#review Honda CUV

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Harga Motor Listrik Honda CUV e: Indonesia Torsi Besar

Harga Motor Listrik Honda CUV e: Indonesia Torsi Besar ., salam pertamax7.com, Harga Motor Listrik Honda CUV e: Indonesia Torsi Besar Link ponsel pintar ( di sini ) Salam Nging Salam Motor Listrik Salam Kendaraan Masa Depan ! Ada info resmi dari pulau Jakarta terkait Honda CUV e:  . Model kedua yang meluncur adalah Honda CUV e:, untuk pengendara yang ingin merasakan sepeda motor listrik yang…

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Global Crossover Utility Vehicle Cuv Market Review and Strategic Growth Pathways 2024 - 2032

Crossover Utility Vehicles (CUVs) have gained immense popularity over the past few decades. Combining features of SUVs and passenger cars, CUVs offer versatility, comfort, and improved fuel efficiency. This article delves into various aspects of the global CUV market, including market trends, key players, regional analysis, and future prospects.

Market Trends

Rising Consumer Demand

The global Crossover Utility Vehicle market is poised for substantial growth, fueled by consumer demand for versatile and efficient vehicles. 

The demand for CUVs has been steadily increasing, driven by consumers’ desire for vehicles that provide more space without compromising on fuel efficiency. This trend is particularly evident among families and urban dwellers seeking practicality in their vehicle choices.

Technological Advancements

The integration of advanced technologies such as infotainment systems, driver assistance features, and hybrid powertrains is enhancing the appeal of CUVs. Automakers are investing heavily in research and development to incorporate cutting-edge features that improve safety and connectivity.

Sustainability and Electrification

With growing concerns about climate change, manufacturers are focusing on producing electric and hybrid CUVs. This shift towards sustainability is shaping consumer preferences and pushing automakers to innovate, leading to a significant rise in electric CUV offerings in the market.

Key Players in the CUV Market

Major Manufacturers

Toyota

Known for its popular RAV4, Toyota is a leader in the CUV market, focusing on reliability and fuel efficiency.

Honda

With models like the CR-V, Honda combines spacious interiors with advanced safety features, appealing to a broad customer base.

Ford

Ford’s Edge and Escape are prominent players in the CUV segment, offering a balance of performance and technology.

Nissan

The Nissan Rogue has gained traction with its innovative design and practicality, catering to family-oriented consumers.

Emerging Players

New entrants and established companies are expanding their CUV portfolios, introducing models that cater to diverse consumer preferences. Brands like Kia, Hyundai, and Subaru are also making significant inroads into the CUV market, providing competitive alternatives.

Regional Analysis

North America

The North American market is a crucial region for CUV sales, driven by consumer preferences for larger vehicles. The rise in disposable income and changing lifestyles are contributing factors to the robust demand for CUVs in the United States and Canada.

Europe

In Europe, environmental regulations are prompting manufacturers to focus on electrification. The popularity of compact and subcompact CUVs is on the rise, as consumers seek smaller vehicles that still provide ample space and comfort.

Asia-Pacific

The Asia-Pacific region is witnessing rapid growth in the CUV market, with countries like China and India emerging as significant players. Increasing urbanization and a burgeoning middle class are fueling demand for CUVs that offer practicality and affordability.

Challenges in the CUV Market

Competition

The CUV market is becoming increasingly competitive, with numerous manufacturers vying for market share. This saturation can lead to pricing pressures and reduced profit margins for automakers.

Regulatory Challenges

Stricter emission regulations worldwide are pushing manufacturers to innovate and adapt quickly. Compliance with these regulations often requires significant investment in research and development, impacting overall profitability.

Future Prospects

Growth Forecast

The global CUV market is expected to continue its upward trajectory, driven by evolving consumer preferences and advancements in technology. The market is projected to expand significantly over the next few years, with electric and hybrid CUVs playing a pivotal role.

Innovations and Developments

As automakers prioritize sustainability and technological integration, innovations in autonomous driving and connected car technologies will likely shape the future of the CUV market. Manufacturers are also exploring alternative materials and production methods to reduce environmental impact.

Conclusion

The global Crossover Utility Vehicle market is poised for substantial growth, fueled by consumer demand for versatile and efficient vehicles. With ongoing innovations and a focus on sustainability, the future of CUVs looks promising, offering a dynamic landscape for manufacturers and consumers alike.

[welovenissan]

Nissan Magnite Turbo CVT As Experienced By An Owner

An ownership review of the Nissan Magnite Compact SUV

We came across this review on Team BHP’s website and simply had to share - for the love of the Magnite and to show off the Nissan Magnite experience with those considering buying one.

I really liked that they offered all the safety features even on the lowest Turbo variant. Within my budget, I could easily get the mid-spec model and with a slight bit of stretch, could go for the top-spec Nissan Magnite as well.

I have owned the car for 2.5 months now and, before going into the details, here is a quick list of my likes and dislikes about the car:

Likes

Good Turbo engine and smooth CVT gearbox with no noticeable lag

High ground clearance

Excellent safety features (Brake Assist, TCS, ESP, Hill Start Assist) even for lower (Turbo) variants

Good range of features, considering the price range

Great legroom and decent-sized cabin

Good looks & great on-road presence

Fantastic price range

Dislikes

No auto-unlock system for the doors; old manual pull-up locking pins

The rear seat can be cramped with 3 well-built adults

The driver armrest is too short, to the point of being useless

Only 2 airbags

Rear antenna height non-adjustable

Buying Decision

We are a family of 4 and owned a 2012 Honda Brio (SMT model), which had mostly been used for city travel with the very occasional highway trip and had served its purpose perfectly.

In December 2021, the Brio was still going good (~ 65000 Km), but as the 10-year anniversary was coming near, I was looking for a new car (Petrol) to replace/upgrade and I fixed a budget of approx.

My main requirements were:

Automatic Transmission (I have recently had pains in my left leg when operating the clutch in office-time traffic)

Good for both city and highway travel (I intend to use it for longer trips this time)

Safety

Decent mileage

Spacious and efficient

Good on-road presence

I was not keen on a hatchback (personal preference) and my first thought was to go for a Compact Sedan. But going through different forums and reviews I saw that there was nothing new in this segment – all the manufacturers were focusing on CUVs (based on current popular trends I guess). So I started looking at Compact/Mini SUVs as well.

Based on initial research, I made the below shortlist:

1. Honda Amaze VX CVT

2. MS Vitara Brezza VXi AT

3. Tata Punch Creative AMT

4. Tata Nexon XMA (S)

5. Hyundai Venue SX 1.0 Turbo iMT

Honda Amaze VX CVT

I test drove the Amaze first, considering that Compact Sedans were my first choice and out of some degree of loyalty to Honda. This ticked several boxes – the most budget-friendly of the lot, a decent smooth CVT (with some lag, as can be expected), decent safety features and decent mileage.

What went against it was the lack of a Turbo engine and Honda being no longer what it used to be back in 2012 (when I had bought the Brio). Plus, the Amaze has been around for like, forever…

MS Vitara Brezza VXi AT

Despite the fantastic chain of dealership and servicing options and a (surprisingly) good safety rating, I decided against the Brezza.

Reasons: Lack of Turbo engine and antiquated 4-speed AT gearbox. Also, no Brake Assist or ESP (though these are admittedly rare in cars of a 10Lakh budget in our country).

Tata Punch Creative

The newest car on the block and it did pack a “punch”. 5-star safety rating, good looks and good mileage. In my budget, I could go for the top variant, which meant I would be getting all the available features.

Cons: 3 cylinder non-Turbo engine, possibly jerky AMT gearbox, especially considering regular city travel, less rear-seat space. And once again, missing out on BA/ESP and even the Hill Start Assist.

Tata Nexon XMA(S)

A fantastic car. It had almost everything I wanted, including the advanced safety features.

The major cons I could find were the doubtful performance of AMT gearbox and lack of rear wiper/defogger/fog lights. Also being a low-end variant due to budget limitations, some other nice-to-have features were missing, for example, no LED headlamps, no parking assist, no 1-touch driver window (even my Brio has that one)

Seriously, I don’t know why the Sunroof is provided, but no rear wiper/defogger. I was expecting this from MS/Hyundai, but not from Tata. Our manufacturers and customers both really need to re-assess their priorities

Hyundai Venue SX 1.0 Turbo iMT

I was really interested in the new iMT gearbox. Went through all the reviews in Team-BHP forums and then went to the nearest dealership for a test drive. And I quite liked it. It gave me the comfort of a manual gearbox, but without the clutch – so my left leg could rest easy. I liked the car as well – good looks, good Turbo engine, nice interior space and packed with a lot of features.

Cons: The safety aspect was seriously lacking. It did not have a crash rating and also, all the safety features (Rear wipers, Hill Start Assist, Electronic Stability, Traction Control) were present only on the top variant (which was way beyond my budget).

Once again, comfort features are prioritized over safety

Additionally, the dealership experience was not that good. They kept pushing the i20 N-Line, even when I told them I was not looking for hatchbacks.

Nissan Magnite

While I was analyzing / test-driving the above cars, a friend suggested the Nissan Magnite. I had not considered this earlier mainly due to the lack of dealerships/service centres. At my friend’s suggestion, I looked at the Magnite in more detail and what I saw, really surprised me in a good way… Excellent looks, good Turbo engine and CVT gearbox, all the safety features as well as convenience features, decent interior space and right within my budget – on paper, it looked too good to be true.

I went through the detailed review on Team-BHP (excellent as always) and also the videos available on YouTube and decided it really was worth a test drive.

Luckily, there is a Nissan dealership nearby in my city. I visited the dealership and the salesperson was polite and courteous. He explained the features available in the different variants and arranged for the test drive. As I drove around in the Turbo CVT car, I really loved it. The Turbo engine was good with excellent power, CVT was butter-smooth with no noticeable lag, the suspension was pretty good and the creep function would be a boon in office-time traffic. The salesperson was fine with me driving around the city as per my route choice for nearly 10 Km (compared to Hyundai & Honda, where they pretty much dictated the route – not more than 1/2 Km at most). I later took a second test drive on the Magnite a couple of days later (this time with my family) on a different route, again ~10Km – once again, not even a frown from the salesperson.

Final Decision

By this time, I had pretty much decided to go for the Magnite. I really liked that they offered all the safety features even on the lowest Turbo variant. 

What remained to be checked was the service experience and the wait times.

Going through Team-BHP forums once again, I found BHPian swiftvxi06’s post (Story of White Beauty | My Nissan Magnite Turbo XL | Ownership Review). It's a fantastically detailed review and learning about his positive experience with Nissan’s service centre filled me with confidence (all the more since he is from the same city). Another relative who currently owns a Nissan Terrano also told me about his decent experience with Nissan’s service – so I was all set on this front.

Regarding the wait times, the salesperson told me it would take at least 2-3 months. However, he did have a topmost variant car readily available.

