#even if it's not tech - cx-2 is a super cool character

[apocalyp-tech-a]

Dante's Inferno? 🔥

He is in hell:

The Circles of Hell:

Just a cool shot of CX-2 in a hellish laser blast red:

Descent to the final circle:

Ninth Circle: Treachery - Brother vs. Brother (*IF* it's Tech)

I know I post a lot of tech neck and nonsense, but I do also appreciate the actual classic storytelling going on and I just could not help making parallel to CX-2's descent down the center of the palace and the rings of hell in Dante's Inferno. The Ninth Circle is reserved for those that commit treachery and is considered the greatest sin. I guess it plays a lot in to Crosshair's view on loyalty as well. If CX-2 is Tech, the symbolism is that much more potent. Like, if Tech sacrificed himself, just to end up in hell... That's really something. Either way, it's still a clone brother under the mask and makes sense either way. And this is the absolutely most prettiest show, I'm going to miss it so much.

[dipulb3]

The 2022 Hyundai Tucson is the new compact crossover segment leader

New Post has been published on https://appradab.com/the-2022-hyundai-tucson-is-the-new-compact-crossover-segment-leader-2/

The 2022 Hyundai Tucson is the new compact crossover segment leader

The new Hyundai Tucson is fantastic both to drive and look at.

Daniel Golson/Roadshow

Hyundai isn’t falling into the industry-typical habit of making all its new cars look like Russian dolls. From the Sonata to the Palisade to the Elantra, every new Hyundai debut is more interesting than the last. But they’re more than just great pieces of design — these products are well-rounded, too. The 2022 Tucson crossover isn’t just Hyundai’s latest model, it’s the company’s best one yet.

Like

Radical exterior styling

Supercomfortable ride

Impressive interior design

Loads of features and tech

Don’t Like

Tepid four-cylinder engine

Touch controls aren’t for everyone

Crossovers can be cool, too

Like the new Sonata and Elantra, the Tucson will surely be divisive, but I absolutely love it. Easily the most striking part of the design is the Tucson’s face. The wing-shaped “parametric design” front grille has angular inserts and a dark chrome-ish finish, and the LED running lights and turn signals are integrated into the grille, appearing hidden when off. Meanwhile, the main headlights and high beams are in the larger pods in the lower bumper. It’s a distinctive solution and looks awesome, especially at night.

The 2022 Hyundai Tucson is a radically styled compact SUV

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The rest of the Tucson is cool, too. It’s got squared-off wheel arches reminiscent of the Lamborghini Countach — yes, really — and lots of intense character lines and surfacing details. My Tucson’s Amazon Gray paint has tons of metal flake and looks green under direct sunlight, showing off the lines perfectly. The greenhouse is accented by a spearlike chrome strip that gets thicker at the D-pillar, but otherwise there’s not a lot of jewelry. The slash-shaped taillights have a unique signature and are connected by a full-width light bar, and the placement of the Hyundai badge in the rear glass is interesting.

Globally the 2022 Tucson is offered with two different wheelbase lengths, but we only get the longer one in the US. The 2022 model is 6.1 inches longer, 0.6 inch wider and 0.6 inch taller than the outgoing Tucson, and it’s on a 3.4-inch-longer wheelbase. Passenger volume and cargo space are up, too, besting the Toyota RAV4 in both metrics but falling a little short of the Honda CR-V. The rear is especially roomy, with reclining seat backs that easily fold flat and a fold-down armrest with cup holders and storage. The cargo area also has an adjustable load floor with two height levels.

The Tucson gives us Lamborghini Countach vibes.

Daniel Golson/Roadshow

An interior you need to touch

While more restrained than the exterior, the Tucson’s interior still stands out. It has a waterfall dashboard design with thin air vents that wrap all the way around the rectangular dash and onto the door cards, and a large center panel that houses the infotainment system and climate controls. Most trims get analog gauges with a 4.2-inch display in the center, but optional on the SEL and standard on the Limited is a nice 10.3-inch digital instrument cluster. The Limited also gets a push-button gear selector instead of the physical shifter found on the other trims.

Cloth upholstery is standard, and the base Tucson has plastic door panels, but supportive leather seats and soft-touch door cards are standard on the Limited and available on the SEL. I definitely prefer the two-tone light gray and black color scheme you see here, as the interior looks more sterile in all black. One of my favorite details is the Limited’s cool fabric inserts on the door panels and on the dash in front of the passenger; I wish that material had been used more throughout the interior. 

