Comments by "Stephen Hendricks" (@stephenhendricks103) on "Redline Reviews" channel.

  1. It's important to keep in mind that the G90's market isn't aimed only, or even principally, at the North American market. It's an "executive" sedan in the Asian and European tradition meant to be chauffeured. Thus, the most important seat isn't the driver's; it's the rear seat on the passenger side. Chauffeurs are rare even among affluent American executives. Not so in Asia and Europe where corporations typically lease vehicles for their top executives.
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  2. I own a 2018 DSG Autobahn GTI. It replaced a 2013 model, the last MK6 built in Germany. Some comments. () Price and Content. North American owners of GTI's have long complained that the US spec version of the vehicle lacks features available on the GTI in Europe. The digital cockpit, for example, though originally promised for the US in 2019 is available only in Europe. The Euro spec version of the GTI includes dual injection and a slightly higher HP rating. Furthermore, a number of features (e.g. DCC, leather upholstery, adaptive cruise control, panoramic sunroof, navigation, upgraded audio, etc.) are individual options in Europe. In the US they're only available (or not) in particular trim levels rather than as individual options or packages. Thus, in Europe a buyer can add or reject individual options to customize their specific configurations, an alternative not available in the US. Why the difference? There's a simple answer. VW has found repeatedly that US consumers resist paying what Europeans willingly pay for VW's. Their response has been to offer larger, cheaper versions of their vehicles in the US or in the case of the GTI, limit available features and combining features into different trim levels to contain production costs. For example, a DSG GTI in the UK configured as closely as possible to the Autobahn US trim (albeit with features like the digital cockpit not available in the US) has an MSRP of slightly more than $50,000 (!) at current exchange rates. That's compared to about $38,000 in the US, an MSRP that as Sofyan notes is often discounted significantly. For example, I purchased a fully loaded Autobahn with several dealer installed options about a year ago for $32,043 plus TTL. That vehicle had a sticker over $38,000. It made the GTI about $10,000 less than the best offer I received for a Golf R. (That difference may well have changed with the wider availability of the Golf R this year and the fact that at least here in the Pacific Northwest Autobahn GTI's are in very short supply.) () GTI versus Jetta. Sofyan notes that the newest generation Jetta has some features that the GTI lacks. A difference he attributes to the Jetta being a newer design. It's somewhat more complicated than that, I think. VW has expanded and updated the Jetta line-up in the US while discontinuing exports of the basic Golf to the US. They're obviously putting more eggs in the Jetta basket, a vehicle that's not even sold in Germany. They've taken the engine and drive train of the GTI (along with a number of other features) for the GLI version. It's an obvious effort to make a splash with the Jetta and accounts for including features like the digital cockpit. Hopefully, it doesn't represent a long term plan to phase out the GTI in the US and is simply an effort to broaden the appeal of their already best-selling Jetta. Personally, I prefer the versatility and iconic status of the GTI but for those looking for an affordable European compact sports sedan the GLI deserves a close look. () The MK8 GTI. I doubt we'll be seeing the MK8 GTI (or Golf R) in the US until the 2021 model year. Skipping a model year between GTI generations isn't a new practice for VW. They did the same when the MK6 was replaced by the MK7 generation. (There was no 2014 model in the US.) As far as its features are concerned there's still much unknown but a clue may be the GTI TCR where the 2.0L turbo engine sees a HP increase to 290. Torque in that engine is unspecified. Interestingly, the HP rating is about the same as a current GTI with a Stage I ECU tune from APR. That tune requires no additional mods for a DSG GTI but it does require a tougher clutch and/or periodic replacement in the MT version. And on that point it's perhaps noteworthy that the GTI TCR is not offered with an MT in Europe. () 6 speed DSG vs 7 speed DSG. My 2018 GTI has the previous generation 6 speed DSG. VW added a seventh gear for 2019. Sofyan isn't the first to have minor complaints about the behavior of the new transmission. That's not unusual for a new transmission from any brand. It often requires a while to work out kinks in the real world and implement software changes to address them. I would say, though, that I've never found the hesitation Sofyan mentions in either shifts or turbo lag in my GTI. If there is a verifiable issue I wouldn't be surprised to see VW address them even if they don't say much about it.
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  3. Calling the Kona N an SUV and then pointing out how little it shares with every other subcompact crossover on the market is rather silly. The Kona N is obviously a direct rival of the VW GTI. It's a hot hatch. Period. And an impressive one, at that.
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  4. I've owned several GTIs, most recently one of the last MK6 versions built in Germany and currently a MK7.5 built in Mexico. (In my case the MK7.5 is tighter, more powerful and an all round better car.) I'll reserve judgment on whether the MK8 offers enough improvements to justify replacing my current GTI until the US spec version is available. As knowledgeable GTI owners know VW's approach to the US market is quite different from the strategy employed in Europe. In addition to differences mandated by government regulations, Euro-spec versions typically include features that are simply unavailable in the US. For example, though the US spec has the same awesome EA888 engine as the European version, the latter includes dual injection while the US spec is limited to direct injection. Further, in Europe consumers can select a wealth of separate individual options (including a wealth of color choices) that in the US are bundled into three (or occasionally four) trim levels. That's often the source of frustration for Americans but it enables VW to offer the GTI at a significantly lower price point than in Europe. Along with the VAT that's included in the MSRP in Germany the savings from volume production makes the limited choices for US spec GTI's as much as $10,000 less than a comparable model in Europe. It also means that more expensive versions of the GTI (e.g. the Club Sport) are very unlikely to be exported to the US. I don't use my GTI for track days. For the occasional days on a track I'm on two wheels rather than four. So the fact that the MK8 can reach 100 mph on a straightaway vs 93 in a MK7.5 is irrelevant. On the other hand on the twisting mountain roads where I drive on weekends the reduction of oversteer Sofyan reports would be welcome if not critical. I'm looking forward to an extended test drive when the MK8 appears at my local dealer but since trading my GTI would feel like selling the family dog, I may stick with it.
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  5. Undeniably striking looks. Have to say, though, that it shares Hyundai's typical design language full of bulges and creases that remind me of a spaceship in a 1930's Flash Gordon movie serial. Hyundai may call it an SUV/CUV but that's just an easily understood category in which to place it. What the Ioniq5 represents is the return of a station wagon form factor with a liftback hatch in place of a traditional tailgate. Not, of course, that Hyundai would dare to call it that, at least not in North America.
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  6. For the viewers who believe that the 20th century was a time when dinosaurs roamed the highways, it's worth noting that for many decades drivers managed to use their RWD vehicles in challenging winter conditions when four wheel drive vehicles were few and far between. Moreover, in the late sixties I owned a Saab 96, one of the very few cars with FWD in those days. It was virtually unstoppable in the ice and snow of hilly upstate New York when most other vehicles sat immobilized in their garages and driveways. AWD is a welcome option in modern crossovers but for about 95% of winter driving it's no more effective than winter tires on the front wheels of a vehicle with the engine weight directly over those wheels.
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  7. I must have missed how you felt about the color combo in the model you tested. Did you like it? :) On the whole, I'm surprisingly impressed by the Lincoln. Much like a comparison of the top trim Explorer versus a mid-trim Aviator, a top trim Edge ST versus a well equipped (Reserve) version of the Nautilus suggests a fairly compelling argument for the Lincoln.
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  8. Does it come in yellow for those who've always wanted to drive a school bus?
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  9. If you want a current generation Mazda6 you're well advised to get one soon. The sales of the current generation are dismal. And that's in a Mazda lineup that's almost as bad (with the exception of the CX-5.) In calendar year 2019 sales were down by 30% compared to 2018 to 21,500 sales. That was bad enough but in the first quarter of 2020, sales dropped another 35% compared to 2019 to 4500 units. VW managed to sell nearly 6000 Passats in a challenging COVID-19 impacted marketplace. Mazda6 buyers may not care that consumers ignore the vehicle but Mazda surely does. Along with the terrible sales of the CX-9, the Mazda3 and the CX-30, the question of how long Mazda can remain the smallest independent mainstream manufacturer on the planet before it becomes a division of Toyota.
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  10. Here in the Pacific Northwest Subaru owners comprise a near cult-like group. (A polite and friendly cult but a cult, nonetheless.) :) If you don't own a Subaru you know someone who does. Even minor criticisms of their vehicles are likely to cost you invitations to neighborhood parties and family Thanksgiving dinners. To say Subar-ites are loyal is like saying Seahawk fans are loyal. And none are more loyal than Outback owners. So when Subaru introduced the Ascent I wondered about the future of the Outback. With the 3 row Ascent and the fact that the more conventional Forester crossover seemed to grow each year like a HS football player, I thought the Outback sales might be squeezed both from above and below. Obviously, Subaru is doing its best to be sure that doesn't happen. And judging from 2019 calendar year sales it appears they were initially successful. The Outback outsold the Ascent by about 100,000 units and outsold the Forester by a few thousand units despite the Forester's best sales year. Unfortunately for 2020 the picture is dismal for the first quarter and likely to remain so throughout the year. Sales of the Outback are down 22%, the Forester by 20%, and the Ascent by 18% from January through March compared to 2019. Of course, Subaru isn't alone. With rare exceptions the entire automotive industry has surpassed a "recession" and is in "depression" territory. But on the bright(er) side when sales eventually recover Subaru's cushion of customer loyalty will be a significant asset. As far as the Outback vs the Ascent and Forester is concerned, it's worth noting that the XT version of the Outback has the same engine and drivetrain as the Ascent in a vehicle with over 650 lbs in curb weight savings. If one doesn't need seating for six or more, the better performance and handling that stems from the Outback's weight advantage is a significant advantage. And as far as the Forester is concerned, the fact that Subaru doesn't offer the turbo version of the 2.4L four banger in the Forester provides an advantage in that comparison, as well. When we shopped for a vehicle in 2012, the KIA Sorento narrowly beat out the Outback for the family road trip vehicle and my wife's daily driver. When we decided to replace the KIA last year the new generation Outback wasn't yet available and we gave the last generation only a cursory look knowing it would soon be retired. If we were in the market now, however, we'd look much more carefully at the Outback.
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  11. No real advantage over the turbo 4 banger in terms of performance but a significant penalty in terms of weight and balance.
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  12. There's no big secret about Nissan's target market for the Murano. It's aimed at families with one or two kids (at most) and a mission confined to suburban errands and freeway trips. It doesn't pretend to have even mild off-road capabilities. Not suitable for canyon carving but few suburbs have canyons. Instead, it offers adequate performance, fuel economy in the mid-20's, comfortable accommodations (especially in terms of seats), an open, airy cabin and an upscale interior at a mainstream price point. It falls in the "tweener" class of crossovers in terms of length, (192"), virtually the same as an Accord or a Camry. Easy to maneuver in traffic, easy to park. If midsize two row crossovers are the station wagons of the second decade of the 21st century, the Murano is the most "wagon-y" of all. Does the Murano sound like a vehicle meant to appeal to couples and small families where the female half has at least an equal (if not dominant) voice in the purchase decision? Bingo. Will it satisfy drivers who want to project a "rugged" or high performance image with their vehicles? Of course not. If Mom and Dad have to compromise on a single vehicle there are more appealing choices in the category. But if Mom is the main driver and Dad has a car of his own, it can have a lot of appeal.
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  13. European pricing strategies are very different from that of the Korean brands. European manufacturers rely on brand appeal/snobbery to make their stripped models appeal to those on tighter budgets and load them up with costly options for the vehicles that are actually sitting on dealer lots.
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  14. Uh, one correction. The new color option is Cavalry Blue, not Calvary Blue (2:57, 3:51, 4:56). It references the color of the uniforms worn by the US cavalry not the spot where Jesus was crucified.
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  15. Good review. I think, however, that calling the Stinger a "sports sedan" is somewhat misleading. In fact, it's KIA's interpretation of a European GT (Grand Touring) vehicle designed to carry four passengers and their gear/luggage at high speeds for hours at a time over meticulously maintained European highways as well as negotiating twisting backroads, many of which were originally laid down by the Romans 2000 years ago. Unlike its stablemate the Genesis G70, the Stinger isn't meant to be a rival to the iconic BMW 3 series. Nor does the "GT" designation means it's a competitor to an American muscle car like the Mustang where the term "GT" (in the European sense) is especially inappropriate. The replacement of the 2.0L turbo with the corporate 2.5L turbo 4 in the GT-Line Stinger is a significant improvement in the mission of making the Stinger a true "GT." It improves the vehicle's 0-60 time, of course, but scalding straight line acceleration from a dead stop isn't the hallmark of a "grand touring" vehicle. Instead, the Stinger's less than 6 second 0-60 time is more than adequate when combined with the ability to cruise comfortably at triple digit speeds. Unfortunately, using that ability on the crumbling highways in the US is rarely available. But the 230+ lb weight advantage over the V6 twin turbo version of the Stinger is the equivalent of carrying an NFL cornerback in the back seat compared to a GT1 or GT2 Stinger. And that arguably offers significant advantages that cannot be easily overcome with the suspension and braking advantages of the upper trim vehicles. The upper trim Stingers do have the advantage of an LSD that the GT-Line lacks. But the availability of AWD in the GT-Line does more than help in inclement weather. It enables the GT-Line to put power to the pavement while limiting wheel hop and torque steer nearly as effectively as an LSD provides in the RWD version of the upper trim versions. Rumors that KIA will cease production of the Stinger with the 2022 model persist despite KIA's efforts to deny or at least ignore them. With the performance version of the EV6 coming to the US next spring it wouldn't be surprising to see KIA put all of its performance "eggs" in the electrification basket. Hopefully, however, improved sales of the Stinger GT-Line will postpone the disappearance of the vehicle.
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  16. First things first. There are no hard and fast rules that define a "compact" SUV in terms of size. When a manufacturer designs these vehicles they have take into account (a) how it compares in features and size to competitors from other manufacturers; (b) how it fits into their own overall line-up of SUV's; and (c) in the case of Hyundai and KIA how to differentiate very similar size vehicles drawing on a common set of parts and components so they capture somewhat different market segments. With those factors in mind, consider the following... () Size. At 176" in length the Tucson is among the shortest vehicles in its class. In fact, it's a couple of inches shorter than the CX-5 while offering slightly more overall cargo and passenger space. Comparing the Tucson to the Nissan Rogue is really a stretch (pun intended). At 185" in length the Rogue is much closer in overall size to the Hyundai Santa Fe (188") than to the Tucson. Even if the Tucson matched the Subaru Forester in length (at 182" it's arguably among the largest of the "true" compacts) it would run the risk of impacting Santa Fe sales. Clearly Hyundai would not want that. () Engine choices. Why did Hyundai drop their 2.4L turbo engine option? The answer may well be because that exact engine is offered as an option in the near identical Kia Sportage. Hyundai and KIA have a strong incentive to differentiate those models in order to broaden the Kia conglomerate's overall market coverage. Among those differences is offering somewhat more "premium" features in the Tucson versus stronger (optional) performance in the Sportage. Why not add the 2.0L turbo that's in the Santa Fe? The answer is the same reason the Tucson isn't larger. () Bottom Line. Though Sofyan admits it only reluctantly, Hyundai seems to have aimed the Tucson at precisely the market sub-segment to whom they want to appeal. It's small with efficient interior packaging and upscale features. It's quiet and easy to drive. For those who want more performance in a vehicle the size of the Tucson, the Korean manufacturers have the KIA Sportage. Want something with significantly more room and performance? The Santa Fe (and the near identical KIA Sorento) appeals to that market segment without reaching the level of larger "midsize" crossovers.
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  17. I'm surprised that reviewers haven't mentioned (or perhaps haven't noticed) that the Santa Fe is essentially a two row, turbo 4 cylinder version of the Kia Sorento. Same platform. Only 1.2 inches shorter in overall length, and about an inch shorter wheelbase, and almost exactly the same weight. (The Santa Fe, in fact, is a few pounds heavier with AWD.) About one cubic feet less cargo space. Same 8 speed transmission. Same AWD systems. Interior switch gear and infotainment display are literally identical. So is passenger room in the first two rows. Anyone familiar with the Sorento will feel completely at home in the Santa Fe and vice versa. The differences, of course, include the Santa Fe's turbo 4 that Kia dropped this year and the Sorento has a V6 that's not available in the Santa Fe. And the Sorento dropped the two row option in 2018 while the Santa Fe is a dedicated two row SUV with additional under floor storage where the Sorento's third row is stowed. KIA will be adding a diesel option later in 2019 while there's some talk of adding the V6 in the Sorento to the Santa Fe lineup. Comparing top trims, the SX-L Sorento has more luxury touches (e.g. Napa leather) and soft touch materials than the Ultimate Santa Fe along with a higher MSRP. All in all, the Santa Fe and the Sorento are variations on the same "Goldilocks" theme. Want a V6 and three row seating? Take the Sorento. Don't need or want passenger accommodation for more than five and like the feel of a turbo engine, go for the Santa Fe. Amusingly, though, reviewers are prone to compare the Santa Fe to "small" or "compact" SUV's while comparing the Sorento to "midsize" vehicles. In fact, these category lines are blurry at best. Neither the Santa Fe nor the Sorento fit neatly in those categories but the Hyundai/Kia partnership doesn't care. They have the bases covered for those looking for a crossover that's not too big and not too small.
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  18. A "6" for desirability because the Outback isn't as "desirable" as a Toyota Supra???? How "desirable" is a Supra for five passengers? You might try to rate vehicles' desirability in reference to its intended mission.
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  19. The backseat is "impractical?" According to the US Census two out of three adult Americans are 5'8" or less. (33% of males and 99% of females). Further, if Toyota is correct that the GR 86 provides 29.9" of legroom in the backseat that's the same amount provided in the third row of the Mazda CX-9 and the KIA Sorento midsize SUVs. Not especially generous but the GR 86 has more than two full inches greater legroom than Toyota's own Highlander's back row and less than an inch less than a Mustang! In short, I wouldn't recommend a cross-country trip in the back seat but enough room for most adults, kids and, in my family's case, a big dog for more than a short errand. Add a sunroof? Try fitting a helmet underneath the headliner with the loss off headroom to a helmet. Toyota is specifically making the GR 86 a track car, remember?
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  20. Seriously considered the Golf R when I replaced my MK6 GTI about a year ago. It's a magnificent vehicle especially considering that it's the only "hot hatch" offering AWD (The WRX is a sedan) and the only vehicle in the class offering an excellent DSG transmission. Looking for a dedicated track toy? It's difficult to find anything better than the Veloster N. Want a vehicle that looks like its design was based on a Hot Wheels toy? The Civic Type R fills that bill. Want a high performance daily driver that has nearly the cargo space of several compact SUV's? The Golf R is the sole choice in the US. The choice between a Golf R and a fully loaded top trim GTI (Autobahn) is somewhat more difficult. Apart from straight line performance and acceleration, the main advantage of the R is VW 4Motion AWD system and the digital cockpit available on the R but missing on the GTI in the US. (Some European versions of the GTI do offer the digital cockpit.) The R handles very, well. But the AWD system adds over 200 lbs to the curb weight of the R. That's the equivalent of carrying around an NFL cornerback in the back seat compared to the GTI. And it's worth noting that VW 4Motion AWD system is reactive. Power is routed to the rear wheels only when slip is detected in the front wheels. Otherwise, the R is a FWD vehicle. (Sofyan's experience with chirping front tires under acceleration is not surprising.) Drag strip performance, 0-60 and quarter mile times are undeniably much quicker in the R. And on a track with long straights and gentle curves, the same is true. But on a twisty public road or a tight track, the R's performance advantage is considerably reduced if not eliminated, altogether. On the other hand, the GTI does have a few advantages over the R. In the US the GTI is offered with a sunroof and includes a spare tire. Each of these features are unavailable on the R. VW claims it's due to the desire to offset the effects of the weight disadvantage of the R. Fair enough and some folks may prefer not having a sunroof. Here in the frequently overcast Pacific Northwest, however, getting light into that dark, dark cabin of a Golf is a major benefit. And having taken a bolt in my GTI's rear tire a couple of weeks ago, I really appreciated having a temporary spare tire that got me to a tire store, especially since a "fix-a-flat" can would have left me stranded. Then there's the question of price and availability. It's true that the MSRP of a fully loaded Autobahn GTI is only about $3K to $4K less than that of the R. But when I was shopping a year ago, I found the real world price difference was at least $10,000 with a $6000 discount on the GTI and the fact that the lowest price I found on a Golf R was MSRP and that was at only one dealer where the only R they had on the lot sold within 24 hours of arrival to a buyer who traveled nearly a thousand miles to get it. Availability may be greater in other regions. Demand for R's is strong here and allocations from VW are traditionally limited in this region. But that's my experience. I went with a DSG Autobahn GTI and I love it. But I wouldn't argue with anyone who chooses an R.
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  21. Good review. Having owned two Kia Sorentos, the current one being a 2018 SX-L model, I'm sold on the brand. I test drove both the GT and the 2.0 Turbo. As you note, the 2.0T is a fine choice with plenty of power. And the RWD dynamic is a big plus. But if one is considering it, here's some advice. Don't drive the GT or GT2 versions. Driving one back to back with the 2.0 T makes the latter pale in comparison. Furthermore, the hatchback design of the KIA is a plus but once the Stinger is equipped to match the Accord 2.0T Touring or the Mazda 6 Signature, the price of the KIA gets close to that of the base GT model and well above that of the Honda or Mazda. I considered all three along with the Camry V6 XSE. Ultimately, my choice was to replace my 2013 GTI Autobahn with a 2018 version at nearly $6000 off MSRP. Just couldn't stand the thought on not having a GTI in the garage.
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  22. kai zen: I'm part of the anti-CVT brigade, too. Have to admit, however, that several manufacturers have improved the design significantly in the last few years. I think Toyota has avoided them as a part of their tendency to sacrifice innovation in the interest of reliability. Same applies to Toyota's reluctance to embrace small displacement turbos.
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  23. I love these sorts of comments that compare a base trim version of a car to a fully loaded one. Equipping a Giulia with options comparable to the Golf R puts the MSRP at $51,290, approximately $10,000 more than the Golf R and still without AWD and with a less powerful engine.
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  24. When VW replaced the European Passat with the larger US version, its sales doubled. For some mysterious reason VW thought that was important.
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  25.  @rickyayy  I disagree. By far the "biggest upgrade for 2022" is the replacement of the 2.0L turbo 4 with the 2.5L engine in the base GT-Line Stinger and offered as standard or optional in at least 9 KIA, Hyundai, and Genesis models. For a difference in 0-60 acceleration between the GT-Line and the GT2 of as little half a second, a weight advantage of the base Stinger amounting to the weight of an NFL linebacker and a price advantage of up to $15,000, the GT-Line is a screaming bargain compared to the GT2. BTW, Sofyan's MSRP comparisons are somewhat confusing. A GT-Line AWD version with the "Sun and Sound" package that adds a sunroof and 15 speaker sound system has an MSRP of $41,635 including destination. The AWD GT1 with the V6 engine comes in at $46,935. In addition to the engine it has several other upgrades, most notably electronically controlled suspension and torque vectoring AWD but it lacks the upgraded sound available in the GT-Line. The GT2 restores the upgraded audio and adds a number of other relatively minor upgrades over the GT1 but comes at an MSRP $56,320 with AWD and the $1300 "Scorpion" package consisting of some appearance features. If one is trying to match the luxury features of some European rivals the GT2 may be a bargain. But the "value" choices are clearly the GT-Line and GT1 models.
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  26.  @ibrahimhasanovic1708  I own both a KIA and a VW so I don't have a dog in this particular fight but I'd note once again that Americans and Europeans have different conceptions of "performance." It's no accident that 1/4 mile drag races and high bank oval "road" racing were invented in the US while true road races and rallies began in Europe. Europeans tend to see GT's as long distance high speed touring vehicles on immaculately maintained highways comfortably traveling at 100 mph+ for hours at a time, not stop light drag racing or acceleration on long, straight highways where curves are rare and mountains are non-existent. The Stinger is a fine machine but I'm not sure what the outcome would be if a Stinger and an Arteon drove 500 miles across Montana without speed limits, especially if "pit stops" were part of the "race." I' m pretty sure, though, that the driver of the Arteon would be less exhausted at the finish line than the Stinger driver.
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  27.  @djhrjeiwhri  Reading challenged, are you?
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  28. CVT's do have an advantage over traditional geared transmissions in terms of fuel efficiency. However, tuning a CVT to provide the "feel" of a geared transmission with specific, set drive ratios reduces or eliminates that advantage. (A trend that has resulted from consumer complaints that CVT's don't "feel" like automatics that they're accustomed to.) Furthermore, engineering design of CVT's continues to evolve. The CVT's used in many new vehicles are far, far better than those introduced by Nissan a decade ago. Check various automotive journalists in the anti-CVT camp and you'll find time and again that they comment (often grudgingly) that "the CVT in the X" is more or less indistinguishable from a traditional automatic. Automotive engineering doesn't stand still. When I was a kid, no one who wanted a performance vehicle would settle for a "slush box" automatic and give up the performance of a manual transmission for convenience. Now automatics routinely outperform manual transmissions and the "Save the MT" crowd is reduced to claiming the greater "engagement" a manual transmission provides. There are a number of theoretical advantages of CVT's over geared automatics, even those with eight or more individual gears. The biggest advantage is that CVT's can be programmed to suit the mission of a particular vehicle-- better fuel economy or better performance. Currently, CVT's are best suited to lighter vehicles and those where fuel efficiency is a priority. But there's no reason to think that won't change as engineering advances.
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  29. maurice benton On the contrary, are you saying that the review would be less biased if Soyfen had talked about "how good the car looks," the most subjective aspect of any vehicle? If anyone is "insecure" about their preferences, it's you.
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  30.  @BIG_TOE  Having owned two GTI's with VW's excellent DSG I'd have to disagree. VW opted for a conventional geared AT in the Arteon primarily because consumers accustomed to an AT find the behavior of a DSG to be unfamiliar and the option of treating the DSG as a manual transmission isn't a priority for those customers.
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  31. The Stinger GT with its V6 is a fine vehicle though somewhat more expensive than the Arteon. And the overall materials as well as fit and finish are less premium than the Arteon.
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  32. A few points. The Hyundai Santa Fe and Kia Sorento were already closely related in terms of size and shared components. The new model will make that similarity even stronger, much like the Palisade and Telluride. Styling is different enough to appeal to different consumer segments but the vehicles are essentially identical under the skin. As far as engine choices are concerned the Santa Fe will almost certainly get the 2.5L 4 cylinder turbo that's already confirmed for the US version of the KIA Sorento as well as the Sonata N-Line. Furthermore, it's worth noting that the same engine is the base offering for the Genesis GV80 and G80. In effect all engines for KIA and Genesis as well as Hyundai vehicles come from Hyundai and that the Sorento's 3.3L NA V6 has been dropped in favor of the 2.5L turbo 4, it's virtually certain that the Santa Fe will get that engine, as well. VW uses the EA888 2.0L turbo engine in a variety of vehicles in various levels of tune, Hyundai and KIA are following a similar pattern. The Genesis models (and possibly the Sonata N-Line) with the 2.5L turbo top 300 HP while the Hyundai and KIA models are slightly less. As far as where the Santa Fe fits in terms of size, at 188" in length it's clearly at the lower end of the two row midsize category along with vehicles like the Ford Edge and the Sorento. Compact crossovers, on the other hand, average around 180" long with the Tiguan and Rogue being "tweeners" at 185" in length. Hyundai's compact SUV, the Tucson, along with the KIA Sportage are among the smaller compact SUV's at slightly over 176" long. When the current generation of the Santa Fe came along in 2018/9 it was priced to compete with upper trims of the CR-V and Rav4 and well below the top trim version of the Sorento. Since the introduction of the Telluride, however, the top trim KIA Sorento's MSRP has been reduced by several thousand dollars. It appears that the "Ultimate" Santa Fe and Sorento "SX" will have similar MSRP's at slightly over $40K. In terms of details the Sorento and Santa Fe are even more closely related than before. Same engines, same transmissions, same AWD systems, same infotainment systems, same cargo capacity as before. Now built on the same underlying corporate platform. The Sorento will apparently continue to offer three rows of seats, perhaps with a return to a two row option that the Sorento dropped in 2018. Different vibes in terms of interior appointments with the Santa Fe taking the "near luxury" route of the Palisade and the Sorento feeling like the smaller sibling of the Telluride. Personally, I prefer KIA's simpler and (to my eye) more elegant exterior styling while the Santa Fe, like other Hyundai's, looks rather "fussy" with more creases and bulges but others will differ. All in all it looks like the Santa Fe and the Sorento will be a couple of very appealing midsize SUV's among the group 188" to 192" in length just as the Palisade and Telluride have been game changers among larger midsize crossovers.
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  33.  @theredline  So if one is paying $5K-$10K over MSRP what's the point of the $7500 tax credit gobbled up by the dealer?
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  34.  @stefankoles  Not good looking enough for YouTube but I appreciate the comment. :)
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  35. Not the greatest choice in this market segment but to be fair I don't think Nissan has been using the "Four Door Sports Car" tagline for the Maxima for several years. Criticizing it for failing to live up to a claim that Nissan no longer makes for the Maxima seems unfair at best. As far as the CVT is concerned, I'm not a fan, either. But as Sofyan concedes, it doesn't suffer from the typical performance weaknesses of a CVT in the Maxima. And claiming that "despite the CVT it gets better gas mileage" (14:54) than its competitors makes no sense at all. The advantage of a CVT is improved fuel efficiency. It's not "despite the CVT"; the Maxima's fuel efficiency is in part "because" of the CVT. I'd agree that adding AWD to the Maxima would be a major plus. But Nissan's strategy as far as AWD seems confused, at best. While it's offered on the new Altima it cannot be had with the more powerful turbo engine in that model. It's a puzzle to say the least. All in all, Nissan appears to be reluctant to invest major resources in the "mainstream premium" sedan market segment. And they're not alone. Perhaps Nissan feels the 2019 Maxima will be enough to hold onto some sales in the segment until it's clear whether sedan sales will continue to crater or provide an opportunity with fewer competitors.
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  36.  @CJGOM  I'll have to mention that to my KIA Sorento. Put nearly 80K miles on it and the only time it was in the shop was for oil changes and tire rotations. Have a 2019 model now with about 13K miles and again never a hiccup. You might try crawling out from under that rock and check out the relative reliability and durability of KIA versus GMC.