I was a bit apprehensive about this obvious push-sales technique but it did have some benefits – the car was in my preferred colour (Sandstone Brown), it costs only ~10K extra beyond my original choice of the top variant and I would (hopefully) get it before the new year.

I went ahead and booked the car. The salesperson readily shared the VIN number. With help from the Team-BHP article, I verified that the car was manufactured in November 2021. I asked for a stockyard PDI and went there the next day – the car looked good (if a little dirty) with very few km on the odometer.

Ownership Experience

I am currently working from home and as such, have not been able to drive much in the city in full traffic conditions. The car mostly stays in the garage on the weekdays, with only trips to friends/relatives on the weekends. However, we did do a couple of long drives (both around 500km round trip) and got a feel of highway travel in the Magnite. In all, we have clocked a total of 1300+ km on the car in these 2.5 months.

The overall driving experience so far has been, in a word, fantastic! The car has totally lived up to my expectations.

The driving position in the Magnite (with seat height adjustment) allows a commanding view of the road. Upgrading from my Brio, it is a considerable difference.

Ergonomics is good – all the necessary controls are on the steering or easily reachable from the driver’s seat.

Lack of auto-unlock is a pain though – the doors are not unlocked even when the car is set to Parking gear or even the engine turned off. You need to manually unlock, either from the central panel, or the old-age door pins.

The HRA0 1.0 Turbo petrol engine gives great performance with a nice pull and good strong power surge, especially on the open road.

The CVT gearbox is butter-smooth and I never noticed any lag in the low/mid-range, unless suddenly trying to accelerate to pass another vehicle.

Hill Start Assist is a boon as there are a couple of flyovers near my home where I sometimes get stuck on the incline due to traffic signals. The car has good stability at high speeds and never felt wobbly on the highway.

Regarding build quality, the Magnite feels solid. I had some apprehensions that the lower price may have resulted in weaker build quality, but really no such worry here. The recently released 4-star GNCAP ratings seem well-earned.

The ground clearance is awesome and the car absorbs potholes and small bumpers easily.

The Interior space in the car is awesome with excellent leg room and adequate thigh support in both front and back seats. The rear seat though is best suited for 2 adults and a child or 3 adults on the slimmer side. It will feel cramped with 3 well-built adults.

Internal storage space is good and boot space is quite adequate (although less on paper than its competitors).

To summarize, the Magnite is a genuine “Value for Money”. Considering that it undercuts most of its competitors from the price point, you can get all the necessary safety features and commonly used comfort features, with added good looks, good space and a smooth driving experience. Nissan has done a good job with this car.

I would highly recommend the Magnite to anyone looking for a Compact SUV.

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Sourced from https://www.team-bhp.com/

[dipulb3]

2021 Nissan Rogue review: Playing it down the middle

New Post has been published on https://appradab.com/2021-nissan-rogue-review-playing-it-down-the-middle/

2021 Nissan Rogue review: Playing it down the middle

The Rogue is currently Nissan’s best-selling vehicle by a long shot, and consumer demand for compact crossovers shows no sign of slowing down. Needless to say, the “don’t screw it up” factor is pretty high with the redesigned 2021 Rogue, which rolls into dealerships later this year.

Like

Quiet, comfortable cabin

Decent fuel economy

Available digital gauge cluster

Enhanced ProPilot driver-assistance tech

Don’t Like

Weak engine performance

Styling isn’t for everyone

Best tech features are only available on the most expensive trim

Smartly, Nissan opted to take a conservative approach to the Rogue’s redux, though you might not think so upon first glance. The boldly styled front end certainly isn’t for everyone — I’m not a fan, personally — but it’s at least expressive, which isn’t something I could say about prior Rogues. The rest of the crossover’s appearance is unsurprisingly conventional, although new two-tone color options are available to give that upright, two-box shape added visual interest. All told, the 2021 Rogue is about an inch shorter in both length and height than its predecessor.

Inside, 2021 Rogue loses half an inch of headroom and 1.5 inches of legroom up front. Rear-seat occupants, on the other hand, enjoy slightly more headroom and legroom than before — 0.7 and 0.6 inches, respectively. A third row of seats isn’t available, and while that might seem like a given considering the Rogue’s small size, keep in mind that Nissan offered a holy-crap-that’s-cramped option from 2014 to 2017. Trust me, the Rogue is better off without it.

The SUV’s back doors now open to a full 90-degree aperture, which makes getting in and out easier and gives you more space when finagling car seats or other bulky items. A similar bit of helpfulness is found in the cargo area, where there’s an adjustable divider in the two-tier load floor. Only available on SL and Platinum grades, this two-piece partition gives you a maximum of 36.5 cubic feet of storage space behind the second-row seats, while the Rogue S and SV make do with 31.6. Regardless of model, folding the back seats flat results in 74.1 cubic feet of room, which puts the Rogue ahead of the Toyota RAV4 (69.8) but behind the Honda CR-V (75.8).

Generally speaking, the Rogue’s interior is perfectly nice. Nissan’s comfy and supportive Zero Gravity seats are standard for both front and rear passengers, came wrapped in leather on my SL tester and is available with quilted, semi-aniline hides on the bougie Platinum. All of the plastics and wood appliqués are nicely grained and none of the vehicle controls feel cheap or flimsy. Well, mostly.

The new electronic gear selector is a particularly lousy part of an otherwise well-built cabin. It looks cheap and feels cheaper. On the other hand, no mechanical linkage to the transmission frees up space beneath the console for added storage, but considering how cavernous the compartment aft of the cup holders is, I don’t imagine needing that extra space all that often.

Most Rogues will roll out with an 8-inch color touchscreen display in the center of the dash, running the newest version of the NissanConnect infotainment system. A larger 9-inch high-definition screen is optional on the SL and standard on the Platinum, with the same NissanConnect software inside. This system isn’t my favorite, with its occasionally laggy response times, but the graphics are nevertheless colorful and crisp — on the HD display, at least — and it’s a step up from the Display Audio and Entune systems offered in the Honda CR-V and Toyota RAV4, respectively.

If you want the mega-tech experience, go for a Rogue Platinum, which comes with a 12.3-inch digital instrument cluster and 10.8-inch head-up display, as well as a wireless charging pad. It kind of sucks that you have to spring for the most expensive Rogue — $36,525, including $1,095 for destination — to get these niceties, but so it goes. At least Apple CarPlay and Android Auto are standard across the board. What’s more, wireless CarPlay is optional on the SL and standard on the Platinum, and every Rogue save for the most basic S has an onboard Wi-Fi hotspot as well as four USB outlets (two A, two C).

The Rogue’s interior is clean and modern.

Steven Ewing/Roadshow

A whole bunch of driver-assistance technologies come standard on every Rogue, including blind-spot monitoring, rear cross-traffic alert, a driver alertness monitor, forward-collision warning, lane-departure warning and automatic emergency braking. Nissan’s excellent ProPilot Assist joins the standard roster on SV trims and higher, combining adaptive cruise control and lane-keeping assist for easy-breezy highway commuting. A newly enhanced version of this tech, ProPilot Assist with Navi-Link, is optional on the SL and standard on the Platinum. It uses navigation data to adjust the Rogue’s speed for things like tight highway curves and busy intersections, and it can even keep the steering assist active on freeway exit ramps. The uplevel ProPilot software also includes speed-limit adaptation, which is something normally reserved for higher-end luxury cars.

Unfortunately, the rest of the Rogue’s driving experience isn’t so techy; you won’t find turbochargers or electric assistance under the hood. Buyers looking for more punch should check out a Mazda CX-5 with the 2.5-liter turbo, and if you’re all about fuel-sippin’, the Ford Escape, Honda CR-V and Toyota RAV4 can be had with hybrid powertrains. The Escape and RAV4 even offer plugin options.

The Rogue, meanwhile, uses a reworked version of Nissan’s long-standing 2.5-liter I4, making 181 horsepower and 181 pound-feet of torque, increases of 11 hp and 6 lb-ft over the 2020 model. A continuously variable transmission is mandatory across the board, and buyers can choose between front- and all-wheel drive on every trim level.

The more upright shape results in increased rear-seat headroom.

Steven Ewing/Roadshow

Nissan’s CVT is one of the better transmissions of this type, largely fading into the background without roughness or loud droning during acceleration. But the Rogue definitely isn’t quick, and it occasionally suffers on steep grades. Climbing California’s notorious Grapevine on the I-5 freeway at 75 mph requires a heavy right foot, especially since the 2.5 has a dearth of low-end torque. The experience would be worse with passengers and/or more cargo onboard, too. This is where the low-end torque from a turbocharger or added electrification can really help, but competitors generally also make you pay extra for their more-powerful engines. Nissan offered a Rogue Hybrid previously, so perhaps a more powerful engine option will come along in the future.

Fuel economy ratings of 27 miles per gallon city, 35 mpg highway and 30 mpg combined are on the better side of average for the compact crossover class. Opting for all-wheel drive reduces those figures by one to two mpg depending on trim level, but again, that’s not uncommon for small SUVs. After several days of testing in mixed conditions, my Rogue’s onboard computer shows 28.5 mpg.

The engine itself may be pretty mediocre, but overall, the Rogue drives with confidence and composure. The redesigned rack-mounted electronic power steering is a lot better than in old Rogues, with improved weight and more natural turn-in that doesn’t feel overboosted. Even so, as far as steering feel is concerned, the Rogue, like most other small SUVs, is as dead as your childhood dreams.

Of all the compact crossovers on sale today, the Nissan Rogue is definitely one of them.

Steven Ewing/Roadshow

A new, stiffer frame gives the Rogue a solid on-road demeanor, and the suspension is nicely tuned to soak up the sort of rough pavement and occasional pothole you’ll experience in everyday driving. The base Rogue S rides on 17-inch wheels, but 18s and 19s, like the ones on my tester, are available. Brake feel is solid and easy to modulate, and if you hustle the Rogue through a corner you’ll find predictable amounts of body roll. But for the key missions of a Nissan Rogue — running errands, commuting to work, taking the kids to the lake — this vehicle is appropriately tuned.

Pricing for the 2021 Nissan Rogue starts at $26,745 including destination and all-wheel drive is a $1,400 upcharge on every trim. Like every other aspect of the Rogue, this puts Nissan’s CUV squarely in the middle of the compact crossover class.

It’s hard to fault Nissan for playing it straight with the 2021 Rogue. The current model is doing really well for the automaker, and it’s the segment’s third best-selling model behind the Toyota and Honda. Frankly, considering Nissan’s big-picture troubles, it’s probably not a good idea to shake up a winning formula. Is the Rogue the most attractive, most fun-to-drive small SUV? No. But it’s comfortable, spacious, economical and priced right, and those are pretty strong laurels on which to rest.

