 4WD standard Overland, $47,985 / $50,985 High Altitude, $50,730 / $53,730 Summit, $54,085 / $57,085 SRT, $70,085 4WD standard Trackhawk, $88,590 4WD standard

It’s hard to describe each model other than to note the Laredo E is a nicer Laredo, not a hybrid; North Edition and Trailhawk target wintry off-roading and off-roading; and SRT and Trackhawk are high-performance SUVs that also go off-road and tow boats.

Should You Buy?

The Grand Cherokee is the best of the seven Jeep models you can buy in terms of modern-day amenities and reliability without sacrificing heavy snow / off-road driving. It’s also the best-selling, with 26 percent of Jeep’s 923,2981 2019 sales. By our count, there are nearly 25 midsize, mainstream-price SUVs, and almost as many premium midsize SUVs. The top sellers, mainstream or premium, are:

SUV 2019 Sales Change Jeep Grand Cherokee 242,969 +8% Toyota Highlander 239,437 -2% Jeep Wrangler 228,042 -5% Ford Explorer 187,061 -28% Subaru Outback 181,178 +1%

(Note: The big falloff for the Ford Explorer came in the wake of quality-control problems while getting the sixth-generation Explorer and the sibling Lincoln Aviator into production at Ford’s Chicago assembly plant.)

The Jeep Cherokee is not an entry edition of the Grand Cherokee but a separate model eight inches shorter than Grand Cherokee’s 190 inches, with a base four-cylinder engine and not quite as refined.

The Grand Cherokee is your best choice among midsize SUVs if you want an one that goes off-road, not just negotiate a lightly plowed gravel road near the ski slope, and does it with a reasonable amount of passenger comfort. As a bonus, some Grand Cherokees can tow up to 7,200 pounds; the rest tow at least 3,500 pounds. If you have little kids (two), the dual rear entertainment system may be worth the healthy price. The V6 engines are good and the V8s are better but gas mileage suffers.

The mainstream trim lines fare well against the Chevrolet Blazer and Ford Edge. The roomier, longer, three-row Ford Explorer is also a competitor for those who value towing capacity. The Toyota 4Runner is very good off-road but not as smooth otherwise. If you want a competent all-around vehicle, look also at the Subaru Ascent, Toyota Highlander, Honda Pilot, and Hyundai Santa Fe. The Dodge Durango is a cousin to the Grand Cherokee, is longer, and has three rows of seats, but isn’t as skilled off-roading.

The Grand Cherokee upper trim lines compete nicely against premium brands. But it’s hard to match the NVH and highway manners of say, a BMW X5, when you go into battle in a design released the same year Ke$ha debuted We R Who We R.

Other top midsize SUVs don’t map to Grand Cherokee’s off-roader ethic. The Lexus RX is all-around excellent but is not what you want going off-road or hauling a trailer. The Mazda CX-9 is the sportiest and most fun to drive, but without the cargo capacity.

Jeep’s other sales advantage is that Grand Cherokee buyers are predisposed toward USA vehicles. According to JD Power research, 76 percent of Grand Cherokee owners say they prefer buying from a domestic company versus 58 percent for the midsize SUV segment as a whole. That means Grand Cherokee owners may not cross-shop the sporty Korean-flagged Kia Telluride (three rows but still midsize), even it’s built in Alabama, and the similar Hyundai Palisade. The Grand Cherokee would win on off-road driving. But in other areas, Kia and Hyundai are extremely competitive, particularly NVH and driver assists.

A new Grand Cherokee should be introduced this year as a 2021 model. Given how well Jeep has done to keep the fourth-generation model competitive, the new model should be impressive.

Now read:

2020 Jeep Gladiator Review: You Know You Want This Off-Roading Pickup

2020 Kia Telluride Review: The New Benchmark for Midsize SUVs

2020 Hyundai Palisade Review: A New Star Among Midsize SUVs

from ExtremeTechExtremeTech https://www.extremetech.com/extreme/306766-2020-jeep-grand-cherokee-review-luxurious-solid-on-any-road-surface from Blogger http://componentplanet.blogspot.com/2020/03/2020-jeep-grand-cherokee-review.html

#2020 Jeep Grand Cherokee Review: Luxurious #Solid on Any Road Surface

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enginerumors · 6 years ago

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2020 Toyota Highlander Engine, Release Date, Spy Shots

2020 Toyota Highlander Engine, Release Date, Spy Shots – The Japanese producer will probably expose the all-new 2020 Toyota Highlander. The newest Highlander is predicted to obtain a whole upgrade, for the time being, there are not certain specifics about the changes. Nonetheless, it can most likely receive a more appealing exterior with possibly newer and more effective shades. Into the cabin,…

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bracaza · 5 years ago

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Toyota to showcase all-new Highlander 2020 via Super Bowl ad

Toyota’s mid-size crossover SUV Highlander is getting an upgrade in 2020, with the Japanese carmaker set to provide the first glimpse into the redesigned model during the Super Bowl LIV through a commercial. The 60-second commercial for the all-new Highlander will be part of the Super Bowl’s lineup of ads. It will air on FOX TV Sunday, marking the start of Toyota’s Highlander vehicle campaign, which will run through mid-July 2020. The debut of the new Toyota Highlander comes 20 years after the model was first introduced at the New York International Auto Show. It was released in late 2000 in Japan and in January 2001 in North America. The 2020 Toyota Highlander will have a starting suggested retail price of $34,600. “We're excited to feature the all-new 2020 Highlander in our spot in the Big Game… The Highlander is currently the best-selling model in the midsize SUV segment, and there's no better way to kick off the marketing campaign for the fourth generation of this benchmark SUV than during the most-watched television event of the year,” Ed Laukes, group vice president of Toyota Marketing at Toyota Motor North America, said in a statement. According to Toyota’s website, the 2020 Toyota Highlander will feature a 12.3-inch touch-screen display that is compatible with Android Auto, Apple CarPlay, Amazon Alexa and SiriusXM. It also boasts heated and ventilated front seats that are able to cool down or warm up according to a rider’s need. The most exciting feature of the Highlander 2020 is its panoramic moonroof that has a power tilt and slide mode. Drivers and passengers will also look forward to the new Highlander’s wireless smartphone charger. Follow I4U News’ dedicated news hub for all things Super Bowl. As with previous years, we cover all the most popular Super Bowl commercials. Find out which companies are spending millions of dollars to advertise during the Big Game and watch teasers and the full Super Bowl 2020 ads as they become available on our official Super Bowl News Hub. The Super Bowl 2020 (LIV) will be played at Hard Rock Stadium in Miami on February 2, 2020. http://dlvr.it/RM7FY6

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perksofwifi · 5 years ago

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2020 Toyota Corolla XSE Hatchback Interior Review: Can Small Still Be Premium?

Stitched and Soft Touch Surroundings Say Quality

Sharp, Full Color Graphics Display and Apple/Android Connectivity

What About the Back Seats? Is Second Row, Second Class?