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  37.  H Maccas  What nonsense. Here's my experience. Can't comment on a Kia running for 10 years but earlier this year I traded a seven year old Kia Sorento. The dealer gave me a trade-in price within $800 of the Kelly Blue Book average for an equivalent trim Toyota Highlander, the vehicle with the highest resale value in this market segment. Considering I paid $7000 less than the price I was offered for that Highlander seven years ago I made out like a bandit. And by the way, I had driven the car about 12,000 miles per year and never had a single repair or warranty claim. Never even had a check engine light. Did nothing but oil/filter changes, replaced tires, and paid for fuel.
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  38. With the EV6 KIA is obviously putting its performance "eggs" in EV basket, the ICE versions of the Stinger can't possibly match the performance of the top trim EV6. So it seems inevitable that the Stinger will either be fully electrified or dropped. And considering the ever declining market for sedans, I suspect it will be the latter by 2023. The Stinger has never come close to KIA's hopes in terms of sales and despite the value proposition of the GT-Line, especially in comparison to vehicles like the K5 GT, that's not likely to change for 2022.
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  39. Yeah, I'm back with my usual negative comments. In a category with the "utility" in the title, the CX-9 is seriously deficient. At 199" in length it's among the largest SUV's in the "midsize" category. Only the Durango and the GM twins (Traverse and Enclave) are bigger. That's combined with the smallest overall cargo space in the entire category. At 75.8 cubic feet the Honda CR-V has more cargo space than the CX-9! And passenger space is no better. At 134 cubic feet of passenger space in all three rows, it's seriously cramped compared to literally every other competitor. The KIA Sorento, the smallest of the midsize category, provides 20 more cubic feet of space for passengers in all three rows. The CX-9's third row is a cruel joke. At less than 30" of legroom, it's less than that provided in the back seat of a Mustang. Have you ever been in the back seat of a Mustang? And if you're interested in putting a hitch mounted bike rack on the CX-9, check the dimensions of your garage. The CX-9's 2.5L turbo engine is impressive in some ways, especially in its application in the Mazda6 and CX-5. But in a class where every competitor other than the Ascent has a standard or optional V6 its performance is neither as smooth nor as linear in its delivery. And in a vehicle that weighs over two tons it's reasonable to question its long-term durability compared to a naturally aspirated V6. The interior appointments of the top Signature trim are impressive on first impression despite some deficiencies (e.g. panoramic sunroof, inferior infotainment). But all in all, the CX-9 is a prime example of the triumph of form over function. Perhaps it should be classified as a CSV, a Crossover Stylish Vehicle.
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  40. For a vehicle characterized as at the top of the heap among sport sedans, the actual sales of the G70 have been dismal. When it was introduced in 2019 dealers in the US sold nearly 12,000 vehicles, slightly fewer than the closely related KIA Stinger (14,000). In 2020 sales of the G70 dropped 21% to about 9400 units. Not especially surprising given the effects of the pandemic on auto sales. Still, the G70 suffered more than most other vehicles including the Stinger (12,500 sales) . Unfortunately, sales of the G70 in 2021 have shown little signs of recovery with only 4800 sales in the first six months of this year. So what has Genesis done to address the weak sales of the G70? Except for some improvements in eye candy (e.g. a larger infotainment screen) and some changes in the exterior styling the answer is almost nothing. The back seat and trunk space are still cramped compared to its rivals. Even worse, they've left the 2.0L 4 cylinder engine in the entry level G70. KIA, on the other hand, with sales of the Stinger nearly as weak as the G70, has replaced the 2.0L engine the Stinger had shared with the G70 with the 2.5L turbo in the GT-Line entry model. That's surprising considering how widely deployed the 2.5L turbo 4 is among KIA, Hyundai and Genesis vehicles. (It's even the base engine offered in the GV70 SUV and the larger G80 sedan.) In the Stinger, the new engine has improved 0-60 performance to about 5.2 to 5.5 seconds compared to the 2.0L version of about six and a half seconds. With the new engine the Stinger is as little as half a second slower than the 0-60 time of the Stinger GT1/GT2 model reported to be about 4.7 seconds. The G70's problem in terms of sales is fairly easy to identify. The base version is so unappealing that it's outsold substantially by the V6 twin turbo version. It's not surprising to see Genesis drop the MT in the base version of the G70. Like most automakers the take rate for a manual transmission is so low that it's unprofitable to offer it. What is surprising is that Genesis has done almost nothing to address the slow sales of the G70 base model as it eliminated the only feature of the G70 4 cylinder model that could be said to appeal to "enthusiasts." Self-styled "enthusiasts" may not care that the G70 base model hasn't been improved. And Genesis may have felt that improving the performance of the base model would cannibalize sales of the more expensive, more profitable twin turbo V6 models. But KIA apparently recognizes that even in niche markets, sales of entry level models provide a revenue base that supports offering higher performance models. BMW, Mercedes Benz, and Audi all recognize that. Genesis apparently does not.
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  41. Recently encountered a new 4Runner in a hotel parking lot with a "disabled driver" plate. Struck me as odd and I asked the elderly fellow who owned it why he bought it and how he liked it. In typical Toyota owner fashion he replied that he traded his 20+ year old 4Runner that never, ever gave him any trouble for the new one. He said his wife also drives it (She's the one who rates the "disabled" plate) and she liked some of the "new" features. Personally I'm not a big Toyota fan (though I respect the fact that they know their customer base) and the 4Runner lacks features I like on a vehicle and has some true SUV features I don't need. But it does have one feature I've always wished I had on the vehicle I transport my big dog in. The roll down rear window is fantastic for that purpose and I don't know why no other manufacturer offers it. Anyhow, it's definitely dated and "old school." But I wonder whether a thorough update to match more modern vehicles would improve its sales numbers very much. The fellow I met certainly doesn't care about what the new 4Runner lacks and I suspect many looking seriously at the 4Runner agree with him. In any event, it's worth noting that in 2018 sold nearly 140,000 4Runners in the US. And that's more than they've sold in any year dating back to 1994! Gotta be doin' something right.
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  42. Not in my experience of about 100K miles.
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  43. Those of us who live in the Pacific Northwest and need all the light we can get in a dark cabin.
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  44. The Mazda 6 is a beautiful car but if you want one you're in a very, very small minority. In the first quarter of 2020 Mazda dealers in the US sold only 4500 vehicles, down 35% compared to 2019 and ranking 18th among midsize sedans (mainstream and luxury). In fact the only mainstream sedan with lower sales was the discontinued Chrysler 200. (Three sales.) Of course COVID-19 has had a significant impact on automotive sales in 2020 but sales of the Mazda 6 in the entire 2019 calendar year were down 30% to 21,000 vehicles compared to the previous year. In short, in terms of sales the current generation of the Mazda 6 is more reasonably considered a collector vehicle than a competitive vehicle. Without a major redesign it's unlikely to survive.
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  45. That's undoubtedly true and that's why VW doesn't expect to sell many Arteon's in the US. According to the new VW CEO it's meant to elevate the prestige of the brand in the US and to appeal to those who want a true European Grand Touring vehicle at a relatively affordable price. The Accord 2.0L Touring configuration of the Accord is a fine automobile, the best mainstream midsize sedan (imo). But it is not designed to be a vehicle that can be driven comfortably on the Autobahn at speeds over 100 mph for hours.
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  46. Two jokes. (1) A Mazda6 walked into a tailor's shop and said, "I need an SUV suit. What can you do for me?" The result was the CX-5. (2) A CX-9 was went off to a fat farm to lose some bloat. After a few months he came back as a CX-5. All in all, it looks like the Mazda has hit a sweet spot with the CX-5, especially in its upper trims. Without a luxury brand like Honda and Toyota, they're going all in with the Signature trim in several models. The result is more or less universal praise from reviewers and a halo effect for the lower trims of each model. In the case of the CX-5 it's a viable alternative to the RDX and comparing apples to apples, it's priced about $10,000 less. The RDX offers more and better features but a $10K savings is a big advantage for those not interested in the badge on the vehicle. The turbo 4 plays better in this category than in the midsize segment where the CX-9 is up against several alternatives with naturally aspirated V6's. (The Subaru Ascent being the exception.) Nonetheless, Mazda doesn't tune the turbo (and the six speed transmission) to emphasize its punch in any of its applications. Instead, they sacrifice that punch for a more linear power delivery. That costs them some appeal in the case of the Mazda6 where performance trails both the 2.0L Accord and the V6 Camry but it won't hurt the appeal of the CX-5 compared to its rivals. It's not all unicorns and rainbows for the CX-5. Its biggest deficit is cargo capacity where it significantly trails the CR-V and Subaru Forester by a LOT! Likewise, the turbo 4 isn't as fuel efficient as the competition. And even if those factors are ignored, the much smaller and less highly rated dealer network will limit its sales. Nevertheless, the CX-5's performance advantage and very, very good looks will appeal to a segment of the market for a compact SUV. All in all, good job, Mazda.
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  47. The US was an afterthought for the Arteon, not a major sales priority. And I think you confuse "dated" with "classic."
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  48. Reviewers typically rely on vehicles provided in "press fleets" by manufacturers. They're provided with top trim models because manufacturers want to showcase the best they have to offer. If a manufacturer offers a base model while its rivals offer top trims, the chances are the comparisons will not be favorable.
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  49.  Tim Winchester  I wasn't comparing "American car performance." I was comparing how Americans versus Europeans tend to define performance. The Stinger, though from a Korean manufacturer and with engineering reflecting the influence of Albert Biermann and his colleagues, is designed with the American market in mind. The Arteon, on the other hand, is a more or less pure European grand touring sedan designed with European tastes in mind. The US market is more or less an afterthought.
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  50. Having owned a couple of GTI's with VW's superb DSG, I'd agree. But VW has found (like other manufacturers) that US customers looking for an automatic transmission are often uncomfortable with the behavior of an "automated manual" transmission, which is what a DSG is.
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  51. I'm a card carrying member of the anti-CVT brigade but I'm not a fanatic. There's no question that all CVT's are not equally objectionable nor that the CVT's of close to a decade ago are the standard by which more recent models should be judged. It's noteworthy that reviewers in the last couple of years frequently note that CVT's are "surprisingly" unnoticeable in their behavior. The advantage of CVT's in terms of fuel efficiency is undeniable. And refinements in design will continue to improve their behavior. At this point, I have the greatest reservations about their applications in large, heavy vehicles with larger displacement engines.
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  52. Could be. But I'm inclined to think that Hyundai and KIA see greater long term opportunities in the EV and hybrid markets. Entering a completely new market segment, especially the fanatically brand loyal pickup segment, is a very expensive proposition that's likely to be a money loser for a long time. Outsiders often assume that a manufacturer has infinite production capacity and financial resources. That's not true of even the most successful manufacturers.
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  53. No vehicle is "the best" in any segment. It comes down to individual buyers' priorities.
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  54. If VW has learned any single lesson over the last decade (other than not to cheat on diesel emissions. Nor even try to sell tem) it's that American consumers shopping for mainstream vehicles want bigger, less expensive vehicles than their European counterparts. Thus the excellent Eurospec Passat was replaced by the larger, cheaper American version. The base Golf has been discontinued in the US for the foreseeable future and has been replaced by the current generation Jetta, a larger sedan that isn't even sold in Germany. The first generation Tiguan was dropped in favor of the larger, less expensive American Tiguan that's sold alongside the original Tiguan in Europe, known in most markets as the "All Space" and considered to be a "midsize" SUV. The extremely capable but very expensive, slow selling Touareg was replaced in the US by the much larger, less expensive Atlas built in Tennessee and like the Jetta, not even offered in Europe. Finally, when VW opted to add a two row midsize SUV they made the Cross Sport larger than virtually all its rivals. At 195.5" in length, it's longer than the three row Toyota Highlander. The result is that the only American VW's left that resemble their European counterparts are the GTI, the Golf R, and the Arteon. As far as the Atlas is concerned VW gave Americans what they appear to want; a BIG midsize three row crossover. At 198.3" in length the only rivals that are larger are the bus-like Chevy Traverse, the Dodge Durango, and (by a fraction of an inch) the incredibly inefficiently packaged Mazda CX-9. And for those who need/want to carry six or seven passengers on a frequent basis or on extended trips, the Atlas makes its case. Even the third row, unlike most rivals, can accommodate two larger than average size adults and unlike some others, lookin' at your Highlander, VW doesn't make the ridiculous claim that the third row can accommodate three passengers who aren't bound and gagged. The 20.5" cubic ft of rear cargo space doesn't match a minivan, of course, but it comes close to the Telluride (21 cf) and the Traverse (23 cf), the largest in the segment. Fold the rear seat and the cargo space is a huge 55.5 cubic feet. Fold the second row down and the 96.8 cubic ft could hold a couple's luggage and gear for a month without a trip to a laundry. Be more careful with the items carried and a couple could sleep in the Atlas. As far as engine/drivetrain offers are concerned, the narrow angle V6 is a time-tested, reliable mill. I remain somewhat skeptical about a 2.0L 4 banger in such a big vehicle. But the base EA888 turbo engine in the Atlas is a remarkable motor that matches the performance of the V6. Whether it matches the V6's durability is another question but considering the Atlas' mission as a people moving cruiser it's likely to meet those requirements. As far as "driveability" is concerned the Atlas is no canyon carver but even those who drive GTI's shouldn't expect it to be. Minimalist design and cost cutting are apparent in the interior, especially in the mid-trim version Sofyan tested. It's not surprising given that VW is especially protective of the value proposition offered by the more expensive (and more profitable) Audi brand. And even more important for 2021, VW obviously understands that keeping the top trim (SEL) MSRP within shouting distance of the Telluride and Palisade is essential. With the likely dealer discount on the Atlas compared to the Telluride and the on-going availability issues of the latter vehicle there's a sale opportunity for many VW dealers and consumers.
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  55. Fortunately for Honda (and most other brands) sales, they pay little attention to the legion of (mainly) young males who inhabit car review sites and call for more truck-like, boxy family SUV's. The truth, like it or not, is the dominant voices in purchase decisions for these vehicles are females. And they like minivan like styling and functionality in a family vehicle. So why not purchase a minivan? It's obviously not for the off-road capabilities of an SUV. But even if 99% of SUV's never see anything more challenging than a rare dirt road, they look more rugged (i.e. safe) than a minivan. And even more importantly, the driver's seat is typically higher than a minivan. That "command" position is apparently very appealing to Americans like my wife, an appeal that suggests why station wagons (estates in Europe) hasn't captured more of the American market. But don't despair, guys. Toyota still makes the 4Runner for you, a real truck-based SUV. And Dodge offers the Durango for males who want that long hood and big box, a design that Freud would understand.
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  56. A "tweener" vehicle? Do you consider the Ford Edge, the Santa Fe, and the Honda Passport, the Chevy Blazer, and the Toyota Venza "tweener" vehicles? Each of them is within an inch or two of the length of the Sorento. The Edge, Santa Fe, and Venza are actually shorter. What makes the Sorento unique among the smaller category of midsize SUVs is its standard third row, not its overall size, inside or out.
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  57.  @andrew.woolman7449  Well, I'm one of those American viewers who won't be purchasing a G90 but the luxury sedan market isn't completely irrelevant in the US. Americans like BIG vehicles and large luxury sedans remain aspirational automobiles for many consumers. The same is true of Lamborghinis, McLarens, Bentleys, and the most powerful versions of 911's. And like it or not, "immature teenage boys" constitute a huge portion of Youtube viewers. :)
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  58. The Venza fills a hole in Toytota's unibody midsize SUV lineup. Before its release only Mazda and Toyota among mainstream automakers failed to offer two vehicles in the huge midsize category. A group of smaller vehicles most ranging in size from about 187" to 192" in length (all of which except the KIA Sorento are 2 row vehicles) and a group of larger 3 row vehicles ranging from 195" to 204" long. With Toyota's Venza now available Mazda stands alone in not having two unibody SUVs in the midsize category. Toyota could have developed a wholly different model as an alternative to the Highlander. (e.g. Ford Edge vs Explorer; KIA Sorento vs the Telluride, Chevy Blazer vs Traverse etc.) Or they could have chopped a few inches off their existing larger vehicle and simply eliminated the rear row of seats. (e.g. Honda Passport vs Pilot; VW Cross Sport vs Atlas.) Toyota took a different path. They simply simply took an existing vehicle, the Harrier, rebadged and tweaked it slightly, limited the drive train to a hybrid option and called it a day. From Toyota's viewpoint an extremely economical way to solve their problem. While they were at it Toyota solved another problem. The looks (if not the capabilities) of the current generation RAV4 had evolved into a mini-4Runner. Very popular, of course, but not as appealing to those whose taste once ran toward traditional station wagons (even if they now disdain wagons) and whose priorities extended only as far as travel over a very occasional gravel road. So give the Venza a premium vibe combine to the RAV4's "adventurous" image. For consumers, especially empty nesters or families with a teen or two and unwilling or unable to consider a Lexus, the Venza provided a more affordable alternative. A Venza Prime? Certainly a possibility but I suspect that the pool of potential Venza customers who prioritize scalding performance may not be sufficient to support the offering. Time will tell.
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  59. Fuel economy coupled with the fact that most drivers can't even say what CVT stands for, much less object to its use.
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  60.  @tommihelich2613  Five gold stars for admitting a mistake, Tom. All too rare from most folks making comments. :)
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  61. Definitely a "safe" choice and obviously in need of a thorough update. But that hasn't hurt Highlander sales. 2018 sales are up significantly over 2017 and Toyota sells about a hundred thousand MORE Highlanders than Honda Pilots in a given year. Toyota adopts long product cycles, is slow to adopt trendy innovations, and doesn't offer the highest quality interiors because they know their customers prioritize reliability and durability. And Toyota will is careful not to endanger its reputation in those areas. Earlier this year my wife and I shopped for a three row crossover. As Sofyan notes, the Highlander was a safe choice. Not as cumbersome in size as the Atlas or the CX-9. And though somewhat smaller than the CX-9 it offered much more interior room and cargo space. Time tested design and engineering and a good naturally aspirated V6. Undoubtedly reliable and durable. But even in its top trim it didn't offer the same quality interior as several other choices. For me, though, the most annoying aspect of the Highlander is the third row seating. Apparently Toyota's option of the captain chairs in the second row forced them to claim the third row could seat three so they could maintain it's a 7 passenger vehicle (or even more absurdly an 8 passenger rig). But putting three seat belts in the third row doesn't mean three people can be accommodated back there. The third row has less legroom, for example, than the much more compact Kia Sorento. With the exception of the Atlas, none of the smaller midsize crossovers offer third row seating that's comfortable for most adults for an extended period but the Highlander is among the worst. And putting three seat belts in the third row only adds insult to injury.
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  62.  @jmula9372  How do you think one accesses the cargo space with "no hatch"? 😁
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  63. The Mazda3 Hatchback should be accompanied by a soundtrack of Sir Mix-a-Lot's "Baby Got Back." I'd be more critical but I tend to believe that styling should derive from functionality in automotive design rather than the other way around so I'm a fan of hatchbacks in general. And I manage to get accustomed to the styling of each generation of the Prius just in time for Toyota to introduce a new even more hideous version. So I can get behind the design of just about anything short of a Pontiac Aztek. Other than the iconic MX-5 I think the Mazda3 is probably the best model in Mazda's lineup compared to its rivals. IMO it tops the Mazda6 by a point or two as a result of its redesigned interior, especially the new infotainment system, a major upgrade over the previous version still in the Mazda6. Further, the Mazda6 faces very stiff competition from the Accord 2.0L turbo and the Camry V6. The "6" is a very nice vehicle but it's awaiting an update. As for Mazda's lineup of crossovers, that's another discussion. Suffice to say that their cramped interiors falll short of the utility of rivals in virtually every category. The biggest news about the new Mazda3 is the availability of AWD. It's a trendy feature and almost unique in the compact sedan and mainstream hatchback categories. Personally, I've driven both AWD and FWD vehicles through some challenging winters in upstate NY and eastern Washington state and found that in a small, light vehicle FWD with the engine weight over front wheels and a good set of winter tires it performs about as well as AWD over 90% of the time. But Mazda claims their AWD system is more than an aid in the winter. It's not a true torque vectoring system but Mazda maintains it significantly improves handling in all kinds of environments. I'm somewhat skeptical that is marketing speak but not having driven the Mazda3 I'll take their word for it. An alternative to a GTI? As an owner of one I'd say it lacks quite a bit in several areas including performance, handling, and versatility with less cargo space in the Mazda despite the fact that it's over 7" longer. Some might maintain the Mazda is more reliable. But as the former owner of an early Mazda 6 in which the engine literally went up in smoke at 8000 miles and an RX-8 that had to be carefully babied on startup lest the engine flood, a condition that required the car being transported to the dealer to have the spark plug changed in the rotary engine, I'd beg to differ. Neither of those experiences soured me on the Mazda brand but my two GTI's (2013 and 2018) have never had as much as a dome light fail. And frankly, although rankings of brands almost invariably put Toyota at the top the actual incidence of issues among most brands is so close that the annual reports by half a million Consumer Reports readers suggest very few serious reliability issues arise regardless of the vehicle one drives these days.
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  64.  @wbwayne8887  That's certainly your prerogative. There are product brands I refuse to buy for one reason or another, as well. Chick-Fil-A makes excellent sandwiches. I won't eat there, however, due to the political views of the owners of the brand. It's just a personal decision on my part. I simply wonder how long and how much the VW brand should be punished for what was undeniably a terrible practice. It's hardly the case that VW escaped with a wrist slap over "Dieselgate." Huge monetary penalties and loss of markets. Responsible executives actually going to jail and those with less direct responsibility with ruined careers. To be clear, I'm not engaging in "what-about-ism." Bad behavior by one corporation isn't excused by bad behavior of others. No more than murder by one murderer is excusable because others also commit murder. I'm simply arguing that punishment should be meted out to those responsible, not to tens of thousands of others who happen to work for the same corporation.
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  65.  @100M2B  If they do the Acadia will come up way, way short. Comparably priced, the Telluride and Palisade make the Acadia, even the Denali, a major fail.
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  66. And in 1900 many felt that there were "no substitutes" for horse drawn vehicles. Twenty years later horses were mainly pets for the rich.
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  67. Several reasons. As Sofyan admits, he has a heavy right foot. Hyundai and Kia have traditionally been challenged in terms of fuel efficiency. (Though they're improving.) But the biggest factor for the Santa Fe is its weight. In the AWD version Sofyan was driving the Santa Fe weighs 4372 lbs. That's more than a Honda Pilot and virtually the same as a Mazda CX-9. It's only about 120 lbs lighter than a VW Atlas(!). Frankly, I think Hyunda/Kia have opted to invest engineering and design dollars in electrification and diesel performance rather than in gasoline model fuel efficiency.
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  68.  @normt5463  Actually, I think the CX-9 handles well for its size. But the key phrase is "for its size." It's only an inch shorter than a Toyota Sienna minivan. And while it handles comparatively well on secondary roads, canyon carving isn't the primary mission of a midsize crossover for most consumers. And at almost 17 feet in length its handling in urban/suburban traffic and mall parking lots simply cannot be that good. It's a beast in terms of size even if it doesn't "look that way."
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  69. You're not alone in thinking the missing link in the Mazda lineup is the CX8 already available in other non-US markets. (It's a stretched version of the CX-5). Mazda faces two problems, I think. First, there was the cold reception that Mazda faced with the CX-7 several years ago. I suspect they're gun shy about trying again with a "tweener" size SUV. And since it's based on the CX-5 platform they may feel that the two models would cannibalize sales of one another. And as you note, the CX-8 is a diesel model, a motor that's a no-go in the wake of Dieselgate in the US. Putting the ubiquitous 2.5L turbo in the CX-8 would only add to the issue of cannibalizing CX-5 (as well as CX-9) sales and isn't a no-cost effort. Second, Mazda and other manufacturers face a challenge in the different definitions of "compact," "midsize," and "large" SUV's in the US versus the rest of the world. In the US the CX-5 is clearly in the "compact" category. In fact, it's smaller than rivals like the CR-V and Rav4. In most world markets, however, it's seen as a midsize SUV with the CX-8 falling into the "large" size category. The CX-9, a "midsize" SUV in the US, would be considered a "behemoth" in most world markets. (I'm not sure it's even sold in many of those markets.) Trying to meet US consumers' expectations about the size of SUV's while satisfying the rest of the world is a headache for most manufacturers and especially for a relatively small manufacturer like Mazda. As far as the CX-3 versus CX-30 is concerned, I'm betting that one or the other will be available in the US. But not both.
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  70. Clearly Acura decided to invest its efforts and resources in the 2019 RDX rather than in their "entry level" ILX. It's undeniably attractive and complaints that many of its features are "dated" doesn't mean they're less desirable. Automotive reviewers routinely complain about any feature that has been around for a few model years. That's their job. It doesn't mean that a perfectly functional feature should necessarily be replaced just to be "fashionable." In this case, though, it appears the ILX should be moved to the new Civic's platform. Maybe next year.
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  71. Better than I'd expected but the new KIA Seltos with its 1.6L turbo and DCT is super tough competition.
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  72. Well, activating a turn signal might be a clue. After all, the turn signal isn't meant to announce that you ARE changing lanes but to signal that you WISH to change lanes. It's a distinction that many drivers don't recognize. :)
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  73. Automobiles aren't women's fashions where being different from last year's offers is a critical aspect of their appeal. It's one thing to complain about the inadequate or cheap features in a vehicle as expensive as the Sequoia; it's quite another to complain about features that are time tested and work well simply because they aren't "fresh."
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  74. The overall styling is a bit busy for my taste but I have to say it looks far better than the 2012 model I briefly considered seven years ago. That version looked like it was designed primarily to transport a carload of fully inflated balloons.
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  75.  @SamCopper101  Do you need to put on sunglasses when you emerge from under that rock where you've been for the last decade or so?
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  76. Gorgeous vehicle, inside and out. I'm struck by the fact that the Arteon looks much sleeker in this review than in earlier videos and photos of the car. Of course there will be the usual complaints from internet fanboys who think every vehicle should have a five liter V8 under the hood but that ignores both what the Arteon is about and the fact that it's designed to conform to recent (much stricter) changes in EU emission requirements and the much more expensive fuel outside the US. Those who aren't familiar with the 2.0L turbo found in various forms in the GTI and the Golf R (and in even more variants in European VW's) would be surprised at its performance potential. Furthermore, VW is very protective of the engine choices and configurations of its Audi brand (much as Toyota is with Lexus vehicles) and they're unlikely to offer versions of the Arteon that threaten to cannibalize sales of Audi models. So a 3.0L turbo V6 isn't a likely option. VW has a very spotty record in terms of sales of its European spec vehicles. Americans in general are unwilling to pay the price Europeans routinely pay for VW products and it will be interesting to see how the Arteon fares. Sofyan is correct, I think, in categorizing the Arteon as a Grand Touring vehicle, a bit further along that dimension than the Stinger but with a similar mission. KIA, of course, offers the twin turbo V6 in the Stinger but the American market is far more important to KIA than it is to VW and KIA doesn't have to worry nearly as much about cannibalizing sales of a luxury brand closely associated with KIA. (The Genesis G70 is really quite different in terms of its appeal though it shares the Stinger's design and engineering under the sheet metal.)
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  77. Aman Rajput I think you may be correct that Mazda intentionally "toned down" the turbo performance. When I drove them back to back I was surprised to find the Mazda6 felt more like the Camry naturally aspirated V6 than the Accord 2.0L turbo. Handling was better than the Toyota and equal to (or a smidge better) than the Accord. Could be that Mazda benchmarked the Camry as its chief competitor and wanted the turbo to act more like a "family" car than the Accord.
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  78. I like it, too. But the placement seems a bit odd to me.
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  79. I agree with Alex that the Civic Hatch is reminiscent of the KIA Stinger design. And I'd add the VW Arteon to that category of mainstream "liftback" sedan designs. Each of the three represents what I consider to be a laudable attempt to combat the onslaught of SUVs with sedans that rival SUV versatility and provide significantly better driving dynamics. Kudos. As for the "conservative" styling of the new Civic, I'm a fan and hope it will be reflected to some extent in the Si and Type R. That no doubt stems in part from the fact that I'm in the middle of the "older" demographic Honda hopes will find the 11th generation appealing. (And not coincidentally can afford to actually purchase a vehicle as well as comment on the internet.) But it's also a perspective shared by those who don't believe that automotive designs should mimic the styling of Hot Wheels toys.
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  80. Traded my 2013 MK6 Autobahn (last GTI built in Germany) for a 2018 model last year. Total of about 70K miles 35K of which with a Stage I APR tune. I didn't tire of my 2013 model and it certainly wasn't "underwhelming." Nor did it have a single issue of reliability. However, I have a teenage daughter who is starting to drive and I wanted the various safety and driver assistance features the new model offered when she began sharing it. My Mexican built GTI on the MQB platform somewhat is more rigid and "tighter" overall than the MK6 but it retains everything I loved about my 2013 model.
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  81. I've had cars for about 40 years with and without fog lights. Living in foggy and non-foggy environments. I've literally never found them to be useful. Driving lights, yes. Fog lights, no.
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  82. Typical American conception of what constitutes "performance."
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  83. Worth noting that the engine/drive train of the Sonata N-Line is found in the KIA K5 GT and the KIA Sorento as well as the Genesis G80 and GV80.
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  84. Easily achieved with a 30 minute ECU tune. And contrary to claims to the contrary a stage I tune does not invalidate the VW warranty unless a warranty failure can be traced directly to the ECU modification.