[numberplates4u-blog]

Every Vehicle Shortlisted for 2018 Car of the Year Reviewed in 140 Characters or Less

Testing for the 2018 North American Car/Utility/Truck of the Year (NACTOY) has been completed. As the Editor-in-Chief of AutoGuide.com and an automotive journalist with 12 years of experience, I’m really honored to be part of the jury for the first time ever. Each year, the jury gets together in Michigan to test every single car that’s been shortlisted. Here are mini reviews for each car (except the Porsche Panamera, which didn’t show up to the event) that I did on Twitter. Of course, we have in-depth reviews of most of these cars, but if you needed an extremely short synopsis, here you go! Enjoy! I will be driving a lot of new cars today that are contenders for 2018 Car of the Year and will do 140-character mini reviews for each — Jodi Lai (@DrivingMissJodi) October 17, 2017 First up: 2018 Kia Niro: doesn't feel like a hybrid. Drives very well for a subcompact crossover. User friendly. 29 mpg as tested pic.twitter.com/OrBvKM3SSJ — Jodi Lai (@DrivingMissJodi) October 17, 2017 2018 Kia Niro Full Review 2018 Alfa Romeo Stelvio: It's an Alfa so I love it, obvs. Divine drive but ergonomics are dumb af pic.twitter.com/N4VTowhBJX — Jodi Lai (@DrivingMissJodi) October 17, 2017 2018 Alfa Romeo Stelvio Full Review 2018 Mazda CX-5: delivers a more dignified/higher-end experience than competitors. Safety systems are too sensitive & infotainment is whack pic.twitter.com/ClkaJkcWnY — Jodi Lai (@DrivingMissJodi) October 17, 2017 2018 Mazda CX-5 Full Review 2018 Volvo XC60: Excellent powertrain and the chassis is great. A+ interior except some cheap plastics, steering is too light and floaty. pic.twitter.com/F2Ej7uvqwo — Jodi Lai (@DrivingMissJodi) October 17, 2017 2018 Volvo XC60 Full Review 2018 Jeep Compass: pretty average package but probably kills it off-road. Ergonomics are weird and driving could be improved pic.twitter.com/4rWRJ6F1xY — Jodi Lai (@DrivingMissJodi) October 17, 2017 2018 Jeep Compass Full Review 2018 Kia Rio: Surprisingly good to drive, great steering and chassis! Not sloppy at all like some competitors. Very user friendly. pic.twitter.com/oUOEZCwbP9 — Jodi Lai (@DrivingMissJodi) October 17, 2017 2018 Kia Rio Review 2018 Audi SQ5: typical Audi shit meaning exceedingly good driving, impeccable interior. pic.twitter.com/D3LkGg8Q2w — Jodi Lai (@DrivingMissJodi) October 17, 2017 2018 Audi Q5 Full Review Last car of the day: 2018 Kia Stinger. More time in 4cyl model. V6 is where it's at but 4cyl is also very good pic.twitter.com/aWOS8AsLDd — Jodi Lai (@DrivingMissJodi) October 17, 2017 2018 Kia Stinger Full Review Back to mini-reviews today. 2018 Land Rover Discovery: Drives like you expect but it's all about family features and this SUV has a ton pic.twitter.com/3fySSuMhmt — Jodi Lai (@DrivingMissJodi) October 18, 2017 2018 Land Rover Discovery Full Review 2018 Volkswagen Atlas: drives like a much smaller car, which is remarkable. User friendly, easy to park, rides a bit stiff pic.twitter.com/HBsqQVMs5x — Jodi Lai (@DrivingMissJodi) October 18, 2017 2018 Volkswagen Atlas Full Review 2018 Alfa Romeo Giulia Quadrifoglio: YASSS what a special car. Has many faults but they melt away once you drive it angrily ❤ pic.twitter.com/16lt574ZhA — Jodi Lai (@DrivingMissJodi) October 18, 2017 2018 Alfa Romeo Giulia Quadrifoglio Full Review 2018 Chevrolet Equinox: pretty average but very user friendly and family-friendly pic.twitter.com/AgiXrgIM7j — Jodi Lai (@DrivingMissJodi) October 18, 2017 2018 Chevrolet Equinox Full Review 2018 Honda Odyssey: weirdly more enjoyable than most CUVs to drive. So many thoughtful features for families too pic.twitter.com/dxsOTVJGew — Jodi Lai (@DrivingMissJodi) October 18, 2017 2018 Honda Odyssey Full Review 2018 BMW 5 Series: cushy luxury, tons of tech (kinda overkill but I get it), brutally fast, makes you feel like a boss pic.twitter.com/9ehToDHO4Z — Jodi Lai (@DrivingMissJodi) October 18, 2017 2018 BMW 5 Series Full Review 2018 Lexus LC500: Stunning car for the money. Hate the hybrid but the V8 is SO GOOD. Excellent luxury grand tourer, terrible infotainment pic.twitter.com/PR87NnxOJq — Jodi Lai (@DrivingMissJodi) October 18, 2017 2018 Lexus LC500 Full Review Try this again! 2018 Subaru Impreza: huge improvement over last one, drives great, interior is also a lot better pic.twitter.com/Af09V1zlSD — Jodi Lai (@DrivingMissJodi) October 19, 2017 2018 Subaru Impreza Full Review 2018 Honda Accord: This really is the whole package family sedan. Very thoughtful features and design, drives well, looks good pic.twitter.com/DJYBDYSQuH — Jodi Lai (@DrivingMissJodi) October 19, 2017 2018 Honda Accord Full Review 2018 Volkswagen Tiguan: Drives really well, is very user friendly. This should be a winner for VW pic.twitter.com/AH6ArnE0Jm — Jodi Lai (@DrivingMissJodi) October 19, 2017 2018 Volkswagen Tiguan Full Review 2018 Toyota Camry: Drives better than before, isn't sloppy anymore, divisive styling. The Accord is a better/more complete package tho pic.twitter.com/nIS8Td5axx — Jodi Lai (@DrivingMissJodi) October 19, 2017 2018 Toyota Camry Full Review 2018 Subaru Crosstrek: Huge improvement over last one, drives well. Slow to pass but good off the line. Interior is also much better pic.twitter.com/ICBkpTGEpx — Jodi Lai (@DrivingMissJodi) October 19, 2017 2018 Subaru Crosstrek Full Review 2018 Buick Enclave: This is the Avenir. Drives OK. Big, cushy, comfy. Shifter is terrible and some weird plastics, but rest is pretty luxe pic.twitter.com/V04XqMAQA8 — Jodi Lai (@DrivingMissJodi) October 19, 2017 2018 Buick Enclave Full Review 2018 Ford Expedition: this is A LOT of vehicle. Drives super smooth and cushy. Has a massive amount of features to make towing easier pic.twitter.com/ygxqANCtQW — Jodi Lai (@DrivingMissJodi) October 19, 2017 2018 Ford Expedition: 9 Neat Features (full review coming soon) 2018 Hyundai Ioniq: Great green options that don't drive like typical green cars. Appreciate the "normal" design in/out. Prefer over Prius pic.twitter.com/TlJrVf4bRj — Jodi Lai (@DrivingMissJodi) October 19, 2017 2018 Hyundai Ioniq Full Review 2018 Audi A5/S5 Sportback: Posh & polished, drives amazingly, lovely interior/tech. More practical than the coupe. Lacks personality a bit. pic.twitter.com/a63Yv17kV8 — Jodi Lai (@DrivingMissJodi) October 19, 2017 2018 Audi A5/S5 Sportback Full Review 2018 BMW X3: Great steering, not a huge fan of the engine but car handles great. No standard ACC, which is a big oversight at this price pic.twitter.com/rGX8My2EIu — Jodi Lai (@DrivingMissJodi) October 19, 2017 2018 BMW X3 Full Review COMING SOON 2018 Chevrolet Traverse: quite average to drive. Handy 360 degree top down parking camera. User-friendly. Third row is decently comfortable pic.twitter.com/DQ9c21ouNg — Jodi Lai (@DrivingMissJodi) October 19, 2017 2018 Chevrolet Traverse Full Review COMING SOON 2018 Lincoln Navigator: Very surprised! Great overall package, fantastic tech, best HUD. Smooth, cushy, comfy driving. Tons of luxury. pic.twitter.com/zyEjCm28Ps — Jodi Lai (@DrivingMissJodi) October 19, 2017 2018 Lincoln Navigator Full Review COMING SOON 2018 Chevy Colorado ZR2: Impossible to review w/o off-roading it, but fairly civilized on road. Feels a bit older but makes ya feel badass pic.twitter.com/JzspDgnljd — Jodi Lai (@DrivingMissJodi) October 19, 2017 2018 Chevrolet Colorado ZR2 Full Review THAT'S A WRAP!! Every single vehicle shortlisted for 2018 North American Car/Utility/Truck of the Year DRIVEN!! pic.twitter.com/wczZkgSDNJ — Jodi Lai (@DrivingMissJodi) October 19, 2017 I got my pin for being a juror on the NACTOY panel! What an honor pic.twitter.com/q5Nep5XrKb — Jodi Lai (@DrivingMissJodi) October 19, 2017 Thank you so much for tuning in! The post Every Vehicle Shortlisted for 2018 Car of the Year Reviewed in 140 Characters or Less appeared first on AutoGuide.com News.

http://www.autoguide.com/auto-news/2017/10/every-vehicle-shortlisted-for-2018-car-of-the-year-reviewed-in-140-characters-or-less.html

[pretentiousbrownie]

Four Years with the HR-V: A Comprehensive Owner's Review

Consider Me Mistaken:

Roughly four years ago, our family took delivery of the (then new) 2016 Honda HR-V EX-L w/Navi. It was our first Honda, and first CUV. We purchased the vehicle in hopes of downsizing from the mid-size SUVs and sedans that had long dominated our driveway, and it just made sense to find something that was simple, reliable, and practical. The Honda fit the bill quite nicely; at the time, its only real competitors were the Chevrolet Trax/Buick Encore, both of which weren't quite to our taste. You could argue the Mini Cooper Countryman, Fiat 500L, Nissan Juke, and KIA Soul were also competitors, but all either lacked features or were classed differently from the HR-V.

We'd had experiences with the HR-V and Vezel prior to purchasing it in 2015, when it because available in the United States. The vehicle had debuted in 2014 to many global markets, and was an instant success in most. And why wouldn't it be? It came in a well-mannered package with good fuel economy and excellent versatility. I figured the same could be said for the North American models, once they became available. Our buying experience was average, the test drive was brief, but there weren't any glaring issues at the time. I did lament the loss of the rear-center arm rest, a feature that other markets did have, and the lack of Hybrid and Turbo power trains was a little unfortunate, but this was ultimately meant to be a fuel-sipping family vehicle. The frugal R18 and smooth CVT would do a good job of keeping the AWD in check.

Things changed soon after purchase, however. After days, weeks, and eventually, months spent driving the vehicle, we became acutely aware of its flaws, misgivings, and omissions. For the longest time, I felt infuriated - how could Honda remove such critical features and amenities, make such questionable decisions, and sell it to us for nearly the same price as a CR-V? There was no rear-center arm rest, the rear bench did not recline, the rear doors were far too wide, and the exterior belt line meant the rear windows were long and narrow. The front center console had no physical controls for the HVAC and Infotainment, the touchscreen angle was always catching the glare of the sun, the front-center arm rest was too far back and too narrow, the cup holders were too deep and improperly sized, the shifter was too high, and the I/O was too low - I could go on! And I did go on. For a long time, I felt duped - it was not the same HR-V we'd experienced in other countries. But we've had time to mellow, time to reflect on how the vehicle has treated us, and how we've benefited from owning it, and so far, it has been an easy ride.