Corolla Cargo Capacity: Constrained But Well Appointed

The post 2020 Toyota Corolla XSE Hatchback Interior Review: Can Small Still Be Premium? appeared first on MotorTrend.

https://www.motortrend.com/cars/toyota/corolla/2020/2020-toyota-corolla-xse-hatchback-interior-review/ visto antes em https://www.motortrend.com

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topcarschannel · 6 years ago

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2020 Toyota Highlander Hybrid Interior | Full Performance And Fuel Economy

via IFTTT 2020 Toyota Highlander Hybrid Interior | Full Performance And Fuel Economy the 2020 toyota highlander,toyota highlander 2020,toyota highlander,toyota,highlander,highlander 2020,naias,new york auto show 2019,new york auto show,2020 highlander,toyota highlander 2019,2019 highlander,2019 toyota,2020 toyota,toyota 2020,highlander 2019,detroit auto show 2019,2019 detroit auto show,2019 toyota highlander The Toyota Highlander is all new for 2020, riding on the same new platform that underpins other recently redesigned Toyotas. It's only a bit bigger than before, and largely represents evolutionary changes intended to bolster its refinement and sharpen its driving experience. The previous Highlander's V6 engine is now standard (the weakling four-cylinder has been dropped), while the Highlander Hybrid model is more powerful, more efficient and now available with front-wheel drive. The advanced torque-vectoring all-wheel drive system from the RAV4 Adventure is now an option on some V6 trim levels. Finally, styling inside and out is significantly different and infotainment features have been bolstered with standard Apple CarPlay and Android Auto. A jumbo 12.3-inch touchscreen is also now available. The 2020 Highlander interior largely maintains the functionality of its predecessor, but makes it more visually distinctive. Materials quality has also been improved, with more stitched simulated leather surfaces, but to be fair we've only seen the range-topping Platinum trim at this point. Interior storage remains a priority for Highlander. It retains the mid-dash shelf of its predecessor, but it's now split in two (one beneath the center stack controls, the other in front of the passenger), and there's a squishier, grippier surface inside to keep items secure. Below, there's a larger area specifically devoted to even the biggest smartphones. It is there where all three front USB ports reside, while those in the rear are on the back side of the center console (there are none in the third row). That center console's bin is once again very deep and covered by a sliding cover — but there's only one cover now instead of the old model's odd clamshell design, and it's more densely padded to better serve as an armrest. SUBCRIBE NOW.. https://youtube.com/c/TopCarsChannel My Other Sites Facebook : http://bit.ly/2S33EwM GooGle plus : http://bit.ly/2Uz66Ib Twitter : https://twitter.com/Top_Cars1 Pinterest : http://bit.ly/2RZzevw Blogger : http://bit.ly/2UBSBI5 Instagram : http://bit.ly/2S2cISV Popular Vidio. NISSAN X TRAIL https://www.youtube.com/watch?v=89XtwWLeBHE 2018 DOGDE DMOND https://www.youtube.com/watch?v=EF0Jkw9FxSw&t=18s 2019 RAM 1500 https://www.youtube.com/watch?v=GNoKT4TTexw&t=22s #TopCarsChannel #toyota #hybrid #interior #automotive #Cars2019 #otomotive

#YouTube #CARS #cars #car #automotive #auto car #subcribe #vidio #review

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eddiejpoplar · 6 years ago

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The 2020 Kia Telluride Is Classy and Comfortable

Remember the Kia Borrego from a decade ago? I didn’t think so, but that’s alright. Kia would likely prefer you forget its first (and last) foray into the full-size, body-on-frame SUV segment that lasted just one model year in the States. Even contemporary reviews were skeptical of Kia’s plan, questioning the decision to roll out the lumbering, thirsty Borrego as the market grappled with high fuel prices and shifted toward smaller unibody crossovers.

Today, Kia’s aim is far truer across its entire lineup, and the company took its time developing a new large three-row SUV. The result is the new 2020 Telluride, and it proves the Koreans remain thoroughly in touch with the times.

It Looks Fantastic

Though it is the largest Kia SUV ever, it’s still considered mid-size, albeit at the larger end of the segment. Underneath the square-shouldered exterior lie bones shared with the Hyundai Palisade, but where that model is styled with a sort of anodyne handsomeness, the Telluride has honest-to-goodness presence, even while prowling the Range Rover and Land Cruiser–filled streets of its namesake city in Colorado.

It’s a wide, muscular design, with one of the best implementations of Kia’s “tiger nose” grille to date. It’s decidedly upmarket in execution, reminding us more of the Cadillac XT6 or Volvo XC90 than segment mates like the Honda Pilot and Ford Explorer, especially around back with its inverted “L” taillights. It’s a cohesive, style-forward look that would be as welcome at the valet stand of a country club as in the muddy parking lot of a country-music concert.

The powertrain isn’t as high-society as the styling. Buyers have just one choice of engine and transmission, the 3.8-liter naturally-aspirated Lambda II V-6 and Kia’s in-house-developed eight-speed automatic transmission. Output of 291 horsepower and 262 lb-ft of torque is dead on for the competition, hustling the two-ton-plus Telluride to 60 mph in something like eight seconds. The transmission was a little busier than we’d have preferred while in traffic and along winding roads, but it settled down at highway speeds. We didn’t get a fully accurate read on overall performance thanks to the region’s power-sapping lofty elevation—which turbocharging can mitigate—but we’d imagine there shouldn’t be any problem shuttling a load full of ski bums between slopes.

Ride and noise isolation are excellent, especially for the Telluride’s size. Body control and rebound is well managed, even when slamming over moderate-size potholes ripped open during recent weather in the region. The first stretch cut through the curvaceous mountain passes between Gateway and Telluride, and despite the Kia’s overall softness, is handling is more competent than you might expect. It gets settled quickly after turning into a corner and stays that way while corner carving far beyond any reasonable expectations of a comfort-oriented three-row crossover.

Excellent Insides

It’s comfy inside as well. Kia always manages to make interiors assembled with cost in mind feel like money was close to no object, and things are even better in the Telluride. None of the wood or “metal” surfaces are real, but if we didn’t mention that, you’d be hard-pressed to notice. It’s good to be a passenger, too, especially with the option of cooled/heated second-row captain’s chairs in place of a standard three-person row. (That drops the eight-seater to a seven-person cockpit.) Kiddos and fidgety adults will be placated with two USB ports per row for their dying devices. Hopping in the back row is a button-press away, as the second-row seats move easily, and there’s acceptable room in the way back for any adult of medium build or under.

We spent all of our time in a loaded-out SX with the luxe Prestige package, replete with Nappa leather upholstery and a microfiber headliner, so we can’t speak on entry-level Tellurides.

But at least in those we drove, there’s plenty of tech to keep you satisfied and connected. Apple CarPlay and Android Auto is standard on all trim levels, projected through either the standard 8.0-inch infotainment screen or higher trim’s 10.3-inch unit. Don’t worry about waking the sleepy passengers in the back thanks to the new Quiet Mode that can restrict infotainment audio output to just the front row. Conversely, if it’s getting a little rowdy, Driver Talk allows the front passengers to project their voices to the rear through an integrated microphone system.

Rough and Kinda Ready

Kia pushes the Telluride as a rough-and-ready ridge crusher, though we’re not so sure it’s as capable as it’s made out to be, at least out of the box. Before its full reveal in Detroit this past January, the Telluride stopped by 2018 New York Fashion Week wearing a full kit of 4×4 hardware, including knobby tires and an intake snorkel. Fast forward to SEMA in November, and four heavily modified trail-ready Tellurides gave demonstration rides around a closed off-road course. And in ads, the SUV is shown off the beaten pavement.