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  85. There's no mystery about the the dismal sales of the CX-9, the worst of any midsize 3 row crossover in the market. At 199" long, it's humungous. Only the Dodge Durango and Chevy Traverse are larger. It's longer than a Ford Explorer, a VW Atlas, a Telluride, a Palisade, a Pilot, etc. Total cargo space is 71 cubic ft. That's less than any other 3 row midsize crossover. It's less than a CR-V! Total passenger space is 135 cubic ft. A KIA Sorento that's nearly a foot shorter (10") provides 154 cubic ft. The third row of the CX-9 has less legroom than the back seat of a Mustang (29.7" vs 30") Of all midsize 3 row crossovers, only the ridiculously cramped third row of the Highlander has less at 27.7". Automotive journalists love the handling of Mazda vehicles, especially on secondary backroads. But how many customers buy a 3 row crossover to go canyon carving? Apparently VERY few. And that may well contribute to the only bright spot in Mazda's lineup, the CX-5. For those who want Mazda's signature "fun to drive" factor in a crossover, the CX-5 offers the same turbo engine and 6 spd transmission as the CX-9, the same suspension design, a curb weight over 550 lbs less than a CX-9 (!) that contributes to far better performance at a price that's MUCH less than a comparably equipped CX-9. All of these factors suggest why Mazda sold 6 times as many CX-5's as CX-9's in 2019. If a buyer is willing to give up a third row of seats that's suitable mainly for children that are just over the age that requires a child seat and less than an eight year old, the CX-5 is a far, far better fit.
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  86.  @iCodyonline  Actually, it's a bit more complicated than that. Hyundai owns about 35% of KIA and the two companies share many components and engineering resources. But the relationship is not as close as, say, Chevrolet and Buick or Ford and Mercury where the differentiation between the brands is mainly in terms of badging and trim levels.
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  87.  @slappymcphee  That's odd. I traded a 2012 Kia Sorento last year and the dealer gave me within $800 of the KBB estimated of the trade-in price of a comparable Toyota Highlander. (Same year/trim/mileage/condition). Considering I had paid $6000 less than the best offer I received for the Highlander back in 2012, I made out like a bandit in terms of resale value.
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  88.  @afcgeo882  Actually, the warranty is 6 years/72K miles. It's the longest bumper-to-bumper warranty in the industry.
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  89. Excellent choice for recent graduates staggering under loan debt or (in my case) for parents of a college student looking for a vehicle with up-to-date driver assistance and safety features, a strong warranty, and sufficient room to move from home to campus and back again on a regular basis. A used car can be less expensive, of course, but as I consider sending my daughter off to college where I can't backstop her for maintenance and repairs and want the assurance she's in a vehicle with modern bells and whistles, it's a tempting alternative. Now if I could just convince her that it's a far more practical choice than a Mustang. :)
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  90. Platinum: You and about seven other customers. Toyota dropped the V6 from the Rav4 lineup about six years ago because they couldn't give them away. I know. I was offered a $5000 discount on one. A Toyota with a $5000 discount! Further, the weight of the V6 made every curve an "adventure." Want a "performance" SUV under $50K? Get a Ford Edge ST and put up with its other limitations.
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  91.  @Newzchspy  Not for the vast majority of drivers, especially those interested in an EV. A 0-60 time of eight minutes, not seconds, is the rule here in Seattle traffic. And for any driver a 0-60 time of six seconds is more than adequate for everyday driving.
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  92.  @Newzchspy  "Stoplight to stoplight performance" says it all. If beating the car next to you to the next stoplight is your priority you should take your hobby to a local track or drag strip and stay off public roads.
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  93. There are other reasons that virtually all manufacturers of two row midsize crossovers except Hyundai offer standard or optional V6 engines in their vehicles. Physics is physics and an under-stressed V6 is likely more durable than a more highly stressed, smaller displacement turbo 4 in a vehicle weighing over 2 tons. Having said that, however, the Outback with a curb weight of about 3800 lbs is a more hospitable home for that engine than the Ascent that weighs about 700 lbs more without adding fuel, passengers, or gear.
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  94. Haven't driven the Altima but earlier this year I seriously considered several midsize sedans. On my scorecard the Accord 2.0L (Touring) came out in first place; the Mazda6 (Signature) in second; the Camry V6 (XSE) in third; the Ford Fusion AWD V6 turbo (Sport) in fourth; and the Passat GT V6 in fifth (but with a star as a value choice at under $25K in real world pricing.) Based on this and other reviews of the Altima, I think it would rank behind the Camry for me. And considering that both the Fusion and the Passat GT are now gone, that's not much of a compliment. The most puzzling decision Nissan has made with the Altima is to offer AWD only with the base, non-turbo engine. I can only imagine the difficulty a Nissan salesperson must face in explaining to a customer that they can have a relatively powerful, fuel efficient engine or AWD. They just can't have both. What on earth is Nissan thinking?
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  95. The numerous comments about the limited initial availability of the EV Niro fail to take into account the production capacity limitations that every manufacturer faces. Production capacity cannot simply be created with a magic wand. Not for ANY vehicle. Even for conventional vehicles that share many components with existing models, a new vehicle requires huge investments in new or modified production capacity, often at the expense of already existing vehicles. For EV's the challenge is much, much greater. Tesla's difficulties in ramping up production capacity are well known. Hyundai is no doubt limiting initial availability to states that have adopted California emission standards (and often state level incentives) because that is where sales opportunities are most favorable. Meeting expected demand even in those states is likely to be a significant challenge. Why would Hyundai siphon off initial supply to those markets to send vehicles to markets where demand is likely to be more limited?
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  96. The extended range of the Leaf as well as that of the Korean vehicles is a major game changer for EV's. In the sprawling metro areas here on the west coast (and elsewhere) many drivers are confronted with an 80 mile round trip commute every day. That means an EV with a 100-120 range has to be recharged every day. A 220-260 mile range eliminates that requirement. For many drivers it means recharging once or twice a week with a range that even allows a weekend getaway and short local trips all week. The Tesla model 30 meets that requirement, as well. But the promised $30K version has yet to materialize. And while Tesla deserves some kudos for its innovative designs (e.g. over the air software updates), the minimalist interior design is a challenge for many consumers. The Leaf and the compact SUV's from Hyundai and Kia have much wider appeal and a price point Tesla can't match.
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  97. Different strokes for different folks. The Mustang is a two seat sports car with room in the rear seat for a set of golf clubs or a big dog. That's not "pointless"; it's simply a vehicle with a different set of priorities.
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  98. When KIA introduced the Stinger several years back it received almost unanimously positive reviews. Unfortunately, its sales in the US failed to match KIA's expectations. I've always thought it had two problems. First, it preceded the Telluride by over a year and many KIA dealers had no idea how to sell a Euro-flavored GT sedan or a KIA with a price tag approaching or exceeding $50K. Simply put, the target market for the Stinger consisted of customers who had never walked through the front door of most KIA dealers. Second, the "Stinger" moniker brought forth images that suggested it was a Charger or Challenger competitor rather than an Audi or BMW rival in terms of performance and features. I suspect that if the Stinger had been introduced after the Telluride and possibly with a different name, e.g. euro-flavored K6, it might have fared better in terms of sales. In any event the 2022 version may present a second chance for the Stinger to make a first impression. Ironically, the most impressive news is not at the top end of the lineup but at the low end where the 2.5L turbo replaces the previous (relatively weak) 2.0L engine. With significantly improved performance compared to the previous offering, lighter weight and better weight distribution than the twin turbo V6 and with available AWD and a relatively small price premium over the FWD (only) K5 GT, I'm guessing it will be the volume sales leader. That would be a significant shift from the previous generation where the 2.0L version actually trailed the V6 in sales. As far as rivals are concerned I doubt the Stinger even with its strong value proposition will make as much of a dent in BMW, Audi, and Mercedes sales in the US as in Asia. But KIA's already improved brand image thanks to models like the Telluride and the new Sorento and K5 may well steal some sales that would otherwise go to Acura and Lexus sedans. The most obvious competitor is the VW Arteon "liftback" vs the 2.5L Stinger where the choice is between a relatively affordable true European GT sedan and a Korean interpretation of a European GT designed for Americans.
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  99.  @seadoo4life727  Has it occurred to you that this isn't a replacement for the traditional GT "muscle car" but an alternative that Ford hopes will expand the Mustang's market reach?
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  100. Might be mid-pack versus some other sub-compact SUV's. And I rather like the exterior looks, as weird as they may be. But with the KIA Seltos available the Toyota is a clear loser as an SUV.
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  101. Felix O: Now tell us about the price of the GTI in Germany. I just paid $32,043 (equivalent to 27,350 euro) + 10% for tax/title/registration in the US for a fully loaded Autobahn/DSG. An equivalent trim purchased in Germany runs about 45,125 Euros or $52,821. That, of course includes the features you mention. But it's doubtful that Americans would be willing to shell out over $50,000 for a GTI. Or at least that is what VW believes.
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  102. Great for terrorizing wildlife in an off-road environment. Otherwise, a prescription for Viagra is more effective and less expensive to achieve the desired mission.
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  103. Perhaps. But "nits" are sometimes deal breakers. Living in the Pacific Northwest where overcast skies are the norm, getting additional light into that dark, cave like interior is a real benefit in my GTI. On the other hand, if I lived in Phoenix or Texas (as I once did), I'd avoid a sunroof at all costs.
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  104.  @evz1244  All true but times are changing. I'm much more familiar with my local KIA dealer while the local Hyundai showroom more closely matches your description. The KIA showroom is well lit and welcoming and comfortable, well stocked with coffee, snacks, complimentary wifi and with salespeople who are relatively knowledgeable about their products. Service techs are well trained and typically go the extra mile in their efforts. The dealership follows up after service and does their best to rectify bad experiences. The experience with the "finance guy" when purchasing a vehicle is still something of a nightmare as he explains the necessity of additional warranty coverage for that piece of junk you're purchasing that the "sales guy" just told you was "super reliable" but you can't have everything. As far as "market adjustment" stickers are concerned, it's important to understand that manufacturers don't like them either. But while they discourage them for the very reason you've noted there's very little they can do if a dealer insists on adding several thousand dollars to an MSRP. The vehicle has already been sold to a dealer and legally the manufacturer can do little about the dealer's pricing. And it's also worth noting that all dealers don't jack up prices above MSRP. My local KIA dealer does not, for example. Unfortunately, for a model where demand is huge, the side effect of that policy is to increase the waiting list for a vehicle. When I first inquired about the wait for a top trim Telluride in June of last year, for example, I was told I could expect delivery in February of 2020. Even now, the waiting list is months long for the Telluride.
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  105. For over 40 years of driving I never went without at least one MT in my garage until I purchased an MK6 GTI with a DSG in 2013. When I replaced that car with a new GTI last year I didn't hesitate to go with a DSG again. Apart from the better overall performance and slightly better mpg's with the DSG, it has several other advantages. I can drive in manual mode, as I do about 75% of the time, and have complete control of the gear I want. I can have the software that controls shift points in automatic mode tuned to my preferences for a few hundred dollars. And when I'm stuck in freeway traffic creeping along at 5-15 mph, I can let the DSG do its thing. Finally, when I had a Stage I APR tune added to my GTI, I didn't have to face the prospect of upgrading and/or replacing the clutch on a regular basis.
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  106. And every owner in America could hold an annual convention in the (small) ballroom of a local Holiday Inn.
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  107. The question isn't whether the Explorer is worthy of the ST badge. It's whether the ST (or any other Explorer) is worth the MSRP Ford is asking. Considering that the lowest (XLT) trim level with a variety of options has an MSRP of over $49,000 and still doesn't come close to matching the features of a top trim KIA Telluride or Hyundai Palisade with MSRP's about $1K less, buyers had better want an RWD platform A LOT, especially considering it comes with the 2.3L four banger from a base Mustang in a 2 and half ton vehicle. And if an RWD platform is supposed to deliver towing capacity, don't get too excited. At a maximum of 5300 to 5600 lbs, the Explorer's tow rating is only a few hundred pounds more than several FWD platform rivals. At the upper trim levels (ST and Platinum) the MSRP's approach or top $60,000. Not only is that price absurd when compared to rivals like the Korean twins, it's ludicrous compared to the Lincoln Aviator. Despite Sofyan's claim that the Aviator would be $20K more, that's not the case. A well equipped Aviator (Reserve) has an MSRP of $68,000 with significantly more luxurious features and the same drive train as the Explorer ST and Platinum trims. That makes the puny towing capacity of the Explorer even more disappointing since the Aviator is rated at 6700 lbs. The only difference? The Explorer has a Class III hitch while the Aviator has a Class IV hitch. Interested in serious towing? You don't have to get a humungous Expedition you can get an Aviator. Ford may very well continue to lead sales of midsize SUV's with the new Explorer. That's more or less assured by the fact that a huge proportion of their sales (about 1/3rd) go to fleets. But almost all Explorers sold to consumers will have an engine that's a fine mill for a 3500 lb sports coupe but significantly over stressed in a vehicle that must carry the equivalent of an entire NFL offensive line in the back seat compared to a Mustang. As for the ST, dealers won't move many, especially since there's not a lot of room for discounts without impacting lower trim level prices. (A $10K discount would help but that means the high volume lower trims will have to be discounted significantly, as well.) Good luck to Ford dealers.
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  108. There's talk the VW may offer an Arteon wagon with the 3.6L V6 currently in the Atlas. But it won't be a turbo and I suspect it won't find its way across the pond.
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  109.  @FLAKKU03  Genesis has only recently begun (earlier this year) to offer vehicles in a few European countries, specifically with three showrooms in the UK, Germany, and Switzerland. Whether the Korean brand will be successful in Europe has yet to be determined. In any event sales of large luxury sedans in Europe have plummeted in the COVID-19 era, an overall of a drop of 35% compared to the first quarter of 2019. And that follows a drop of 13% in annual sales in 2019 compared to 2018. It's a small market numerically but I wouldn't be surprised to see Genesis make a significant dent in European sales over the next couple of years.
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  110. Same basic engine with more powerful turbo and some other changes for better straight line performance and greater durability. AWD vs FWD. But rear wheel power is added only when slip is detected in the front wheels. Adds about 200 lbs to the curb weight. Digital cockpit in the R that's missing in the 2019 US version of the GTI. Otherwise, the interiors are basically identical in the R and the top trim Autobahn GTI. The R is a great vehicle. When I was shopping about a year ago, however, I found the real world price difference between the top trim GTI and R to be about $10,000 or more.
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  111. If you want to turn heads, get an Aztec.
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  112. No doubt. Then US consumers can complain about the features we don't get that are available on the MK8 in Europe. :)
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  113. I agree that after care support is important. And on that front I've been more than satisfied with the service I've received from my local KIA dealer. I doubt seriously that any consumer has sufficient experience with multiple dealerships to make such a generalization.
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  114. A "very large three row crossover?" Not really. It's half an inch shorter the Honda Pilot and the Subaru Ascent and an inch longer than the 2020 Highlander. It's 2" shorter than the Atlas, 3" shorter than a Mazda CX-9 and the 2020 Explorer, five inches shorter than the Dodge Durango, and a full 8" less than the Chevy Traverse. Bottom line? The Palisade and Telluride are smack dab in the middle of the midsize three row SUV segment in terms of overall size even though their styling suggests a larger presence. As far as the engine, shared with the Telluride, is concerned, it's worth noting that it's the Lamda 3.8L naturally aspirated V6 used in several Genesis models but running the Atkinson cycle rather than the traditional ICE Otto cycle. That sacrifices some performance in favor of fuel economy, a traditional challenge for Hyundai and KIA vehicles. The result is that the larger Palisade and Telluride have about the same performance metrics as the KIA Sorento with its 3.3L V6 along with equal (or slightly better) fuel economy. KIA and Hyundai do a masterful job of turning out vehicles built on the same platforms with shared components and features from the same parts bin while appealing to slightly different market sub-segments (e.g. Kia Sorento vs Hyundai Santa Fe; Kia Stinger vs Genesis G70.) In the case of the Palisade and Telluride, Hyundai has opted for a more "near luxury" vibe while KIA has chosen to project a more "adventurous" image. It can be confusing to compare various trim levels and option packages but at the highest trim levels of each with comparable equipment, the "build and price" tools of each indicate Telluride's MSRP is $47,330 vs the Palisade at $47,445. (Real world pricing may differ from MSRP's). Pay your money and take your choice. Personally, I find the Telluride's styling, inside and out, more appealing. Hyundai's have always seemed a bit "fussy" to me compared to KIA's simpler and (to my eye) more elegant looks. But others will differ. The Palisade tops the Telluride in terms of interior bells and whistles, most notably the eye candy in the digital cockpit. On the other hand, Hyundai (along with some other brands) seems to believe that quilted upholstery spells a more luxurious image. It reminds me of the furniture in my grandmother's living room. And considering my age, that makes it look very old fashioned, indeed. But speaking of old-fashioned, the Palisade provides electric motors to raise and lower the third row seats while the Telluride requires one to push/pull the seatbacks. Personally, the fewer unneeded motors and reliability challenged electronics, the better. But again, YMMV. One point is obvious. Both the Telluride and Palisade set a bar in terms of value for the $$$ that other brands in the midsize 3 row category currently have a difficult time meeting. I'd opt for the Telluride but the Palisade is equally impressive in its own right.
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  115. Ah, the slow lingering death of the minivan. Every time I see a minivan review I hear the reviewer note how much more practical the vehicle is than a comparable SUV/CUV. Yet the message seems to be largely ignored by most consumers. What's the deal? Is it because male consumers have lost their taste for them? Not likely. "Real men" never took to minivans. The "cab forward" design didn't appeal to males who want a long, long hood stretching out before them. It suggests a BIG powerful and "potent" engine. Even better if it has a protruding grill (Lookin' at you CX-9) that makes the point even more obvious. From the beginning minivans acquired the reputation (and the stigma) of being "mom-mobiles." And when CUV's came along to replace a "truck" feel with the driving dynamics of a car, it was the best of both worlds for men who never took their vehicles off-road but wanted them to feel "tough." No, the declining popularity of minivans stems from the fact that females (who have a major voice in the purchase of "family" vehicles) increasingly rejected them. How come? First, it's difficult to avoid the fact that younger generations of women increasingly reject the stigma of being "just a housewife" and accurate or fair or not, minivans project that vibe. But that's not all. Females may not find the same appeal as males in a massive hood in front of the driver but it does suggest strength and security in the event of an accident. And safety, real or perceived, is especially important to female drivers. Further, as highways filled with SUV's/CUV's all drivers, but especially women, feel overmatched in terms of visibility from a driver's seat. A "command" (i.e. taller) driving position gives them a better chance to see what's going on around them. Of course it's a vicious circle with more bigger and taller vehicles making the problem worse. But like nuclear deterrence individual purchasers may see no alternative. Minivans still appeal to those with large families to haul around, especially if extended family trips (or a family with multiple hockey players) are a priority. But large families are a smaller and smaller portion of the population (except perhaps in Utah.) Bottom line is that the few manufacturers who offer minivans (Toyota, Honda, Chrysler, and Kia) seem to be fighting a long term losing battle.
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  116. The GLI does not offer AWD. It's drive train is the same as the GTI. If you mean a WW "Golf R" you'll have AWD but if you are referring to a Honda "Type R", it, too is FWD.
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  117. Don't hold your breath. Satisfying the fantasies of internet fanboys isn't Mazda's highest priority.
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  118. Correct. As other automotive manufacturers have found. For simulates the European design with separate individual tail lights but cannot use a single lens with progressive sequencing of lights
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  119.  @SaraK_69  True of many vehicles. My experience on that score goes back to a SAAB 96 with FWD in the deep snow of Ithaca, NY in the late 1960's.
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  120. Since the 2018 model year the Santa Fe and Kia Sorento have shared a wealth of components, features, and basic specs (including overall size) with the most important difference being that the Santa Fe dropped its 3rd row option (in the US) and KIA made the third row standard in all trims. Sofyen is correct that the latest version of the Santa Fe leans toward the "budget luxury" vibe of the Palisade while the new Sorento emits the more traditional and "rugged" vibe of the Telluride, most notably in the top trim Sorento SX Prestige/X-Line vs the Santa Fe Calligraphy AWD where MSRPs are almost identical. He's wrong, however, that the absence of third row seating in the Santa Fe provides more cargo space than the Sorento. (4:51). In fact, the Sorento's cargo space behind the second row (with the 3rd row folded into the space below the cargo floor) amounts to 38.5 cubic ft vs the Santa Fe's 36.4 cf. And overall cargo space behind the first row of the Sorento is 75.5 cf vs 72.1 cf for the Santa Fe. Unfortunately for the KIA, however, is the fact that the Sorento loses its slight advantage in cargo space (measured above cargo floor) when it comes to passenger capacity. Both the mid and top trims (EX and SX) of the Sorento come standard with captain chairs in the 2nd row, effectively limiting accommodations to four passengers without deploying the third row. The Santa Fe, on the other hand, provides bench seating in all trims, including the Calligraphy and therefore accommodates five passengers. Even worse, the only way to get the optional higher performance 2.5L turbo engine and DCT the Sorento and the Santa Fe share is to purchase a trim of the Sorento with captain chairs. In short, the Sorento forces the deployment of its cramped third row for more than 4 total passengers. And that limits overall cargo space to 12.6 cubic feet. As someone who owns a 2018 top trim Sorento with a 2nd row bench and values the 3rd row seating for occasional use, the new Sorento simply won't work for my family. If we were to replace it, we'd have to shift from the KIA to the Santa Fe and give up seating for more than five passengers.
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  121.  @eneumeyer19  Thanks. Complaints about the absence of 2nd row bench seats in upper trim and luxury SUVs are usually limited to those with larger families. And no doubt automakers' market research suggests that those with more disposable income have smaller families and prefer the "luxury" touch of captain chairs. But KIA has carried the trend too far, I think. We're a small family (2 adults, a teenage daughter, and a big dog.) We seldom deploy the 3rd row of our Sorento unless we have 6 or 7 passengers on a local trip and the alternative is taking two vehicles. In those cases, infrequent as they are, the 3rd row is a huge convenience. When we bought our Sorento in 2018, it was the major reason we opted for it over the almost identical Santa Fe. Unfortunately, while our dog is content to share the back seat with one or even two human passengers, he's not built for the design of a captain chair. If we traded our Sorento for a current model we'd have to either (a) permanently deploy the third row or (b) keep him in the cargo hold behind the 2nd row. Neither option is nearly as convenient as our current arrangement where he can ride on the back seat unless he's returning from a romp in the woods or at the beach and he's consigned to the "way back." Further, deploying the 3rd row in a vehicle the size of the Sorento effectively eliminates all but a tiny space for cargo. Longer trips with gear/luggage simply prohibits the use of the 3rd row and allocating space for the dog behind the 2nd row severely reduces the space for gear, luggage, or other cargo. I know many folks will find choosing a vehicle based accommodating the family dog is eccentric if not insane. (Although Subaru's TV commercials suggest we're not alone.) And I'm sure that many Sorento customers are content with seating for up to four humans and only occasional use of the 3rd row. But KIA's decision to eliminate 2nd row bench seating for any but the lowest trims that lack the option of the more powerful turbo4/DCT combination the Sorento and Santa Fe share as well as a number of other bells and whistles is, I think, a major error. And not just for families with a carload full of kids. In effect, it eliminates the prior major advantage of the Sorento over the Santa Fe.
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  122. Ain't happenin' , Michael. For some mysterious reason VW dealers object to 2 door GTI's sitting for months on their lots incurring flooring charges.
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  123. I'm ever amazed at the details that some consumers consider priorities, especially those that serve no purpose, whatsoever. Would you be happier with dual fake exhaust tips with the true exhaust exiting beneath the vehicle?
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  124. Hyundai knows what you're talking about. In fact when they spun off the Genesis brand they tried to recruit new dealers or force existing Hyundai dealers to build separate dealerships before they could sell Genesis products. Hyundai was sued by a coalition of their dealers and were forced to backtrack on their dealer requirements and creating a major delay in developing a national dealer network. The brand has apparently overcome the challenges they faced initially on that front but they're still behind the eight ball in some ways.
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  125. Cleaning the rims? You'd have "people" for that chore.
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  126. @Stephen Hendricks Is A Kia Salesman Frankly, I wouldn't want to an auto salesperson for any brand at the moment. In any event, I'm not and never have been a KIA salesman. But since the comment above is apparently in response to a comment that has nothing, whatsoever, to do with that topic, I'll just assume it's from someone whose competence doesn't extend to the use of the internet.
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  127.  @tommihelich2613  I don't think that's the case. I believe the Santa Fe is built in Hyundai's Montgomery, Alabama plant. https://www.motortrend.com/news/2019-hyundai-santa-fe-enters-production/
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  128. The interior space of the Telluride gives you much, much more interior space where you can stow the tens of thousands of dollars you save by not purchasing the Volvo.
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  129. Different strokes for different folks. When I shopped last year, the best price I found for an "R" was more than $10,000 more than I paid for a fully loaded Autobahn/DSG GTI. It simply wasn't a premium I was willing to pay for my driving style including canyon carving. But there's no question the R is a magnificent vehicle.
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  130. I agree with your frustration but it's difficult to argue against Toyota's approach from a business standpoint. The Highlander outsells every other mainstream crossover except the Explorer in the US. And that's only because nearly a third of all Explorers are sold to fleets. Toyota thrives on the basis of the brand's reputation for its vehicles' RANKING for reliability even though it is leads a number of other brands by a minuscule degree in terms in terms of the actual INCIDENCE of issues. Toyota retains its reputation primarily by an extremely conservative strategy in equipping their vehicles with "what the consumer wants." It's the same strategy that enables Toyota to constrain development costs and continue to offer vehicles long after the development and tooling costs are long since paid off.
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  131.  Richard Favreau  Understood. I'm no fan of fake exhausts either but their prevalence among premium and luxury vehicles reflect the fact that buyers of those vehicles object to "sooty" exhaust tips.
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  132. No more so than for other midsize 3 row crossovers.
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  133. The Mazda3 is a "very popular compact car and hatchback"? (0:55) There are a number of ways to determine "popularity" but it's a bleak time for Mazda in terms of sales. The Mazdaa3 was down 21% (51,000) last year compared to 2018. VW sold over 100,000 Jettas. KIA sold 95,000 Forte's. Even the Subaru Impreza (66,400 sales) outsold the Mazda3. The first quarter of 2020 was a tough sales environment for most brands but none more so than for Mazda. Sales of the Mazda3 were down 47% compared to the first quarter of 2019 to a total of 8100 units sold.And again, the Jetta and the Forte had more than twice as many sales and the Impreza led the Mazda3 by several thousand units. In short, the Mazda3 along with nearly every other Mazda model desperately needs a sales boost in the US. (The CX-5 is arguably an exception.) Cramming the corporate 2.5L turbo and six speed torque converter transmission appears to be a low cost way to broaden the Mazda3's appeal to some extent. I doubt it will be a game changer for the model but I'm sure Mazda (and Mazda dealers) believe any help at all is welcome. Based on performance models of mainstream vehicles from a variety of brands, I suspect a 10% improvement in sales of the Mazda3 would be the best that can be expected. And that means perhaps 5000 more Mazda3 models sold in the 2021 calendar year. That's not enough to turn around the slumping sales of the model, much less to compensate for dismal sales of the brand as a whole. Obviously I haven't driven the Mazda3 turbo. But I have driven the Mazda6 fairly extensively and the CX-5 to a lesser degree. I was surprised to find that the Mazda6 was considerably less powerful than the specs suggested, probably because Mazda muted the 320 ft lbs of torque to keep the FWD Mazda6 from shredding its tires at takeoff. That coupled with the fact that power fell off a cliff at around 6000 RPM meant that it trailed both the Accord 2.0L turbo and the Camry V6 in terms of standard 0-60 and quarter mile metrics. As far as the CX-5 is concerned, it's a peppy compact SUV but scalding performance isn't a high priority in the category and its AWD adds about 300 lbs to its curb weight compared to the Mazda6. The lighter Mazda3 will no doubt be a better performer than the CX-5 but despite the impressive tricks Mazda engineers have pulled, the torsion bar rear suspension will continue to hamper its handling to some extent. As Sofyan implies, the Mazda3 turbo doesn't signal a return to the Mazdaspeed design approach. The company continues to believe that premium interiors and greater profit per vehicle is a better approach than any sales increase they might enjoy from performance models. Time will tell.
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  134. Yup.
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  135. @Nathan Brooks You're right, of course. My bad for failing to add "North" to the comment about the Jetta being built in "America."
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  136.  @97I30T  My error. I should pay more attention to Nissan's advertising.
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  137. Canadians winters that make heated steering wheels especially appealing. :) And their take rate of AWD vehicles is much higher than in the US. While Golf R's have been scarce in the US, they're readily available in Canada.
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  138. Good thinking. :)
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  139. I love Miatas. Even if it were the only decent vehicle Mazda makes (and it's not) it would still be worth keeping them in business. May it live forever. Just one thing. Could Mazda PLEASE put in a glove box? I'd be willing to put up with all the other deficiencies in room and storage. But really, a glove box wouldn't compromise the vehicle. As for the color, back in the day I think about half of all the orange Olds Cutlasses in the US were owned by sorority girls at the University of Texas. I suspect that if the orange MX-5 were widely available they'd be all over the place in Austin.
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  140.  @Foxxy_Steve  That's not necessarily true. Fully loaded top trims of the Palisade with comparable equipment have MSRP's within $115 of one another. The Telluride is $47,330; the Palisade is $47,445.
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  141.  @Foxxy_Steve  It's really a matter of personal preference. I'm sure there are ways to configure both the Telluride and the Palisade that result in slightly different results but for all practical purposes MSRP differences won't be a major factor in one's choice.
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  142. The term "iconic" is thrown around about a lot of cars. Very few deserve it. The Miata does. It's in a class with the E-type Jaguar, the Austin Healey 3000, the MG, the '55 Chevy Bel Air 2 dr hardtop, and the 1940 Ford coupe. It's the last true British sports car, the vehicles that invented and defined the category. And its headlights don't suddenly go dark on a backroad at midnight. I've driven several but sadly have never owned one. Each time an opportunity came along I needed a vehicle that sat at least two (preferably 3) plus a large dog. But when the kid leaves for college soon and with the dog growing old, I swear I'll check owning a Miata off my bucket list.
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  143. In my experience the Stage I tuning (APR) of a GTI doesn't turn it into a tire shredding monster. And with a DSG it doesn't require periodic clutch replacement, either. Having put about 35K miles on my MK6 GTI before the tune and about 40K miles afterward I did experience a drop of about 2-3 mpgs and I'd estimate it cut the overall life of my tires by about 10%-15%. I'd agree though that while the VW engine can be taken even further in terms of HP and torque I don't really see the point of a 400HP GTI. :)
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  144. In general the KIA and Hyundai designers take the same different paths with Sonata and the K5 as with the Telluride and Palisade. Hyundai aims at a somewhat more near "luxury" vibe while KIA designers aim for a more "rugged" or "performance" image for the same basic vehicle.