Ownership & Maintenance:

This is the easiest part to get through; the North American HR-V comes exclusively with the R18 SOHC 1.8L i-VTEC i4. It is a tried-and-true engine, making serviceable power and good fuel economy. Buyers had a choice of a 6-speed manual transmission (available only on base LX FWD models), or a CVT automatic transmission (available on all trims with FWD or AWD). The EX-L w/Navi paired our model with the R18, CVT, AWD and a leather-appointed interior with Honda's own Satellite Navigation system (no Apple CarPlay or Android Auto here). Fueling the car is inexpensive as the car easily returns high twenties and low thirties in MPGs. The tank, while small, suffices for two weeks on our mixed highway and city driving, and usually costs about $20-$25 per refuel. Note that it takes regular unleaded gasoline, which is the lowest cost 87 octane.

It takes 0W-20 oil, which is plentiful and affordable, and with Honda's OEM filter never costing any more than $10, a Mobile 1 Full Synthetic oil and filter change will never exceed $40, and will likely cost about the same at any service center or dealership too! Other filters (air, cabin, etc.) are all very affordable, wipers are standard sizes and mounts, headlights and fog lights are standard size halogen bulbs, interior lights are all standard, tires are small eco-friendly variants from Michelin, and have a long wear period (and are not directional, so rotations can be done frequently and easily), brakes are strong and powerful, but also very inexpensive and fairly straightforward to service, all fluids are non-specialty, and everything is easily accessible under the hood and under the vehicle. No complaints here!

The greatest concern comes with CVT maintenance intervals; at approximately every 30,000 miles CVT-equipped models require a regular service. As we do frequent city driving in stop-and-go traffic, we're considering lowering that to 25,000 miles instead, just to ensure longevity. For the most part, CVTs have returned fairly long lifetimes, but again, the do require more frequent attention. Still, if you're a DIY mechanic, you'll find that they're even easier to service than a traditional torque-converted automatic, so as long as you're keeping up, there isn't a whole lot to go wrong.

Drive & Performance:

This is a compact family-oriented SUV, so it drives about how you'd expect; the ride is solid and composed, but can sometimes be harsh with its stiff springs and low resistance tires. It can handle sand, dirt, gravel, and light soft-roading well, but go too far off the beaten path and the path will beat you back. Given a nicer set of tires with more aggressive tread and better composition and properties, I can imagine this being quite a compact beast off the road and in inclement weather, but that comes at the expense of fuel economy and tire longevity. Still, on smooth, even pavement, this will ride no different from the best in its class. Be warned, despite having stiffer spring rates, the HR-V does still exhibit strong body roll on steep corners. It will handle the corner, but I wouldn't push it too far without stickier tires and a more robust suspension setup.

Handling is quite strong otherwise - inputs are direct and immediate with no play and no dead zones. That can be good and bad as the steering does require minor corrections on the highway, and it can be somewhat oversensitive at times, but it is light, composed, and eager nonetheless. Brakes are, like I said, strong. Very strong. I have no doubt this vehicle will stop when you demand it. The pedal is light, so you may find yourself applying a little too much pressure at first, but at least it stops! The OEM-grade pads, rotors, lines, and fluids are a little on the inexpensive side though, so you may find fade comes sooner than expected. I would strongly recommend going for high quality aftermarket components whenever you need to service your brakes, as they may perform equally as well and last longer too.

Acceleration is honestly quite meager. The pairing of a SOHC inline-4 with continuous AWD and a CVT transmission can sap a lot of the power, but that comes at the benefit of fuel economy. Most owners will not be bothered by the 0-60 times, but highway passing can require some slight planning and merging onto freeways with limited on-ramps may be tricky. Otherwise, it can dart in and out of urban traffic without flaw and has respectable top-end due to the inclusion of Honda's i-VTEC technology. Low-end grunt is lacking though, so play it safe on mergers and passes.

I think where the HR-V really shines is as a lightweight adventurer; if you frequent beaches and hiking stops, the HR-V will handle the sand, dirt, and gravel very well. If you live in snowier climes, the high clearance will keep you above the worst of it, and the AWD will help you get going from a dead stop. ABS can be a bit touchy in inclement weather, so it's best to lightly pump yourself if you don't want the system overreacting and picking up a skid, and the stability program can be turned off with a single button if you need to get out of a tricky situation without the unpredictable nature of computers.

Ergonomics & Quality:

This is where the Honda has to take some hits; the HR-V is Honda's lowest cost SUV and it represents the entry-level of vehicles in their lineup, alongside the Fit, which it (roughly) shares a platform with. Honda does a good job of keeping style unobtrusive and minimal. The HR-V is quite handsome and isn't as overbearing as the Juke or C-HR it competes with. They did cut some corners on the lighting though - you won't find LED DRLs on pre-2019 models, nor will you find HIDs or LEDs for the headlights. Inside is much the same, there are only incandescent bulbs to illuminate the cabin, and don't even bother looking for ambient lighting features as Honda offers none whatsoever. Still, this makes bulb maintenance inexpensive, at the cost of longevity. Door handles and doors are fairly solid, though hinges are intentionally tight to feign the sense of weightiness and heft. The rear door has a concealed handle located around the C-Pillar itself, so children and shorter individuals may have difficulty reaching it. You'll also find that the rear doors are really quite long, and the exterior belt line makes the rear windows quite high and narrow, so be wary of passengers exiting the back door and banging against things nearby and poorer visibility than average.

The tailgate matches the belt line, so the back window is also quite narrow, but is perfectly rectangle and offers a decent wide view of everything behind you. Honda does include a reverse camera as standard (all cars do now), but it's quite grainy and the resolution is unimpressive. Nighttime viewing can be a struggle, especially with the minor tint on the rear windows, but the vehicle's mirrors are, thankfully, very large.

Inside, the ergonomics are quite good too, seats are comfortable, mostly supportive, a little on the wider side to accommodate our American backsides, but you won't find any adjustable lumbar to thigh extensions. There are no power seat options available, even on new 2019 Touring models, which is a disappointment at the near-$30,000 mark. The rear bench does technically recline, but that's only if you consider 1.5-2" of travel a "recline." The rear seat also lacks a center arm rest and features very limited storage despite the size of the doors. Honda does make up for this with their excellent Magic Seat system, so I suppose those omissions can be forgiven.

Back to the front, buttons are high quality and easily readable and reachable, but you won't find many. Honda completely omitted physical, tactile controls on their HVAC and Infotainment displays, making radio and temperature adjustments a practice in futility if you intend on keeping your eyes on the road. They look very nice, very clean, and very minimal, but you do have to drop your eyes very low down on the center console to see any of the A/C controls, which may prove dangerous on the road.

You'll also find that the touchscreen is located at a nice, reachable angle, but isn't shielded with a hood, so will often catch the glare of passing street lights or sunlight. Honda does have a very good anti-glare coating on the display glass though, so the light is diffused nicely and doesn't blind you, you just tend to lose sight of the display under harsh light. Owners will note the lack of Apple CarPlay and Android Auto on these older HR-V models, though more modern vehicles are integrating them very nicely. There is also no Spotify, Apple Music, Google Play Music, Tidal, SoundCloud, or Bandcamp integration, but I really did not expect that at this price range. Pandora integration works, but has sometimes crashed when paired with my iPhone 8 Plus. It seems to be exclusive to my 8 Plus as my previous SE works seamlessly.

The center console has some nice amenities, like a traditional shifter, two large cup holders with adjustable sizes, an adjustable center arm rest, and center storage, but none are done particularly well; the top of the console narrows far too much, so the cup holders are placed longitudinally rather than transversely, meaning that the arm rest will cover one holder when fully extended. The arm rest also does not ratchet into a higher or lower position, so your elbow tends to rest somewhat low on it. The center storage under the arm rest is equally disappointing with almost no usable space beyond a tire pressure gauge, a pen or two, and maybe a charging cable for your phone. Access to the car's I/O, including two USB ports, one HDMI, and one 12V are all located below the center console are a difficult to reach. They are covered nicely and are lit by a soothing white light at night, but you cannot reach them while driving (not that you should be, it's just very far down). Don't expect wireless Qi charging here.

You will notice quality tends to cheapen the farther you travel down - plastics tend to harden near the bottom of the doors, the upper dashboard is hard and hollow, the door cards have a fair bit of give to them, and there is a general sense of hollowness in the vehicle. The vehicle is "carpeted" with a fibrous plastic material (I hope they used recycled materials) and the headliner is a compressed, semi-fibrous material that I cannot imagine will last when damp. The floor mats are the same plastic fiber material (albeit far thicker), and both the carpet and the mats are extremely difficult to vacuum. Edges of the "carpet" pulls up when vacuuming and fine dirt and debris gets trapped in the fibers, but once they clean up, they do clean up nicely, and it doesn't take much to remove stains from the carpets and leather.

A Few Last Words:

So sure, there are many things I believe the HR-V can improve on. Honda has slowly trickled in more features and amenities from their foreign Vezel/HR-V models, so I would strongly advise going for the 2019+ models, even if the cost savings of going 2016-2018 are tempting. Regardless of what you do, you will find an excellent daily driver vehicle here, great for small families and urban/semi-urban environments. The fuel economy is a good trade-off for performance, but the HR-V's competent manners will get you going (almost) no matter what. If you frequent beaches and hiking spots, the HR-V will tackle the sand, dirt, gravel, inclines, and declines without complaints, and will generally take a beating on soft roads pretty well. With a nicer set of tires, a beefier suspension, and a skilled driver behind the wheel, I can see these going quite far, but just understand the limitations of this car-based platform. For those that intend on this being their on-road companion, there won't be many complaints. Kids may lament the lack of rear USB ports, but buying a 12V car adapter with two or three ports will solve that quickly. The Magic Seats are an absolute must, in my opinion, and really sets the HR-V apart from the competition.

The drive and quality aren't anything to write home about, but this will be one of the easiest and least expensive vehicles to own (in the class) long-term. They are dependable, they are plentiful, and they are completely straightforward. Budding DIY mechanics can revel in the simplicity and ease of access, and owners that want to save on service will find an under-hood experience that is as far from daunting as you can get.

At times I do wish there were more to the car (I'll keep going back to the rear arm rest and rear bench recline), but it's a good package for nearly all drivers.

Even more enthusiastic drivers won't be disappointed - these will serve you well during the week and allow you to appreciate your weekend and summer cars even more!