In front-wheel-drive models, driving modes are limited to Smart, Eco, Sport, and Comfort that modify steering, throttle, and shift points. All-wheel-drive Tellurides come with a Snow mode and AWD Lock setting that distributes power to all-four-wheels equally under 40 mph. Beyond that, you’re on your own out on the trails without a dedicated off-road driving mode or tools like hill-descent control. Regardless, 8.0 inches of ground clearance and locking AWD made short work of the brief off-road portion of our drive route. Although the path was scraped clean of any major obstacles, the Telluride slid through dusty sweepers and crashed through small rivulets slashing across the road without any shudders or other issues.

On-road assists are a different matter—there are tons of them. Blind-spot monitoring, driver-attention warning, lane-departure warning, lane-keep assist, cross-traffic avoidance, and automatic cruise control are all standard. Jump up to the EX and SX trims, and the Level 2 semi-autonomous (according to Kia) Highway Drive Assist appears, handling steering and adjusting to changes in the speed limit while on a highway.

Stick with the base LX trim, and expect to pay $32,735, which aligns with the base prices of the $32,495 Toyota Highlander, $32,970 Subaru Ascent, and $32,495 Honda Pilot, but is a smidge more than the $31,125 Chevrolet Traverse. Mid-level S and EX trims start at $35,035 and $38,135, while our fully loaded SX with Prestige package clocks in at $46,860, a hefty amount but the going rate for a heavily equipped non-luxury three-row these days. It’s a competitive market, but the 2020 Telluride is one of the best-looking models among its peers, and it offers up tons of interior comfort, amenities, and space. This particular three-row Kia is assuredly going to stick around for a lot longer than one model year.

2020 Kia Telluride Specifications

ON SALE May PRICE $32,735 ENGINE 3.8L DOHC 24-valve V-6; 291 hp @ 6,000 rpm, 262 lb-ft @ 5,200 rpm TRANSMISSION 8-speed automatic LAYOUT 4-door, 7- or 8-passenger, front-engine, FWD or AWD SUV EPA MILEAGE 19–20/24–26 mpg (city/hwy) L x W x H 196.9 x 78.3 x 68.9 in WHEELBASE 114.2 in WEIGHT 4,112–4,482 lb (mfr) 0��60 MPH 8.1 sec (est.) TOP SPEED N/A

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enginerumors · 6 years ago

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2020 Toyota Highlander Hybrid, Release Date

2020 Toyota Highlander Hybrid, Release Date – Someday on the second one half of 2019, the Japanese developer will almost certainly show the all-new 2020 Toyota Highlander. The newest Highlander is predicted for a full upgrade, for the time being, there is no precise information regarding the changes. On the other hand, it will certainly quite possibly get yourself a that much more attractive…

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jonathanbelloblog · 6 years ago

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The 2020 Kia Telluride Is Classy and Comfortable

It Looks Fantastic

Excellent Insides

We spent all of our time in a loaded-out SX with the luxe Prestige package, replete with Nappa leather upholstery and a microfiber headliner, so we can’t speak on entry-level Tellurides.

Rough and Kinda Ready

2020 Kia Telluride Specifications

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#IFTTT #Performance Junk Blogger Feed 4

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perksofwifi · 5 years ago

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3-Row Midsize SUV Comparison Test: Kia Telluride vs. Toyota Highlander vs. Ford Explorer vs. Honda Pilot and Five Other SUVs

The 21st Century has seen Americans ditching minivans for midsized three-row SUVs. In the last decade and a half, about a dozen minivans have been discontinued as the family-hauler of choice. And in the past three years, new names like Atlas, Ascent, Telluride, and Palisade have joined the hyper-competitive three-row SUV segment.

I grew up surrounded by minivans because our family of six required a family hauler that was spacious and comfortable. And we made good use of them. A big family like ours needed a vehicle with plenty of space for six and their gear; a minivan was the only option. Space, safety, and reliability were at the top of my parents’ list of must-have transportation features. SUVs were for off-roading, not the road trip or morning school run.

But now, SUVs have evolved and taken over the carpooling and road-trip game. And there are so many to SUVs choose from. So MotorTrend will answer for you: Who makes the best midsize three-row SUV for a big family?

Who makes 3-row SUVs?

This contest pits the 2020 MotorTrend SUV of the Year against several newer entrants and some segment stalwarts. Can it handle the burden?

The 2020 Toyota Highlander is both the newest SUV of the pack and also the segment sales leader. Entering its fourth generation, the Highlander comes with sleeker lines and a bolder design inside and out. Our mid-trim XLE tester was priced at $42,320—the least expensive SUV in the test (by thousands of dollars) but, when you look around its interior, clearly not the cheapest. With its leather seats, 18-inch wheels, power liftgate, and an 8.0-inch infotainment touchscreen with Apple CarPlay, Android Auto, and Amazon Alexa, the Highlander brings tremendous value.

If you prefer an SUV that stands out from a crowd, the Kia Telluride, crowned SUV of the Year for 2020, gets a lot of attention. Kia’s new three-row SUV brings fresh style to the SUV’s traditional boxy design. It also delivers a ton of value—at $47,585, our Telluride SX arrived with heated and ventilated seats in the first and second rows, a panoramic sunroof, and USB ports for all three rows.

The Hyundai Palisade shares the same platform, engine, and suspension as the Telluride. But the two Korean SUVs are different, inside and out. The Hyundai is a bit more expensive as equipped, with our Limited model carrying a sticker price of $48,205. Like the Kia, the Palisade adds a lot of features and materials that the rest of the field can’t match.

Subaru got tired of its loyal customers leaving for other brands when their families got bigger, so the Ascent was conceived with the American market in mind. The Ascent Touring we tested came with handy interior features and camel-colored leather seats. For $47,017 as equipped, the Ascent carries strong value.

The Mazda CX-9 was launched back in 2016, but its design continues to be among the freshest in the segment. The CX-9 has been known as the driver’s SUV; it has impressed us with its handling and maneuverability. Our Signature-trim tester had nice materials and was decently equipped, but its $47,715 price tag seemed a bit too high for what you get. Its cabin feels narrower than the others, and its technology is aging.

The Honda Pilot is the longest-tenured SUV in this group. Our Black Edition was the only Pilot available (but at least Honda provided one; Nissan declined our request for a final-year Pathfinder). Our Pilot arrived with a price of $50,740, the highest in this test, but its design package makes it a strong value that has aged well.

The Volkswagen Atlas is the only European player in the segment, and it has a distinct personality. With 20-inch wheels, a second-row bench seat (captain’s chairs are optional), and heated front seats, the $49,390 Atlas SEL feels pricey when you compare it to the Koreans. But it’s enormous inside.

Based on a new rear-drive unibody platform, the Ford Explorer has been re-engineered from the ground up for the 2020 year-model. The platform is a first for the Explorer, and Ford updated the new generation with an angular design and a more spacious cabin. Our XLT tester arrived with a price of $47,715 and a surprisingly short list of amenities.