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  145. You're not alone. It doesn't work for someone with kids and a big dog, either. But you can choose several different interior colors. Caution, though, not all exterior/interior color combinations are available on every trim level. KIA does that in part to better manage inventory and production and reduce the number of unpopular color combos for upper trims sitting unsold on dealer lots.
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  146. I'll let you know when it happens on my GTI. Put 70K miles on my tuned MK6 GTI with no issues, whatsoever. Another 12K miles on my 2018 GTI and still no engine light. Should I check to see if the light is burned out?
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  147. I'm one of the folks for whom the absence of AWD on the Hybrid version is a deal breaker. My family doesn't live with the extreme challenges of winter weather (i.e. Puget Sound) but we have messy, wet winters and our (2018) Sorento is the family's ski trip vehicle to the mountains. Unfortunately, it's not even the most important deal breaker. KIA has banished a second row bench seat to the lowest trims of the gas model. Even the mid-trim EX model is now fitted with captain chairs in both the gas and hybrid models. It's not clear whether the same will hold for the AWD plug-in hybrid (that will include AWD) but I suspect captain chairs will be the only option there, as well. Complaints like mine usually come from those with large families but they're not the only ones. Our family of four consists of two adults, a 5'4" teenager and a big dog. Our top trim SX-L/PP 2018 version of the last generation Sorento seats all of us (including the dog) with the third row stowed. We occasionally deploy the third row when we have six or seven passengers and it's a huge convenience for a local outing when the alternative is taking two vehicles. Otherwise, however, we have two people in the first row, a third in the second row and the dog on the other side of the bench seat. (When "Fido" is muddy or otherwise unfit for human company he rides in the cargo space behind the 2nd row.) Without the 2nd row bench seat, the only option is to deploy the third row for him or have him occupy the cargo hold. ("Fido" doesn't have the sort of body that's designed for a captain chair.) For family travel including luggage and or gear (or even a trip to Costco) deploying the 3rd row is impossible and putting "Fido" in the cargo hold severely reduces the space for luggage/gear to the point that it's barely usable at best and impossible at worst. In short, elimination of the 2nd row bench from all but the lowest trim level of the Sorento is a deal breaker for us. Short of building and installing some form of "middle" seat fitted between the captain chairs we might as well forget the 3 row Sorento, altogether, and opt for a five passenger Hyundai Santa Fe and lose the value we derive from the Sorento's surprisingly accommodating 3rd row. That doesn't sit well either for "Fido" or for my wife who loves her daily driver Sorento. Nor does it sit well for me who finds the Sorento far better looking than the Santa Fe which, like many Hyundai vehicles, looks like its design was subjected to a committee charged with slapping creases and bulges all over a simpler, more elegant design. Big mistake, KIA. Hopefully you'll rethink the decision to drop bench seating for every model other than the bottom of the trim ladder.
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  148.  Keksi  Do you have to put on sunglasses when you emerge from under that rock where you've been living for the last decade?
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  149.  @robertjmecchi  Your comment isn't without merit but it no longer applies as universally as it once did. My local KIA dealer compares favorably with other brands and salespeople no longer assume that because I'm looking at a KIA I must be challenged in terms of budget or credit rating. Although I must admit that when I purchased a new Sorento last year the salesperson was shocked that I was prepared to pay cash for the car and congratulated me on credit rating. (It's not that special. I just pay my bills on time.) . Nor does my dealer impose "market adjustment" stickers on any vehicle. That means, of course, that the waiting list for Tellurides is even longer than for dealers who ask prices well over MSRP. (The waiting list for SX trim Tellurides is well over 3 to 4 months.) That's frustrating, of course, but KIA expected to sell about 41,000 Tellurides in its first calendar year. In the first 11 months, they've sold about 64,000. On the other hand, my local Hyundai dealer more closely resembles your description, ironic considered both the KIA and Hyundai dealers are part of the same dealership group.There's no question that both KIA and Hyundai face challenges in terms of the "dealer experience" but the brands seem to recognize the issue, at least among some dealers.
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  150.  @robertjmecchi  Of course you can't comment on dealers you haven't visited, Robert. And I have no reason to believe you've misrepresented your experience. There's no question that KIA and Hyundai dealers are faced with customers with very different expectations than customers they've had in the past. The Telluride and Palisade are prime examples and it plays out in a number of ways. For example, my local KIA dealer found they needed better dressed salespeople, especially on weekday afternoons, when the Telluride was introduced. The dealer was accustomed to seeing customers mainly on weekends. Now they were seeing better dressed and more numerous customers on weekdays when white collar folks were more likely to show up. A year or so ago I bought a top trim Sorento. When I told the salesperson I intended to write a check for it he was shocked. He insisted that he still had to check my credit rating and came back congratulating me for paying my bills. :) He also insisted I go through the usual nonsense with the "finance guy" who tried to sell me an extended comprehensive warranty, pointing out that there were numerous problems with components like the ECU that might fail and cost me "more than a thousand bucks" to replace after five years. I pointed out that being in the software business I was aware that electronic components are subject to "infant mortality," more often than old age. They either fail soon or not at all. Hyundai knew from the beginning that the Genesis brand had to be separated from the Hyundai experience. It's been a struggle to implement it as a result of legal actions taken against Hyundai by their own dealers but apparently progress is being made.
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  151. Sofyan needs a shorter cord. The one in my GTI is about 6" long and doesn't have that problem.
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  152. This is a rather odd comparison considering that the Tiguan's main competitor is the Subaru Forester not the Outback. The Tiguan is fairly obviously a compact crossover, 185" in length, the same as the Nissan Rogue and 3" longer than the Forester. The Outback, on the other hand, is 191.3" long, a full 6" longer than the Tiguan and longer than a Honda Passport, a Hyundai Santa Fe, a KIA Sorento, and the same length as a Jeep Grand Cherokee. Further, I'm not sure where Sofyan is getting his information about the relative weight of the Tiguan and the Outback. In fact the Tiguan does not have a curb weight of "slightly over 4000 lbs." a figure that isn't even borne out by his own graphic. (3847 lbs at 18:25). Nor is it more than the Outback. Sofyan's graphic for the Outback gives the weight at 3887 lbs. But that's for the non-turbo XT version. In fact, the curb weight of the Subaru XT he's reviewing comes in a 3937 lbs., significantly more than the Tiguan. As far as performance is concerned, there's no question that the stock Tiguan is relatively lethargic, especially considering that it uses a version of VW EA888 2.0L turbo used in a variety of VW's including the GTI, GLI, and the Golf R. But with a 9.1 second 0-60 mph time, it's a stronger performer than the Forester (9.7 seconds) with its non-turbo 4 banger, the same engine and drive train in the non-XT Outback. and only 0.4 seconds slower than the non-XT Subaru. Furthermore, the Tiguan's engine can be easily upgraded with a 30 minute Stage I APR tune at a relatively modest cost ($800) that transforms the vehicle's performance. (BTW, contrary to a common misconception, a Stage I ECU tune does NOT invalidate a VW's warranty coverage unless the modification can be shown to have resulted directly in a warranty covered component.) The Outback is an impressive vehicle in many ways but the particular comparison of a Tiguan to an Outback XT is like comparing apples to pineapples. And the result is determined. A more appropriate comparison with the Forester, much less so.
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  153. You're more than 3 generations behind current MK7.5 GTI's and they are somewhat larger both inside and out. Nevertheless, at 168" long, it's among the smallest 4-5 passenger vehicles out there. Small enough, in fact, to earn a discount on Washington State stiff ferry fares for vehicles 14' long or less. Something that nothing other than a Mini manages.
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  154. I don't agree. In terms of overall weight, weight distribution, and handling I suspect this Ecoboost version is superior to the GT in environments other than straight line acceleration tests. For those in flyover country where curves are rare and mountains are non-existent the GT is the obvious choice. Likewise for those whose attention span while driving expires after 10 seconds, or so. But for those whose idea of driving pleasure is a deserted mountain road that twists and changes elevation up to more than a mile over sea level or taking a vehicle around a tight, technical track, the performance version of the Ecoboost 2.3L four banger isn't just a less expensive option, it's arguably the better choice.
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  155.  @joseph1541 I'd like to have some of what you're smoking if you believe Tesla (or anyone else) will have a vehicle that offers "full autonomy" in "6 months." Check back in October.
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  156. Still in their pitching, eh, Justin. Have you noticed that fewer and fewer reviewers even mention the CX-9 in their comparisons? Think it has to do with all those CX-9's sitting unsold on dealer lots? We'll see what happens to sales of the Sorento but KIA obviously feels there's a market for a three row "tweener" size SUV that's under 190" in size with more interior space than the 10 inch longer CX-9. :)
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  157. True. But not likely to confuse North American customers since the Polo is not available on this side of the pond.
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  158.  @NaijaBull  All good points. I'll await empirical results but you may well have put your finger on it in terms of overall weight. I've made the same point about physics in comments about other vehicles and "my bad" for not mentioning it above. Still, I'd go back to my main original point regarding "driveability" in most environments, especially as a daily driver. I owned a much loved but significantly flawed Mazda RX-8 that was a hoot to drive on deserted mountain roads. But its torque curve was peaky as hell and had to revved to at least 5000 rpm to access its 159 ft lbs. (The lack of torque is one of the major weaknesses of a rotary mill.) The 10th generation Civic is better than previous generations and better than the RX-8 but after the Mazda I learned to appreciate accessible low rpm torque I find the VW 2.0L turbo engine to be a marvelously versatile engine and an unsurpassed compromise for both daily driving and spirited backroad play. :) And just to repeat myself, the Civic SI is an excellent vehicle. Of all the cars I've owned a VTEC Honda Prelude was among my favorites. Reliable, quick, and comfortable. The SI strikes me as a successor to that excellent vehicle.
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  159. I'm not sure how you could pack more misinformation in a single post. "Aftermarket" support, especially in terms of performance upgrades is unsurpassed for the GTI/GLI engine and for significantly less than $1K. The Civic SI is a fine car but its performance profile resembles that of a 650CC Japanese motorcycle. And it will absolutely NOT "outhandle or outperform" the VW regardless of how many dollars you pour into it. Furthermore, the much better VW warranty (6 yrs/72K miles) far surpasses Honda's warranty and is NOT invalidated by performance upgrades. (The warranty is invalidated ONLY if a problem can be directly traced to an aftermarket modification and that is true of Hondas and virtually every other manufacturer, as well.)
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  160.  @alexross5620  I'd suggest you not make assumptions about my knowledge or experience with automobiles, especially not performance vehicles. Statements that include "people like you" are about as reliable as the current President's reference to "Many people are saying..." I'll stick with my original comments. But I'll add that someone as well informed as you claim to be should know that the appropriate term is "outbrake," not "outbreak." Unless, of course, you're referring to the durability of the vehicle you're discussing.
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  161.  @alexross5620 Again with assumptions about and insults to someone you don't know. Same advice as before. Take your pills, relax, and learn to read what you write before posting. It might help you advance beyond eighth grade trolling.
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  162.  @JaySkyofficial  Sorry, Jay. My comment was actually aimed at the OP, Mindy G. That sometimes happens when fingers get in the way of brain. :)
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  163. That was me back in 2012 when I bought my first Kia Sorento. Replaced it last year with the same vehicle.
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  164. I've probably owned half a dozen vehicles with a hood support strut and none ever "snapped off." I suspect that you'd have greater risk of being hit by lightning with the hood up.
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  165. Considering how far Sofyan would have to travel to even find a Skoda, I doubt there will be an answer to that question.
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  166. <sigh> And you can live cheaper in Oklahoma City than in Seattle....but you're stuck living in Oklahoma. If your definition of "performance" consists exclusively of punching an accelerator to go in a straight line on a flat road for a quarter mile, that domestic V8 will be a far better choice for you.
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  167. Having owned two GTI's over the last nine years, I've yet to see a single CEL on either one.
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  168. My wife and I own a 2018 Sorento. It's our second having replaced a 2012 version. A few comments based on the somewhat sketchy details about the 2021 model. () At just under 189" in length the Sorento is the smallest of midsize 3 row crossovers. It's essentially in the category of a number of other 2 row midsize crossovers such as the Honda Pilot, Hyundai Santa Fe, Ford Edge, Chevy Blazer, Nissan Murano, Jeep Grand Cherokee, etc. that range from 188" to 192" in length. Other midsize 3 row crossovers range from 195" (Highlander) to 203" (Chevy Traverse). Despite subjective impressions, though, the Sorento actually offers considerably more third row space than its length suggests. For example, the current Sorento has 31.7" of third row legroom. The Highlander has 27.7". The much larger (199" long) Mazda CX-9 offers 29.7". Even the Telluride (31.4") has no more 3rd row legroom than the Sorento. Bottom line. No midsize 3 row crossover offers truly roomy accommodations in the third row, especially compared to a minivan but the common assumption that the Sorento's third row is suitable only for kids is either wrong or applies to a greater degree to a number of considerably larger 3 row crossovers. () It appears that KIA is dropping its 3.3L V6 engine from the Sorento lineup. I find that disappointing but not surprising, especially considering industry trends and the importance of fuel economy in terms of CAFE standards. As far as the 2.5L turbo engine is concerned, it's the same engine offered as standard in the Genesis GV80. And if Sofyan is correct that the Sorento's curb weight has dropped by about almost lbs in 2021 that would put it at around 3650 lbs. A figure MUCH less than other 3 row midsize SUV's that rely exclusively on 4 cylinder turbo engines (e.g. CX-9: 4385 lbs curb weight; Ascent 4603 lbs.) All that is reassuring both in terms of performance and durability. () All in all, my wife and I love our Sorento. (It's her daily driver.) It's a Goldilocks size (3" shorter than a Honda Accord). Our family of 4 (2 adults, a teenage daughter, and a big dog) seldom needs the the third row so we usually keep it stowed under the cargo floor. But when we need to transport 6 or 7 passengers on a short trip, it's a great alternative to taking two vehicles. The 2021 model looks to be an upgrade in a number of areas but I suspect I'd have to pry my wife's cold dead fingers from her current Sorento in order to repllace it. :)
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  169. Durango is longer with considerably less interior room as a result of its RWD and RWD-biased AWD. The Dodge is the better choice if serious towing is a priority.
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  170.  @vr6gls  Vehicle preferences have more in common with women's fashions where the latest design is assumed to be the best than many of us want to admit. :)
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  171.  @zareefhaider6451  I owned an RX-8. Much loved but seriously flawed. It was a great sports car in many ways but had the torque of a 600cc Japanese motorcycle. Driving it WOT on city streets was challenging, at best. And then there was the issue of a flooded rotary engine if the car was turned off within a minute of firing it up. Unlike a conventional internal combustion engine, when it happened the RX-8 had to be taken to a garage to have the spark plug replaced. I seriously doubt that Mazda is going to go down that road again. Let's just hope that Mazda sells enough SUV's to justify continued production of the magnificent MX-5.
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  172.  @trashrabbit69  Yeah, it was a sad end to a very innovative and attractive sports car with hidden rear suicide doors. Eventually, I more or less solved the flooding problem by installing a much more powerful battery and being VERY careful about not turning off or stalling the engine until it had reached full operating temperature. But that required that I remove the engine cover. :) As I recall, in the last year or two Mazda added a message in the instrument panel warning a driver not to shut off the engine prematurely.
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  173. Not been any serious shopping for a new vehicle lately, have you?
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  174. I've always admired the CC but it had a very difficult time escaping the shadow of the Passat. It began with its name, the Passat CC, and even after the Passat moniker was dropped it retained a reputation of being nothing more than a upper trim Passat. Not fair perhaps but that was the perception in the marketplace. VW needed a somewhat more premium sedan that was clearly distinguishable in name and looks from the Passat.
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  175. Oh Great! Looking forward to maneuvering around another 18' long vehicle parked in local suburban parking lots (where many no doubt will spend their lives) and even more delightful for those who opt for a bed extender. And of course they'll be crammed into spaces designated for "compacts." I can hardly wait.
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  176. As long as the press introduction was in Moab, I'm (not) surprised Honda failed to include a trip over Hell's Gate. :) www.youtube.com/watch?v=4WjpzubCoBo Honda is trying to thread the needle between a comfortable daily driver/freeway cruiser and a reasonably capable off-road vehicle. It won't satisfy the hardcore off-road enthusiasts but Honda couldn't care less. It's not meant for rock climbing. It's meant to take you comfortably on the highway to a jumping off spot and to take you from that point over a trail to a campsite. You won't save much weight with the two row Passport versus the three row Pilot. Much like the near identical two row Hyundai Santa Fe and three row Kia Sorento, the weight is very close. The Passport is a bit lighter but nowhere close to several hundred pounds. The V6 is appropriate for the Passport, much more so than a turbo4. For this class of "tweener" size SUV's (190" or so) and over two tons in weight, a naturally aspirated V6 gives smoother, more linear performance than a turbo 4 as well as significantly greater towing capacity. The Passport's version of SH-AWD is a plus both on the highway and in moderately challenging off-road conditions. All in all, a lot of pluses. A significant deficit, I think, is in the choice to give the Passport an interior virtually identical to the Pilot. It simply doesn't send a message of "adventure" that Honda is trying to provide. For a better effort aimed at that same objective, take a look at the interiors of the KIA Telluride (adventurous vibe) and the Hyundai Palisade (near luxury vibe). Nearly identical vehicles with somewhat different attitudes. No doubt it was a cost issue for Honda. I wouldn't be surprised to see a trim edition designed to rectify the error.
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  177. Camry dash design? Reminds me of a 1930's Flash Gordon movie serial spaceship. The Avalon grill? Obviously derived from Big Mouth Billy Bass. Not familiar? Try Google. As far as a comparison between the two, I suspect the Avalon and Camry aren't cross-shopped very often. The Camry has stiff competition from the Accord, the Mazda6, and most recently the new Sonata along with others.. The Avalon, on the other hand, is in a very small and shrinking mainstream "full size" category that (off the top of my head) includes Nissan Maxima, the aging Chrysler 300 and the KIA Cadenza. Not exactly serious rivals. Personally, I'd take the Honda 2.0L turbo Accord or the Mazda6 (Signature) over the V6 XSE Camry. But if I were shopping in the full size category, the Avalon takes it.
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  178. The 2020 Explorer looks very good on paper. But comparably equipped to the Telluride SX and it will run you at least $10,000 more.
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  179. You won't see a MK8 in the US until at least the last quarter of 2020 as a 2021 model. More likely it will be the first quarter of 2021.
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  180.  @nizarawawdeh4142  I agree. I, too, am on my second GTI with the magnificent DSG transmission. But I value the DSG in large part because I can treat it exactly as I would a manual transmission except for the fact that it shifts faster than any human being can manage. That feature is much less a priority among those at whom the Arteon is aimed. Many consumers want an automatic transmission to operate seamlessly and silently and don't like the feeling that an "automated manual" transmission provides (which is what a dual clutch transmission is). As someone who drove MT vehicles for about four decades before I purchased my first GTI, I don't feel the same way but I understand I'm in a distinct minority.
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  181. I'm not sure it makes sense to compare the RDX and the Range Rover Velar. Unless a shopper is considering buying TWO top trim RDX's vs a Range Rover Velar (a tiny group of buyers I'm guessing), it's a comparison that makes very little sense. In fact, I'm not sure it makes sense to consider Acura a "luxury" brand in the same sense as European brands (or even compared to Lexus.) It's a premium brand to be sure but not, imo, a "luxury" brand.
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  182. Why would a consumer prefer a mainstream midsize 3 row crossover compared to one of the numerous two row versions out there? Answer: Presumably because he/she finds some value in the additional seating capacity that offers room for 6 to 8 passengers on at least an occasional basis. Of course, few if any vehicles in the category offer truly accommodating third row seating compared to a minivan but there are significant differences among vehicles. There's a difference between somewhat cramped and ridiculously small. And on that scale the Highlander anchors the ridiculous end. With 27.7" of claimed third row legroom, the Highlander provides 2" less than the infamously cramped interior of the Mazda CX-9. Even the KIA Sorento, a vehicle that's half a foot shorter than the Highlander offers a full 4" more third row legroom. In fact, it's difficult to imagine how the third row is a viable spot for most families. It's certainly not a place for a car seat. Even if a parent makes the dubious decision to put a small child in the rear seat the awkwardness of putting one in the third row may discourage it. And if a child is too big for a child seat, anyone approaching 5' tall will find it cramped. Even an average pre-teen may find it uncomfortable. Finally, keep in mind that kids have that annoying tendency of growing taller. A 4.5' tall 12 year old may well be close to Sofyan's height in three years. So how does Toyota figure that the Highland seats "up to eight" passengers? Answer: A cramped second row bench seat and the cruel joke of putting three seat belts in the third row! The new generation Highlander is undoubtedly a significantly better vehicle than the last generation. And if a mainstream midsize hybrid is a priority it currently stands almost alone in the marketplace. (Not for long, though. The Explorer Hybrid will soon be joined by the 2021 KIA Sorento) But the bottom line is that the top trim Highlander is essentially a four passenger crossover that at 195" in length is less than 2" shorter than a KIA Telluride that seats seven. And that's for an MSRP at least $3500 more than the Telluride.
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  183. Manual transmissions are common in Europe and other international markets while they're rare in the US. Therefore, Europeans are happy with an "automated manual" (DSG) gearbox. Americans, on the other hand, find a two pedal vehicle that doesn't behave exactly like a traditional torque converter AT to be unsettling.
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  184. Had a 2013 with 70K when I sold it. Likewise, no issues whatsoever.
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  185. I've mistakenly posted a comment twice myself. :)
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  186.  @Newzchspy  Don't you think you should be doing your homework, son.
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  187.  @Newzchspy  <sigh> I'm not a big fan of the Leaf but to say it "failed miserably" in sales is simply ridiculous. It's the best selling EV in the world. As for 0-60 and 1/4 mile times, the fact that they are "well established benchmarks" doesn't make them important priorities for most buyers in this category (internet fanboys not withstanding). Adequate real world performance is important but "stop light to stop light" drag racing is mainly important to adolescents, most of whom can't afford any of these vehicles. The Tesla Model 3 is an impressive vehicle but it's higher priced even in the currently available base version and unless one purchases an extended range version of the Tesla at an even higher price, its range is essentially the same as the Leaf E+. Finally, the Bolt is also an impressive vehicle but it's a sub-compact, a full category below the Leaf with styling that's (to put it diplomatically) somewhat polarizing. Overall, I suspect that the forthcoming EV CUV's from Hyundai and KIA are likely to be sales leaders in this category. Neither is likely to outperform the Tesla but they'll be substantially more appealing in the marketplace than the Model 3, the sub-compact Bolt or the Leaf compact sedan.
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  188. Not sure why you'd compare the third row accommodations to the VW Tiguan, a vehicle that's eight inches less in length than the Acadia. A more appropriate comparison is with the 189" long KIA Sorento with more legroom in the third row than the Acadia.
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  189. Ivory/beige interior? Obviously you don't have a big dog or a small child, my friend.
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  190.  @Onkelrico  The GTI, Arteon, Golf R, and the Audi S3 all have the same engine in various stages of tune. The differences amount to stronger clutches in MT configurations to cope with additional power in those stages and the existence of dual valve systems in European engines as a result of different emission requirements. As far as features available in Europe but missing in US spec vehicles, that's a common situation with VW vehicles. If Americans were willing to pay European prices for VW's, the situation would be different. But Americans are unwilling to pay over $50,000 for a top trim GTI, a price Europeans willingly pay.
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  191.  @Adrayven  I'm not sure what your point is. Of course it's preferable to start each day with a full charge. But if one's daily commute consumes 70 to 80 miles of a 100 mile range that doesn't leave much of a margin for errands or other trips in the evening, not to mention "unexpected" travel that occurs all too frequently. Furthermore, many consumers don't have the option "to plug in during the day." I happen to be familiar with commuter patterns for those who work in Silicon Valley and even there (where employers typically provide recharging stations at work) it's challenging to find an available charging station if you don't arrive early in the morning. Range anxiety is a major barrier to consumer acceptance of EV's. Berating those whose circumstances make it a real problem isn't going to eliminate it or encourage sales. It only demonstrates how out of touch you are with real issues, first world or not.
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  192. If this were an SUV weighing 2.5 tons when loaded with fuel, passengers, and gear/luggage I'd agree. But VW's superb 2.0L turbo is an excellent engine in a sedan weighing a thousand pounds less.
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  193. A remarkably frank and honest assessment of the purpose of this vehicle.
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  194. As someone who designs UI's for a living, I agree heartily. Human evolution has led to a well worn direct path from a finger/sight combination to the brain. It's simply more efficient than the alternative of a hand managed dial placed a foot or two away from the object (the screen). There's no question that an individual can learn to use the dial/screen combination but it is simply not as natural or efficient as a system that combines a manual selection and eyesight tracking on a screen without the additional need to manipulate a dial. If you doubt this, consider trying to manipulate a cursor on a computer screen with the arrow keys on a keyboard versus a touch screen or the use of a mouse that emulates one's finger. It can be done but it is far more cumbersome. Having said that, it's clear why Mazda (and other manufacturers) have opted for the dial/screen combination. It eliminates messy fingerprints on the screen and allows a relatively small screen to be placed farther away from a driver/user. Likewise, it reduces the cost of a screen if it does not have to include a direct user interface.
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  195. You're not "outside New York City," my friend. You may be outside Manhattan but Brooklyn is very much part of NYC. Has been since 1898. But as far as the Z is concerned, it's great to see the design return to simpler, more elegant lines of the original 240Z, a car I owned and loved for years.
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  196. Sorry, friend, but statements such as "The Highlander is definitely better looking", "...the Highlander interior design looks cooler and it's more eye catching", and "the new XSE trim...it hands down looks better." couldn't be more subjective. Obviously, your opinion is worth just about as much as my diametrically opposed view. Sticking to facts rather than opinions the top trim Highlander is essentially a four passenger crossover with an MSRP over $50K.
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  197. If there is a single lesson VW has learned (other than not to cheat on emission tests) it's that Americans like their VWs larger and less expensive than European consumers. Thus, the Atlas is both substantially larger and less expensive than the Touareg, a model that lives on in a new generation in Europe but was withdrawn from the North American market. VW's midsize two row SUV, the Cross Sport is considerably larger than its rivals. In fact, it's half an inch or so longer than the three row Toyota Highlander and up to half a foot longer than other 2 row midsize SUVs The Tiguan, typically classified as a compact SUV is among the largest in the category. It's actually a tweener between vehicles like the CR-V and RAV4 and midsize SUVs like the Santa Fe and the Ford Edge. In Europe the American Tiguan is known as the "AllSpace," about 8" longer than the European Tiguan. The American Passat is significantly larger than the European version and the Jetta, like the Atlas and the Cross Sport that aren't even sold in Europe, is larger than the previous generation and larger than other compact sedans such as the Corolla and the Civic. The Taos follows the same pattern. At 175.8" long it's almost the same length as the Subaru CrossTrek (176.5") and about 4" longer than the KIA Seltos (172") and nearly 3" longer than the Mazda CX-30. More importantly, though, space allocation is especially generous compared to its rivals. The Taos provides 28.1 cubic ft of cargo space behind the second row compared to the 26.6 cubic ft in the Seltos and 20.8 cf in the CrossTrek. Total cargo space differences are even greater: 66.3 cf for the Taos versus 62.8 cf for the Seltos and 55.3 cf in the CrossTrek. The Mazda CX-30's. optional 2.5L turbo engine is undoubtedly quicker than any other sub-compact SUV but like other Mazda SUVs, it suffers in terms of interior space. Cargo space behind the second row is 20.2 cf and total cargo space is only 45.2 cubic ft. The Taos offers nearly 50% more! I haven't driven the Taos, of course. But I have driven the Jetta with its 1.4L turbo mill that's the predecessor of the 1.5L engine in the Taos. And while it's not a scalding performer, like most VW engines it's considerably stronger than its specs suggest. If the Taos engine conforms to that pattern it will be more than adequate. All in all, I suspect VW has a very appealing offer in the sub-compact SUV segment.
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  198.  @jacobrael9872  As I suggested I don't think KIA dealers had a clue about how to sell the Stinger when it was first introduced. The first generation base model was somewhat underpowered and the V6, while potent, wasn't designed to be an "muscle car" in the American sense. Hopefully the new generation will enjoy greater appeal.
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  199. Let me guess, your think "classic" is the flavor of the week from a month ago.
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  200.  @mybro727  And that's why KIA/Hyundai have gone up and up by virtually every measure of reliability and durability over the last ten years. Frankly, I don't think KIA/Hyundai are as interested in competing in the pickup segment as they are in alternative fuel vehicles but to claim the Korean firms have "poor engineering" is a remarkably ignorant comment.
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  201. Calm down, children. I've owned multiple Hondas and VW's. In my experience each vehicle I've owned has been equally reliable. That is to say no problems, whatsoever, in over 100K miles on each. (It pays to take care of your car on a regular basis.) In general maintenance and service for any European brand will be more costly than for a comparable Asian brand. But those costs for an Acura are not significantly less than for a VW. Personally, I prefer a hatchback over a sedan. That's why I own a GTI. And being familiar with the features, power train, and driving dynamics of the VW, I'd be more inclined to choose the GLI, especially in view of the VW's 2.0L turbo engine's "tunability" at a modest cost. But the ILX is unquestionably attractive. It's simply in need of a significant update.
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  202. Wise recommendation, John. Rumor has it that the Sportage may lean toward a more "rugged" look. That would match the differences between the Palisade vs Telluride and Sorento vs Santa Fe where the Hyundais, while very similar, project a more budget luxury image and the the KIA's opt for a more rugged look and feel. There's no question that the Tucson is a huge improvement over the last generation and a potential winner for Hyundai even with the RAV4 and CR-V gobbling up huge portions of the market in the US. For me, though, Hyundai's entire external design language is flawed with creases and bulges seemingly added everywhere on top of a clean design.
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  203. That's like asking, "Other than that, how was the play, Mrs. Lincoln?"