[hondavezelreview]

Whatever They Told You About Honda Vezel Review Singapore Is Dead Wrong…And Here’s Why

There’s always quality vehicles created by Honda. In Singapore, having a car comes with it a kind of prestige. This car comprises the power steering which enables you to drive in a simple way. After hearing so many great things about this vehicle, I won’t lie. Some men and women prefer a four wheel drive car although some may go for an all-wheel drive. If you know of a wonderful PI dealer and you want to save a little money, then you’re going to be okay with the Vezel.

You’ll need to utilize your car every single day, and so it is necessary that you know the way your car stops or accelerates, jerks felt while driving a potholed or pebbled road and a lot more. Aside from that, both of these cars are essentially similar. If you truly feel like having a vehicle where you are able to occasionally shove your head from the roof of your vehicle, you’re know which one to pickassuming you are able to afford the higher price tag, among a number of other additional expenses. So you decide on compact SUVs instead. That is why I really like Honda, and the reason why I adore my Vezel Hybrid.

Packed with a number of advanced capabilities. Auto insurance is imperative for every vehicle. It includes a great front cover that’s further embedded with great headlights. The more complicated The car’s engine capacity, the more elaborate the tax. Get in touch with us for additional information! Get in touch with us to discover more on our promotions! Among the Cheapest on the Market!

Pay a visit to our showroom to see now! Special discounts just for a limited moment! Trusted and speedy approval! Share your ideas and concerns with us!

Premium accessories, immediate shipping, choice of colours! For anyone with young kids, an SUV might be a preferred alternative. Ready stocks out there for viewing. There haven’t been any injuries regarding the difficulties.

The Supreme Approach for Honda Vezel Review Singapore

Various trims and variants out there! The inside of the Vezel is a really wonderful place to be. Beware, the cloth employed in the auto’s interior isn’t stain proof. It’s a distinctive and new design with a great high quality metallic body. We’re buying technology, the opportunity to have a part of Honda engineering and savouring the way the full package comes together. The system is then going to be successively integrated to more models later on. Nothing completes the entire process of having a completely new car than the true registration.

The U.S. name is going to be revealed later. We won’t be responsible whatsoever for any incorrect information herein provided. On the other hand, the report added that there weren’t any injuries or deaths because of the incidents. Safety recalls have come to be a significant issue for automakers in the last few years. As a one-stop motoring centre, we supply you with the ease of getting the auto insurance through us. If you prefer to acquire something exciting with all the contemporary features this vehicle is waiting for you, go and receive a life time excellent experience offered by Honda. Here are a couple reasons on why you ought to think about purchasing the hybrid edition of the Honda Vezel.

The New Fuss About Honda Vezel Review Singapore

A lengthy sentence to explain it’s a crossover (CUV). Regardless, it is not especially difficult so long as you understand where it is and what should be done in order to provide access to it. There isn’t any need to replace the entire battery pack. We’re not buying high to spend less on petrol. Price isn’t always a significant deciding factor but safety in one of many key reason for individuals to decide on particular cars. That is truly low in the modern market. The only disadvantage is it appears relatively common nowadays on the Singapore road.

Jover Chew is nothing in contrast to this. The Vezel is a large, spacious vehicle. The Vezel then, not only is apparently an enjoyable crossover, it is similarly enjoyable to drive too. The Vezel is among Honda’s finest product in the past several years, and among the strongest and most competent auto in the compact crossover segment. Everyone appears to be speaking about the Honda Vezel.

from Honda Vezel Reviews Singapore https://hondavezelreview.com/whatever-they-told-you-about-honda-vezel-review-singapore-is-dead-wrong-and-heres-why/

[savetopnow]

2018-03-13 20 CAR now

CAR

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[cdrforea]

2020 Kia Soul GT-Line Review: Budget Box With An Attitude

New Post has been published on https://bestedevices.com/2020-kia-soul-gt-line-review-budget-box-with-an-attitude.html

2020 Kia Soul GT-Line Review: Budget Box With An Attitude

2020 Kia Soul GT-Line: This budget box has one setting

"The 2020 Kia Soul remains a practical, attractive and affordable CUV that everyone can love."

Outstanding styling

Design forward cabin

Lots of space

High-tech functions available

Turbo drivetrain is a failure

Advanced security features are optional

Last generation Kia Soul hamsters ran out of town. Why? The new soul frightened her. These cute rodents aimed to get younger drivers into the box-shaped vehicle.

Things are different now. Everyone knows the soul, but it knows the cute version. The all-new 2020 Kia Soul is here to show a new side of the machine – a sharper, more aggressive edge to prove that it's good to go against the grain.

Hatchback? SUV? CUV? You could technically argue that the soul is all of this. The classification is not important because you get the best of all worlds. Due to the size of the small car, the price of the basic LX fairing starts at an affordable $ 17,490. Switch to the GT-Line Turbo, the vehicle we tested for a week, and you'll see a starting price of $ 27,490. That is still affordable by today's standards.

It is obvious that American consumers are sticking to their crossovers. But unlike CUVs, which stick to a recipe, the Soul, especially in the GT Line equipment, breaks the mold to give buyers an idea of ​​how fun, cheap and versatile it looks. From this point of view, it's great, but not perfect.

Interior and exterior design

The old soul was a box on wheels, and the new one too. A look at the soul can take you back to elementary school when you had to deal with these horrible square milk cartons. Just add four wheels.

While the overall silhouette has not changed, almost everything else has changed. The headlights have moved down on the front fairing, while slim daytime running lights are now connected to each other via a wafer-thin grille. On the back, the taillights have a hockey stick shape that is connected at the top.

Joel Patel / Digital Trends

The 2020 Soul has a more muscular aesthetic that contrasts sharply with the enchanting look of the last generation model. You can also specify the soul with a two-tone color scheme for additional character.

Choose either the X-Line or one of the GT-Line panels, and your Subcompact CUV comes with a unique body kit. The X-Line gives the impression of an off-road CUV with special 18-inch wheels, roof rails and body panels. The two GT Line claddings are characterized by a sporty design. The GT-Line Turbo has different wheels, red emblems, black trim parts and an exhaust with a central exit.

Joel Patel / Digital Trends

People may be split over the outer design of the soul, but this box brings the warmth inside. Legroom and headroom are plentiful in both rows, with even the largest passengers forgetting that they have descended to the rear. The benefits are equally impressive as the Soul can carry 24.2 cubic feet of cargo behind the rear seats and can hold a total of 62.1 cubic feet of cargo. These numbers make the Soul one of the more spacious options in this segment, beating the Hyundai Kona, Nissan Kicks and Honda HR-V.

Besides all of this utility, there is still a fun element. From the triangular ventilation slots to the room-like paneling that surrounds the door handle and loudspeakers, the Soul's cabin is chic and yet functional. Our Soul GT-Line Turbo was supplied with mood lighting that corresponds to the rhythm of the music in different colors or themes such as "Midnight City", "Café" and "Romance".

Joel Patel / Digital Trends

Though spacious, the Soul is an affordable way to get around, so it has a fair proportion of hard plastics and rough materials. Still, nothing feels cheap. The Soul GT-Line Turbo feels and looks good for a car that costs less than $ 29,000. The leather and fabric seats are robust, yet comfortable. The heated seats heat your back faster than a whirlpool.

Tire and wind noise can disturb calm at highway speeds, and the seats feel quite high in their lowest position. Of course, this may not be a disadvantage for consumers who yearn for this CUV feeling.

Technical functions

With Kia you can reach far into your pocket to use the best technical functions, but this economy box offers a lot of technical standard. Most panels have a 7-inch touchscreen that includes both Apple CarPlay and Android Auto. However, this is nothing unusual since almost every competitor can keep up with it.

Where the soul really flexes its muscles is when you start to get higher in the food chain. The EX and GT-Line Turbo models feature a massive 10.25-inch touchscreen and Kia's sophisticated UVO infotainment system. This is one of the largest screens in this segment, clearly outperforming the available 8-inch screen of the Hyundai Kona and the 7-inch touch screens of the Nissan Kicks and Honda HR-V. As an added benefit, you get wireless charging with the larger screen.

Joel Patel / Digital Trends

After spending time with both systems, this is an easy decision. Get the bigger 10.25-inch screen. The standard 7-inch device is Basic – iPhone 6 Basic Level. The 10.25-inch screen with the UVO system is a gem and offers clear, crisp images in an intuitive layout. The extra wide length brings three really helpful things – navigation, audio and weather – to the foreground and to the center. If one of them doesn't sound important, there are numerous customization options that you can use to set priorities as you wish.

The soul's security features follow the same trajectory as their infotainment systems. All you get with the base panel is a rear view camera. The higher the ladder you climb, the more you get. The GT-Line Turbo is filled with almost everything under the sun, including blind spot monitoring, pedestrian detection, and lane departure warning. A retractable head-up display is also included in the security cocktail.

Most of the driver assistance functions work as desired – with the exception of Lane Keeping Assist. This fool will pull the wheel out of your hands to keep you from drifting on another trail. Some nitpickers may think that the head-up screen looks cheap too. That may be true, but it works and it's a feature you won't find on Honda HR-V and Nissan Kicks.

Experience behind the wheel

Two drive trains are available for the soul. Five of the six fairings are equipped with a 2.0-liter four-cylinder engine that delivers 147 hp and 132 pound-feet of torque. The engine is coupled to a continuously variable transmission, which Kia calls "intelligent variable transmission" or IVT.

Only the GT-Line Turbo has a different grinder. This equipment is equipped with a turbocharged 1.6-liter four-cylinder engine that produces 201 hp and 195 lb.-ft. accomplishes. of the torque. The engine also has a unique transmission in the form of a seven-speed double clutch.

Joel Patel / Digital Trends

With 54 additional horses and a dual clutch transmission, you can expect the GT-Line Turbo to bring performance to the fore. And you would be right. However, the drivetrain has some serious shortcomings that make it clear how unathletic the small car CUV really is.

The peppy engine doesn't lack grunts, but the way it breaks down power in one massive pull instead of a gentle swallow is staggering. The problem is exacerbated by the dual clutch transmission, which shifts slowly and is chunky. Low speeds and fast, unexpected performance gains. Pushing the throttle from a standstill does not result in immediate power supply, which makes parking a difficult situation.

The expensive GT-Line turbo fairing is a simple pass.

In addition to the engine, the GT-Line Turbo has a firmer suspension. The ride is stiff, but the soul doesn't feel smooth in corners because the box-shaped design limits its true performance potential. Around the corner, the Soul shows a body roll that fits a small car CUV, and the Goodyear Eagle Touring tires of the GT-Line Turbo do not inspire confidence.

Ironically, the front-wheel drive layout of the Soul is not a deal breaker. Other small cars like the Nissan Kicks and the Toyota C-HR are also only equipped with front-wheel drive. They still have 6.7 inches of ground clearance, which is a decent amount to deal with snow. However, if you want real off-road skills, you have to look at the Jeep Renegade.

With the problems of the powertrain and the particularly bumpy ride, which does not offer any real sporting potential, the expensive GT-Line turbo fairing is an easy pass.