Completing the field is the Chevrolet Traverse, the biggest three-row SUV in the segment. With gobs of cargo room and ample passenger space, the Traverse has been a popular model for Chevy. Our $47,990 Traverse Premier arrived with an easy-to-use 8.0-inch infotainment screen and a video rearview mirror, which can project a camera view onto the mirror in case passengers or cargo block your view.

3-row SUVs: Which has the best interior?

Even more than driving dynamics, buyers of big SUVs want convenience and space. But they also don’t want a crude box. Every day, you run errands, pick the kids up from school, and commute to work. That’s a lot of time inside your vehicle. And when you’re spending nearly $50,000 for an SUV, you want it to look and feel plush, spacious, and comfortable.

The Kia Telluride was the SUV with by far the most sumptuous interior. The quilted leather, spacious second row, and 10.25-inch touchscreen are all traits of today’s luxury-brand SUVs, but this one comes at a mainstream price. The Telluride also shines by virtue of its multiple smartly positioned USB ports in the first, second, and third rows. “Getting into the Telluride after the Highlander was like being upgraded to business class on a long flight,” features editor Christian Seabaugh said.

The price difference between the two is more than $5,000, but the upgrades go even beyond that. “All the buttons, knobs, and switches in the Telluride have the extra-premium feel you would expect from a higher-end brand,” editor-in-chief Mark Rechtin said.

In contrast, the Highlander’s driver position is so far inboard that the driver’s elbow won’t rest comfortably on the door-mounted armrest. Although it’s the newest entrant in the segment, we were let down by the Highlander’s old technology and very tight third row (only 27.7 inches of legroom, the smallest of the group). The infotainment system is slow and doesn’t look as new as the others—even the Pilot’s feels newer. Some of the buttons require a real reach, getting into the third row is a struggle, and once you’re back there, there are no USB ports. But we praised the Highlander’s deep and efficient trays for driver and passenger—an ideal place to put your phone, wallet, or keys.

We were most disappointed by the interior of the Explorer, which was rife with poor material choices, creaky joinery, and even exposed wires. “There’s an abuse of scratchy plastics on the doors and dash,” associate online editor Nick Yekikian said. “The leatherette feels like rubber. It’s almost mushy. The center console lid closes with a really unsatisfying clap.” Despite the materials, the Explorer’s third row is comfortable and spacious; even adults have enough legroom and headroom for short city drives.

The Hyundai Palisade differentiates itself from the Telluride with a push-button gear selector and an intriguing layout for the center console. There’s a lot of attention to detail, from the headliner that feels like the fanciest Egyptian cotton to the quilted leather on the door panels. Although the Telluride and Palisade are similar, we’d rather spend our time in the Telluride. “The Palisade is logical, but I wouldn’t necessarily call it attractive or premium,” road test editor Chris Walton said. “It’s just different to be different.”

The Subaru Ascent distinguishes itself from the group with its elegant mix of interior colors. The three-tone palette and faux wood on the door panels creates a relaxing atmosphere. “The material choice, quality, and color mix are all top-notch,” Seabaugh said. The infotainment screen is easy to use, and the excellent Harman Kardon stereo comes with the only CD player in the group. The Ascent offers good visibility, and it’s comfortable. But we prefer the Highlander’s dashboard trays, which aren’t as narrow or short and hold more stuff than the Ascent’s. The Ascent also comes with smart interior details, like the handles located on the shoulders of the second-row captain’s chairs’ seat backs to help you get in or out of the third row.

Sadly, the Mazda CX-9 does not share the Ascent’s roominess or ease of ingress/egress. Getting into the third row is a struggle, and your hair will get messed up when you try to fit yourself through the narrow passage. If you make it through, you’ll find yourself cramped. Our CX-9 was equipped with a center console for second-row passengers, but we found it useless and unnecessary. We also despise the infotainment system—the rotary knob interface is infuriating, and you can’t control the touchscreen when the SUV is moving.

Contrary to the Mazda, the Traverse has a capacious third row, fitting adults and still leaving enough room for cargo. Although we admired its infotainment system, we also noticed its uninspiring interior design and subpar material quality. “Chevy really needs to work on the tactile feel of its switchgear,” Seabaugh said. “All the knobs and levers feel so chintzy, like they’re going to crumble in my fingers.” Rechtin said the stereo sounded like “someone threw an iPhone into a trash can.” At least the A/C blows an Arctic blast right away.

European cars aren’t usually known for being the most spacious, but the Atlas is the exception. “Its third-row seating is excellent, even with the second-row seats fully back,” Rechtin said. “Ingress and egress are easy given the large rear door cut. Plus, enormous cargo space.” The Atlas offers the most legroom for third-row passengers. On the tech front, its infotainment system was easy to use, its digital cluster looks sharp, and its optional Fender stereo is crisp. But that’s where the good news ends. The faux wood trim is unconvincing, and the hard plastics in the second and third rows are appalling. VW may have focused too much on developing a spacious interior and forgotten about making an attractive one.

The midcycle refresh the Pilot received a couple of years ago brought an updated infotainment system with modern graphics and smart features like CabinTalk, which allows the driver to talk to their kids through the speakers (or headphones if they’re connected to the rear entertainment system). But design-wise, the Honda’s black-on-black interior looks dated and boring, especially when you compare it to the Subaru or the Korean cousins. We loved the deep and spacious center console and the ease of getting into and out of the third row, which is ample enough for city drives for adults.

3-row SUVs: Which has the best performance?

Although these players aren’t necessarily known for being great athletes, you’ll want an SUV that has enough punch to pass an 18-wheeler when necessary, a suspension that makes the ride pleasant, and enough sound insulation that you can hear your kids in the back.

We headed to Southern California’s spectacular Palos Verdes Peninsula. Its twisty and hilly roads overlook the Pacific Ocean, and its neighboring streets and reachable freeway made it a great spot for vehicle evaluation.

If we were to award a gold medal for performance, ride, and handling, the Mazda CX-9 would be the champ. With its stiffer steering, well-balanced suspension, and peppy 2.5-liter turbo-four engine, the CX-9 delivers on Mazda’s “Driving Matters” mantra. “No SUV in this group is as engaging and—dare I say—rewarding to drive as the CX-9,” Seabaugh said. “Its steering is well weighted, accurate, and pure.” With 227 hp and 310 lb-ft of torque, the CX-9 was tied for the torquiest SUV (along with Explorer), and its six-speed automatic transmission, though old, still gets the job done. Rechtin agreed: “It’s definitely the most entertaining drive of the bunch if you still want the feel of fun.”

Although 0–60 times are almost irrelevant for this segment, sometimes you need that extra giddyap. We were surprised to see the Honda Pilot winning the chase in 6.2 seconds. “Once the VTEC kicks in, this engine feels and sounds great,” Walton said. Its standard 3.5-liter naturally aspirated V-6 produces 280 hp and 262 lb-ft of torque, and its nine-speed automatic was updated for 2019 to make shifts smoother and downshifts quicker. It’s not perfect, but the gearbox feels like it has improved, though we wish it wouldn’t hunt for gears when going uphill. Yekikian noted a “squishy brake pedal that inspires little confidence,” but during our testing at the track, the Pilot tied for first (along with the Traverse and Highlander) in 60–0 braking, stopping in 116 feet.