The base Tucson uses an 8-inch touchscreen, but Limited models like my car get a 10.3-inch display running the same fantastic infotainment system that’s found in a number of other Hyundai Motor Group products like the Santa Fe and the Kia K5. Apple CarPlay and Android Auto are standard across the board, but only cars with the 8-inch screen get wireless CarPlay. The large display looks really good and is super snappy, and I like that you can swipe over to a simple display that just shows the clock and exterior temperature info. It’s also got fun features like nature soundscapes, and there’s a quiet mode for the audio that focuses the noise on the driver.

This is an extremely nice place to be.

Daniel Golson/Roadshow

While the lower-end Tucsons have a bunch of physical buttons and knobs, the Limited replaces them with an entirely touch-sensitive panel for the climate, audio and infotainment controls, and a digital display for the temperature and fan speed. I’d like a home button for the infotainment and want the buttons to have some sort of force feedback, but they’re easy to get used to. You can hold your finger on a button to quickly adjust fan speed or volume, and I love that Hyundai has multiple intensities for the automatic climate control.

Comfort over corner carving

The Tucson’s standard powertrain is a naturally aspirated 2.5-liter inline-4 paired with an eight-speed automatic transmission. It makes 187 horsepower and 178 pound-feet of torque, nearly identical to the Honda CR-V’s turbo motor and 16 hp and 6 lb-ft less than the RAV4’s four-cylinder engine. Front-wheel drive is standard, but my test car has the optional $1,400 all-wheel-drive system that has variable torque distribution. This engine is perfectly fine around town and on the highway, but it certainly doesn’t make the Tucson quick or sporty-feeling. The transmission can be sluggish to downshift, but at least the Limited comes with paddle shifters.

The Tucson’s steering is both lightly weighted and light on feedback, and there’s a good amount of body roll in the corners. But what this crossover lacks in sportiness it makes up for in comfort. Even on the Limited’s 19-inch wheels the Tucson soaks up bumps and rough surfaces, delivering a superb ride that’s smoother than any of its competitors — even the refined Mazda CX-5. It’s luxury-car quiet on the inside, too, though the noisy engine sometimes cuts through that serenity under hard acceleration. 

The Tucson’s rear seat reclines and folds flat.

Daniel Golson/Roadshow

The EPA rates the Tucson at 26 mpg city, 33 mpg highway and 29 mpg combined for the front-drive model, while the AWD Tucson is rated at 24/29/26. In mostly stop-and-go city driving I average about 22 mpg, but on a long drive from Los Angeles to Bakersfield I match the Tucson’s 29-mpg highway figure — and that’s at 85 mph with elevation changes and the air conditioning on.

Every Tucson trim level is available with a new hybrid setup that pairs a turbocharged 1.6-liter four-cylinder with an electric motor for a total of 261 hp, and it’s rated at nearly 40 mpg. While I haven’t had a chance to drive the Tucson hybrid yet, with turbo response, more power and better efficiency, it might be the powertrain to get. But there’s also a plug-in hybrid on the way with 261 hp and 32 miles of electric range, and the recently revealed Santa Cruz pickup, which is based on the Tucson, has an available turbo-four engine with 281 hp and 311 lb-ft that’s paired with an eight-speed dual-clutch transmission. Tucson N, anyone?

Lots of bang for your buck

The base Tucson SE starts at $26,135 including $1,185 for destination, making it cheaper than rivals from Honda and Toyota. It comes with full-LED front lighting, automatic headlights and high beams, 17-inch wheels, keyless entry, automated emergency braking with pedestrian detection, lane-keeping assist with lane centering, a tilt and telescoping steering wheel, a pair of front-passenger USB outlets and HD radio. 

Upper trims get a 10.3-inch screen and touch controls.

Daniel Golson/Roadshow

Jumping up to the $27,685 SEL nets you LED taillights, push-button start, adaptive cruise control with stop-and-go capability, two USB outlets in the rear, heated side mirrors, a powered driver’s seat, heated front seats, auto up/down front windows, satellite radio, blind-spot assist, rear cross-traffic assist and a number of aesthetic improvements. A $2,600 Convenience package adds things like a hands-free power liftgate, 19-inch wheels, a sunroof, that digital gauge cluster, a leather-wrapped shifter and steering wheel, 10-color ambient lighting, dual-zone automatic climate control and wireless charging. There’s also a $1,700 Premium package with leather seats, ventilated front seats, a Bose audio system and the dark chrome grille. Then there’s a $31,785 N Line trim that builds off the SEL and its packages with more aggressive exterior styling, unique interior trimmings and sportier tuning for the suspension and steering, though it doesn’t add any extra power.