Fuel consumption and security

The Environmental Protection Agency rates the 2020 Kia Soul up to 31 mpg (29 mpg city, 35 mpg highway) when it is equipped with the 2.0-liter four-cylinder engine and the CVT. If you choose the sportier GT-Line turbo fairing with the turbocharged 1.6-liter four-cylinder and seven-speed dual clutch transmission, you will see 29 MPG combined (27 MPG City, 32 MPG Highway).

These are not bad numbers for the small car segment, but they bring the soul behind the Nissan Kicks, which are rated at 33 mpg, and the new Hyundai Venue, which is rated at 32 mpg. But the Soul is a bit more efficient than the Honda HR-V and Hyundai Kona, both of which have a fuel consumption of 30 mpg.

Since the Soul is completely new for the 2020 model year, it is difficult to say how reliable the vehicle will be on the road. The CUV compact car has one of the longest warranties on the market: a 10-year powertrain warranty of 100,000 miles and a five-year warranty of 60,000 miles. This is better than Nissan or Honda cars.

As a new vehicle, the Soul has not yet undergone a crash test by the National Highway Traffic Safety Administration (NHTSA). In the tests carried out by the Insurance Institute for Road Safety (IIHS), the soul did well enough to be recognized as a top safety trick.

How DT would configure this car

Due to the problems with the drivetrain and driving behavior, we recommend skipping the GT-Line turbo fairing. Nevertheless, we like the EX trim best. It has the same 10.25-inch touchscreen, the same UVO infotainment system, and the same wireless charger as the top model, but has a more efficient powertrain.

The 2020 Soul has a more muscular aesthetic that stands out from the enchanting look of the last generation model.

If you want a two-tone color scheme, it's part of the $ 1,500 EX Designer Collection package.

Our opinion

Despite testing the probably worst option in the lineup, the 2020 Kia Soul is a great CUV. Its appearance isn't for everyone, but it stands out in a segment that's filled with boring options. It's also practical with one of the largest holds, lots of technical features, and an efficient powertrain. All of this is packaged in one of the fanciest designs and comes with one of the longest guarantees.

If you are looking for a suitable off-road suitability, you have to choose the Jeep Renegade. For those looking for a vehicle with a design that doesn't stand out, check out the Nissan Kicks, Hyundai Kona, or Honda HR-V.

The kicks don't have all-wheel drive as an option, but the other two. Neither the Kicks nor the HR-V are equipped with Apple CarPlay or Android Auto as standard, but both have safety suites in the middle of their respective lineups instead of random functions that are sporadically distributed. As usual, Kia has offered the Soul at a competitive price, and between these rivals, it's the cheapest option.

With so many options in the subcompact segment, there is bound to be an option that does something better than the soul. As a complete package, however, it is a rounded CUV that does a lot of good at a low price and makes it one of the better options on the market.

Should you get one?

Yes. The soul is a great value with a funky, functional design. Just stay away from the GT Line.

Editor's recommendations

[quanrel]

2019 Lexus UX Review | Fighting Upstream

https://www.quanrel.com/2019-lexus-ux-review-fighting-upstream/ 2019 Lexus UX Review | Fighting Upstream - https://www.quanrel.com/2019-lexus-ux-review-fighting-upstream/ The new UX is the most affordable Lexus and a new entry into the compact crossover game. (Hatchback) While this segment is flooded with vehicles from everyone including, Mazda, BMW, Audi, Mercedes etc. Lexus is trying to attract new buyers to the brand. In 2019 the SUV and crossover game is going to be crazy as more manufacturers are going more toward Luxury features and options. Index: 0:00 – 00:47 Intro 00:47 – 6:40 Interior and Exterior Impressions 6:40 – 11:18 In the Shoppe, Technical and Suspension 11:18 – 16:44 Driving Impressions 16:44 Final Thoughts Check Price & Availability cars,suvs,trucks,cuv,2019,review,best suv,worst suv,luxury,cargurus,carfax,lexus,BMW,X1,Audi,Q3,Mazda CX5,rav4,toyota,honda,hrv,crv,help,diy,car buying,carvana,autotrader,top 10

[robertkstone]

March Mayhem Semifinal: 2019 Chevrolet Blazer vs. 2019 Nissan Altima

Military air traffic isn’t uncommon while visiting the Honda Proving Center. Fighter jets zip by, and bombers lumber across the sky from the many nearby Air Force and Navy air bases. But we don’t often get a show like we got while comparing the Blazer and Altima.

MotorTrend’s March Mayhem is here! As part of our quest to find the best family car, we invited eight vehicles to compete in a winner-take-all bracket. After defeating their direct competitors in the first round, the 2019 Chevrolet Blazer RS AWD midsize crossover faces off against the 2019 Nissan Altima SR midsize sedan in the semifinals.

Quarterfinals:

Chrysler Pacifica vs. Honda Odyssey HERE

Subaru Ascent vs. Chevrolet Traverse HERE

Chevrolet Blazer vs. Honda Passport HERE

Nissan Altima vs. Toyota Camry HERE

Semifinals:

Chrysler Pacifica vs. Subaru Ascent HERE

Chevrolet Blazer vs. Nissan Altima

Two F/A-18 Super Hornets stole our attention as they practiced dogfighting. Each Hornet danced through the air, twisting, turning, and falling as each pilot attempted to point the jet’s nose at the other. After a few minutes, with no clear winner to us on the ground, they formed up and zipped north back to base.

Unlike what we’d witnessed, our military often practices dissimilar combat training, when two wildly different jets practice against each other.

What’s this have to do with the Blazer and Altima? Simple: When buying a car, many people choose from dissimilar vehicles that meet their needs in different ways. You can learn a lot from comparing vehicles within their segments. Sometimes, though, you can learn a lot more by crossing those segment lines.

Clearly, the biggest difference between the Altima and Blazer is their design philosophies. It’s hard to overlook the inherent packaging advantages of a midsize crossover compared to a midsize sedan, but the Altima puts up a good fight. Its trunk opening is wide, and the trunk itself is deep; two massive hockey bags, for example, would fit next to each other—but the lack of a center pass-through for sticks could be seen as a flaw the Altima and many sedans have. The Nissan’s rear seats do fold forward, but that obviously reduces how many passengers you can carry. The sedan’s biggest advantage here is its low step-in height, making it easier for children to climb in by themselves.

As we saw in our quarterfinal round, the Blazer isn’t the most spacious crossover in its class, but its back-seat package easily equals the Nissan’s, and its cargo area is significantly larger. Four hockey bags could be squeezed in the Chevy’s trunk, and although there isn’t a center pass-through, either, sticks and other long items can slide between the rear bench and interior walls. Children might have a harder time climbing up into the Blazer or other crossovers, but the higher hip-point makes it easier for an adult to reach in to buckle up those young ones.

You used to be able to rely on sedans out-driving crossovers and SUVs, but after driving the Nissan back to back with the Chevy, we might be witnessing a changing of that guard. Sure, both were comfortable, quiet, and plenty powerful at city speeds and on the highway, but they differentiated themselves on the proving center’s winding road. The Blazer handles surprisingly well for a front-drive-based crossover. Its chassis is buttoned down and refined, and steering is light and accurate—it was at least equally as engaging (and likely faster) than the Altima on the winding track.

Maybe that’s meaningless to most buyers, but those same dynamic qualities that make the Blazer such a performer on the winding track also make it better in emergency lane change scenarios. In simulated emergency situations, the Chevy was rock solid and drama free, its electronics working unobtrusively to keep all four tires grounded and the nose pointed in the right direction, helping the Blazer clear the test without so much as brushing a cone. With all-wheel drive manually engaged (it’s permanently “on” in nearly every other CUV), the Blazer is even more stable. The Altima, on the other hand, was easily upset in our emergency tests. Its chassis is less composed and its electronic stability systems less sophisticated, making it harder to control compared to the Blazer.

Instrumented testing reveals the Altima to be slightly quicker than the Blazer, but there’s no denying the seat-of-the-pants superiority of the Blazer. The Nissan’s (and most sedans’) clearest advantage over the Chevy is in fuel economy; the Altima’s turbocharged variable-compression four-cylinder helps it net an EPA-estimated 25/34/29 mpg compared to the Blazer V-6 AWD’s 18/25/21 mpg. That’s a substantial difference, though with today’s gas prices, that might not be a big factor for most people. If oil prices soar and family budgets tighten, that 8-mpg difference in the combined cycle will be a deal breaker for some and spur others to opt for smaller engines, like the Blazer’s front-drive-only 2.5-liter I-4.

At the end of our bout of dissimilar training, one insight became abundantly clear: There’s a reason American families have been abandoning sedans for crossovers, and that reason isn’t necessarily styling or ride height. As the Chevy Blazer proves, midsize crossovers are incredibly versatile—serving as a one-size-fits-all magic bullet for an average family—and they can be both better to drive and more engaging than a comparable sedan. Quite simply, with fuel economy the main exception, everything the Altima does well, the Blazer does better. And with that, the Chevy Blazer midsize crossover advances to the finals.

2019 Chevrolet Blazer AWD RS 2019 Nissan Altima SR VC-Turbo BASE PRICE $44,695 $30,045 PRICE AS TESTED $48,270 $31,060 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV Front-engine, FWD, 5-pass, 4-door sedan ENGINE 3.6L/308-hp/270-lb-ft DOHC 24-valve V-6 2.0L/248-hp/280-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 9-speed automatic Cont variable auto CURB WEIGHT (F/R DIST) 4,274 lb (59/41%) 3,416 lb (61/39%) WHEELBASE 112.7 in 111.2 in LENGTH x WIDTH x HEIGHT 191.4 x 76.7 x 67.0 in 192.9 x 72.9 x 57.4 in 0-60 MPH 6.1 sec 6.1 sec QUARTER MILE 14.7 sec @ 95.5 mph 14.5 sec @ 98.9 mph BRAKING, 60-0 MPH 126 ft 119 ft LATERAL ACCELERATION 0.83 g (avg) 0.89 g (avg) MT FIGURE EIGHT 27.1 sec @ 0.65 g (avg) 26.5 sec @ 0.68 g (avg) EPA CITY/HWY/COMB FUEL ECON 18/25/21 mpg 25/34/29 mpg ENERGY CONS, CITY/HWY 187/135 kW-hrs/100 miles 135/99 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.94 lb/mile 0.68 lb/mile

IFTTT

[smoothshift]

CX-5 owner giving my real opinion via /r/cars

CX-5 owner giving my real opinion

I own a 2016 Mazda CX-5 Touring, the midrange trim with the NA 2.5L in FWD.

I'm doing that write up because holy crap do people talk up the CX-5 on this subreddit. I just read a comment calling it a lifted MX-5.

We got this car because our Cobalt endured too many Northeast winters and was rusting away. My wife was insisting she wanted "a mom-mobile", despite the fact we don't have any kids and aren't planning to for a year or 2. We bought it lightly used in June 2017. We worked the price down a little because it had a scratch and a piece of trim by the passenger rear window is loose.