Whereas most of the SUVs we tested were equipped with all-wheel drive, our Traverse was front-drive only. Its 3.6-liter V-6 is good for 310 hp and 266 lb-ft of torque, making it the SUV with the most horsepower, and its nine-speed gearbox provided smooth shifts during our drive. We also enjoyed the steering precision and heft. But because it’s the largest SUV of the group, we noted plenty of body roll. Rechtin experienced awkward head toss even when going over smaller bumps, and he commented on the suspension undulations. And although its engine felt pretty powerful, it wheezed like an old-time Hoover vacuum with a full bag when asked for more power.

The virtually identical Koreans shine inside and out, but underneath they aren’t outstanding. The Telluride and the Palisade share the same powertrain—a 3.8-liter V-6 engine that delivers 291 hp and 262 lb-ft mated to an eight-speed gearbox. And although their performance numbers are nearly identical, they’re not top of the class. Seabaugh complained about the lack of low-end torque, and Walton described the transmission as “lackadaisical.”

In the real world, the Palisade’s ride feels stiffer and sportier than the Telluride’s plush suspension, and the Kia’s brakes outperformed the Hyundai’s. Neither feels slow, but a bump in horsepower and torque wouldn’t hurt.

If the Koreans need more power, the Highlander needs more road isolation. Whether it’s the wind or road noise, the Highlander’s cabin was pretty loud. Its eight-speed automatic and 295-hp, 263-lb-ft 3.5-liter V-6 are carried over from the previous generation. Seabaugh criticized the way the engine and the transmission played together (or rather, didn’t), adding that the “lack of powertrain refinement is far more galling than its complete and utter lack of steering feel.” Despite the harsh comments on the powertrain, we applauded the Highlander’s suspension, which delivered a smooth ride even through the tumbling, slow-motion landslide of Portuguese Bend.

The Subaru Ascent delivers lots of low-end torque, and its chassis tuning stood out during our road test. With a 2.4-liter turbo-four engine, the Ascent delivers 260 hp and 277 lb-ft of torque, and it’s the only three-row SUV in this group that carries a CVT. But that’s not necessarily a bad thing; the transmission and the engine work very well together, delivering power to the wheels with little lag. And just like we’ve experienced with the newest Subarus, ride and handling are some of the Ascent’s best traits. Walton complimented its sporty-for-the-segment ride, and Yekikian noted its composure and stability at high speeds. Although the Ascent won’t raise your eyebrows for how quick it is, Rechtin said its acceleration felt quicker than what its 0–60 time indicated.

If speed is your priority, the Volkswagen Atlas is not for you. It took 7.8 seconds to get to 60 mph—1.6 seconds behind the Pilot. Its 3.6-liter V-6 produces 276 hp and 266 lb-ft of torque, but it doesn’t get along with its jerky eight-speed gearbox. Then there’s its ride—Yekikian felt carsick after he finished the 50-minute loop and begged not to drive the Atlas home that night. Rechtin noted more head toss than in other SUVs, and every judge commented on the lack of steering feel. “The lack of engineering excellence, quality, attention to detail, and design—all hallmarks of global VW products like the Golf—are truly galling in the North America–only Atlas,” Seabaugh said.

With its 2.3-liter turbo-four engine coupled to a 10-speed automatic, the Ford Explorer makes 300 hp and 310 lb-ft of torque. Ford offered us an Explorer with all-wheel drive, but because it was much more than our $50,000 limit, we instead took delivery of a rear-wheel-drive XLT. It might sound cool to say you have a rear-drive Explorer, but once you get behind the wheel, your perception could change. Its powertrain was poorly calibrated, and we all complained about its bouncy and unsettled ride. “On paper, this engine should be a winner, tied for the most torque of the group,” Walton said. “But in practice it ends up feeling lacking, its transmission slower to shift and less decisive.” On the freeway, every judge noticed its poor noise insulation, and our unit suffered from a whistle coming from the windshield during freeway driving, which speaks to the Explorer’s build quality.

3-row SUVs: Which is the safest?

The primary job of these SUVs is transporting your family safely. IIHS has data on all of these SUVs except the Highlander, which has not been tested as of this writing, but with the new safety standards for 2020, no three-row SUV received the coveted Top Safety Pick+ award. To qualify for a 2020 Top Safety Pick+ or Top Safety Pick, vehicles must have Good ratings in each of the six crashworthiness tests and have Good or Acceptable headlights and available front crash prevention technologies.

The Palisade, Telluride, CX-9, and Ascent all received the IIHS’ Top Safety Pick award (the Traverse, Explorer, Pilot and Atlas did not), but the Chevy, Honda, and Volkswagen got five-star ratings—the best possible score—from NHTSA. (As of this writing, the Explorer has not been tested by NHTSA.)

Although we enjoyed the way the Ford’s smart cruise control adjusted to speed limits, it leaves just enough of a gap in front for other cars to cut you off. “The cruise braking takes a little long to react, and the turbo-four is slow to respond once a gap opens in front of you,” Rechtin said.

During our testing we also knocked the Traverse for not having adaptive cruise control; you can only set a distance alert for the automatic emergency braking system. The Pilot received five stars from NHTSA but fell short from getting the 2020 Top Safety Pick award from the IIHS. (The 2020 Pilot was tested and rewarded with a 2019 Top Safety Pick award, but it’s disqualified from earning a 2020 Top Safety Pick because it didn’t get a Good rating in the passenger-side small overlap crash test, a new requirement for this year.) Honda Sensing continues to be one of the best safety suites, and it’s standard on the Pilot. Lane keep assist kept the Pilot centered in its lane, and adaptive cruise control was easy to engage.

The Telluride’s lane keeping assist had trouble reading some of the lanes during the freeway portion of our drive, and we criticized its adaptive cruise control for having difficulties in stop-and-go traffic—something that new vehicles should perform flawlessly.

The CX-9 and Ascent joined the Hyundai and Kia in receiving the IIHS’ second highest honors, but we preferred the Subaru’s smart cruise control, which detected distant vehicles slowing down earlier than other systems.

Chevrolet Traverse Honda Pilot Mazda CX-9 Subaru Ascent Volkswagen Atlas AVG STATE FEES $1,143 $1,170 $1,127 $1,138 $1,171 DEPRECIATION $24,621 (52%) $21,000 (45%) $24,079 (52%) $17,958 (41%) $22,986 (51%) FINANCING $5,228 $5,079 $5,100 $4,835 $4,966 INSURANCE $6,535 $6,671 $8,412 $8,477 $8,063 FUEL $8,434 $8,375 $8,175 $8,175 $9,416 MAINTENANCE $3,351 $3,140 $3,428 $3,291 $3,069 REPAIRS $708 $719 $807 $862 $0 5-YEAR COST OF OWNERSHIP $50,020 $46,154 $51,128 $44,736 $49,671 INTELLICHOICE Target Purchase Price $38,136 $37,811 $40,439 $40,525 $34,531

3-row SUVs: Which is the best value?

There are many ways to look at value. Some SUVs have low starting sticker prices, which can give an impression of a smart purchase, but when you step up from the base trim and start adding options, you can find huge gaps in how much they’ll lighten your pocketbook relative to comparably equipped competitors.

The Explorer XLT starts at a tempting $37,770, but our model came with almost $10,000 in options, bumping its price to $47,715—yet the amount of cheap, black plastic on its grille, profile, mirror caps, and throughout its interior had us wandering if this was the work truck version. For that price, you’re better off with the Hyundai Palisade or Kia Telluride, which drive better, have more convenience features, look cooler, and have brilliant interiors.