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  204. Small point because they're in the same "tweener" class but at 188.1" long, the Edge ST is smaller, not larger than the Chevy Blazer (191.4") and the Passport (190"). The Edge "feels big" in large part because of the thick A pillar and the size of the dash reminiscent of a family picnic table. My wife likened it to piloting a 16 ft outboard from the stern. We looked seriously at the Edge Sport last year. I liked the 2.7L twin turbo V6 in the Edge but the 50 Shades of Gray interior wasn't impressive. And though it's a small thing, the tiny tach squeezed into the left side of the gauge cluster was decidedly out of place in a "performance" SUV. Those features remain unchanged in the ST. The Sport had a six speed transmission vs the eight speed in the ST and the traditional gear shifter has been replaced with a rotary dial. Despite the slight increase in power in the ST, performance is the same or a bit less (at least on standard metrics) than in the Sport. That probably stems from a slight weight gain in the ST and the new transmission tuning. Ford claims improvements in handling with suspension improvements and an optional brake package does provide significant improvement in stopping distances. On the positive side the Edge ST remains a bargain as a mainstream performance SUV. The MSRP of the ST is a couple of thousand bucks more than a comparably equipped Sport but I had an offer of $40K for a Sport last year and I suspect the real world price of a fully loaded ST is around the same figure. If so, it's at least several thousand dollars less than any other mainstream performance model. Sofyan is more hung up on whether the Edge ST merits the ST badge than I am. With the demise of their entire sedan lineup it's not surprising to see Ford applying the ST badge to other vehicles. And it's hardly surprising to see Ford position the Edge ST as a realistic rival to other "tweener" size SUV's rather than a niche model with a tiny take rate.
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  205. The ID.4 looks like a van???? Because it has four wheels???
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  206. I found Soyfan's comment odd. To me, the smile of the GTI looks considerably less aggressive than the frown of a Golf R. :)
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  207. No question that the Toyota has significantly improved and broadened the range of trims for the RAV4 in this new generation. But no one should hold their breath hoping that Toyota will add a turbo option or a V6 to the mix. Toyota is allergic to turbocharging in their mainstream vehicles, believing that turbochargers would threaten the brand's all important reputation for reliability and durability. That's the company line as far as the Camry and Avalon are concerned and they're not likely to abandon it in their best selling mainstream model in the US. A V6? Toyota has been there and done that in a previous generation of the RAV4. They dropped it because V6 RAV4's sat unsold on dealer lots for months. As a Toyota salesperson put it to me in 2012, it was a little embarrassing that the quickest model on the lot was a compact SUV that appealed primarily to those who didn't want a compact SUV.
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  208. You might want to look a little harder. VW sold 100,000 Jettas in 2019 and over 21,000 in the first quarter of 2020, an especially challenging period for all automotive brands, especially sedans.
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  209.  @TheYashgkh  Interesting. The shape of a cargo space can be important and much depends on the items you're trying to carry. I've found the unobstructed 54 cubic ft of cargo space behind the first row to be especially useful, nearly as much as some small crossovers. But I can understand your point if you're looking at the area available behind the second row.
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  210. As predicted, Mazda has announced the demise of the Mazda6 (along with the CX-3) with the 2021 model. And no, there won't be a successor model in 2022. Rumors of an inline 6 successor for 2023 persist but given Mazda's track record of failing to live up to delivery of rumored models and the soft market for midsize sedans, skepticism is warranted.
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  211. I can see the logic of your name. :) On the other hand, I purchased a fully loaded Autobahn GTI last year for about $32K plus TTL and never found a Civic Type R without at least $4000 added to the sticker price. As for the Golf R, the best offer I found within 500 miles of Seattle was $10,000 more than the GTI I bought.
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  212.  @robertjones7565  What is "stunning" is the MSRP of a top trim Explorer that pushes or exceeds $60K, especially considering that a moderately optioned Reserve trim Aviator has an MSRP under $65K.
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  213.  @Toyota4Life  Different strokes for different folks. Personally, I think the Accord has better styling, especially on the interior but each trails the Mazda6 on that score. You're probably correct that a NA motor is theoretically more durable/reliable than a turbo 4 but the Toyota's V6 doesn't have a performance advantage over the Honda's 2.0L turbo 4.
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  214. Mea Culpa. I was convinced that VW would continue to neuter the GLI's engine and drive train compared to the GTI. I'm gratified to see that's not the case. Some comments... () Having ridden the "Tail of the Dragon" several times on various two-wheeled vehicles, I'd have to say that Sofyan and Jason were fortunate to drive it the first time at 33 mph. Without that fog and the van ahead, we might be viewing their eulogy in the video. It takes familiarity and practice to do that road at speed. For virgins between 30 and 40 mph is about right. :) () I wasn't surprised to see the DSG version fail to get the respect it deserves. VW's dual clutch transmission is the gold standard of an "automated manual" gearbox. Performance is better than can be had in the manual and in the DSG's manual mode provides an extremely high level of driver "engagement." Nevertheless, the MT is a great one as well and VW deserves kudos for making it available at every trim level, just as they do in the GTI. I'll be very surprised if the "take rate" of the MT in the GLI anywhere close to that of the GTI (circa 50/50) but time will tell. () The trim level choices available in the US are rather odd. I"m not surprised to see some cost cutting compared to the GTI given the competition in the compact sedan segment but failure to offer adaptive cruise control, for example, in at least the Autobahn trim seems very odd. (Perhaps it's offered with the DSG?) It's strange to see it available in the GTI but not in the GLI where "daily driver" features might be more appealing. And why is the electronic LSD offered in the 35th anniversary edition but not in the top trim Autobahn? All in all VW is known for equipping their models differently in different national markets, even between the US and Canada. Sometimes the differences are simply a puzzle. () The best part about the new GLI is obviously the engine/drive train. All the bells and whistles of the GTI. Worth noting how "tunable" the engine is. A Stage I APR tune will drastically improve both HP and Torque with virtually no negative impact on reliability/durability (at least with a DSG that won't require an upgrade or periodic replacement of the clutch.) And contrary to what is often claimed, it won't invalidate VW's excellent 6 yr/72K warranty. Neither the GTI nor the GLI "needs" near 300 HP in an FWD vehicle but it sure is fun on occasion. () I'll stick with my beloved 2018 GTI for its versatility and size. But if I were interested in a compact sedan the GLI would be at the top of my list. () Great review. Informative and fun.
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  215. That's not true. VW opted not to submit the Golf R with a sunroof for testing due to the expense (nearly $1million) of the testing paid for by the manufacturer. Given the very low volume of the sunroof equipped R VW opted not to do so. They followed the same practice with the eGolf, another low volume model. Considering that the R utilizes exactly the same from components for all Golf models, there is no reason to believe that the R with a sunroof would have passed the same tests passed by the base Golf and the GTI. As for other features "missing" in the R, those features, like similar deletions for the GTI, (e.g. digital cockpit, dual injection) were dropped not because of "NA regulations," but as a result of the impact they would have had on the price of the vehicle. Europeans routinely pay the equivalent of over $50,000 for a top trim GTI. VW has found through bitter experience that Americans want cheaper and/or bigger versions of their vehicles. (e.g. Euro Passat vs US Passat, Euro Tiguan vs US Tiguan, Touareg vs Atlas.) The US versions of the GTI and Golf R have fewer features because Americans won't pay for them.
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  216.  @ALEX-sh3tx  Well, to be precise it's a crossover. Utility vehicle styling is the "new black." It doesn't necessary say much, if anything, about a vehicle's off-road capabilities.
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  217. I'm a fan of both brands. I've owned a couple of Honda's including a '94 Prelude that was among the best cars I've ever owned. Put well over 100K miles on it and it drove the day I sold sold it identically to the day I bought it. Its VTEC engine was a wonder. On the other hand I've owned VW's going back to my high school days when "dinosaur crossing" signs dotted the highways. Along with an early Rabbit and a couple of GTI's including one sitting in my garage today that have given me perfect service including about 40K miles in my MK6 version with a Stage I APR tune. (Other than losing a couple of MPG's it lacked even a single issue.) Otherwise, my track days have always been on two wheels rather than four so my assessment is in terms looks, versatility, and performance both as a daily driver and as a Sunday morning canyon carver on largely deserted mountain roads. Like many drivers whose 12th birthday was long in the past, I find the exterior styling of the Type R to be hideous. I value usable performance but I don't have to impress my classmates sitting in a high school parking lot or cruising the local drive-in. The humungous wing designed to provide down force on the rear wheels in a FWD automobile is simply ridiculous. The huge faux "vents" only adds to the styling that looks more like elements of a Halloween costume than a functional design. Some find the styling of the R to be "boring." I find it to be simple, classic and highly functional. Visibility is unsurpassed and the attention it doesn't draw is a major plus when I'm exceeding the speed limit. Then there are minor issues that make a big difference for me. Among them is the fact that the center mounted triple exhaust in the Type R makes it difficult if not impossible to fit a hitch mounted bike rack to the Type R. My GTI (and the Golf R) with dual exhausts on the corners handles one easily. As far as the interior is concerned, as Sofyan notes, the Golf R is significantly better. Not as flashy as the Type R's multicolored circus themed interior but overall far more "premium." And again, there are small issues that make a big difference for me personally. My big dog's second home is the back seat of my GTI. I simply wouldn't purchase a vehicle that makes no provision for back seat HVAC vents. My dog would suffer silently but my teenage daughter would complain loudly. And as far as versatility is concerned my GTI (and the Golf R) easily accommodates my spouse, my daughter and two of her friends (or a friend and the dog.) The Type R is a four passenger vehicle, period. And even though it's a foot longer than the Golf R, it provides less overall cargo capacity. For many years I always had at least one manual transmission vehicle in my garage. Until I purchased a GTI with its DSG automated manual in 2013. For a car I use as a daily driver, I'd never go back. It's quicker shifting than any MT and when driven in manual mode provides every bit as much control and "engagement" as a traditional manual transmission. Another point for the Golf R in terms of versatility. The Civic Type R is an undeniably impressive vehicle. For those looking for a track toy they can drive on the street or a hatchback with stoplight drag racing cred it's difficult to beat. But it reminds me of a comment a friend once made about his Ferrari. He said, "I bought it to impress women but I found it drew stares and comments mainly from 12 year old boys."
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  218.  @DigitalDissident  Unicycles are just upgraded bar stools. :)
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  219.  @richardnavratil9661  Keep in mind that the vehicle being reviewed is a press car not a vehicle offered for sale by a dealer. The error in the Moroney sticker is an embarrassment for Genesis but it's likely a mistake that would not be made in a car that's actually available to consumers.
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  220.  @richardnavratil9661  Not true. Vehicles in the press fleets do not go to dealers.
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  221.  @SamCopper101  As I noted in another post, I won't be purchasing any Genesis in the next few years with a kid in college. But I do own a KIA Sorento (my second since 2012). Put nearly 100K miles on the first one and 50K on a 2018 replacement. Nothing at all ever went wrong with the first one and the second is the same. I may well purchase still another one in the next couple of years. It's been that good. And anyone who hasn't been living under a rock knows that KIA, Hyundai, and Genesis have produced more highly regarded models than any other automakers over the last decade.
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  222. ​ @YasumotoUS  Funny you should mention the Contour. Saw one yesterday. It was a vehicle slightly ahead of its time but the design was executed so poorly that it looked like the hunchback of Notre Dame.
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  223. That's a KIA attribute that was corrected several years back in the Sorento.
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  224.  @schwenda3727  Very perceptive. I'm frequently amused by internet comments that appear to assume that every automotive brand has infinite resources and instantly available production capacity. That's not true of ANY manufacturer and it's especially unrealistic for the smallest mainstream brand. By the way, you're right about the new CX-5. Not so much for the CX-9 with its extremely cramped interior space in a huge vehicle and turbo 4 competing mainly with rivals offering V6's. As for the Mazda6, it's a very impressive vehicle that had the bad fortune to be introduced in the same model year as the new Accord and Camry in a shrinking market category.
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  225.  @proboxpepper6752 I was actually referring to the fact that VW won't be offering a base Golf in the US after 2019.
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  226. VW has learned one thing about American consumers. They want their VW's cheaper and bigger than their European counterparts. Thus, the Atlas replaced the Touareg in America and isn't sold in Europe. The excellent European Passat was replaced by the cheaper, bigger American Passat. The current generation Jetta, larger than the last generation, is not even sold in Europe.A new generation of the previous Tiguan is still sold in Europe while it has been dropped in North America. The American "Tiguan" is called the AllSpace internationally where it's seen as a midsize SUV. The only near Euro-spec VW's still available in the US are the GTI, the Golf R, and the Arteon. Though the GTI lacks some of the bells and whistles of its European counterpart (e.g. the digital cockpit in the GTI and the Arteon has a torque converter AT rather than the DSG in the European version.) As a GTI owner I looked carefully at the American Tiguan when shopping for an SUV about a year ago. (The R-Line wasn't available at that time.) I liked the Tiguan's size (185.1" long) and its familiar minimalist interior design. My wife and I had found the surprisingly accommodating third row in our KIA Sorento to be a welcome feature for occasional use but the Tiguan's 3rd was pretty much a joke. (Ironically, though, the 27.9" of legroom in the third row is 0.2" more than offered by the 2020 Highlander. A "midsize" 3 row crossover that's nearly a foot longer than the Tiguan.) Like Sofyan, I was disappointed by the performance provided by the Tiguan's EA888 2.0L turbo engine, especially since I was accustomed to the performance of my GTI with the same powerplant. Putting the Tiguan in "Sport" mode reduced the deficit but didn't eliminate it by any means. I was also disappointed that VW opted for a traditional torque converter transmission rather than its excellent DSG (dual clutch) transmission that's standard in Europe and the standard so-called AT in the GTI. As to why VW doesn't offer the GTI's specs for the engine/drivetrain in the Tiguan, the answer is fairly obvious. First, scalding performance and acceleration rank about 25th among the top 10 priorities of compact crossover buyers. Second, the 189/221 HP/Torque figures are quite competitive with the best selling compact crossover rivals. It's 1 hp less than the CR-V, 14 less than the RAv4, and 9 more than the Nissan Rogue. In terms of torque, it's more than competitive with 221 ft compared to the Honda's 179, the RAV4's 184, and the Nissan's 175. I suspect that VW looked carefully at how many high performance Tiguans they were likely to sell and decided it was such a minuscule number that it simply wasn't worth the effort. Sofyan (and I) might yearn for more performance but even he understands that crossover buyers often prioritize other factors far more highly. (Witness the recent purchase of a Subaru Outback as his spouse's daily driver.) Nevertheless, it's worth noting though that there is an option. A Stage I ECU tune from APR raises the HP and torque figures to the level of performance Sofyan yearns for (60+ HP 50+ lb/ft torque increase at a relatively modest cost. ($700 or so.) And contrary to claims that the tune invalidates the Tiguan's manufacturer warranty, that's not the case. Warranty claims can be refused only if the tuning mod can be shown to contribute directly to a problem. In the end my wife and I purchased a second KIA Sorento rather than the Tiguan. It's only 4" longer than the VW and has a more powerful naturally aspirated V6 that delivers smoother and more linear power. And while the 3rd row is used only occasionally, the fact that it has nearly 5" more legroom made a significant difference when we have to transport more than 5 passengers. Nevertheless, if it had been up to me alone I might have opted for the Tiguan and a Stage I tune.
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  227. The Hyundai/KIA conglomerate appears to have mastered the trick of building vehicles that share components, features, and platforms while appealing to slightly different market sub-segments. The Genesis G70 is a sports sedan; the Kia Stinger is a true GT. In the trendy "Goldilocks Tweener" CUV segment, KIA's Sorento offers a naturally aspirated V6 and three rows of seats while the Hyundai Santa Fe is a turbo4 two row version of essentially the same vehicle. Now the Palisade and the Telluride offer slightly different takes on what Americans call "midsize" CUV's and the rest of the world calls "gigantic." Where the Palisade seems to be designed to have a "near luxury" vibe, the Telluride aims to have a more "active," "adventurous" look and feel. The forthcoming Genesis CUV will likely shoot for a "true luxury" feel to complete the hat trick. It's significant that KIA opted for the same 3.8L NA V6 as the Palisade. Since the HP numbers are virtually the same as the 3.3L V6 in the Sorento, I suspect the reason for that choice is to improve torque, especially at the low end of the RPM range. One of the weaknesses of the Sorento V6 is its relatively anemic torque. Those hoping for a "performance" version from either the Palisade or the Telluride are going to be disappointed, I think. The only turbos in the category are four bangers from Mazda and Subaru while a naturally aspirated V6 gives smoother, more linear performance. A twin scroll turbo may well show up in the forthcoming Genesis SUV but I suspect it won't be a big seller compared to the 3.8L and 5.0L naturally aspirated choices. Comparisons between the Telluride and the Sorento are also interesting. Their profiles are very similar and each offers third row seating. The big differences, of course, are exterior length, accessibility of the third row and cargo space behind that third row. For a vehicle the Sorento's size the third row offers a surprising amount of space and amenities. (It has more legroom, for example, than the much larger CX-9 and the Highlander.) It works well for occasional use, especially for local trips. But where it falls short is cargo space behind the third row. While a Sorento is flexible enough to carry more than five passengers on a short trip, it lacks the cargo space required for those passengers' gear on a longer trip and easy access to the third row. The Telluride resolves both of those weaknesses. It has more than twice as much space behind the third row, enough for five or six suitcases. It's worth noting, though, that unless the Telluride offers a second row bench option it's still realistically a six passenger vehicle (maybe 7 with kids), the same as the Sorento. once everyone is in place. As a Sorento owner it's not surprising that I find the Telluride more appealing than the Palisade. Hyundai designs strike me as overly "fussy" and the KIA CUV's look more European to my eye. In fact, though, I don't need or want either, preferring the "Goldilocks" size of the Sorento for my family of 3+ (two adults, a teenager and a big dog.) But for those looking for a larger vehicle, I think each of these is going to be a major threat to their rivals in the midsize CUV segment.
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  228. I agree it's beautiful but I don't lease cars. I plan to be buried in my GTI. :)
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  229. No accounting for taste, I suppose. Personally , "filling my gas tank (and) getting my oil changed" rank just above going to the dentist in terms of "enjoyment."
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  230. That depends on one's priorities. Same engine and drive train but the GLI is larger with more room in the back seat but less cargo space both behind the back seat and overall. Except for the digital cockpit in the GLI the interiors are similar though the Autobahn GTI has somewhat higher quality materials. Personally I prefer the GTI's handling dynamics on back roads and it's superior in terms of urban traffic and parking. But the GLI is no slouch on those points, either.
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  231. Like the interior color, eh. Don't have a dog or a kid, do you, Sofyan. Apple CarPlay? Don't have an android phone, eh? Integrated navigation is improved? That's nice. And it's part of an option package that adds only $2600 to the price. Chicken feed. Of course, I could use Google maps on my Samsung Android phone...Oh, wait. Took a serious look at the 2018 Camry XSE V6 last spring along with the Accord Touring 2.0L turbo, the Mazda6 Signature trim and a couple of others. The Camry was definitely improved over its predecessors and didn't deserve to be called an "appliance." But for me, it still ended up in third place, trailing both the Honda (first) and the Mazda (second). Perhaps because I'm accustomed to the "kick" of a turbo4 in my GTI I didn't fully appreciate the naturally aspirated V6 in the Toyota. Others would differ. Along with that, the styling of the XSE, especially the interior, reminded me of a spaceship from a 1930's Buck Rogers serial. Not as horrendous as the Prius, but still. Finally, the cost cutting in terms of interior materials compared to the Honda and Mazda was obvious. Lots of folks will love the Camry for Toyota's reputation for reliability alone. Not a convincing argument for me.
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  232. And in comparable trim to the Autobahn that Sofyan reviewed, the price is over $50,000 at current exchange rates.
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  233. LIke many others I'm puzzled by the trend to jack up the ground clearance (slightly) and slap plastic cladding on a hatchback design and call it an SUV. But fashion is irresistible to auto manufacturers and the SUV craze is a worldwide phenomenon. I'd bet the farm, though, that if the CX-30 is sold in the US, the CX-3 will disappear. Personally, I'll stick with my GTI. :)
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  234. It's worth noting that the Telluride's 3.8L engine is a version of Hyundai's Lambda powerplant running the Atkinson cycle rather than the conventional 4 stroke Otto cycle. As such it sacrifices some performance in favor of fuel efficiency, an area where KIA has traditionally found challenging. The result is performance comparable to the smaller KIA Sorento with its 3.3L naturally aspirated engine. Personally, I'm a fan of turbo 4 cylinder engines in a number of applications. But in a vehicle that weighs well over two tons I'm inclined to believe that a naturally aspirated V6 is a more reliable, durable, and overall a better choice with more linear and smoother power delivery. I'm not a fan of CVT transmissions though I'm willing to grant that all CVT's are not created equal. For those reasons when my wife and I were shopping for a midsize SUV last year we took the Ascent off our list. There will be the usual complaints that KIA doesn't offer the 3.3L twin scroll turbo found in the Stinger (and the Hyundai G70) in the Telluride or a turbo version of the 3.8L engine in the Telluride. Those hoping for either option had better not hold their breath. With the massive demand for the current version of the Telluride KIA has no incentive to invest in design, engineering, and production of an engine that would undoubtedly have a minuscule take rate. If KIA can sell every single current Telluride they can produce what's the point of incurring costs that would only mean fewer of the current version on dealer lots? As for a turbo version of the 3.8L engine, that's likely to be reserved for the forthcoming Genesis SUV. Again, no point in cannibalizing those sales. Finally, a quantitative measure of the packaging efficiency of the Telluride can be calculated by dividing the total passenger room by the length of vehicle. The result is a measure of the passenger room per inch of vehicle length. On that stat the Telluride far surpasses any other midsize crossover. (Interestingly, second place goes to the KIA Sorento and last place goes to the relatively cramped but very large (199") Mazda CX-9.)
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  235.  @thewirah1  I've seen those complaints about the GTI's leaky sunroof but have never experienced it on either my MK6 or MK7.5. As far as the "lack of knobs" is concerned, I agree that knobs are a better choice. But having recently driven the Arteon with the same type of capacitive controls I don't see them as a serious issue. On the other hand I have to say that the one piece seat back/head restraint is a major turn-off for me. A cost saving measure that I've not seen mentioned elsewhere.
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  236.  @tetchuma  I prefer the manual emergency brake on my GTI, as well. But I have VW's electronic parking brake on a 2012 CC I recently bought and over 50,000 miles (44K from the previous owner) it has never failed or been "temperamental". Took a little getting used to, I'll admit, as my right hand instinctively reached for the brake handle but it works perfectly.
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  237. The cramped interiors of nearly every Mazda is the result of the Koda design language that makes a stylish but functionally questionable statement with a long hood and short body behind the firewall. It's a design trick used by sports car designer for nearly a century to suggest potency and power but Viagra is cheaper and more effective. At least the Mazda6 doesn't suffer as much from the design as other models, especially the huge CX-9 with interior space less than a Honda CR-V.
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  238. The Santa Fe is an appealing vehicle. But Hyundai didn't have look too far "outside the box" to offer an interior that's almost identical to the KIA Sorento.
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  239. Best not to base that judgement on a microphone performance on a youtube video. Having driven the Arteon I found it neither "buzzy" nor "loud."
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  240. Around 71 cu ft total. About one cubic ft less than its cousin, the Kia Sorento.
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  241. Practically every mainstream manufacturer offers two SUV models in the huge midsize category; a larger 3 row SUV ranging in length from 195" to 204" and a smaller 2 row vehicle, almost all of which range from 188" to 192" long or so. There are only a couple of outliers. The KIA Sorento (189") provides 3 rows of seats and the VW Cross Sport is a 2 row vehicle that's 195.5" long, half an inch longer than the Toyota Highlander. Otherwise, only Mazda and Toyota have had only one SUV in the category, the CX-9 and the Highlander. Until now. With the Venza Toyota joins the party with a two row midsize SUV. At 187" long it's about an inch less than the short end of the sub-category (e.g. Santa Fe, Edge, etc.) but for all practical purposes it's a midsize SUV. And just as the Highlander is smaller than nearly all other midsize SUV's, the Venza is a bit smaller than its two row counterparts. For those who want a Toyota but don't want/need the nearly worthless third row of the Highlander, it fills a critical gap in the lineup.
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  242.  @kcsellingpage653  That's not unusual. Perhaps a slight exaggeration but not much.
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  243. The TCR is not available in the US and is very unlikely to be.
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  244. The Telluride is "not as fast as the Subaru for sure.." (30:44) It's a minor point since scalding performance ranks about 25th on consumers' "top ten" priorities in a 3 row crossover, but Motor Trend among other sources finds the Telluride is slightly quicker to 60 mph (7.2 seconds vs 7.4 seconds) and in the quarter mile (15.4 seconds @ 92.9 mph vs 15.8 seconds@ 89.2 mph). The differences are tiny and could well be accounted for by a number of factors associated with individual vehicles but to claim the Ascent is faster "for sure" seems at best doubtful.
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  245. Good catch. May Sofyan was counting the weight with two passengers. :)
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  246. Not in my experience. Put over 80K miles on a previous generation Sorento before purchasing a new one last year. Absolutely NOTHING ever went wrong. The long warranty KIA provided was a comfort in terms of peace of mind but if the warranty had been for 30 minutes and five miles, I wouldn't have spent a dime more on the car.
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  247.  @liberalweirdo7886  I assume you're not an engineer. There are a multitude of ways to deliver performance from small displacement turbocharged engines but HP and Torque figures say nothing about durability. Physics is physics; it doesn't offer a free lunch. Formula 1 racing engines are limited to 1.6 liters and routinely deliver 1000 HP at astronomical RPM's. Turbocharged engines (and associated transmissions) can be tuned to deliver maximum torque at relatively low RPM's but doing so will mean that torque drops off a cliff at higher RPM's. There's a reason that almost every other manufacturer (other than Mazda and Subaru) offers a standard or optional naturally aspirated V6 in their midsize SUV's. Those engines are significantly less stressed than the base engine from a Mustang in a 5000 lb vehicle. And less stress means greater long term durability. That advantage may not show up in a three year lease or before a three year warranty runs out and that's good enough for a manufacturer. After that it's an owner's problem. And even when new a naturally aspirated V6 offers smoother, more linear power delivery than a small displacement four banger that depends on more gears shifted more frequently to provide adequate performance. By the way, I'm not universally skeptical about small displacement turbo4's. I've been driving vehicles with such engines (Saabs) since the 1980's. I currently have an excellent one in my 3200 lb GTI. And as I noted, the 2.3L Ecoboost mill in the 3500 lb Mustang is a great engine. Even in a Subaru Outback with a curb weight under 4000 lbs or in a Mazda6 weighing about the same as the Mustang the turbo 4's are more than adequate. But when you add up to 1500 lbs to the weight of a vehicle it's a game changer.
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  248.  @mrfreezey1  I looked seriously at the Stinger last year. I've owned two KIA Sorentos so I was disposed to like it. And I did. But sometimes very minor things make a big difference in a personal reaction. In my case it was the fake plastic vents on the side of the Stinger. I don't think I would ever get over looking at them and feeling they're simply cheap. It's a very personal reaction and I wouldn't criticize anyone who overlooks them but I just couldn't get over them.
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  249.  @chris809carhunters  Not happenin'. VW will be happy to sell you an Audi if that's what you're looking for. And VW would be VERY unhappy to think you purchased an Arteon rather than an Audi.
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  250. If one is considering spending $60,000 or so for a loaded Explorer ST or Platinum model, it's difficult to imagine why not to choose a moderately optioned mid-trim (Reserve) version of the Aviator with an MSRP around $65,000 instead. Same engine and power train, a vastly better interior, much more premium features, better ride and handling, and a tow rating of 6700 lbs. If Sofyan is disappointed with that tow rating in the Aviator it's difficult to see why the maximum rating of the Explorer at 5600 lbs isn't a much greater disappointment. Of course, MSRP's are often misleading and the fact that Ford dealers are already discounting the ST and Platinum versions of the Explorer by $5K-$7K just to get them off the lot may widen the real world price gap. But Lincoln dealers are discounting the Aviator, as well, though not as heavily. All in all, a price difference of $5K - $8K between a top trim Explorer vs an Aviator seems well worth the upgrade. The conclusion is inescapable. Either the Aviator is a bargain compared to the Explorer or the top trim Explorer models are ridiculously overpriced. Take your pick. Of course, as a pure value proposition the Aviator may come up short compared to a Telluride or Palisade. But within the Ford family it's a far better value than a top trim Explorer.
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  251. Horrible weight balance in a car the size of the Jetta.
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  252.  @TheUrbanEpicure  What is rather pointless is to review a vehicle more than a year before most viewers can actually purchase it.
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  253.  @dave_riots  VW has a longstanding practice of limiting the content of US spec vehicles in the interest of keeping them price competitive. For example, a fully loaded Autobahn trim of the GTI in Germany runs over $50,000 at current exchange rates. VW believes, and I think they're right, that the US market wouldn't support that price for the GTI. It will be interesting to see a comparison between the European and US versions of the GLI. All the major features are likely to be the same but I wouldn't be surprised to see some features missing from the US version.
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  254. That white interior will look great six months down the road as long as occupants adhere to a dress code consisting of tuxedos, evening gowns, and white gloves. Of course, no dogs or children allowed. Not my kinda Sports UTILITY Vehicle and I'm not even a Jeep or Bronco kinda guy.
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  255. Nice to hear from the pre-adolescent set.