My favorite thing about it is the ability to lay the rear seats flat enough that an air mattress will fit for car camping. With the seat hammock covers it also contains our medium-large dog in the back seat.

The 2.5l engine is just very blah. I didn't test drive any of the other CUVs like the Rav4, Rogue, or CR-V, but my wife did. I'm assuming from reviewers that they must be VERY boring to drive, with as much praise bthey give the CX-5. The transmission is the bright spot, I'm glad to not have a droning CVT.

It is enough for her on a daily basis. I find myself fully flooring it when getting on the highway and it is so boring my wife doesn't even realize it. I could see why people would want the 2.5 with a turbo, it doesn't rev very high in the first place and it needs more low end torque.

It is "zippy", but not as zippy or as nimble feeling as my mom's 2005 Honda CR-V. If I was the one driving it every day I'd honestly pick the 13 year old Honda when it comes to driving feel, although I think that may be because of electric vs hydraulic steering, not sure what the CR-V has.

We went with the FWD because we now live in the Phoenix suburbs and never see snow, rarely rain. In the middle of the summer when accelerating hard or going up a hill the AC will temporarily cut out. Very noticeable when it is 115F. Two dealers have said it is expected behavior and doesn't have a fix, they claim it is to help with MPGs, but we'd rather have the AC. The AC is also pitiful in the summer in the back seats.

The infotainment system is ok, I'm not a huge fan of the dial systems by the shifter, I'd rather do the dash just because of years of habit. We were able to get GPS enabled for $40 from an EBay micro-USB rather than essentially pay for the $400 GPS DLC as it were. It is a much better layout than my base Mustang's dash. It doesn't show what way you'll go by where your wheels are pointed on the backup camera. It does have lots of good plugs for your phones and devices, but not a great spot to mount the phone because it has the tablet dash in the natural spot.

End of the day neither my wife or I are sold on all of the Mazda hype, although we do understand and agree it is probably better than the competition in the same price range. She wants an Alfa Romeo Stelvio or more likely a Wrangler(I've had one as a rental and hated it's driving experience/engine as well) as her next vehicle.

[dipulb3]

2020 Buick Encore GX review: Your roots are showing

New Post has been published on https://appradab.com/2020-buick-encore-gx-review-your-roots-are-showing/

2020 Buick Encore GX review: Your roots are showing

The GX is definitely more attractive than the smaller Encore.

Steven Ewing/Roadshow

Crossovers accounted for 90% of Buick’s US sales last year, and with statistics like that, it makes sense that Buick will soon stop selling sedans altogether. But before that happens, Buick needs to bolster its SUV lineup. That’s where the Encore GX comes in.

Like

Great infotainment tech is standard

Ample passenger space

Powerful engine and nicely tuned suspension

Don’t Like

Interior materials aren’t great

Rough engine vibration at idle

More expensive than larger, more efficient competitors

It might sound like just a trim level of the subcompact Encore crossover, but the GX is in fact an entirely new vehicle, riding on a platform shared with the Chevrolet Trailblazer — for better or worse. It squeezes in between the ever-so-slightly smaller Encore and the ever-so-slightly larger Envision, the latter of which will be replaced by a sharply styled successor in early 2021.

The GX is certainly more handsome than the little potato that is the Encore, with standard 18-inch wheels and LED headlights. The version you see here wears Sport Touring duds — a $1,100 package that adds body-colored side moldings, unique bumpers and a whole bunch of red accents in the grille. I could absolutely do without the red stuff, but the rest of the Sport Touring getup is actually rather nice. Still, you’re likely better off skipping this package and saving some money; I think the Encore GX is just as attractive with its standard gray exterior trim.

Stepping inside reveals a handsome, nicely organized cabin, although the closer you look, the more flaws you find. Don’t forget the $25,095 Encore GX (including $995 for destination) is based on the $19,995 Trailblazer, and it doesn’t take long to find evidence of those budget roots. If something looks like cheap plastic, it is cheap plastic. And even the more upscale-looking materials on the dashboard feel weirdly rubbery. Specific items like the turn signal and windshield wiper stalks are the same low-rent parts General Motors has been using for years, and the rest of the controls are all just kind of meh. Buick maintains it’s a premium brand, and its larger vehicles are actually quite nice inside — even the smaller Encore can be decidedly more plush — but the GX’s interior is no better (or in some cases, worse) than what you’ll find in non-luxury competitors like the Hyundai Kona or Kia Seltos. 

Happily, the GX redeems itself in terms of overall passenger volume. Since it’s bigger than the standard Encore, there’s plenty of room for adults in both front and back, and the upright shape means headroom is hardly an issue. The leather seats of my Sport Touring tester are comfortable, though they’re rather narrow and lack any real side bolstering. With the driver’s seat set for my ideal driving position, I have lots of space to sit behind myself (although at 5 feet, 8 inches, I’m not exactly what you’d call tall).

The interior is nicely laid out, but the materials are just so-so.

Steven Ewing/Roadshow

Unfortunately, cargo volume suffers, with the Encore GX offering just 23.5 cubic feet of space with the rear seats upright, or 50.2 with them folded flat. Those numbers just slightly best the smaller Encore but lag behind other subcompact CUVs, including the aforementioned Seltos or even the tiny Nissan Kicks. A hands-free power liftgate is optional, and it can be set to open to different heights.

The best thing about the Encore GX’s interior is the multimedia tech. Every GX comes standard with Buick’s incredibly easy-to-use infotainment system, housed on an 8-inch touchscreen. This is essentially a rebranded version of the Chevrolet Infotainment 3 suite found in Buick’s corporate cousin, and that’s a good thing. All of the icons are easy to read, the system responds instantly to inputs and the menus are a cinch to navigate. If you prefer to rely on your own tech, Apple CarPlay and Android Auto are standard, as is a 4G LTE Wi-Fi hotspot, and Amazon Alexa integration is available. Embedded navigation is optional on all Encore GX models, but you could also just skip it and let Google Maps or Waze do the heavy lifting.

Standard driver-assistance systems include forward-collision warning with pedestrian braking, automatic emergency braking, rear cross-traffic alert, blind-spot monitoring, lane-keeping assist and lane-departure warning. It’s an impressive roster of tech for this price. Curiously, though, adaptive cruise control remains optional, even on the most expensive Essence model, where it’s bundled into the $1,790 Advanced Technology Package that also includes a surround-view camera, head-up display and navigation. The HD camera is the only part of that package worth paying for; the head-up display is one of those dashboard-mounted ones where a small screen flips up, and you can hear how cheap this thing is by the groan of its motor and the click as it snaps into place. It’s a shame Buick doesn’t allow a desirable option like adaptive cruise control to be purchased on its own. (Or, you know, just make it standard, like so many other non-premium competitors are doing these days.)

The Encore GX is available with either a 1.2-liter or 1.3-liter I3 engine, both of which are turbocharged. Front-wheel drive is standard, and if you want all-wheel drive, you’re forced into getting the larger inline-three. I can’t speak to the smaller 1.2-liter I3 and its 137 horsepower and 162 pound-feet of torque, as my South Korea-built Sport Touring tester has the larger 1.3, which brings 155 hp and 174 lb-ft to the party. Regardless of engine, front-wheel-drive models use a continuously variable transmission, but the 1.3/AWD pairing gets a nine-speed automatic.

The nine-speed transmission operates smoothly and seamlessly, and with the engine’s full torque punch coming on strong at just 1,600 rpm, there’s plenty of low-end power for scooting around town. But this engine isn’t perfect. Little triples like this are often rough by nature, and Buick’s 1.3-liter is no exception. It kind of chugs like a diesel under hard acceleration, and the engine vibration at idle is strong enough that you can feel it through the seat and the steering wheel.

The GX’s most efficient powertrain combination is the 1.3-liter engine with front-wheel drive, which the EPA says should return 30 miles per gallon in the city and 32 mpg on the highway. Adding all-wheel drive reduces those numbers to 26 mpg city and 29 mpg highway, and if you go for the smaller 1.2T, you’re looking at 26 mpg city and 30 mpg highway. Across the board, these aren’t exactly stellar figures, especially when a larger, more powerful Honda CR-V will return 28 mpg city and 34 mpg highway. Still, they’re relatively easy to achieve; I had no problem seeing about 30 mpg highway in my AWD tester (though I only ever drove it in FWD mode).

Red means sporty, right?

Steven Ewing/Roadshow

Like many other small SUVs, the Encore GX’s all-wheel-drive system isn’t an always-on affair. In fact, the GX defaults to front-drive unless you press the “AWD” button on the center console, just ahead of the shifter, at which point torque is sent to the rear axle. I really like that the Encore remembers your setting when you shut the engine off — if you had AWD selected, it’ll be turned on when you start the vehicle again. The handling characteristics don’t really change between FWD and AWD, either, at least on dry pavement.

On the road, the GX is mostly fine. The steering is incredibly light and equally devoid of feedback, but the chassis is nicely sorted. The Encore has no trouble soaking up the bumps on Los Angeles’ crummy roads and smooths out the often jarring expansion joints on the 405 freeway. Body roll is about average, and the brakes are strong but easy to modulate. The GX will largely spend its life running errands and commuting in traffic, and for that, it’s perfectly suited.

Yet the more time I spend behind the wheel of the Encore GX, the more I struggle to find its appeal. My Essence 1.3T AWD Sport Touring tester retails for $36,320 including destination, and adding the rest of the available options brings it up over $38,000. Sure, that’s several thousand dollars less expensive than a similarly equipped Audi Q3, but the Audi’s a real luxury vehicle with a significantly better interior, nicer on-road manners and a larger suite of tech. For my money, I’d just pick up a fully loaded Honda CR-V Touring which, again, is larger, more powerful, more fuel-efficient, nicer inside and offers more driver-assistance tech, all for a lower price ($35,870). Or I’d just get a Chevy Trailblazer, because it’s essentially the same car for less money.

The GX is fine in a vacuum, but non-luxury competitors — and the cheaper non-GX Encore — are better buys.

Steven Ewing/Roadshow

The GX might be positioned between Buick’s Encore and Envision, but it doesn’t seem like it was originally designed to fill that role. The less expensive Encore has a more refined powertrain and nicer interior materials. The GX, meanwhile, just feels like the higher-cost Trailblazer it is.

There’s nothing inherently wrong with the GX, but aside from being a little bigger and slightly better looking than the standard Encore, it doesn’t really seem to improve upon that package. Still, Buick needs as many new utility vehicles as possible in order to keep momentum. And until fresher offerings arrive, the Encore GX is at least another option.

[jonathanbelloblog]

Quick Take: 2019 Acura RDX A-Spec SH-AWD

Acura built its reputation by blending luxury and sport, with iconic and engaging models such as the NSX, Integra, and RSX in its past. Even the MDX and the discontinued TSX have been lauded as sportier alternatives to their competitors.