The Toyota Highlander XLE, with its $42,320 sticker price, is a tremendous player in the value game. You get good bang for your buck, and in a Highlander, that really means something. The Toyota also comes with standard captain’s chairs in XLE and higher trims, whereas VW charges $695 extra for them, even in the top-trim Atlas SEL with the Premium package. Volkswagen’s Atlas looks sharp, but its value is not as strong.

Per IntelliChoice’s five-year cost of ownership analysis (depicted above), the Ascent tops the chart with the best retained value. Unfortunately, it’s too early to have data for the Telluride and Palisade, the newest nameplates in the segment, and Explorer and Highlander, which are all-new for 2020.

3-row SUVs: Which is the best?

After our look at all the players in the three-row SUV game, it became clear to us that if you have a big family or really need that third row and room for tons of stuff, a minivan is a better option.

No SUV can match the passenger room, cargo space, and utility that minivans offer. That said, despite not being as functional, the usability of three-row midsize crossovers has improved greatly. And they look better, too. But it ain’t just clever marketing that has boosted sales. SUVs are much more capable for families now than they were a decade ago. And the segment is more crowded than ever.

So which is the one to choose? Sometimes it depends on your priorities.

Despite its roominess, the VW Atlas’ busy ride and handling and recalcitrant powertrain need improvement before it can be a strong player in this segment.

The same can be said for the Ford; although different powertrains are available, the combination of the 2.3-liter turbo with the 10-speed and rear-wheel drive delivered a terrible overall calibration. Its content-per-dollar also makes for a poor value proposition.

The Mazda CX-9 is the most fun to drive in this group, but for a family seeking spacious transportation, its tighter packaging makes it less appealing. Its aging technology doesn’t help, either.

The Chevrolet Traverse, on the other hand, offers a spacious cabin and modern infotainment system, but its weak safety features and cheap interior land it well down our roster.

The Toyota brings a strong value game and sharp interior design. However, the Highlander’s claustrophobic third row, outdated infotainment system, and thrashy powertrain relegated it to a disappointing finish.

Any of the vehicles in the top four places are worth considering. A solid new player, the Hyundai Palisade scored highly for its attention to detail, but its hard seats and harsh ride kept it off the podium. You won’t regret owning one, but there are better options.

The Honda Pilot has aged well, and the updated transmission and infotainment system erased our main quibbles over the past years’ models. Its packaging and value continue to be among the best in the segment.

The Subaru Ascent’s value, interior design, and spacious cabin helped it claim the silver medal. Shame about that exterior design, though.

Finally, the Telluride. It seems 2020 is the year for South Korea. Not only did Parasite take the top honors at the Oscars, but our reigning SUV of the Year also continues to outperform its competitors. Although it still has areas where it could improve, the Kia Telluride remains the best three-row family SUV you can buy today.

3-Row SUVs: Best and Worst

9th Place Volkswagen Atlas It’s plenty spacious but has a ride that will make kids carsick. VW needs to improve its family SUV’s suspension.

8th Place Ford Explorer It’s new to market, but the Ford seems like it was built ages ago. Its price ladder doesn’t speak well to value.

7th Place Mazda CX-9 Great power, ride, and handling, but that’s not why folks buy people haulers. It’s short of the traits that make a true family vehicle.

6th Place Chevrolet Traverse A strong SUV just three years ago, the Traverse has suffered at the hands of the newer players in the segment. A rental car feel at a high price.

5th Place Toyota Highlander The segment sales leader arrived with a cool new design, but a cramped third row and a thrashy powertrain hurt.

4th Place Hyundai Palisade A smart value, the Palisade raises eyebrows at school plays and soccer practice. Ride is stiff for kids, though.

3rd Place Honda Pilot The smartly packaged Pilot scores highly with its responsive suspension and direct steering feel.

2nd Place Subaru Ascent It’s oddly styled, but once you see how spacious and capable it is, the Ascent checks many boxes. Plus: value.

1st Place Kia Telluride Eye-catching design, an elegant interior, and excellent value. The Telluride doesn’t disappoint. A class above.

2020 Chevrolet Traverse Premiere (FWD) 2020 Ford Explorer XLT (RWD) 2020 Honda Pilot Black Edition AWD DRIVETRAIN LAYOUT Front-engine, FWD Front-engine, RWD Front-engine, AWD ENGINE TYPE 60-deg V-6, alum block/heads Turbocharged I-4, alum block/head 60-deg V-6, alum block/heads VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl SOHC, 4 valves/cyl DISPLACEMENT 222.7 cu in/3,649 cc 138.1 cu in/2,264 cc 211.8 cu in/3,471 cc COMPRESSION RATIO 11.5:1 10.0:1 11.5:1 POWER (SAE NET) 310 hp @ 6,800 rpm 300 hp @ 5,500 rpm 280 hp @ 6,000 rpm TORQUE (SAE NET) 266 lb-ft @ 2,800 rpm 310 lb-ft @ 3,500 rpm 262 lb-ft @ 4,700 rpm REDLINE 6,750 rpm 6,500 rpm 6,750 rpm WEIGHT TO POWER 14.0 lb/hp 14.6 lb/hp 15.3 lb/hp TRANSMISSION 9-speed automatic 10-speed automatic 9-speed automatic AXLE/FINAL-DRIVE RATIO 3.49:1/2.16:1 3.58:1/2.58:1 4.33:1/2.08:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 17.3:1 16.5:1 16.0:1 TURNS LOCK-TO-LOCK 3.3 3.1 3.1 BRAKES, F; R 12.6-in vented disc; 12.4-in vented disc, ABS 13.6-in vented disc; 12.6-in disc, ABS 12.6-in vented disc; 13.0-in disc, ABS WHEELS 8.0 x 20-in cast aluminum 8.5 x 20-in cast aluminum 9.5 x 20-in cast aluminum TIRES 255/55R20 107H (M+S) Continental Cross Contact LX20 255/55R20 107H (M+S) Pirelli Scorpion Zero 245/50R20 102H (M+S) Continental CrossContact LX25 DIMENSIONS WHEELBASE 120.9 in 119.1 in 111.0 in TRACK, F/R 67.3/67.0 in 66.9/66.9 in 66.3/66.3 in LENGTH x WIDTH x HEIGHT 204.3 x 78.6 x 70.7 in 198.8 x 78.9 x 69.9 in 196.5 x 78.6 x 70.6 in GROUND CLEARANCE 7.5 in 7.9 in 7.3 in APPRCH/DEPART ANGLE 13.3/21.3 deg 20.1/22.0 deg 19.7/20.8 deg TURNING CIRCLE 39.0 ft 38.7 ft 39.4 ft CURB WEIGHT 4,346 lb 4,367 lb 4,285 lb WEIGHT DIST, F/R 58/42% 50/50% 56/44% TOWING CAPACITY 5,000 lb 5,300 lb 5,000 lb SEATING CAPACITY 7 6 7 HEADROOM, F/M/R 41.3/40.0/38.2 in 40.7/40.5/38.9 in 39.5/40.9/38.9 in LEGROOM, F/M/R 41.0/38.4/33.5 in 43.0/39.0/32.2 in 40.9/38.4/31.9 in SHOULDER ROOM, F/M/R 62.1/62.2/57.5 in 61.8/61.9/54.6 in 62.0/62.0/57.6 in CARGO VOLUME BEH F/M/R 98.2/57.8/23.0 cu ft 87.8/47.9/18.2 cu ft 82.1/46.0/16.0 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.4 sec 2.2 sec 2.1 sec 0-40 3.5 3.5 3.2 0-50 4.7 5.0 4.6 0-60 6.4 6.8 6.2 0-70 8.1 9.1 8.1 0-80 10.4 11.8 10.6 0-90 13.0 15.5 13.4 0-100 16.7 — 17.3 PASSING, 45-65 MPH 3.2 3.6 3.3 QUARTER MILE 14.8 sec @ 94.9 mph 15.3 sec @ 89.6 mph 14.7 sec @ 93.9 mph BRAKING, 60-0 MPH 116 ft 121 ft 116 ft LATERAL ACCELERATION 0.81 g (avg) 0.81 g (avg) 0.79 g (avg) MT FIGURE EIGHT 27.2 sec @ 0.64 g (avg) 27.7 sec @ 0.64 g (avg) 27.6 sec @ 0.62 g (avg) TOP-GEAR REVS @ 60 MPH 1,750 rpm 1,600 rpm 1,500 rpm CONSUMER INFO BASE PRICE $46,995 $37,770 $50,740 PRICE AS TESTED $47,990 $47,715 $50,740 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes Yes/Yes AIRBAGS 7: Dual front, front side, front center, f/m/r curtain 8: Dual front, front side, front knee, f/m/r curtain 6: Dual front, front side, f/m/r curtain BASIC WARRANTY 3 yrs/36,000 miles 3 yrs/36,000 miles 3 yrs/35,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles 5 yrs/60,000 miles 5 yrs/60,000 miles ROADSIDE ASSISTANCE 5 yrs/60,000 miles 5 yrs/60,000 miles 3 yrs/35,000 miles FUEL CAPACITY 19.4 gal 17.9 gal 19.5 gal 5 x 25-MI LOOP, VEH. REPORTED* 19.7 mpg 18.9 mpg 21.2 mpg REAL MPG, CITY/HWY/COMB Not tested 20.1/29.4/23.5 mpg 19.1/28.2/22.3 mpg EPA CITY/HWY/COMB ECON 18/27/21 mpg 21/28/24 mpg 19/26/22 mpg ENERGY CONS, CITY/HWY 187/125 kW-hrs/100 miles 160/120 kW-hrs/100 miles 177/130 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.92 lb/mile 0.82 lb/mile 0.90 lb/mile RECOMMENDED FUEL Unleaded regular Unleaded regular Unleaded regular *Onboard trip computer averages