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  256. It may be surprising to some that VW is introducing a significant update to the Arteon since the vehicle was introduced in the US with the 2019 model. But the Arteon was for sale in Europe for nearly two years before it came here. So a mid-cycle refresh is understandable. And unlike the first version the US will be seeing the Arteon at about the same time as its introduction in Europe. VW has been repeatedly challenged in selling their Eurospec vehicles in North America. Some of their best models, (e.g. Touareg, Passat, and the first generation Tiguan) are not even offered in the US, typically replaced by larger, less expensive alternatives. And with VW's decision to withdraw the basic Golf from the US market (at least for the next year or so and probably longer) the GTI, Golf R, and Arteon are the only VW models that come close to their European counterparts. VW's best selling sedan in the US, the current Jetta, is larger and cheaper than its predecessor and not even for sale in Germany. The range of Arteon models is far more restricted in the US. Only a single engine choice rather than several diesels and petrol options. No wagon option. And the US version of the Arteon has a conventional AT rather than the DSG available in Europe. Otherwise, though, the Arteon is almost identical to the European version. VW doesn't expect to sell many Arteons in the US. Herbert Diess (VW CEO) said as much when the Arteon was introduced in late 2018. Nevertheless, he maintained that he wanted Americans to understand what VW is capable of producing in a Eurospec GT sedan at a relatively reasonable price. The common complaint is that the US version of the Arteon doesn't offer what we consider to be a "performance" option. Only a moderately tuned version of VW's ubiquitous EA888 engine that's found in vehicles as diverse as the Tiguan, the Passat, the GLI, the GTI, the Golf R and the Atlas. To some extent the complaint reflects Americans' particular perspective on "performance" where 0-60 and quarter mile straight line performance are the primary (and usually the only) performance metrics. Europeans, on the other hand, think of performance in terms of travelling in comfort for hours at speeds well over 100 mph on well maintained highways and rapidly negotiating winding country roads that are laid down over cobblestones originally put in place by the Romans 2000 years ago. The Arteon does an excellent job of accomplishing its Eurospec mission. Note for example that Arteon's semi-autonomous driving feature is designed to operate at speeds over 130 mph. The KIA Stinger is a fine example of a Korean built, European inspired GT sedan designed for Americans. The Arteon is a European GT sedan. Period. And for those who want more power from the Arteon APR offers a Stage I tune that increases horsepower by 85-103 HP and torque by 95-110 ft lbs with over 90% of the torque available from 2700 to 6000 RPM. At a price less than $800, it requires about 30 minutes to retune the ECU, and does NOT invalidate the VW warranty unless an issue can be shown to have resulted directly from the tuning mod. Not an issue for a Stage 1 tune. And if one doesn't want the hassle of getting satisfaction from a dealer or VW, APR offers a backup warranty that's identical to the manufacturer warranty. Finally, while the 2021 Arteon is tempting, VW dealers in my area (Pacific Northwest) are offering 2019 and 2020 Arteons at very attractive prices from $5k to $8K under MSRP. That puts the top trim AWD Arteon at $38K to $40K, rivaling the price of an Accord 2.0L Touring model or a top trim V6 Camry, neither of which has an AWD option. Worth considering.
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  257.  @Jcarini15  And here in Washington State Arteons are being offered at prices competitive with the top trim Accord 2.0L Touring model.
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  258. I have a rule about companies and the products they produce. Every company and most products have issues. The quality of a company is best measured by how it deals with those problems. On that score Tesla appears to be doing a good, if not a perfect job, especially considering the huge demand for the Model 30 and the widely reported issues that have arisen with paint quality. Also balancing the issues is the nearly non-existent environmental impact, the range, the performance, and the utterly unique capacity to update the car's features through over-the-air software updates. In fact, I was struck by the comments about downloaded updates required after purchase. If this were a significant negative in the computer industry no one would purchase a computer running either Windows or the Apple OS. At a base price of $50K and a loaded price of $20K more, the model 30 isn't a true "mainstream" vehicle but its success has forced the entire EV market to improve its game with longer range and lower price points. All in all, Tesla deserves major kudos for its efforts.
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  259. Here's an easy way to tell whether the Miata or the Veloster N is the car for you. Google images of the Austin Healey 3000. If it looks dated and old to you, the Hyundai is your car. If you believe it's among the most beautiful sports cars ever built, you're likely someone who'll opt for a Miata. Being "dated and old," myself, it's no contest for me.
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  260. No need to change perfection.
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  261.  @f181234  Well, yes and no. Mazda's 2.5T turbo is not faster than the V6 Camry. Both the Camry and the Accord 2.0L Turbo are quicker than the Mazda. That's the result of Mazda's decisions in tuning the Mazda6. Huge low end torque, but it can't all be put down without wheel spin from a stop. The Mazda's performance is more than adequate but the Honda beats it in terms of punch and the Camry's advantage in both displacement and HP does the same. You are correct about the quality of the Mazda6's (Signature trim) interior. It's impressive. And Toyota's cost cutting is apparent, especially in the rear seat.
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  262. Folks, the number of sales says very little about the quality of a vehicle. It says a lot about the availability of dealerships and the priorities of buyers, but that's it. The Camry has been the best selling four door sedan in the US for years. And that was when the Camry was rightly considered to be more akin to a kitchen appliance than an automobile. The 2018 Camry was vastly improved over its predecessor in terms of driving dynamics but for many buyers its appeal lies in its reputation for reliability, not about anything specifically associated with driving.
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  263.  @f181234 Correct in terms of dealership penetration, driveability, and (imo) styling. Wrong that if Mazda had more dealers the Mazda6 would outsell the Camry. Toyota has a huge advantage in terms of a reputation for reliability that drives the sales leadership of Toyota.
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  264. There have been fewer than 250 reported engine fires, almost all of which were in KIA models from 2015 and before. That's not to be ignored but considering that hundreds of thousands of vehicles were sold and are subject to recall fixes, the actual risk to consumers, especially those purchasing new vehicles in miniscule. Furthermore, there are few, if any, reported injuries or deaths resulting from such engine fires. Meanwhile, Toyota and Honda who have installed Takata airbags in millions of cars have issued huge recalls to deal with at least 24 deaths and over 200 injuries from airbags installed in vehicles as late as 2018.
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  265. Beg to differ. VW sold more than twice as many Jettas as Golfs in the US in 2018. GTI's may well outsell GLI's but overall the Jetta is far more popular than the Golf, even with its variants.
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  266.  @kevinnorwood7355  Sorry if I misinterpreted your comment that "People want hatchbacks over a sedan..." Can't comment on what people "want" but it's clear what people actually buy. As for what you see, that can be very misleading. I, too, see GTI's more often than Jettas. But I attribute that to the fact that I own a GTI and my attention is drawn to that particular model.
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  267.  @kevinnorwood7355  That's right, baby. GTI owners would come to Wolfsburg with torches held high if any model other than a GTI was fitted with plaid seats. :)
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  268. Could be but I'm skeptical. VW has found time and again that American consumers want their VW's larger and cheaper than their European counterparts. The sub-compact SUV category is hot but I'm guessing VW may not find it to be a viable market for them.
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  269. I feel much the same way about my MK7.5 GTI. I traded my MK6 to add a number of safety and driver assistance features in order to share it with my teenage daughter but I don't have the same priorities for a future purpose. If I replace my GTI it's more likely to be with a Golf R.
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  270. The Seltos has over 62 cubic feet of overall cargo space. That's not "coming close" to what some compact SUV's offer. It's more (!) than the Mazda CX-5 with slightly more than 59 cubic feet. Considering the Seltos is about an inch shorter than the CX-30, that's impressive. In short, the CX-30 suffers the same deficit found in all of the brand's SUV's -- they don't reflect the "U" in an SUV in terms of interior space. So while the Seltos can arguably hold the luggage and gear for a couple on a long trip, the CX-30 is a weekender, at best. In terms of performance it's interesting that the specs suggest a small difference, if any. The Seltos with its turbo engine offers 175 HP and 195 ft lbs of torque compared to the CX-3's 186 HP and 186 ft lbs of torque. But what those figures don't reveal is that the KIA offers peak torque at 1500 rpm while the Mazda doesn't achieve it peak torque until the engine hits 4000 rpm and drops off a cliff rapidly after than point. That more than any other factor is why the Seltos feels considerably "peppier" while the CX-30 feels "sluggish" and unrefined under load. Add the additional gear of the Seltos 7 speed DCT compared to the aging 6 speed conventional automatic and the difference in driving "feel" and measured performance is understandable. Neither the Seltos nor the CX-30 is more than a soft "off roader." Gravel or dirt roads, in fact, is the closest to offroading that either offers. But the Seltos offers a more elevated seating position and considerably greater visibility along with slightly better ground clearance than the CX-30. And the KIA allows a driver to manually lock the center differential in a 50/50 torque split, a welcome feature in messy driving conditions. No such option is available in the Mazda. The CX-30 does have some pluses compared to the Seltos, primarily in terms of some of its interior appointments comparing the top trims of each. But it's advantages are not universal considering the significantly better infotainment system in the Seltos. Further, the Seltos has a considerably lower MSRP for its top trim SX turbo model, even with a $700 option for a sunroof on the KIA. ($29,710 vs $31,570). Note, of course, that MSRP may not be a reliable guide to the actual transaction price achieved via face-to-face negotiations. Considering the abysmal sales of almost all Mazda models (except the CX-5) dealers may be willing to offer greater discounts on the CX-30 than KIA dealers offer on the hot selling Seltos.
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  271. And that's why most consumers CAN justify the Leaf or one of the extended range Korean models over the Model 3.
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  272.  @RKO859  Tesla is a brand aimed at "early adopters." Nothing wrong with that but it comes at a price both in terms of initial purchase price and issues one should expect to encounter. The fact that Tesla builds in the capability to upgrade a purchased vehicle via over-the-air software updates is a significant benefit that no other manufacturer offers. All of this adds up to Tesla reasonably claiming it's the "Apple of cars."
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  273. Absolutely. That's why I swore off Fords after the Pinto and Chevy after the Corvair.
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  274. The "stupid drivers assitance stuff" as you put it adds almost nothing to the weight of the vehicle. The additional weight comes primarily from the 4Motion AWD.
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  275. Sofyan, VW DID offer the "short wheelbase" version of the first generation Tiguan. It was a sales disaster. Kept around for a year as the "Tiguan Sport" before it disappeared. They sold 391 units in the US in 2019.
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  276.  @LilRick96  Sorry, my friend. Didn't mean to sell your occupation short. What I actually meant by "people" are the full time retainers such as the multiple "footmen" on the estate. (See Downton Abbey). :)
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  277. Hope your dozens of Durango friends don't run up against the armies of Telluride purchasers. :) P.S. Try paying attention. The Telluride doesn't have a turbo engine.
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  278.  @unitedwestand56  Likewise for the forthcoming Palisade. One from Georgia and the other from Alabama.
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  279. @Tyburs the Considerate General Neither does the Pilot, the Atlas, or the Highlander. And the Ascent and CX-9 turbos are on much smaller 4 bangers. Among the others, the take rate for turbos is very, very low. Not every SUV has to be designed for track days or stoplight drag racing.
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  280. @Stephen Hendricks Is A Kia Salesman My reference to the KIA results from the fact that it's the smallest of all three row crossovers yet provides greater interior space (and towing capacity) than the CX-9, a vehicle that's among the largest in the category. The contrast simply highlights the extremely inefficient packaging the CX-9 represents. A major factor in its dismal sales. Every other midsize 3 row SUV has more interior space than the CX-9, as well. And most have more than the the Sorento.(In fact, most 2 row midsize crossovers have more interior space.) But considering the KIA is almost a foot less in length than the CX-9, the especially inadequate packaging of the CX-9 is most evident in the comparison with the Sorento.
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  281. And the Ford F150 outsells every other vehicle in the US. Doesn't make it a great vehicle to drive.
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  282. Worth noting that the Telluride is built in and designed exclusively for the North American market. In contrast, the Palisade is built in Korea and aimed at international markets in Asia and Europe as well as North America. That difference has significant impacts on styling and features of the two vehicles. First and foremost, the two vehicles are designed to compete with different sets of rivals. In the US and Canadian markets mainstream midsize 3 row crossovers are a huge market segment. That is much less the case in Asia and Europe where vehicles the size of the Palisade are typically luxury brands (e.g. Audi, Mercedes, BMW.) Thus, the KIA is aimed toward consumers who cross shop vehicles like the Pilot, the Ascent, the Explorer, the Highlander, the Atlas, and the CX-9. In Asia and Europe, on the other hand, the Palisade aims to be a budget friendly version of a vehicle that compares well to more expensive luxury brands. Of course, Hyundai hopes to poach some luxury SUV shoppers in the US, as well. But its mission outside North America is to offer a vehicle that emerging middle class consumers in Asia (especially in the home market of Korea and the 800 lb gorilla, China) can afford. These differences play out in a number of ways. Overall, the Palisade projects a more "luxury" vibe compared to the more "rugged" vibe of the Telluride. As Sofyan notes, the Palisade offers more eye candy in the cockpit display, mimicking a Mercedes Benz look albeit in a less luxurious way. And while less colorful, the Telluride offers the same functionality. Hyundai apparently feels that faux diamond quilted soft surfaces are a sign of luxury. (Personally, they remind me of my grandmother's sofa but that's a personal perspective.) The Telluride has the same quality leather surfaces with what seems to me to be a more modern design. The Palisade employs a push button gear selector compared tot the Telluride's traditional console mounted shifter, again mimicking some luxury brands. In that context it's worth noting that the reason the Palisade offers paddle shifters the Telluride lacks is they have no choice if a driver is to be given the option of selecting a particular gear. That feature is included in the Telluride's console mounted lever but Hyundai's push button transmission control leaves paddles as the only option. Again, it's a matter of personal taste but the push-button transmission control reminds me of a 1957 DeSoto and paddles are simply silly. Otherwise, the Palisade offers motorized control of the third row seats, a feature lacking in the Telluride, another "luxury" feature. Some may find it an advantage despite the fact that the feature is undoubtedly the slowest way to raise and lower the rear seats on the planet. And unless one has arms like a T-Rex the Telluride's manual system is both quicker and less prone to failure. Furthermore, the motors and associated plumbing in the Palisade reduces the cargo space behind the third row from 21 to 18 cubic feet. The Telluride's rear cargo space is among the largest in the midsize three row category; only the gigantic Chevy Traverse has more at 23 cubic ft. The Palisade's space is mid-pack, equal to that of the Ascent and the Pilot. Personal choice again but I wouldn't trade the manual push/pull Telluride's quicker, more durable system and extra cargo space for the Palisade's automated system. Finally, the Telluride and Palisade differ in terms of exterior styling. Again, a matter of personal taste. For me, the simpler look of the Telluride is preferable to what seems to me to be rather "fussy" styling of the Palisade. But there is one functional difference worth noting. The Telluride's headlights are mounted near the top of the front fenders while the Palisade's are just above the bumper. As someone who lives in the Pacific Northwest and travels highways in the spring when mountain snow melt brings tons of rocks and gravel down on highways, I've learned to keep a considerable distance between my vehicle and large trucks that throw gravel like bullets behind them. Mounting headlights just above the bumper makes them even more vulnerable than otherwise. Not to mention that it means the Palisade lacks fog lights. Both the Telluride and Palisade are awesome vehicles. Either one sets a standard that virtually no other rival can match at the price. Obviously, I prefer the Telluride but I wouldn't criticize anyone who feels the Palisade better meets their priorities.
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  283. Obviously there aren't a lot of skiers among those questioning the Telluride name. It's one of the most popular ski resorts in the US. Perhaps if it's pronounced correctly it would help. (tel-yur-ide)
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  284. With the Forester growing every year like a high school football player and the introduction of the Ascent last year, I wondered whether there was still a place for the Outback. Obviously, Subaru saw same danger that the Outback would be squeezed from below and above. They appear to have responded well. For years, Subar-ites have had to put up with less than premium interiors and infotainment features to pay for the brand's standard "full-time" AWD. For 2020 it appears those days are gone, at least in the upper trim models. Still no panoramic sunroof and some of the features have been re-jiggered from standard to optional in the top trims to prevent the MSRP from increasing too much but all in all it appears that Subaru has done a very good job of giving the Outback fresh appeal. Some will bemoan the demise of the flat-6 boxer engine but that option was clearly headed for engine heaven when it wasn't available on the Ascent. It was never a big seller anyway and assuming the Ascent's turbo 4 will be under the hood of the engine upgrade in Outback, it will put out about the same power and slightly better MPG's (at least in EPA testing) as the departed H6. In the smaller, lighter Outback the engine will be an even better match than in the Ascent. CVT haters won't warm to the single transmission option but if Subaru isn't offering a traditional geared transmission in the Ascent they certainly won't offer it in the Outback. The shift to a global platform, the use of similar or identical 4 bangers, and the reliance on CVT's in all of Subaru's crossovers is a common strategy across multiple brands. It simplifies production and contains costs all the way from design to stocking replacement parts. At a bit over 191" in length the Outback falls into a "tweener" class of crossovers (188"-192") along with the Hyundai Santa Fe, the Ford Edge, the KIA Sorento , the Honda Pathfinder, the Chevy Blazer, and the Nissan Murano among others. It joins the Santa Fe as the only vehicles in that class to offer only a four cylinder engine and joins the Murano as the only ones with a single CVT option. Like almost all the others it's limited to a two row, five passenger configuration. (The KIA Sorento is the exception.) Subaru faithful will almost certainly flock to showrooms. Others will find several appealing alternatives.
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  285.  @tommihelich2613  It's a minor point, Tom. (Unless you're a Bulldog or Tide fan, I suppose) But the Hyundai website indicates the Santa Fe is built in Alabama. https://www.hyundaiusa.com/why-hyundai/built-in-usa.aspx?intcmp=footer%20nav;bottom;text;built%20in%20the%20usa
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  286.  @jaredstephenson6468  In that case I think you'd have a hard time beating the Volvo considering its much, much higher price. If that weren't the case Volvo should be ashamed of themselves. My neighbor has an XC90 (and I've owned a couple of Volvo's in the past) and it's a truly gorgeous car. My only criticism would be that if an SUV is subjected to rough treatment, kids, and dogs, the interior may not be as durable as one more obviously designed to be a "utility" vehicle.
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  287. Never been to Colorado, I presume.
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  288. That's why VW offers the GTI. :)
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  289. If potential success is measured by the willingness of GTI (and Golf R) owners like me to be tempted to go full EV, the ID4 may well be a winner. Will have to wait and see actual production models and I'd like to hear more about the dual motor version but so far, so good. One negative....A white leather steering wheel???? Looks like it would encourage washing one's hands every couple of hours, a ritual I was hoping eventually to abandon when COVID disappears.
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  290. Riiiight...What's needed are faux grills, fake exhausts, and artificial gears for CVT's.
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  291. Those who think the MX-30 is "unfinished" or simply a "compliance" vehicle are wrong, I think. Likewise, those who believe there is no place for a relatively short range EV are likely to be incorrect. In the first place, MX-30 has been on sale in Europe for nearly a year and has sold well. That experience is unlikely to be repeated in the US for a number of reasons. First, of course, is that the MX-30 will be sold, at least initially, only in California. Second, short range EVs like the MX-30 (and its most obvious rival, the MINI-E) are more popular in Europe where urban/suburban areas are more compact and alternatives for longer range trips by rail are readily available and widely used. Nevertheless, Mazda (and MINI) are betting there is a market for such vehicles in at least some parts of the US. Consider the following hypothetical case: A family with more drivers on a frequent basis than vehicles. Perhaps a household like mine with 3 drivers, myself, my wife, and our 17 y/o daughter. Two vehicles, my daily driver GTI and my wife's daily driver and the family's long range "truckster," a KIA Sorento. Neither my wife nor I commute but our daughter does and among the three of us we put about 20K to 25K on the two vehicles annually. Sharing the cars is do-able but sometimes inconvenient and on a typical weekday or weekend both vehicles are in use for local trips. A vehicle like the MX-30 (or the MINI-E) used exclusively for local trips could account for as much as 10,000 miles a year. That would save as much as $2000 in fuel costs and maintenance costs, alone. Eliminating those miles from our other vehicles, each of which we love, would enable us to save significantly on their wear and tear, especially in stop 'n go traffic, extending their lives, and reducing depreciation. Of course, there are less expensive alternatives in the form of a used car. But having recently priced used cars, I found it was difficult to find one I would buy for less than about $15,000. A Mazda MX-30 or MINI-E with a price of $25-$30K is a jump I might well be willing to take for a fun-to-drive like the MX-30 (or more likely the MINI-E) being confident the miles put on it were mine, my wife's, or my daughter's. The MX-30 may not be "unfinished" but it's clear it's only a first step in Mazda's electrification strategy and not simply a compliance vehicle. Why didn't the company wait to introduce their promised PHEV version in the US? Several fairly obvious reasons. Mazda is far behind a number of automakers in electrifying their fleet. The MX-30 won't be a big sales splash but it's ready now and Mazda's plug-in-hybrid version is not. Nor is it a typical plug-in. Rather than coupling the electric motor with a conventional ICE engine, Mazda plans to create plug-in coupled with a Wankel rotary powerplant. I owned an RX-8 for five years and on paper it looks like a viable strategy. The electric motor(s) could compensate to some extent for the rotary engine's atrocious fuel efficiency and provide low and mid range torque that was virtually unknown in the RX-8. At the same time, the rotary could extend range and provide high end performance without a much larger battery. Finally, the tiny rotary powerplant could be easily dropped into the space already set aside in the engine bay next to the electric motor. Nevertheless, Mazda's sales record with the Wankel engine is spotty at best. The design and engineering is undoubtedly more challenging than simply mating a small displacement conventional ICE engine with an electric powerplant. Add to that the fact that Mazda has a well-earned reputation for failing to make announced schedules for their vehicles (Remember the diesel CX-5?) and I'll believe the PHEV version of the MX-5 when I see it in a showroom.
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  292.  @bobbowie9350  I'll remove you from the mandatory read list. You can stick to pictures and people reading to you.
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  293. And over seven inches longer with less overall passenger space.
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  294.  @ryannatividad3137  Unfortunately (and inexplicably) Genesis hasn't replaced the 2.0L engine the G70 had shared with the last generation Stinger with the new 2.5L mill that KIA, Hyundai, and Genesis are making available in at least NINE separate vehicles. Until it's available in the G70 the GT-Line Stinger will have a significant edge.
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  295. Would you be willing to buy all the unsold vehicles sitting on dealer lots? It would be a BIG commitment.
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  296.  @intrinsicimagery  I drive a GTI as well.But I have made a living in market research for several decades and I've learned not to confuse my priorities with those of the wider public. For someone who worked in "auto sales and finance for a decade," it's amazing how little you know about the priorities of consumers who buy compact crossovers. VW couldn't even recoup the tooling costs for such a vehicle.
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  297.  @intrinsicimagery  The market for mainstream performance CUV's is small. The market for performance MAINSTREAM COMPACT CUV's is much smaller. Probably the best example is the turbo version of the Mazda CX-5. It's Mazda's most popular vehicle with sales last year of about 150,000 units. But less than 10% of those units had the turbo4 used in the CX-5, CX-9, and Mazda6. If VW added the GTI engine to the Tiguan it would almost certainly be limited to the top trim SEL Premium trim and raise the MSRP at least $5000, putting it at about $43,000. VW has trouble selling Golf R's in volume at that price and the Golf R is an iconic hot hatch. Performance CUV's among luxury brands are a different animal. In that category even smaller performance luxury CUV's are profitable. But that's because the MSRP is well over $60,000 per copy, usually much more. In the mainstream SUV category vehicles like the Explorer ST and Dodge Durango SRT are halo vehicles meant to draw customers to showrooms where they purchase less expensive versions. Finally, there's the lesson learned by Toyota. Some years ago they offered the RAV4 with a V6 engine. It was literally the fastest vehicle in their entire lineup at the time. They discontinued it due to abysmal sales but you might still find one sitting on a Toyota dealer lot somewhere years after it was discontinued. https://www.autotrader.com/car-news/remember-when-rav4-was-fastest-toyota-258707
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  298.  @intrinsicimagery  Facts are tedious. That's why so many internet fanboys (and Trump supporters) avoid them.
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  299. Not pleasing to look at? Reviewers more or less universally agree it's largely unnoticeable.
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  300. KIA and Hyundai have long linked options to specific trims and offered relatively few standalone options. That enables them to contain production costs and reduce the number of unsold vehicles sitting on dealer lots until they're finally sold at a greater than usual discount. Those savings are generally passed on to some extent to consumers. European (and to a lesser extent so-called "American) brands have a different strategy that enables a customer to choose from many different "packages" and standalone options at various trim levels. It means that customers can tailor their choices to their heart's content. But it also means that the cost of that approach is passed on to some extent to everyone who buys a particular vehicle whether they choose a particular option or not.
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  301. More internet fueled hysteria than a heritage feature but the MK8 will very likely incorporate the dual injection in the EA888 that's already in place in European MK7.5 models to meet emission standards there.
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  302.  Richard Favreau  Are you under the impression that the Arteon does NOT have Apple Carplay and Android Auto?
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  303. You can get it with a roof, you know. Eliminates the "flatness".
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  304. Your loss. VW won't miss you.
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  305. For those who wonder why Hyundai failed to make the i30N available in North America (as I did), I think the answer may lie in the forthcoming N-Line Sonata. The Veloster N is an appealing track toy but Americans generally prefer somewhat larger and more versatile vehicles. A full-on N version of the Elantra would likely cannibalize sales of the Sonata N-Line while the Veloster N appeals to a different market segment.
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  306. And that's a bad thing?
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  307. Actually, the cargo and passenger space of the Sorento is somewhat larger than the humungous CX-9.
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  308.  2WIREG  Here's a hint. You may not care about sales but manufacturers and dealers do. And some excellent vehicles have gone from being available to being collector items as a result of poor sales.
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  309.  @adam145  That's a calculation that makes sense for luxury brands. To a far lesser extent for mainstream brands. Declines of mainstream units sold by 20%-40% in a single year cannot be balanced by a higher per unit profit unless the profit increases by 20% to 40% per unit. And that ain't happenin'.
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  310. The question is whether any Maserati designers committed suicide when tasked with designing this Moby Dick.
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  311. No TCR in the US.
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  312. It appears that the new GLI will stick with the engine components and tuning of the MK7.5 GTI rather than the MK8. That will disappoint some but it's actually a minor issue. Furthermore, since the Jetta is built in America and not even for sale in Germany it would be surprising if there were a MK8 version of the GLI. Of greater concern for those interested in the GLI is the question of availability. My dealer, one of the largest in the Pacific Northwest, has been told by VW not to expect any more current Jettas, much less GLIs (2021 or 2022 models) , before the new years as a result of the infamous chip shortage. Personally I wouldn't give up the versatility of my GTI and my dog tells me that the absence of rear seat HVAC vents is a deal breaker in the GLI but for others looking for an affordable compact sport sedan with European manners and driving feel the GLI is certainly one to consider.
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  313. The Pilot is an attractive competitor in almost exactly the same size. As others will note, the Pilot has experienced some teething problems with their 9 speed transmission but that's not unusual in a new transmission where beta testing is left to consumers. The overwhelming majority of owners won't have a problem. But the Telluride has a number of advantages compared to the Pilot. The most striking is the efficient packaging in terms of interior space. For vehicles of the same length the Telluride has much more interior passenger and cargo space than the Pilot.
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  314. Well, it shouldn't be surprising that there's no free lunch. There's not even a bargain priced lunch special. Undeniably beautiful but the $32K base price is designed solely to get potential customers through the front door so they can be sold a vehicle much closer to $50K.
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  315. Congrats, Sofyan. Good choice for your priorities. And kudos for abiding by COVID-19 restrictions by staying at home. (Unlike some reviewers who make the dubious claim that they're "journalists" for whom restrictions don't apply.) Here in the Pacific Northwest just about everyone either owns or knows someone who owns a Subaru. Along with Colorado and Vermont it's an epicenter (a popular term these days) of the Subaru "cult." Even a mild criticism of the brand around here risks losing invitations to extended family gatherings. (Once such gatherings are possible again.) Though I've never owned a Subaru I understand its appeal. And when the Ascent was introduced I wondered if there would still be a place for the Outback between the ever-growing Forester and the larger 3 row Ascent. Apparently I shouldn't have worried. The new generation Outback has retained its place as Subaru's best selling model. All in all Outback owners have had to ignore their budget interiors over the years, a result of cost cutting to pay for Subaru's standard AWD systems. That's pretty much a sacrifice no longer is called for in the current generation. The new infotainment system looks like a work in progress but no one can complain the screen is too small. And with the same turbo 4 banger as the larger Ascent in a vehicle that weighs at least 550 lbs less the Outback benefits in terms of both performance and fuel economy. Some consumers (like me) aren't thrilled with the fact that Subaru offers only a CVT in the Outback but reviews suggest it's one of the better implementations of that technology.
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  316. Actually, VW is about the only mainstream manufacturer that offers a MT option on a number of their vehicles at all trim levels.
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  317. Nope. Buy a couple of iPads and save a bundle. .
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  318. Robots know no nationality. But for the record I've owned both the last version of the GTI built in Europe and the current MK7.5 built in Mexico on the MQB platform. The latter is better built, more rigid, and overall better than the former.
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  319. Apparently you've never driven a DSG transmission. I drive mine mainly in manual mode and the only "fun" I miss from a three pedal version is shifting into neutral at a stop light.
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  320. Yes, it is. But after 40+ years of driving manual transmission vehicles, I've found that my manhood actually survives a DSG.
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  321. The DSG transmission is available in non-American markets for the Arteon. However, many Americans find the behavior of an "automated manual" dual clutch transmission to be unfamiliar and therefore objectionable. Europeans are far more accustomed to traditional manual transmissions and therefore do not raise the same objections. I doubt VW will add a VR6 engine for the Arteon. It would appeal almost exclusively to Americans and the market in the US is far too small to justify it. As for the Atlas, it already has the VR6 as an option but that's a crossover that can weigh near 2.5 tons when loaded with fuel, passengers, and luggage/gear.
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  322.  @instasingingvids3529  They share the remarkable EA888 2.0L engine but that engine can be tuned in an almost infinite number of configurations from the version in the Tiguan to the Golf R. And that doesn't even take into consideration the options available with a Stage I tune.
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  323. The word is "senior," not "elderly," son. :) But much like the KIA Soul, you're right.
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  324. Rithik Patel: They'd probably sell more wagons that MT's.
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  325.  @DoorisJ  If it ain't broke, don't fix it.
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  326. Interesting perspective. I own a KIA Sorento and a VW GTI. There's no question that the user interface and logically designed infotainment system on Hyundai and KIA vehicles are among the best in the industry.
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  327.  @rrrogster  And contrary to popular opinion it's not males that have largely killed the minivan in favor of SUVs. It's women who prefer the higher driver's seat and image of "rugged" security.