In its first iteration, the RDX didn’t quite follow the legacy of many of its predecessors. In our review of the 2011 model we said, “As the RDX has its toes in both the sport crossover and luxury crossover segments, it’s a little difficult to put that figure into context.” The car was good enough to drive and adequately appointed, but not to the point where it was a shoe-in as a segment leader.

The all-new 2019 model may be made from the perfect recipe to stand out from the rest of the luxury CUV segment. Our tester, in A-Spec trim and deep Performance Red Pearl is a sharp looker to defy the sameness of its rivals. Three sharp creases on the hood enhance the ute’s muscular visage and two big exhaust ports beef up the rear.

Its driving dynamics back up the sporty looks, and the RDX impressed with its tight chassis and sporty yet compliant suspension. I found the RDX eager to dig into the corners of freeway on ramps. The 10-speed automatic transmission shifts quickly, and with force when the more aggressive Sport or Sport+ drive modes are selected.

A turbocharged 2.0-liter four-cylinder engine beats as the crossover’s heart. Honda and Acura were once averse to forced induction, but here the boosted powerplant hauls the RDX along admirably. Our staff enjoyed the most detuned version of this engine before in the All-Star winning Accord Sport and in its most highly-strung incarnation in the Civic Type R. With 272 hp and 280 lb-ft of torque, the RDX made confident passes during the trek between Los Angeles and San Diego and settled down in heavier traffic conditions.

The interior design continued the exterior’s crisp and sporty lines. Fit and finish was impeccable and the ergonomics were just right. Seating position was appropriately high for a crossover, offering a commanding view over the road. Interior appointments included automatically adjustable heated and ventilated seats as well as a premium sound system that punches above its price point.

The new Acura infotainment system was a weak point. Not one, but two touch pads controlled a two-panel display. The pads were neither very sensitive nor were they accurate for selecting menu items. Fortunately, the awkward controls aren’t horrid enough to drag down the rest of the car around it, especially because the graphics on the high-definition screen are so clean.

Plentiful safety tech provided a protective pillow around the RDX when I was behind the wheel. The forward collision alert is a bit aggressive, but as a whole Acura’s systems gave ample warning about potential threats over my 400 miles of driving.

Compared to other offerings in the Honda/Acura portfolio, the eager RDX felt grown up. Photographer Brandon Lim described it as the “Type-R’s older brother who got a job in accounting.” It still has a sense of youthful jocularity despite developing some common sense, like additional comfort and advanced safety.

Altogether, the 2019 RDX A-Spec SH-AWD struck me as a honed vision of the Acura marque that enthusiasts fell in love with decades ago. It was more than happy to belt through some twisty roads but also dutifully hauled groceries and a full car of occupants to a fine dinner.

Even at $46,895 after the destination charge, the package is so competent that it had me pondering if this was the best deal in its segment.

2019 Acura RDX Specifications ON SALE Now PRICE (as tested) $46,895 ENGINE 2.0L turbocharged DOHC 16-valve I-4/272 hp @ 6,500 rpm, 280 lb-ft @ 1,600-4,500 rpm TRANSMISSION 10-speed automatic LAYOUT 4-door, 5-passenger, front-engine, AWD SUV EPA MILEAGE 26-28 (city/highway) L x W x H 186.8 x 74.8 x 65.7 in WHEELBASE 108.3 in WEIGHT 4,068 lb  0-60 MPH 7.5 sec (est) TOP SPEED 130 mph (est)

 The post Quick Take: 2019 Acura RDX A-Spec SH-AWD appeared first on Automobile Magazine.

from Performance Junk Blogger Feed 4 https://ift.tt/2q8kJVZ via IFTTT

[eddiejpoplar]

Quick Take: 2019 Acura RDX A-Spec SH-AWD

Acura built its reputation by blending luxury and sport, with iconic and engaging models such as the NSX, Integra, and RSX in its past. Even the MDX and the discontinued TSX have been lauded as sportier alternatives to their competitors.

In its first iteration, the RDX didn’t quite follow the legacy of many of its predecessors. In our review of the 2011 model we said, “As the RDX has its toes in both the sport crossover and luxury crossover segments, it’s a little difficult to put that figure into context.” The car was good enough to drive and adequately appointed, but not to the point where it was a shoe-in as a segment leader.

The all-new 2019 model may be made from the perfect recipe to stand out from the rest of the luxury CUV segment. Our tester, in A-Spec trim and deep Performance Red Pearl is a sharp looker to defy the sameness of its rivals. Three sharp creases on the hood enhance the ute’s muscular visage and two big exhaust ports beef up the rear.

Its driving dynamics back up the sporty looks, and the RDX impressed with its tight chassis and sporty yet compliant suspension. I found the RDX eager to dig into the corners of freeway on ramps. The 10-speed automatic transmission shifts quickly, and with force when the more aggressive Sport or Sport+ drive modes are selected.

A turbocharged 2.0-liter four-cylinder engine beats as the crossover’s heart. Honda and Acura were once averse to forced induction, but here the boosted powerplant hauls the RDX along admirably. Our staff enjoyed the most detuned version of this engine before in the All-Star winning Accord Sport and in its most highly-strung incarnation in the Civic Type R. With 272 hp and 280 lb-ft of torque, the RDX made confident passes during the trek between Los Angeles and San Diego and settled down in heavier traffic conditions.

The interior design continued the exterior’s crisp and sporty lines. Fit and finish was impeccable and the ergonomics were just right. Seating position was appropriately high for a crossover, offering a commanding view over the road. Interior appointments included automatically adjustable heated and ventilated seats as well as a premium sound system that punches above its price point.

The new Acura infotainment system was a weak point. Not one, but two touch pads controlled a two-panel display. The pads were neither very sensitive nor were they accurate for selecting menu items. Fortunately, the awkward controls aren’t horrid enough to drag down the rest of the car around it, especially because the graphics on the high-definition screen are so clean.

Plentiful safety tech provided a protective pillow around the RDX when I was behind the wheel. The forward collision alert is a bit aggressive, but as a whole Acura’s systems gave ample warning about potential threats over my 400 miles of driving.

Compared to other offerings in the Honda/Acura portfolio, the eager RDX felt grown up. Photographer Brandon Lim described it as the “Type-R’s older brother who got a job in accounting.” It still has a sense of youthful jocularity despite developing some common sense, like additional comfort and advanced safety.

Altogether, the 2019 RDX A-Spec SH-AWD struck me as a honed vision of the Acura marque that enthusiasts fell in love with decades ago. It was more than happy to belt through some twisty roads but also dutifully hauled groceries and a full car of occupants to a fine dinner.

Even at $46,895 after the destination charge, the package is so competent that it had me pondering if this was the best deal in its segment.

2019 Acura RDX Specifications ON SALE Now PRICE (as tested) $46,895 ENGINE 2.0L turbocharged DOHC 16-valve I-4/272 hp @ 6,500 rpm, 280 lb-ft @ 1,600-4,500 rpm TRANSMISSION 10-speed automatic LAYOUT 4-door, 5-passenger, front-engine, AWD SUV EPA MILEAGE 26-28 (city/highway) L x W x H 186.8 x 74.8 x 65.7 in WHEELBASE 108.3 in WEIGHT 4,068 lb  0-60 MPH 7.5 sec (est) TOP SPEED 130 mph (est)

 The post Quick Take: 2019 Acura RDX A-Spec SH-AWD appeared first on Automobile Magazine.

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Quick Take: 2019 Acura RDX A-Spec SH-AWD

Acura built its reputation by blending luxury and sport, with iconic and engaging models such as the NSX, Integra, and RSX in its past. Even the MDX and the discontinued TSX have been lauded as sportier alternatives to their competitors.

In its first iteration, the RDX didn’t quite follow the legacy of many of its predecessors. In our review of the 2011 model we said, “As the RDX has its toes in both the sport crossover and luxury crossover segments, it’s a little difficult to put that figure into context.” The car was good enough to drive and adequately appointed, but not to the point where it was a shoe-in as a segment leader.

The all-new 2019 model may be made from the perfect recipe to stand out from the rest of the luxury CUV segment. Our tester, in A-Spec trim and deep Performance Red Pearl is a sharp looker to defy the sameness of its rivals. Three sharp creases on the hood enhance the ute’s muscular visage and two big exhaust ports beef up the rear.

Its driving dynamics back up the sporty looks, and the RDX impressed with its tight chassis and sporty yet compliant suspension. I found the RDX eager to dig into the corners of freeway on ramps. The 10-speed automatic transmission shifts quickly, and with force when the more aggressive Sport or Sport+ drive modes are selected.

A turbocharged 2.0-liter four-cylinder engine beats as the crossover’s heart. Honda and Acura were once averse to forced induction, but here the boosted powerplant hauls the RDX along admirably. Our staff enjoyed the most detuned version of this engine before in the All-Star winning Accord Sport and in its most highly-strung incarnation in the Civic Type R. With 272 hp and 280 lb-ft of torque, the RDX made confident passes during the trek between Los Angeles and San Diego and settled down in heavier traffic conditions.

The interior design continued the exterior’s crisp and sporty lines. Fit and finish was impeccable and the ergonomics were just right. Seating position was appropriately high for a crossover, offering a commanding view over the road. Interior appointments included automatically adjustable heated and ventilated seats as well as a premium sound system that punches above its price point.

The new Acura infotainment system was a weak point. Not one, but two touch pads controlled a two-panel display. The pads were neither very sensitive nor were they accurate for selecting menu items. Fortunately, the awkward controls aren’t horrid enough to drag down the rest of the car around it, especially because the graphics on the high-definition screen are so clean.

Plentiful safety tech provided a protective pillow around the RDX when I was behind the wheel. The forward collision alert is a bit aggressive, but as a whole Acura’s systems gave ample warning about potential threats over my 400 miles of driving.

Compared to other offerings in the Honda/Acura portfolio, the eager RDX felt grown up. Photographer Brandon Lim described it as the “Type-R’s older brother who got a job in accounting.” It still has a sense of youthful jocularity despite developing some common sense, like additional comfort and advanced safety.

Altogether, the 2019 RDX A-Spec SH-AWD struck me as a honed vision of the Acura marque that enthusiasts fell in love with decades ago. It was more than happy to belt through some twisty roads but also dutifully hauled groceries and a full car of occupants to a fine dinner.

Even at $46,895 after the destination charge, the package is so competent that it had me pondering if this was the best deal in its segment.

2019 Acura RDX Specifications ON SALE Now PRICE (as tested) $46,895 ENGINE 2.0L turbocharged DOHC 16-valve I-4/272 hp @ 6,500 rpm, 280 lb-ft @ 1,600-4,500 rpm TRANSMISSION 10-speed automatic LAYOUT 4-door, 5-passenger, front-engine, AWD SUV EPA MILEAGE 26-28 (city/highway) L x W x H 186.8 x 74.8 x 65.7 in WHEELBASE 108.3 in WEIGHT 4,068 lb  0-60 MPH 7.5 sec (est) TOP SPEED 130 mph (est)

 The post Quick Take: 2019 Acura RDX A-Spec SH-AWD appeared first on Automobile Magazine.

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