2020 Hyundai Palisade HTRAC (Limited) 2020 Kia Telluride SX V6 AWD 2020 Mazda CX-9 Sg AWD DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, AWD Front-engine, AWD ENGINE TYPE Atkinson-cycle 60-deg V-6, alum block/heads Atkinson-cycle 60-deg V-6, alum block/heads Turbocharged I-4, alum block/head VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 230.6 cu in/3,778 cc 230.6 cu in/3,778 cc 151.9 cu in/2,488 cc COMPRESSION RATIO 13.0:1 13.0:1 10.5:1 POWER (SAE NET) 291 hp @ 6,000 rpm 291 hp @ 6,000 rpm 227 hp @ 5,000 rpm TORQUE (SAE NET) 262 lb-ft @ 5,200 rpm 262 lb-ft @ 5,200 rpm 310 lb-ft @ 2,000 rpm REDLINE 6,750 rpm 6,500 rpm 6,300 rpm WEIGHT TO POWER 15.3 lb/hp 15.5 lb/hp 19.1 lb/hp TRANSMISSION 8-speed automatic 8-speed automatic 6-speed automatic AXLE/FINAL-DRIVE RATIO 3.65:1/2.36:1 3.65:1/2.36:1 4.41:1/2.65:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 15.6:1 15.6:1 17.6:1 TURNS LOCK-TO-LOCK 2.9 2.9 3.1 BRAKES, F; R 13.4-in vented disc; 12.0-in disc, ABS 13.4-in vented disc; 12.0-in disc, ABS 12.6-in vented disc; 12.8-in disc, ABS WHEELS 7.5 x 20-in cast aluminum 7.5 x 20-in, cast aluminum 8.5 x 20-in cast aluminum TIRES 245/50R20 102V (M+S) Bridgestone Dueler H/P Sport AS 245/50R20 102V (M+S) Michelin Primacy Tour A/S 255/50R20 104V (M+S) Falken Ziex CT50 A/S DIMENSIONS WHEELBASE 114.2 in 114.2 in 115.3 in TRACK, F/R 67.2/67.6 in 67.2/67.6 in 65.3/65.2 in LENGTH x WIDTH x HEIGHT 196.1 x 77.8 x 68.9 in 196.9 x 78.3 x 68.9 in 199.4 x 77.5 x 67.6 in GROUND CLEARANCE 7.9 in 8.0 in 8.8 in APPRCH/DEPART ANGLE 18.5/21.2 deg 17.0/20.9 deg 17.7/20.0 deg TURNING CIRCLE 38.7 ft 38.8 ft 38.8 ft CURB WEIGHT 4,459 lb 4,510 lb 4,333 lb WEIGHT DIST, F/R 56/44% 55/45% 55/45% TOWING CAPACITY 5,000 lb 5,000 lb 3,500 lb SEATING CAPACITY 7 7 6 HEADROOM, F/M/R 39.3/38.3/37.2 in 39.5/38.8/37.8 in 39.3/38.5/35.4 in LEGROOM, F/M/R 44.1/42.4/31.4 in 44.1/42.4/31.4 in 41.0/39.4/29.7 in SHOULDER ROOM, F/M/R 61.2/60.8/55.2 in 61.6/59.9/55.3 in 57.9/58.1/53.1 in CARGO VOLUME BEH F/M/R 86.4/45.8/18.0 cu ft 87.0/46.0/21.0 cu ft 71.2/38.1/14.4 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.5 sec 2.5 sec 2.4 sec 0-40 3.8 3.9 3.6 0-50 5.1 5.2 5.1 0-60 7.1 7.2 7.1 0-70 9.1 9.3 9.3 0-80 11.3 11.5 12.3 0-90 14.5 14.5 15.6 0-100 — 17.7 19.7 PASSING, 45-65 MPH 3.7 3.7 3.8 QUARTER MILE 15.3 sec @ 89.1 mph 15.4 sec @ 92.9 mph 15.5 sec @ 89.7 mph BRAKING, 60-0 MPH 129 ft 118 ft 121 ft LATERAL ACCELERATION 0.74 g (avg) 0.80 g (avg) 0.85 g (avg) MT FIGURE EIGHT 28.3 sec @ 0.63 g (avg) 27.3 sec @ 0.63 g (avg) 27.1 sec @ 0.64 g (avg) TOP-GEAR REVS @ 60 MPH 1,700 rpm 1,600 rpm 1,900 rpm CONSUMER INFO BASE PRICE $47,745 $44,960 $47,315 PRICE AS TESTED $48,205 $47,585 $47,715 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes Yes/Yes AIRBAGS 7: Dual front, front side, driver knee, f/m/r curtain 6: Dual front, front side, f/m/r curtain 6: Dual front, front side, f/m/r curtain BASIC WARRANTY 5 yrs/60,000 miles 5 yrs/60,000 miles 3 yrs/36,000 miles POWERTRAIN WARRANTY 10 yrs/100,000 miles 10 yrs/100,000 miles 5 yrs/60,000 miles ROADSIDE ASSISTANCE 5 yrs/Unlimited miles 5 yrs/60,000 miles 3 yrs/36,000 miles FUEL CAPACITY 18.8 gal 18.8 gal 19.5 gal 5 x 25-MI LOOP, VEH. REPORTED* 19.2 mpg 19.7 mpg 17.4 mpg REAL MPG, CITY/HWY/COMB 20.2/29.9/23.7 mpg 18.6/31.0/22.7 mpg 17.3/28.3/21.0 mpg EPA CITY/HWY/COMB ECON 19/24/21 mpg 19/24/21 mpg 20/26/23 mpg ENERGY CONS, CITY/HWY 177/140 kW-hrs/100 miles 177/140 kW-hrs/100 miles 169/130 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.93 lb/mile 0.93 lb/mile 0.87 lb/mile RECOMMENDED FUEL Unleaded regular Unleaded regular Unleaded regular *Onboard trip computer averages