The fully loaded $35,885 Limited model like I have includes features and tech items that would have been unheard of in an affordable compact crossover not even 10 years ago. In addition to everything from those SEL packages, it adds a panoramic sunroof, more exterior brightwork, a 360-degree camera and parking sensors, Hyundai’s Digital Key phone app, memory for the driver’s seat, a powered passenger seat, rain-sensing wipers, remote smart park, 64-color interior ambient lighting, blind-spot cameras that display in the gauge cluster, heated rear seats and a heated steering wheel, and Hyundai’s Level 2 Highway Driving Assist system. Strangely, one feature that the Tucson doesn’t have is auto up/down rear windows, which is a weird omission given how much other fancy stuff you can get.

The 2022 Hyundai Tucson’s styling won’t be for everyone, and that’s OK. I think it’s better to stand out and be memorable than to be anonymous and fade into the background, especially in such a packed and traditionally boring segment. If you’re into the angular looks — or can at least get past them — the redesigned Tucson offers the best mix of tech, features, refinement and value of any new compact crossover today.

[dipulb3]

2021 Mini Countryman Oxford Edition is an OK value, but at what cost?

New Post has been published on https://appradab.com/2021-mini-countryman-oxford-edition-is-an-ok-value-but-at-what-cost-2/

2021 Mini Countryman Oxford Edition is an OK value, but at what cost?

You’ll never confuse this car for anything else, except another Mini, maybe.

Andrew Krok/Roadshow

Mini’s Oxford trims are meant to provide great value for new car shoppers without breaking the bank. New for 2021, the Mini Countryman Oxford Edition wraps those efforts in a compact SUV shell, giving buyers extra space without a significant footprint. Trouble is, when you strip away the fripperies that Mini shoehorns into its more expensive variants and start comparing it to the competition, what remains doesn’t exactly feel like a great value.

Like

Unique aesthetics

Decently roomy

Don’t Like

Incorrigible nickel and diming

Asthmatic inline-3

Uncomfortable ride

The 2021 Mini Countryman is a quirky little thing. In a world of ever-sharpening creases and aggressive styling, the Mini’s Hardtop-but-stung-by-a-bee curvature offers a friendlier aesthetic alternative. The headlights are anime-character big and the Union Jack design in the taillights is fun. The Oxford Edition rides on 18-inch wheels (the base model gets 17s), making the whole shebang look a little less entry-level than it is.

Inside, the Countryman’s aesthetics again separate it from the pack, but at the same time, it feels a little meh for a car carrying a $30,000 price tag. None of the softer plastics feel particularly premium, but they do a great job at picking up and holding onto more dust than harder materials generally would. The massive swath of trim across the middle layer of the dashboard looks cool on more expensive variants, but the Oxford’s shiny gray piece looks kind of dull and cheap. It’s better than piano black, though, because this one at least hides fingerprints better. Then there’s the aviation-style switchgear, which will forever remain the most rewarding toggles to flip in the auto industry.

2021 Mini Countryman Oxford Edition has a fresh, friendly face

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Despite its small form factor, the Countryman is decently functional. The tray ahead of the cup holders is good for stashing a phone or a mask, while an exposed tray under the armrest is sizable enough for a small purse. Visibility is solid, too, thanks to tall glass and styling that doesn’t sacrifice much for an attractive roofline. The Countryman’s shape also means there’s ample interior space for adults across both rows.

The 2021 Mini Countryman is not without its drawbacks, though. The cargo area has a low load floor, which is nice, but its overall capacity of 17.6 cubic feet behind the second row lags behind nearly every feasible competitor, from premium offerings like the Volvo XC40 (20.7 cu. ft.) to mass-market subcompacts like the Kia Soul (24.2) and Hyundai Kona (19.2). The single USB-A port up front smashes your cable against whatever’s in the cup holders. The interior door handles are the opposite of ergonomic, a feature I have disliked from the beginning. Perhaps most galling, though, is the second-row center armrest, which doesn’t exist without a $850 Convenience Package that isn’t even available on the base trim. 