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  328. I suspect the Genesis GV80 will spank the Aviator. But a more interesting comparison is the Aviator vs the Explorer. According to the "build and price" websites a moderately well optioned AWD Reserve trim Aviator has an MSRP between $64K and $65K while the top trim fully loaded Explorer (ST or Platinum trim) tops $60K. For that relatively small premium the Aviator is a far better value. A significantly more upscale interior on multiple counts, a superior tow rating (6700 vs 5600 lbs), a better dealer experience and a higher resale value. Of course, MSRPs often differ from real world transaction prices but even if the difference is closer to $8K or even $10K, the Aviator is arguably a superior value.
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  329. Not sure if the Avalon will attract younger buyers but Toyota clearly believes that "60 is the new 40." Gotta keep in mind that the seniors of 2020 were the radicals of the sixties or the headbangers of the eighties. Some of us retain a bit of that. At the same time the improved visibility is a comfort to seniors whose eyesight ain't what it used to be. And for those nostalgic about true full size sedans the Toyota is at the small end of that category but it comes closer than just about anything left standing. No Android Auto in the Avalon but Alexa instead? Great. I've always wanted to ask my car the exact date of the Treaty of Versailles. As for the front end look...Well, fans of Big Mouth Billy Bass will love it. As for the Maxima, some traces of the old four door sports car Maxima remain. But if you want one, run down to your local dealer. This generation is clearly old in the tooth and considering the cratering sales of four door sedans one has to wonder if Nissan will sink much effort into a truly new model until when and if the SUV wave subsides. It's surprising that neither manufacturer offers AWD on these models. It's a popular feature of midsize crossovers and it's a puzzle that neither Toyota nor Nissan offers it, at least as an option. Wouldn't stem the SUV tide but it might boost sales of the sedans to some extent. I'm in the target demographic for these cars. Sixty plus. Good income. Tech friendly. But I'll stick with my GTI for canyon carving and a midsize SUV for family duties.
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  330. The standard 3 rows of seats isn't new for 2021. KIA hasn't offered a two row version since 2017. Since that time all Sorentos come with three rows of seats. That changed at the same time that the Sorento's close cousin, the Hyundai Santa Fe, dropped the option of three rows. Have to say that the notion that the Sorento is a "tweener" between the compact and midsize SUV categories is rather odd. At 189.4" in length if the Sorento doesn't fall firmly in the midsize category neither does the Ford Edge (188"), the Honda Passport (190"), the Hyundai Santa Fe (187.8") or the Toyota Venza (186.6") . In fact there are a number of vehicles typically classified as "midsize" crossovers that range in length from 187" to 192". On the other hand, compact crossovers top out at around 182" in length. The lone exception being the VW Tiguan, a true "tweener" at 185" in length. Where the Sorento stands out, of course, is the fact that it's the only vehicle of its size that provides a standard third row of seats. And its comparison with other 3 row SUVs, virtually all of which are at least 195" in length, perhaps the emphasis on its relatively "compact" size. Overall then the 2021 Sorento is virtually the same length as the 2018-2020 versions. But there are some differences in the allocation of interior space. The 2020 Sorento offered 44.1" of legroom in the front row, an unusually generous amount. The new version provides considerably less.(41.4") On the other hand the second row legroom of the 2020 version was 39.4" compared to the more generous 41.7" in the 2021 model. Third row legroom has shrunk from 31.7" to 29.7". That appears to be the result of offering slightly more cargo space behind row. (12.6 cubic ft versus the 2020's 11.3 cubic feet.)
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  331. Thirty minutes to get an APR Stage I for less than $800 and you'll have that car. And contrary to conventional wisdom, it won't invalidate your warranty.
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  332. KIA may well put captain chairs in the top trim Sorento versus a second row bench in the mid-trim version. That's the pattern for the Telluride. It's based on market research that suggests those who want a second row bench are more likely to opt for a somewhat less expensive trim level.
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  333. Different strokes for different folks but a big advantage of the Telluride is that it provides about a third more interior room compared to the (surprisingly) larger CX-9.
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  334. If Americans were prepared to pay well over $55K for the features the Golf R has in Europe, we'd have them here, too. Both the GTI and Golf R are both "de-contented" for the American market because American consumers are not willing to pay the price of European VW's.
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  335. No need to sue you. Kia can just ignore you and will lose very, very few sales.
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  336. Second guessing Toyota in terms of the market appeal of their models is a risky business. They DO know their market. Still, I find the TRD Camry to be a disappointment. Last year I cross-shopped the then new Camry generation XSE V6 along with the Accord 2.0L , the Ford Fusion Sport, and the Mazda 6. It was a vast improvement over the previous generation Camry but on my checklist it still ranked slightly behind the Honda and the Mazda. I'd hoped the TRD version would up the ante. Better handling apparently but little else and a serious loss of content compared to the XSE. The fact that AWD won't be offered for any V6 model is another negative, a major one imo.
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  337. For a while the subcompact SUV category resembled hatchbacks on stilts. More and more the stilts (and plastic cladding) are disappearing (or getting shorter) and the difference between a hatchback and a subcompact SUV are more difficult to identify, especially among the "hotter" versions. As far as looks are concerned, I'm impressed. The "boy racer" vibe of the Veloster is gone, replaced with a much more conventional and versatile design that should have wider appeal. Even more laudable, the design step that Hyundai takes for many of their vehicles where a committee applies creases and bulges here, there, and everywhere (Lookin' at you, Tucson) seems to have been eliminated. Competition? The most obvious is the MK8 GTI. Not as quick as the Kona N in a straight line but likely to be more refined and versatile. We'll see.
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  338.  @blackwhirlwind1245  I think that's probably the best rationale for this particular comparison. (Though I'm sure you meant $40K.) Still, I'm fairly sure that at least here in the Pacific Northwest the real world price of a top trim Tiguan can be had for around $35K or less. (According to Autotrader.) Top Trim Outback XT's , on the other hand, are typically offered at MSRP of about $41K. Likewise, top trim (Touring) Foresters are offered for about $33.5K to $34.5K. Those prices aren't surprising considering the popularity of Subies here in the Northwest so the comparisons may not hold elsewhere.
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  339. This size of the grill suggests someone should check the M3 Competition for kidney disease.
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  340. They did. Some years ago from German brands. And that has fueled the explosive growth in sales of both KIA and Hyundai vehicles.
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  341.  @joseph1541  Marketing claims are one thing; delivering the goods is something altogether different. And as impressive as Tesla has been, Musk's claims have frequently fallen short of reality. As already noted, when October 2019 rolls around it will be interesting to see if you're still crowing.
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  342. Sofyan appears to complain that the Niro EV fails to be a "true" crossover. I think that view is misplaced. The label "crossover" is mushy, at best. Calling a vehicle a "crossover" (or even an SUV) seems to be a marketing strategy rather than a reference to a specific design and set of features. Is AWD a necessary feature in a "crossover"? Apparently not since vehicles that manufacturers designate as crossovers offering both FWD and AWD sell more of the former than the latter. Does it have to have true "off-road" capabilities. Again, apparently not since owners of crossovers seldom encounter any environment other than pavement. Some plastic trim bits? Well, yes, that does appear to be a requirement but that's about it. Vehicles like the Niro, the Kona, the Soul and other sub-compact "crossovers" (and even compact size "crossovers" from Japanese and European manufacturers) are more precisely designated as "hatchbacks." A vehicle with four doors, folding rear seats, an open cargo space accessed via a rear door (usually a liftgate) rather than a separate trunk and unibody rather than body-on-frame design. But manufacturers recognize that "crossover" is a much more appealing label than "hatchback," a term that, at least for Americans, bears a stigma of being "cheap" and an expectation that a vehicle is relatively inexpensive. The bottom line is that consumers are willing to pay more for a vehicle with a crossover label than one designated as a hatchback. And to manufacturers that's critically important.
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  343. It took me years to adapt myself to the looks of the first generation Prius. When I finally reached the point of not throwing up in my mouth a little when I saw one, Toyota introduced subsequent versions. All I can say is that if a spaceship from a 1930's Flash Gordon serial is your idea of a beautiful vehicle you'll love the Prius.
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  344. Right...That's why I won't buy a Ford after the Pinto or a Chevy after the Corvair. There's no question that VW deserved the punishment they received for Dieselgate. A loss of about $2 billion in revenue, many execs who ruined their careers and 20 who went to jail. But there's also a question as to how long the punishment should last and who should be punished. Should Porsches and Audis be boycotted? Should tens of thousands of VW employees who had nothing to do with emission cheating lose their jobs?
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  345. Ahhh...memories of my RX-8. Much loved and seriously flawed with an engine whose torque curve resembled a 650cc Japanese motorcycle and an engine that once started had to be left running until it reached operating temperature or the engine would flood. Followed by being towed to the dealer to change the spark plug or left permanently wherever it was.
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  346. But larger and less expensive.
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  347. They might sell a few in NYC as a substitute for a studio apartment. On the upper west side, though, it would have to be an Escalade. In any event all you'd have to worry about is making sure you move your home to the other side of the street where alternate side street parking is in effect.
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  348. Don't forget Washington state, Idaho, and Colorado. Subar-ites form a militant (but very polite) cult here in the Pacific Northwest.
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  349.  @justinfontaine5539  Just noting that I see fewer and fewer references to the CX-9 in the last few months. The Signature trim interior created a lot of buzz for the CX-9 at first but that seems to have cooled. But in general, I'm just jerkin' your chain, Justin. :)
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  350. Not in my experience with several VW's. Interestingly, Europeans don't consider VW's to have a bad reputation for reliability. That may well be because they pay far more for VW's than Americans and are far less likely to ignore maintenance and service.
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  351.  @tails300  Any verifiable evidence to back that up? I thought not.
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  352.  @kevincrockett5155  Orlando and Miami also get more rain than Seattle. We try to conceal that fact from would-be immigrants from the rest of the lower 48. :)
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  353.  @Daniel-rw2gy  Most of us don't divulge our gorgeous summers unless we make our living from tourists. Of course, the fact that what many see as "summer" in Seattle lasts for about a week in September manages to keep it livable around here.
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  354.  @Daniel-rw2gy  Fair enough. As I noted, the calendar version of summer here isn't what many folks from other climates consider "summer." Fits me perfectly.
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  355. Perhaps they're looking at sales figures.
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  356. The Civic SI is an excellent vehicle. But driving it reminds me of riding a 650CC Japanese motorcycle. Revving the hell out of it isn't exactly ideal for daily driving.
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  357.  @NaijaBull  As a matter of fact, I have. And as I said, it's "an excellent vehicle." But as you, yourself said the torque and torque curve of the VW 2.0L engine is far more accessible than the Honda's along with more peak torque and HP. As for speed, I don't know about you but I seldom run WOT on my daily commute and that was the specific situation I commented about. But in terms of 0-60 and quarter mile times, the GTI with the same engine as the GLI (no GLI figures yet available as far as I know) the GTI is quicker on both measures than the Civic SI. 5.9 vs 6.7 and 14.6 vs 15.0. BTW, I won't get into endless comparisons of 0-60 and quarter mile times. The exact figures depend on elevation, weather, tires, individual vehicles, driver skill, and a host of other variables. Suffice to say that a GTI which undoubtedly has a less advantageous drag coefficient than the "slippier" GLI and the Civic SI is probably a bit quicker than the Honda.
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  358. The CX-5 is tremendously important to Mazda. Not only is it the best selling vehicle in Mazda's entire North American lineup, in 2020 it outsold all other Mazda vehicles put together! It's the lone exception to Mazda's overall dismal sales picture. So dismal, in fact, that Mazda continues to seek massive loans from Japanese banks to survive. It's an undeniably attractive compact SUV. A result of the Kodo design language found throughout Mazda's vehicles that emphasizes an extended distance from the front bumper to the base of the "A" pillar. It's a design approach used in sports cars for almost a century to emphasize "potency". Especially attractive to male consumers. (See Freud.) The weakness of the approach is the emphasis of style over function in SUVs since it inevitably results in cramped interior space especially in terms of rear seat and overall cargo space. Thus, the CX-5 not only has the less overall cargo space than any compact SUV rival (59.6 cubic ft), it even trails the sub-compact KIA Seltos (62.8 cubic ft.) that's over half a foot less in length. The good news? The CX-5 11.6 cubic ft less cargo space than the CX-9, a vehicle that's 20" greater in overall length. As for rumors that a new generation CX-5 (and the Mazda6) will feature a RWD and RWD biased platform and an inline 6 engine, like Sofyan, I'll "believe it when I see it." Unfortunately, Mazda has a well earned reputation for overpromising in the form of rumors and underdelivering in terms of actual vehicles on dealer lots. I recommend not holding one's breath.
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  359. Now that's what I'd call an "upgrade." :)
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  360. @Stefan Not sure where you live, Stefan, but the M140i xDrive isn't available in the US.
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  361. @Stefan Not sure where you live...
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  362. Yes, the body lean (not big, by the way) is intentional. But if you don't like it, it's easily modified with aftermarket suspension bits.
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  363.  @ChristianC-gy1ym  I agree completely. Both with regard to the GTI and the MX5.
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  364. Lots of non-skiers here apparently.
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  365.  @alexross5620  0-60 times: Civic SI 6.7", GTI 5.9"; Quarter mile: Civic SI 15.0, GTI 14.6. Anecdotes about track times are just that; anecdotes not subject to confirmation. Insults don't improve the reliability of unsubstantiated claims.
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  366.  @alexross5620  Time to take your medicine and learn to type and punctuate. Try reading it aloud before you post. You'll stand a better chance of being coherent.
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  367.  @alexross5620  Enough. You're not worth the bandwidth or the keystrokes.
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  368. True. But the Arteon currently available is a 2019 model and retains the 6yr/72K warranty.
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  369. Huge upgrades across the board compared to the last generation Sedona. Unfortunately, the minivan market in the US has continued to shrink in terms of variety. Total sales in 2020 hovered around 275,000 vehicles. Not completely dead segment but with a 33% decline versus 2019 the category is clearly on life support. With the demise of the Dodge Grand Caravan there are only four vehicles left in the segment. In terms of 2020 sales win, place, and show went to the Pacifica, Odyssey, and Sienna entries respectively. KIA trailed the field by a huge margin and if the Carnival manages to triple the Sedona's sales, it would still trail the sales of the Sienna where the AWD option and all hybrid lineup is likely to improve Toyota sales. Even if the Carnival fails to capture a higher sales rank, however, KIA's "MPV" surely won't be seen as simply an also ran. I'd agree that the Carnival's major obstacles to moving up in the sales rankings are the absence of AWD and electrification options of some kind. Hopefully KIA will remedy both weaknesses in short order. Given the weakness of the category as a whole, however, KIA may hesitate to invest even more in the Carnival.
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  370. More like a mini-me version of the Arteon with a very large butt.
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  371.  @JaySkyofficial  Buy two GLI's. About the same price and you'll be driving them far longer than the single M240i.
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  372. Mainly for those with short attention spans. But for less than $800 the engine can be tuned to about 290 HP and over 300 ft lbs of torque.
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  373. Excellent review and it largely matches my impressions having driven the Mazda Signature, Accord 2.0L Touring, Camry V6 XSE, and the Ford Fusion V6 AWD Sport. I'd use exactly the same term, lack of "punch", in comparison to the Accord. Your comment about the tires in insightful, I think. Not only are the Accord's wider (235's) they're also better rubber. Otherwise, I was largely impressed. Best looking of the four in my opinion and a more premium interior overall. And unlike its rivals, the Mazda doesn't cheap out on the rear seat area. Still the performance deficit and the dated infotainment system, especially the navigation system compared to the Accord put it in second place for me. I was pulling for the Mazda having owned three in the past but it just didn't quite match the Honda. I was seriously considering getting one of the four to replace my 2013 GTI but in the end I found I just couldn't face not having a GTI in the garage so it was a 2018 Autobahn for me.
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  374. I was genuinely surprised that my personal list of "bests" came so close to Sofyan's. We're stuck in very different demographics with different priorities and living in different parts of the US with different driving environments. Nevertheless, I think his choices are largely right on (imo). Best Compact Car. This is a huge and varied category. Among the hybrids, I think Sofyan is on target. It took me years to get used to the looks of the Prius, just in time for them to redesign it and make it look even more like a Buck Rogers spaceship from a 1930's serial. The Honda Insight is attractive and is in the same fuel efficiency neighborhood as the Prius. Good choice (imo). In the pure petrol category and keeping in mind bang for the buck, I think I'd select the new Kia Forte. Good looking, affordable, and loaded with features for under $25K (with typical discounts that bring the price down), it's very appealing as a daily driver, especially for 20 somethings drowning in student debt. The most interesting trend in the compact category is among the pure EV offerings, especially from Kia and Hyundai. By stretching the range of EV's to 250 miles and beyond those vehicles are transformed from daily drivers that have to be recharged nightly (for those with longish commutes) to reasonable "do most things" vehicles. And for a few consumers living in California the hydrogen fuel cell is already a viable option. Honda offers the fuel cell Clarity for less than $400 a month on a three year lease with 80,000 miles of free fuel and a 300+ range with refueling that takes 5 minutes. Need to travel on an extended trip? Honda throws in free car rental for up to 3 weeks. If you're living in the Bay Area or Southern California, it's a deal. Best Compact SUV. I'm not a big Toyota fan but the revised Rav4 looks like a big winner for them. At least for the moment it outshines the CRV. The Mazda CX5 is stylish but cramped. But for those who hate CVT's it's one of the few choices. The Forester is a hit with Subar-ites and offers oodles of room but for many of the rest of us it's still ugly. Pay your money and take your choice. Personally, I'd take the Acura RDX but I'd have to pay for that choice compared to the Toyota. And if I were looking for a "Goldilocks" sized two row SUV, I'd take a serious look at the Hyundai Santa Fe. Best Midsize. The Stinger was an especially surprising choice. Not because it isn't a great car but because I expected to see the Accord, the Mazda6, or the (much improved) Camry. Keeping the price under $50K is a challenge for a fully loaded Stinger but for those looking for something close to a true GT with the near versatility of a hatchback it's amazing. The only caveat, if you're trying to save money, stick to the four banger; the turbo V6 will make it difficult to stick to the turbo 4. Best Family SUV. I think naturally aspirated V6's are a better choice in this category and I don't like CVT's. But I have to admit that Subaru has done a fine job with the design and pricing of the Ascent. All in all, Subaru fans love it and are apparently more than willing to pay MSRP or above. It shows the advantage of being late to the party so you can see what everyone else is wearing. Best Sports Car. A tiny category. Kudos to Mazda for keeping to the classic design of a British sports car. The most striking competitor is not the Fiat 124 or the Suba-yota BRZ/86 but the Mustang 2.3L turbo. Still, the MX-5 tops the list. May it live forever. Best Cheap Fun. The Veloster N is pretty much a no-brainer. Though how "cheap" it will be will depend on the second "market adjustment" sticker dealers put on it. Personally, I'm disappointed that Hyundai decided not to offer the i30N in the US but I'm old and stodgy. And I like to be able to see out of my car. Best Overall. The Genesis G70 is another no-brainer but when most of us will even have a chance to see it, much less buy it, remains a question. Introducing a sports sedan with no availability on the West Coast suggests a level of corporate stupidity that is truly breathtaking. And I suspect that keeping the price under $50K will depend on the greed of Genesis dealers. All in all, a great list, Sofyan. Happy new year.
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  375. With the new Highlander available is the RX obsolete? As a 3 row crossover I'd argue the RXL was obsolete the day it was introduced in 2018, let alone now. It's common for reviewers to note that most 3 row SUV's are "meant mainly for children." But there's a difference between cramped and utterly ridiculous. The Highlander offers less third row legroom than any other midsize mainstream 3 row SUV at 27.7". A Mustang has 30" of legroom in its back seat. It's difficult to believe but the RX-L is even worse with about 23". Useless even as an "emergency" third row. In fact, using the third row for anyone over 4' tall is likely to require amputating the passenger at the knee. Of course luxury SUV's, unlike their mainstream counterparts, don't necessarily emphasize functionality as a design priority. But the Lexus RXL makes a mockery of the "U" in an SUV. What about the shorter RX built on the same platform as the previous generation Highlander but lacking the ridiculous third row? In that case the most appropriate comparison is probably the recently announced resurrected Venza. The latter will be available only as a hybrid and is somewhat smaller than the RX. I suspect, however, that it will cannibalize sales from the 4-5 passenger RX.
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  376. You're correct. And it's been a big success for VW in Europe and other international markets.
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  377. The biggest weakness of the Telluride at present is simply purchasing one. KIA undoubtedly knew it would be a hit but many dealers apparently believed that the typical KIA buyer would be looking for the cheapest possible version. As a result they under-ordered the top SX version in favor of the S and EX models. If you haven't already purchased an SX Telluride or are high on the waiting list and/or are willing to pay a significant premium over MSRP, you're probably out of luck until the 2020 model year. Only 41,000 Tellurides will be produced for 2019 and only a fraction of those will be the the SX trim. Kia dealers in the Puget Sound region simply cannot keep them on the lot and are quite vague in terms of when they can deliver them.
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  378.  @xnopyt13  Sorry, Eric. I misunderstood your reference. Apologies.
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  379. Possible but not very numerous. Nothing like what you'll see for the Ford Explorer.
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  380. For a comparison of European road trips in a Golf R versus a McLaren 570GT, see the following. https://www.cnet.com/roadshow/news/volkswagen-golf-r-road-trip/
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  381.  @tommieboi707 : Are you under the impression that offering a V6 option is cost-free for Toyota? Think Toyota wants to factor in a vehicle that struggles to get 20 mpg's in their overall Rav4 sales? Do you think that Toyota dealers want unsold V6 versions sitting on their lots for months? Just how much do you think Toyota would charge for such an option? Considering the minuscule take rate would a $15,000 premium be fair? Bottom line is that manufacturers don't "give" options. They sell them. They have to consider a number of factors including design changes, production costs, dealer willingness to sell a model, and the number of units they're likely to sell.
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  382.  @tommieboi707  Just because two vehicles share the same basic platform doesn't mean that an engine can be transferred easily from one to the other. The Camry, for example, has a wheelbase of 111.2 inches; the RAV4's wheelbase is 104.2 inches. That translates into different sizes for the engine compartment. A better comparison would be the Toyota Highlander with a 109.8 wheelbase but the current Highlander is not built on the TNGA platform. As for the resale value of the v6 RAV4, that's a simple matter of supply and demand. Toyota sold so few of the model that the even fewer on the used market retain their value relatively well among the minuscule number of potential buyers.
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  383.  @tommieboi707  Oh, come now. With FWD autos, wheelbase is a critical measurement and impacts the size of the engine compartment. When you learn something about automotive engineering come back.
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  384.  @tommieboi707  Not the same engine. Not the same architecture.
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  385.  @tommieboi707  Look, I used wheelbase as an obvious difference between the RAV4 and the Toyota models that use a V6. The bottom line is that it's obvious that the already crowded engine compartment of a RAV4 with an horizontal 4 cylinder engine would require more room for a V6. Toyota obviously has no interest in putting a V6 in a vehicle that would attract few buyers and the notion that the engine could simply be dropped into the engine bay ignores the engineering and design changes that would be required. Give it up, buddy. It ain't happening.
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  386.  @tommieboi707  Comments from internet fan boys don't sell vehicles. If they had any influence there would be V8 MX-5's and 400 HP subcompacts. Toyota is in the business of actually selling cars, not satisfying the fever dreams of adolescents.
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  387.  @tommieboi707  So your argument is that because Toyota offers the Supra it should offer a V6 option in a completely different class of vehicle? Sorry. If that's your level of logic I don't think anyone can help you.
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  388.  @tommieboi707  The problem lies with your logic, not my reading. How about this? Since Toyota offers three row seating in the Highlander your logic suggests they should offer the same in the Supra. Telling me to "stop" simply suggests how deeply you're sunk.
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  389.  @tommieboi707  You're the one who claimed that Toyota chairman's fondness for sports cars and Toyota's offering the Supra as a "halo" model somehow justified a V6 in the RAV4. If that's not what you meant, it's your problem, not mine. Further, you continue to conflate comments on youtube sites with actual sales. In fact, the demographics of internet fanboys are completely unrelated to that of actual customers for compact crossovers. Toyota discontinued the V6 Rav4 for a very simple reason. They couldn't sell them. Customers don't want them. Dealers don't want them sitting on their lots. And Toyota isn't building vehicles to satisfy the dreams of people unlikely to buy a compact crossover anyway. If you want a V6 SUV, Toyota offers a couple of choices designed for the mission of a V6 SUV. Want one? Buy one. But whining about the fact that the company doesn't offer the cheaper vehicle you might be able to afford isn't going to convince Toyota to offer it.
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  390. Yeah, "One Ford" was a roaring success, wasn't it. As far as I can tell the only model left is the Ford Ecosport and that's not a "Euro" car; it's from India.
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  391.  @austing4321  Sorry. I didn't mean to poke the bear and I expressed myself rather badly. I didn't mean to suggest that the One Ford initiative designed to "internationalize" its products was wrong-headed. Despite that initiative, however, the Fusion and the Focus have disappeared along with virtually every "car" other than the Mustang. That shouldn't be considered a failure of "One Ford," of course. But even if those changes would have happened anyway, Ford One was powerless to stop them. As a matter of fact I share your respect for Ford. At least they're nimble enough to recognize when their vehicles don't match current consumer tastes in the US. Amputation of virtually every model other than trucks and crossovers is obviously painful but I suspect it's necessary. And if One Ford hasn't demonstrated its value recently, the blame may well be laid to the current US administration's bone-headed trade policies rather than to Ford. (No Focus Active in the US, for example.) Unfortunately, the most recent example of an international design imported to the US is the Eco-Sport, an appealing vehicle in third world countries but a joke in the US. Hopefully they'll do better soon. The Explorer, for example, looks like it may be a winner for them. I wish Ford all the best. And I'd like nothing more than to see a European influence in their forthcoming vehicles. Hope that clarifies my original comment and isn't so offensive as you found it.
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  392. Throughout the Hyundai line-up the external designs seem overly "fussy" to me. It's as if designers finish a design and pass it on to one last review where additional bulges and creases are added.
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  393. I find it odd, to say the least, that the LaCrosse includes paddle shifters whereas the much "sportier" Regal GS omits them. PS: I think you're underestimating 50 year olds. I'd suggest you increase that estimate by about 20 years.
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  394. @Steve Kuehner Apparently he's not a skier. :)
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  395. That's not unusual when VW introduces a new generation. There was no 2014 GTI MK6 GTI. Just some 2013 models with 2014 stickers for vehicles built after a particular date.
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  396. The US version of the K5 is built in the same West Point, Georgia plant as the Telluride and Sorento. The demand for those vehicles combined with the production bottlenecks associated with the COVID virus means niche vehicles like the K5 GT get pushed to the end of line.
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  397. You're not alone in that view. But believe it or not there are millions of consumers who actually prefer the looks of SUV's even if the functionality is absent. Manufacturers are more than happy to accommodate that preference given the larger profit margins of crossovers.
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  398.  Brian Waller "Refuse to work on them"? Oh, come now. Is this a religious objection? Political? What nonsense.
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  399. Reliability is a very complicated topic. But suffice to say that the difference in actual levels of reliability (as opposed to RANKS) is very, very small. Only about 1%-2% of the owners of the highest ranked models from Toyota/Lexus will experience a significant reliability in five years of ownership. But only about 3%-5% of all other brands will experience a significant issue over the same time period. So while up to 99% of owners of top rated models will have NO problems, the same is true of about 95%-97% for owners of other brands.
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  400. Who doesn't love a Mustang? It's the Tiger Woods of the automotive world. I"m old enough to recall the first ones and to have lusted after one of those when I was in high school. It aged into a pale imitation of its predecessors, and was ultimately resurrected as a vehicle worthy of its heritage. Not a car that fits my needs or lifestyle, especially not a convertible here in the rainy Pacific Northwest but I'm happy it's around. Have to say, though, that dismissing the 2.3L turbo version as something for those who "can't afford to put a V8" under the hood is a widespread but, to put it diplomatically, narrow minded point of view. It's true that if your conception of "performance" consists exclusively of straight line acceleration over a quarter mile while splitting the eardrums of spectators or if your choice of roads is limited to those where curves are rare and and mountains are non-existent, the GT is the obvious choice. But with over 300HP and 350 ftlbs of torque the Ecosport 4 banger is no slouch and its power can actually be used on public roads. Add to that a weight saving equivalent to an NFL wide receiver with the resulting improved balance and the Mustang Ecosport with performance and suspension upgrades is a worthy competitor to most European sports sedans on a twisty mountain road or a tight track. Put it at the altitude of, say, Denver and it's likely to outperform the naturally aspirated GT. Here's some advice to those whose first and only priority is the sound of the engine. Record a Mustang V8 sitting still and being revved. Put the recording on a thumb drive and play it whenever you like. You won't even need a car. You can play it in your living room.
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  401.  @planetstupider502  Not a golfer? You might want to check today's news and you'll understand the reference.
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  402.  @planetstupider502  I'm not a farmer but it's less than a cow, about 170 lbs. How about a well fed hog?
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  403.  @planetstupider502  Actually, I'm not a golfer, either. But Tiger Woods' resurrection from the dustbin of sports history is impressive. And there's a parallel in the path of the original Mustang to the depths of the Mustang 2 and more recently to the current Mustang.
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  404. The difference in overall cargo space in the MK8 results purely from a different measurement approach. There is no difference in the design or overall size than the MK7.5 generation.
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  405. Not a skier, eh?
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  406.  @AriSubie22b  Another non-skier? Telluride is one of the better known ski resorts in the US.
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  407.  @AriSubie22b  I didn't have to. I've been there on several occasions.
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  408. Identical frame to other Golfs, each of which passed crash tests with sunroofs. VW opted not to spend close to $1 million to have a sunroof equipped Golf R tested for rollover due to the very low volume of that model. They did the same with the eGolf.
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  409. Still offers the same warranty on all 2019 models including the Arteon.
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  410. There's no universal definition of an "R spec" car. The R has been around considerably longer than the common use of the "R spec" term.
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  411.  @Rome1017Lights  And don't forget that sedan sales continue to slide while CUV sales soar.
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  412.  @kalashnikov1343  Some people have more kids than you.