2020 Subaru Ascent Touring 2020 Toyota Highlander XLE AWD 2019 Volkswagen Atlas V6 SEL 4Motion DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, AWD Front-engine, AWD ENGINE TYPE Turbocharged flat-4, alum block/heads Atkinson-cycle 60-deg V-6, alum block/heads 10.6-deg V-6, iron block/alum head VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 145.7 cu in/2,387 cc 210.9 cu in/3,456 cc 219.6 cu in/3,598 cc COMPRESSION RATIO 10.6:1 11.8:1 12.0:1 POWER (SAE NET) 260 hp @ 5,600 rpm 295 hp @ 6,600 rpm 276 hp @ 6,200 rpm TORQUE (SAE NET) 277 lb-ft @ 2,000 rpm 263 lb-ft @ 4,700 rpm 266 lb-ft @ 2,750 rpm REDLINE 6,000 rpm 6,750 rpm 6,000 rpm WEIGHT TO POWER 17.7 lb/hp 14.9 lb/hp 17.1 lb/hp TRANSMISSION Cont variable auto 8-speed automatic 8-speed automatic AXLE/FINAL-DRIVE RATIO 4.44:1/2.08:1 3.00:1/2.02:1 3.60:1/2.41:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; control arms, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 13.5:1 14.2:1 16.3:1 TURNS LOCK-TO-LOCK 2.6 2.8 2.8 BRAKES, F; R 13.1-in vented disc; 13.0-in vented disc, ABS 13.3-in vented disc; 13.3-in disc, ABS 13.2-in vented disc; 12.2-in disc, ABS WHEELS 7.5 x 20-in cast aluminum 8.0 x 18-in cast aluminum 8.0 x 20-in cast aluminum TIRES 245/50R20 102H (M+S) Falken Ziex ZE001 A/S 235/65R18 106V (M+S) Bridgestone Alenza Sport A/S 255/50R20 105T (M+S) Continental CrossContact LX Sport DIMENSIONS WHEELBASE 113.8 in 112.2 in 117.3 in TRACK, F/R 64.4/64.2 in 65.3/65.4 in 67.2/67.8 in LENGTH x WIDTH x HEIGHT 196.8 x 76.0 x 71.6 in 194.9 x 76.0 x 68.1 in 198.3 x 78.3 x 70.0 in GROUND CLEARANCE 8.7 in 8.0 in 8.0 in APPRCH/DEPART ANGLE 17.6/21.8 deg 17.9/23.0 deg 20.4/22.4 deg TURNING CIRCLE 38.0 ft 37.4 ft 38.1 ft CURB WEIGHT 4,594 lb 4,398 lb 4,725 lb WEIGHT DIST, F/R 54/46% 54/46% 55/45% TOWING CAPACITY 5,000 lb 5,000 lb 5,000 lb SEATING CAPACITY 7 8 7 HEADROOM, F/M/R 40.1/38.7/36.3 in 38.4/39.4/36.1 in 41.3/40.4/38.3 in LEGROOM, F/M/R 42.2/38.6/31.7 in 40.4/41.0/27.7 in 41.5/37.6/33.7 in SHOULDER ROOM, F/M/R 61.1/60.3/57.2 in 59.0/58.7/55.0 in 61.5/60.8/54.9 in CARGO VOLUME BEH F/M/R 86.0/47.0/17.6 cu ft 84.3/48.4/16.0 cu ft 96.8/55.5/20.6 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.9 sec 2.5 sec 2.7 sec 0-40 4.0 4.0 4.0 0-50 5.5 5.4 5.6 0-60 7.3 7.2 7.8 0-70 9.6 9.6 10.1 0-80 12.4 12.1 12.9 0-90 16.1 14.9 16.5 0-100 20.4 19.1 — PASSING, 45-65 MPH 3.7 3.7 4.1 QUARTER MILE 15.8 sec @ 89.2 mph 15.6 sec @ 91.5 mph 15.9 sec @ 88.3 mph BRAKING, 60-0 MPH 118 ft 116 ft 121 ft LATERAL ACCELERATION 0.80 g (avg) 0.82 g (avg) 0.84 g (avg) MT FIGURE EIGHT 27.4 sec @ 0.63 g (avg) 27.4 sec @ 0.63 g (avg) 27.1 sec @ 0.62 g (avg) TOP-GEAR REVS @ 60 MPH 1,500 rpm 1,400 rpm 1,800 rpm CONSUMER INFO BASE PRICE $46,055 $42,320 $44,190 PRICE AS TESTED $47,017 $42,320 $49,390 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes Yes/Yes AIRBAGS 7: Dual front, front side, driver knee, f/m/r curtain 8: Dual front, front side, driver knee, front-pass thigh, f/m/r curtain 6: Dual front, front side, f/m/r curtain BASIC WARRANTY 3 yrs/36,000 miles 3 yrs/36,000 miles 6 yrs/72,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles 5 yrs/60,000 miles 6 yrs/72,000 miles ROADSIDE ASSISTANCE 3 yrs/36,000 miles 2 yrs/Unlimited miles 3 yrs/36,000 miles FUEL CAPACITY 19.3 gal 17.9 gal 18.6 gal 5 x 25-MI LOOP, VEH. REPORTED* 17.7 mpg 18.1 mpg 16.7 mpg REAL MPG, CITY/HWY/COMB Not tested 20.3/30.6/23.9 mpg 16.4/25.8/19.6 mpg EPA CITY/HWY/COMB ECON 20/26/22 mpg 20/27/23 mpg 17/23/19 mpg ENERGY CONS, CITY/HWY 169/130 kW-hrs/100 miles 169/125 kW-hrs/100 miles 198/147 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.87 lb/mile 0.86 lb/mile 1.01 lb/mile RECOMMENDED FUEL Unleaded regular Unleaded regular Unleaded regular *Onboard trip computer averages

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