BMW’s determination to squeeze every milliliter of blood from the stones that are its customers’ wallets extends to the Mini Countryman’s in-car tech. As a young, strapping new-car buyer, perhaps you’ve heard of these little things called Apple CarPlay and Android Auto. Perhaps you’ve noticed that they’re now standard equipment in a staggering number of new cars across the socioeconomic spectrum. While the Oxford Edition does offer an 8.8-inch touchscreen display that’s larger than the standard 6.5-inch getup, you can’t get it with Apple CarPlay, Android Auto or navigation. It’ll still play music from your app of choice via USB or Bluetooth, but if you’re driving somewhere unfamiliar, you’re stuck trying to stare at a tiny Google Maps screen down in the cup holder. Considering you get CarPlay standard in a Chevrolet Spark, Mini’s decision to lock value-seeking buyers out of a generally vital technological inclusion is, frankly, stupid and pointless; sure, it’s available on other trims, which makes the omission here feel entirely unnecessary. The massive, LED-bedecked circular bezel around the screen makes it hard to press the tiny icons along the touchscreen’s edges, but generally, this iteration of BMW’s iDrive software is fine.

Since the Oxford Edition is meant as a no-haggle, what-you-see-is-what-you-get sort of trim, safety systems are limited to the most notable ones. This Countryman comes standard with forward-collision warning, automatic emergency braking and rear parking sensors. If you want access to adaptive cruise control, a head-up display or self-parking assist, you’ll have to move to a more expensive trim and throw a $1,250 package into the mix. If you’re looking for lane-departure warning, lane-keeping assist or blind-spot monitoring, you’ll have to look at a different car entirely.

The Mini’s interior hasn’t changed too much over the years.

Andrew Krok/Roadshow

That leaves us with the driving experience. Guess what? That’s underwhelming, too. The Countryman Oxford’s sole engine offering is the base 1.5-liter inline-3 that produces 134 horsepower and 162 pound-feet of torque. It’ll generate enough oomph to dart through urban traffic with ease, but it feels dead below the belt in wider-open suburban and exurban settings. Constantly sounding as if it’s performing under duress, this three-banger does not like the highway, and even something as simple as accelerating from 70 to 80 mph requires planning. The situation is dire even on paper, with my all-wheel-drive tester set to reach 60 mph in a leisurely 9.6 seconds.

The seven-speed dual-clutch transmission is at its best when it doesn’t need to change gears; pushing off from a stoplight feels clunky, deceleration incurs low-speed driveline vibrations and the stop-start system is so annoyingly obvious that I’m willing to pay the extra gas money to keep it off permanently. It’s not very efficient, either, offering just 23 miles per gallon city and 32 mpg highway as it tries to shove around 3,300-plus pounds with four driven wheels. Oh, and it requires premium fuel.

Maybe the ride is OK? Nah, fam. In its own website copy, Mini refers to the Oxford Edition’s fixed suspension as “super-tight,” which is accurate to the benefit of nobody. The Countryman is perennially stiff, transferring all manner of bumps and humps directly to the occupants’ skeletons, and in urban areas where the inline-3 thrives, that means the ride will almost always be uncomfortable. Sure, its handling is flat as a pancake, which could make for some exciting times on curvy roads, but not when an engine this weak has to move this much mass with a transmission that is loath to act with any degree of haste.

Mini’s little three-cylinder engine may be fine in purely urban environments, but once the roads open up, it’s hard for this little guy to maintain pace.

Andrew Krok/Roadshow

I could forgive a lot of this if the 2021 Countryman Oxford actually presented a solid value, but BMW’s influence bleeds into the price, too. Including $850 in destination charges, my all-wheel-drive tester rings in at $29,350, which I feel is about $4,000 too high given what you can’t get. Yes, there is some value inherent in some of the standard equipment, which includes automatic climate control, heated front seats and the larger touchscreen, but when you line this wannabe-premium offering up against mass-market subcompact competitors like the Hyundai Kona or Mazda CX-30, it’s hard to recommend the Mini when its rivals offer so much more. Slightly more expensive base-trim variants of the Mercedes-Benz GLA-Class and Volvo XC40 feel far more fully baked, too, even if the window sticker asks a bit more from your paycheck.

That’s the trouble with the 2021 Mini Countryman. Even in its Oxford Edition trim, trying to stand out from the crowd isn’t enough to outweigh an undermotivated powertrain and strange feature packaging with some very notable omissions. If you simply must worm your way into the BMW lifestyle before possessing the financial means to put a Roundel in your garage, the Countryman will serve its mission, but when you take a variety of other factors (and cars) into account, its luster fades quickly.

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