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  413. Nice try. No cigar unless you're joking.
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  414.  Leftists Are Sick Fucks  My KIA Sorento has remote start via the key fob.
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  415. maurice benton I suspect that you're pretty much alone in not wanting to hear how a vehicle compares to its competitors.
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  416. Unfortunately, the Renault isn't available in the US.
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  417.  @theexterminator I'm sure there will be some head-to-head reviews when the Explorer is available. The RWD-biased AWD of the Explorer is meant to make it more appropriate for towing and I'm sure that will be mentioned, especially in conjunction with a range of choices of more powerful engines than the Telluride offers. Oddly though, the tow rating of the Explorer is only 600 lbs more than the Telluride's 5000 lb rating. For serious towing the Dodge Durango, the 4Runner, or one of the large SUV's is probably more suitable.
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  418.  @theexterminator  I think you're misreading this segment if you think "people are looking for more power." The take rate on the Dodge Durango performance and Grand Cherokee variants is very small compared to other versions. The sales those models do enjoy come primarily from consumers who prioritize serious towing. Such high performance vehicles draw a lot of attention in the automotive press but that's because automotive magazines are forced to pay attention because of the dominance of SUV's in the entire automotive marketplace but that attention doesn't translate into many sales (any more than magazine covers of Italian exotics do) except, as noted above, for those who tow substantial loads and don't need trucks. The Explorer is a bit different. About 25% of Explorer sales are to fleets, many of which are law enforcement agencies and other first responders for whom high performance vehicles are thought to be necessary. (That's not actually the case as demonstrated by a completely different philosophy about appropriate law enforcement vehicles in Europe but that's another discussion.) Such fleet sales help subsidize the production of high performance Explorer models for consumers but, again, the take rate among consumers is relatively small. Nevertheless, Ford sells so many Explorers that they can devote design, engineering, and production efforts to such vehicles as the Explorer ST. P.S. As far as a high performance SUV from Hyundai/KIA, that's likely to be featured in Genesis' forthcoming SUV. The luxury vehicle marketplace is significantly different from the mainstream marketplace. In the former, budget constraints are less important and buyers/lessees can afford to indulge their fantasies and impress their friends with what's known by social scientists as "conspicuous consumption." (i.e. spending for the purpose of demonstrating status rather than satisfying actual needs.)
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  419. The I30N is not available (and won't be) in the US.
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  420. Thanks for the info, Sofyan. Very helpful. I'll reserve judgment about the features of the version we'll see until VW firmly sets the individual trim level content and pricing for the "American" version of the GTI. Those familiar with VW's practices know that what's initially promised and what is eventually delivered in the US often differs greatly. That's largely because American consumers want their VW's to be considerably less expensive than their European counterparts. For example, VW believes (correctly) that Americans aren't prepared to pay the price charged for GTI's in Europe so the MK7.5 GTI in the US has (a) significantly more limited standard features, (b) fewer individual options within a particular trim level, and (c) a much lower price than comparable European models, especially in the top trim level. American GTI fans often complain about the practice but an Autobahn trim in Europe has an MSRP that based on exchange rates equivalent to more than $50,000. In the US the top trim GTI tops out at about $38,000 MSRP and often sells for considerably less. I purchased my MK7.5 Autobahn GTI for $32K, for example. The price difference results in large part because VW doesn't have to build a multitude of models with distinct individual options. It's a pattern that Hyundai and KIA have used to constrain their production costs but it's relatively rare among European brands except in less expensive small vehicles not exported to the US. The difference is not limited to the GTI. Because Americans won't pay European prices for VW's, we don't get the Touareg, the European Passat, or the second generation Tiguan, smaller than the US Tiguan at a premium price. Likewise for the base Golf, discontinued in the US for the foreseeable future while the current generation American Jetta is not even offered in Europe. We also don't get the race inspired GTI TCR despite VW's commitment that it would be coming to the US. The GTI's digital cockpit was initially planned for the US as well as Europe in 2019. It was dropped in the US and won't be seen until the MK8 appears. The list goes on and on. It's not all bad news, though. The glass is not just half empty; it's also half full. We certainly won't see the (diesel) GDI or multiple (gasoline) options of the MK8 GTI. And I doubt we'll see a full EV version of the GTI, at least not initially. We won't see the single sequential rear turn signals unless the DOT changes its regulations but that's a minor issue. And we likely won't see the ability to pick and choose individual options as seen in Europe. But we will probably see groups of individual options packaged together in probably three trim levels and VW will be careful to price the GTI at a premium but competitively against other hot hatches. We'll almost certainly see the same HP and torque bumps in the EA888 engine and we may well see dual injection already available in Europe as a result of emission requirements there. That should quiet the (vastly overstated) internet complaints about carbon build up in the current version of the engine in the US. I doubt I'll rush out to trade in my MK7.5 GTI for the MK8. More likely I'll add a Stage I ECU tune as I did with my MK6 GTI. But for those interested in track days, the MK8 may well be a temptation.
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  421. Unfortunately, no. VW believes the market for the Arteon prefers a traditional torque converter automatic.
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  422. Just don't have a fender bender in a parking lot unless you're prepared to wait months to have it fixed.
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  423. Kudos to Sofyan for pointing out just how cramped the interior of the CX-5 is. In fact, it has about the same overall cargo space as a Honda HRV, not the CR-V, the HRV. But "enthusiasts" will sacrifice some actual "utility" in a compact sport UTILITY vehicle for driving dynamics and performance, right? Well, consider that a GTI provides only six cubic feet less overall cargo space than the CX-5 (53.7 cubic ft vs 59.6), in a vehicle that's a foot shorter in length. Performance and handling? The GTI will outhandle and outperform the CX-5 by virtually any metric. All at a price comparable to the CX-5 even in the top trims (Autobahn vs Signature) and with better fuel economy to boot. And for those that care, the GTI offers an excellent manual transmission, an option not found in the CX-5. But the CX-5 offers AWD vs the GTI's FWD. If that's a critical priority, there's the Golf R. Same advantages as the GTI but with FAR better performance than either the GTI or the CX-5 and with AWD. Its MSRP is about $2K more than a comparable CX-5, a relatively small price to pay if driving "engagement", dynamics, and performance are top priorities. As Sofyan points out, the CX-5 is more comparable to a hot hatchback than a compact SUV. But even by that standard there are better choices.
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  424. "This fool" is not alone. In fact, the accepted definition of a "proper SUV" has changed markedly over the last couple of decades. The distinction you draw is a valid one but the overwhelming majority of consumers don't want an SUV that "drives like a truck." You're welcome to point out the difference but perhaps you should add "Get off my lawn!"
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  425.  @Julius4396  I think you meant to say the Touareg is still available outside the US.
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  426.  @kamala80  Wouldn't bet the farm on that. The Touareg is a very appealing vehicle but VW has found repeatedly that American consumers want cheaper, larger vehicles with a VW badge.
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  427. The issues with that generation was the weight of the engine that reduced overall balance and meeting increasingly stringent emission regulations in Europe.
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  428. Last year I expressed sympathy for Hyundai salespeople who had to explain that what used to be the Santa Fe Sport was now the Santa Fe and what had been the Santa Fe had been re-named the Santa Fe XL. That was enough of a challenge. But it pales in comparison to a salesperson trying to explain the various vehicles, trims and features of cars that are all called "Elantras." Starting with the Elantra sedan, there are no less than six (!) trim levels. For sake of simplicity consider only the top two; the Elantra "Sport" and the "Limited," with the Limited's MSRP only $100 more than the Sport. What do you get? On the Sport you get a 201HP 1.6L turbo engine, a choice of an MT or a 7 speed DCT, 18" wheels, and multi-link rear suspension. On the slightly more expensive Limited, you get none of those features. The engine is the NA 4 banger with 147 HP, identical to the base trim. The only transmission is a traditional 6 speed torque converter. Wheels are 17" and no multi-link rear suspension. But you do get a better audio system, leather seats, and push button start. Huh? But the complexity doesn't end there. Each model has an optional package. For the Sport another $2250 gets you a navigation system, upgraded audio that matches the Limited, and a few other goodies. On the Limited an option package gets you the nav system, a sunroof not available otherwise, a TFT instrument display, and few other safety and convenience features not available at any price on the Sport. But that package sets you back $3350. So the price difference between the two trims goes from $100 to $1200. Are you keeping up? Good. Because it gets more confusing. In addition to the Elantra sedan there's the Elantra GT, a completely different car. A hatchback that's about a foot (!) shorter than the sedan. Here there are two trim levels. The GT, making it the Elantra GT GT, and the Elantra GT N Line. The N Line's MSRP is almost $3000 more than the GT GT. For the N Line you get the same 1.6L turbo as the Elanta Sport. The GT GT apparently gets the same 2.0L NA engine as the Elantra Ultimate but it's rated at 161 HP rather than 147. The N Line also gets the multi-link rear suspension while the GT GT does not. The N Line gets the same choice of transmissions as the Elantra Sport and the GT GT gets the same 6 speed torque converter transmission, but no MT. There are no packages available for the N Line but the GT GT has a $2900 option package that includes a sunroof and leather upholstery not available on the N Line at all along with some other goodies. Finally, there's one more potential area of confusion. If you think the N Line is the Elantra version of the much acclaimed Veloster N or the even more acclaimed i30N you're wrong. "N" doesn't equal "N Line." And the i30N isn't available in North America'Nuff said on that score since trying to compare the Veloster N with any version of the Elantra is mind numbing. If you've followed all this you now know what a salesperson at a Hyundai dealer has be prepared to describe to a potential customer about top two trim levels of the Elantra sedan and the Elantra GT. Remember, though, there are four more trims for the sedan. Hopefully, dealers will include periodic exams for their salespeople and customers won't run screaming from the showroom halfway through the explanations. I'm sure some of the versions of the Elantra are good cars. But trying to figure out how to choose among them all is an exercise in futility.
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  429. Sofyan's signature move is slamming the driver's door and commenting on it. I'm surprised he doesn't kick the tires. :) But to each his own. You're incorrect, though, that "most cars are body on frame design." Most SUV's are unibody construction these days, just like virtually all "cars." Body-on-frame construction is common in trucks and on a few SUV's, mostly those aimed at buyers wanting greater towing capacity and/or more challenging off-road capabilities.
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  430. That's not the only reason the Arteon doesn't have a V6. Its primary market is Europe, not the US, where the demand for a V6 is far more limited. But you're correct that an APR Stage I tune requiring 30 minutes and less than $800 would no doubt transform the Arteon's performance.
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  431.  @SSS-mp8th  I'm not sure why VW chose the HP and torque figures for the Arteon. As you're probably aware VW is famous/infamous for underestimating the power of their engines. I've heard from several sources the practice has to do with insurance rates in Germany that are based largely on those figures so there may be more power in that engine than VW is claiming. I'm actually a fan of KIA's. I own both a Sorento and a GTI. And I considered the Stinger seriously about a year ago. But I think if I were in the market today I'd opt for the Arteon.
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  432. I've long believed that someone in VW Canada has embarrassing photos of some German VW executives. That's the most likely reason for VW's more favorable treatment of Canada than the US. :)
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  433.  @twilliams8041  I was offering a bit of humor regarding potential blackmail in VW Canada but the true reason that Canada is treated so differently from the US in terms of the Golf and GTI is likely almost the opposite of your comment. Canada is such a small market compared to the entire US that it's much less of a burden to make special exceptions for it. Add to that the fact that Quebec more closely resembles a European than a US marketplace. The base Golf is extremely popular there, far more popular as a proportion of total VW sales than in the US.
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  434. It's a pattern reminiscent of the introduction of the MK7 version of the Golf (including the GTI) in the US in 2015. We saw no 2014 model at all. I'm somewhat more optimistic about timing than you are but I agree it will be at least late 2020 or the first quarter of 2021 before we see the MK8 in the US.
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  435. You're likely not alone. I suspect that bench seating in the second row will be added when KIA can meet the much higher than expected demand for the SX trim with captain's chairs.
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  436. A pet peeve. The complaints that GTI's in the US/Canada don't offer the same features as those in European and other world markets. Specifically, that the GTI lacks the digital cockpit that in North America is available only in the Golf R; the DSG is a six speed in the US versus the seven speed in Europe but only on the Golf R in the US; the US spec version is "only" 225 HP versus 245 elsewhere; and the fact that the US spec engine has direct injection versus the dual injection engine in Europe. Frankly, I doubt that 99%+ of customers could tell the difference in the 225 versus 245 HP versions, especially given that the effect is likely to be felt, if at all, at very high rpm's and top speeds. But if performance is a critical issue, tuning is the way to go. A stage one APR tune more than eliminates the difference in HP and torque for less than $1000 and in my experience has literally no impact on reliability. The seven speed DSG? Reviews I've seen aren't all that great for the new transmission and for those of us who prefer to drive a DSG in manual much of the time, it's largely irrelevant. (Obviously for those who prefer a three pedal version, it's completely irrelevant.) The direct injection versus dual injection issue is arguably more important (though usually ignored) but the responsibility for that lies with the EU where emission requirements mandate the dual injection feature. It's not a VW decision. Want to see it in the US? Speak to the EPA. (Oh, right. Never mind.) Finally, there's the digital cockpit issue. It's a cool feature, no doubt and I suspect it will be added in the next generation of the GTI worldwide. The question, however, is how much it (and the other features ) are worth. I recently purchased a 2018 Autobahn/DSG for a bit over $32,000 plus TTL. That was about $5500 under the MSRP of $37,000+, Out of curiosity I configured a GTI in the UK and Germany with the same features but also including the European-only features. The price, given the current exchange rate, was between $54,000 and $56,000 in US dollars. I have no idea if dealers in Europe discount the GTI as they do in the US, but I'm under the impression that they do not. But even comparing MSRP's the difference in price is a not insignificant $17,000+ plus. So for those who feel they're being cheated by VW, be careful what you wish for.
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  437. No he didn't say that. But based on VW's past practices Golf R's (not Type R's) may be difficult to find on dealer lots.
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  438. The Volvo and the Outback "weigh within a hundred pounds of one another"? You need to brush up on your arithmetic skills, Sofyan. According to the curb weights in the video, the difference is 318 lbs. That's a difference equivalent to an NFL lineman in favor of the Outback. An even more startling comparison is the Outback vs the big brother Subaru Ascent. The XT Outback has the same engine and drive train as the Ascent and a curb weight advantage of over 650 lbs. (!) Unless one really needs a third row of seats, it's difficult to see the advantages of the Ascent. (Except in terms of the number of cup holders where the Ascent leads the pack with 19.) P.S. Ever hear of social distancing, my friend?
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  439. In 2013 Mini sold a total of over 66,000 vehicles in the US. In 2018 the total was 44,000 and the total for the first ten months of 2019 are significantly below that miserable number. Personally I love Minis. They're great fun but one has to wonder how long BMW is going to continue to send it to the US as sales tank.
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  440. Now that Lincoln has vacated the space it has occupied as a "tarted up" Ford, Cadillac appears to be aiming for being a tarted up Chevy.
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  441. Don't like the third row? Leave it stowed. Or buy the Telluride and a five passenger vehicle for the price of the Audi.
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  442. Don't pity the Camry too much. At least from Toyota's point of view. Although US sales dropped from 337K to 294K from 2019 to 2020 the Camry was still by far the most popular midsize sedan in the marketplace. In fact, its share of the midsize sedan market actually increased from 17.5% to 19.6%. Furthermore, in the first quarter of 2021, sales actually increased by about a thousand units to 78K units sold. During that time the market share again increased to 22.4%. Not surprisingly, what is propping up Camry sales (and profit) is not the base 4 cylinder engine nor the V6 version which accounts for less than 5% of all Camry sales, it's the Camry Hybrid. I recently drove one for a day over 150 miles in urban, suburban, and highway environments and I gained some appreciation of why consumers buy the Camry. It was smooth, quiet, comfortable, handled without significant complaints and at the end of the day the fuel gauge needle had barely moved. It's obvious, of course, that midsize sedan sales in general have been decimated by SUVs. My family owns one so I'm well acquainted with their appeal. But I'm still very fond of well designed sedans. Would I buy a Camry? Not likely. I find the Accord more appealing overall and even prefer the long-in-the-tooth Mazda6 based on its looks. Not to mention the value packed Korean entries from Hyundai and KIA that offer more for the same or less money than the base and upper trim Camrys in 2021. Toyota doesn't offer more value and features in the Camry because they don't have to do so. The brand's reputation for outstanding reliability (though significantly overstated compared to other brands these days) is enough to retain its sales leadership in a shrinking market segment. Factor in the appeal of the Camry Hybrid and Toyota stands to retain that crown for the foreseeable future. From Toyota's perspective, why rock the boat.
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  443. Excellent review and comparison. A couple of points. The Accord does offer rear usb power outlets. It's a $120 dealer installed option. For those of us with teenagers in the household that's not a deal breaker but it comes close. Further, the Accord's rear seat room is substantially more than the Camry, especially leg room. And as you noted, the navigation system of the Accord was far better than the Camry. Without the option of Apple CarPlay/Android Auto, that's a significant issue for some of us. Comparing MSRP's is always tricky but the fact remains that the Camry is over $2,000 more expensive than the Accord (with the two tone exterior and red leather interior and otherwise comparably equipped) and that ain't a "push" in our household. I tested the Camry, Accord, Mazda6, and the Fusion Sport recently when I decided to replace my 2013 GTI. The order of finish was Accord, Mazda6, Camry, and Fusion. No question that if an award were given for "most improved," the Camry would take it. I would never even have considered a Camry in the past. Now it's a legitimate contender. In the end, though, my heart was with the GTI. So a 2018 model replaced my MK6.
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  444. At more than $40,000? That's where it would have to be priced considering it's essentially a Golf R under the skin. The notion that it could be sold in the low $30K range is a pipe dream.
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  445.  @johnnymichael1804  Plenty of Americans pay more than $35K for small PREMIUM brand cars. Unlike the view in Europe, Americans do not see VW as a premium brand.
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  446.  @f181234  That's an over-generalization, I think. American and European drivers and the conditions they face are typically very different. Europeans are considerably less likely than Europeans to even own a car, much less more than one. In Europe vehicles require a greater investment of one's income than the US; in many cases a greater investment in absolute terms. Even qualifying for a driver's license can be very, very expensive compared to the US. On the whole, I think Europeans who own cars pay more attention to service and maintenance requirements compared to Americans because their vehicles are longer term investments. And that may well be reason that Europeans are often puzzled by a common American perception the VW's are unreliable. Gasoline is cheap in the US compared to Europe. That's a major factor in Europeans' (and regions) preference for diesel engines and petrol engines with smaller displacements. Europeans keep their cars longer than Americans (about two years longer on average.) Driving in Europe requires maneuvering in more narrow streets, often ones that have been in place for hundreds of years. That, alone, calls for smaller, more maneuverable vehicles. And European cities are much closer together compared to America's "wide open spaces," especially west of the Mississippi. Europeans are just as smitten by crossovers as Americans. But what we consider "compact" vehicles are "midsize" to Europeans. Subcompacts in the US are "compacts" in Europe and the American market doesn't even see a variety of what we consider tiny vehicles. Our "midsize" CUV's are typically considered to be huge in Europe and the VW Atlas, built in Tennessee, isn't even sold in Germany while the Touraeg, dropped in the US, still sells well in Germany and throughout much of the rest of the world. Even with these differences though, there's a long tradition of Europeans' admiration and envy of Americans' large, powerful automobiles. "La Belle Americaine" (American Beauty) is a famous French film (1961) in which the "Beauty" is a gigantic American convertible. Even today Mustangs are considered highly desirable (if uneconomical) status symbols by Europeans. In short, Europeans don't necessarily view American vehicles as "vanilla"; they're often seen as relatively "exotic" and unusual. Different cultures, different conditions, different priorities, and different perceptions.
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  447.  @ztekz  It's not a question of wanting or needing maximum space. It's a question of how remarkably inefficient the allocation of space is in vehicle supposedly designed for utility.
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  448.  @ConnecticutDashcam  Care to cite any misinformation? I'm listening.
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  449. I suspect the reason AWD is not offered on the GT version has nothing to do with engineering issues associated with the engine or transmission. More likely it's the same reason that Toyota doesn't offer AWD for the V6 Camry and Nissan doesn't offer AWD with their top trim Altima VC-Turbo. Slow sales of those models. There is nothing dealers hate more than having the most expensive and most profitable models sitting unsold on their lots until they're finally sold at steep discounts.
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  450. Complaining that VW doesn't offer some of its best vehicles in the US is all too common. But what is overlooked is VW's experience trying to sell models that appeal to Europeans in the US. The European Passat was a failure in the US until the nameplate was applied to the bigger, cheaper US version. The Touareg is a popular SUV in Europe and other markets and an embarrassing failure in the US. Again, the cheaper, bigger Atlas has been a roaring success compared to the Touareg. Same story with the Jetta. GTI lovers are constantly complaining that the US version lacks some of the trendy features of the European GTI. But the top trim Autobahn in Europe sells for about $20,000 more than the US version of the Autobahn. Americans simply do not accept VW as a premium brand, especially when vehicles are smaller than the competition. VW believes that Americans want bigger and cheaper and their experience seems to bear that out. I don't expect to see the TROC-R in the US. Considering it's a Golf R under the skin, the price would have to be in the low to mid $40K range at a minimum. At any more than that VW would risk losing sales to entry level Audis. And while VW has been convinced to bring the R to the US, they've done so in small numbers and grudgingly where they've run into severe competition from other "hot hatches" that sell for anywhere from a few thousand dollars to tens of thousands dollars less. In 2018 VW was convinced to bring the R to the US but only in limited numbers. It sold well considering that fact but it's not likely to be a more important lesson than VW's experience in model after model over the years. Sorry, folks. It's a shame but the fault doesn't lie with VW's misguided marketing; it lies with Americans' taste and willingness to pay for what Europeans routinely pay for VW's. If the Arteon is a sales success, things may change. But since I'm skeptical about the success of the Arteon I'm even more skeptical about the possibility that the TROC-R will find its way over the pond.
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  451. <sigh> As impractical as it is, a coupe is still a pretty vehicle. Yellow? Is Honda colorblind? It's (neon) lime green. I've owned several Hondas including a 2004 Prelude that I sold after 120K miles having done absolutely nothing to it other than fuel, oil, and tires. Great car. I'm always impressed by Hondas including looking seriously at a 2.0L Accord Touring last year. I'm not shopping in this category but I think I'd opt for the VW GLI if I were. Just can't see giving up my beloved GTI.
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  452. As noted in another comment, I'm somewhat disappointed that the 3.3L NA V6 is being discontinued in the Sorento. The Cadenza appears to be the only KIA that retains it. It's not the greatest V6 on the planet but it offers smooth, liner power delivery and is a great engine for long highway slogs. Nevertheless I'm optimistic that the 2.5L turbo (from the Genesis GV80) coupled with shaving almost 200 lbs of weight and a DCT will be an excellent alternative both in terms of performance and durability. As far as returning to a two row configuration KIA dropped from the Sorento in 2018, I understand that some consumers seem to object to the existence of three rows on "principle." Frankly, I don't understand it. We're a small family with two adults, a teenager, and a big dog. As such we keep the 3rd row stowed under the cargo floor over 90% of the time. When we do, the space is literally identical to the closely related two row Hyundai Santa Fe. But when we have a need to transport 6 or 7 passengers, it's a huge convenience compared to taking two vehicles.
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  453. Having owned both the last MK6 GTI produced in Germany and a MK7.5 GTI built in Mexico. I've found the latter to be a tighter, better vehicle. That's not because Mexican robots are better than German robots but because the MQB platform of the MK7 GTI's is superior to the MK6 plaftorm. As far as reliability and quality is concerned, the two vehicles were equal with no issues in either case.
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  454.  @kennethrosequist8963  Let's be clear. You're making a generalization about quality control in multiple countries and in multiple industries and applying it to a single country and a single manufacturer. Right?
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  455. GTI and Golf R owners in America are accustomed to a trend VW has followed for years in their US (and to a lesser extent Canadian) spec versions. i.e. Few (if any) individual options and missing features compared to Euro spec versions. The practice typically generates complaints but it's seldom noted that Europeans are prepared to pay MUCH more for their versions than North Americans. Top trim (Autobahn) fully loaded versions of GTI's typically have European MSRPs near $55,000 in Germany and "Rs" are well over $60K in straight currency conversions. VW believes (quite realistically) that North Americans aren't prepared to pay those prices for Golfs no matter how premium and high performance they are. It will be interesting to see if that same pattern exists for the MK8 versions. If the Golf R has an MSRP in the mid $40K range with the features close to the Euro spec version, I'll be pleasantly surprised.
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  456. Are you familiar with the law of supply and demand? KIA was obviously not prepared for the over-the-top demand for the Telluride, especially the highest trim level. Those wanting a Telluride at anything approaching MSRP are going to have to wait for KIA to ramp up production.
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  457.  @P4P_Dudz  It wasn't just a problem with your dealer. When KIA dealers as a whole were given a chance to order Tellurides they seriously underestimated the demand for the top trim levels. Probably because of their earlier experiences with "value" shopping customers opting for lower trims. KIA responded to those orders in early production runs and is now dealing with the problem of catching up. It's worth noting that some dealers make it a policy not to apply "market adjustment" stickers to their inventory. My VW dealer has that policy even when supply of a model is limited and demand is substantial (e.g. Golf R's). But I've yet to meet a KIA dealer who adopts that policy. And if there are any, they probably don't have even two examples of the Telluride on their lots at this point.
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  458. Great idea. Kia can build it and sell it for half a million dollars to the few consumers who would want it....And they'd still lose money.
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  459. Naming it the California does add insult to injury, I agree. But VW apparently feels, probably correctly, that they couldn't price it competitively in the US. VW has been burned on that score repeatedly.
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  460. Will be replaced with the ID1
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  461. Would have been nice to see the engine. Guess they didn't give you the proprietary tool that enables the engine bay to be opened, eh? Do owners get that tool or is it available only to dealers? On one hand it's an extraordinary exercise in styling and engineering. On the other, it's a ridiculous automobile. I was reminded of what a friend told me a few years ago. "I bought my Ferrari to attract women. Unfortunately, I found it attracted only 12 year old boys." :)
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  462. Also true of the numerous 2019 GTI's here in the Pacific Northwest.
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  463.  @orientaldagger6920  I agree. In fact when I bought a GTI with a DSG (i.e. dual clutch) transmission in 2013 I had driven nearly 40 years and always had at least one true MT in my garage. Now I'd never give up my DSG for a conventional automatic (or a traditional MT for that matter). The behavior that some Americans find disconcerting is apparently the fact that when stopped on an incline without a foot on the brake a dual clutch transmission allows the car to roll slightly forward or backward. For drivers familiar with a manual transmission's behavior that's not an issue. But only a tiny minority of US drivers have ever driven a MT vehicle while in Europe about half of all vehicles are sold with MT's.
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  464.  @orientaldagger6920  You make an important point, I think. All DCT's are not identical in their behavior or equally appropriate for all kinds of power trains. I'd extend that point to other frequently criticized features in many modern automobiles. Most notably CVT's and start/stop systems that kick in when a vehicle is stationary. I'm not a fan of CVT's but I'd admit they've come a long way in the last decade and some are much better than others. The same can be said of start/stop systems. The system in my GTI exhibits none of the problems I've seen others complain about. It doesn't shut off the compressor or fan from the AC system when the engine is shut down. It restarts the engine automatically if it detects an unacceptable draw on the battery and it restarts my car when I remove my foot from the brake so quickly that it's virtually transparent.
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  465. If and when US fuel prices top $8.00 a gallon as they are in Europe, you may want to rethink that.
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  466. Here in Washington State vehicles 14' or less in length earn a substantial discount on ferry fares in the Puget Sound. The MK7 Golfs and the GTI and Golf R variants just barely qualified for that discount. Hopefully the 0.7" increase in length will go unnoticed but I suspect the GTI and Golf R may lose that status.
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  467.  @MichaelNJohnson  A couple of points. First, the average reliability of the most reliable brands and those halfway or more down the ladder is extremely small. Second, it's certainly a fact that European brands in general require more careful attention to service and maintenance than their Asian counterparts. Toyota's gold standard of reliability, for example, comes from designing vehicles that can be ignored and abused far more regularly than European brands. I've owned several Hondas and put more than 100K miles on every one. None was ever unreliable. However, I've also owned several VW's and I can say exactly the same thing.
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  468.  @MichaelNJohnson  Of course modern cars with proper service and maintenance should turn the odometer over to six figures...and more. I have friends with Toyotas who "brag" about the 250K miles they put on their vehicles. And I have a friend with over 300K miles on a Chevy. I simply cited my 100K experiences because they represent the duration of automobiles I've owned and are longer than the average new car buyer puts on a vehicle before replacing it. Furthermore, statistics from a variety of sources support the contention that the differences in average reliability among brands is small and far less than they were even a couple of decades ago, the best source being owners of vehicles surveyed by Consumer Reports. Compared to that sort of empirical evidence comments that "many VW's don't last 100K miles" don't actually add any evidence to the discussion. Obviously, VW has recognized they have a problem with a perception of reliability/durability issues, justified or not. And that's the rationale for their six year/72,000 mile transferable warranty. Warranties like any insurance policy supports peace of mind among purchasers. But like any insurer VW (and Korean manufacturers) wouldn't offer such extensive warranties if they faced a significant risk of losing money redeeming those policies. Warranty claims may never be redeemed but they do represent a manufacturer's confidence in the reliability/durability of their products. My experience with VW (and with KIA for that matter) suggests that confidence is well placed.
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  469. Same weight?
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  470. As others have noted, the comparison is an interesting and unexpected one. Good on that. I drive a MK7.5 GTI and the thought of replacing it with a Bolt conjures up an image of trading in my faithful dog. Just couldn't do it. On the other hand, I'm intrigued by another EV, not as a substitute for my GTI but as an addition to my family's "fleet" that currently includes a midsize SUV (my wife's daily driver and family road trip vehicle) and my GTI. Now that our teenage daughter is driving we have 3 drivers in the family and share the two vehicles. That works well enough currently but as time passes a third vehicle is a tempting addition. if we had a fun-to-drive EV that could provide, say, 8000-10000 miles of urban/suburban driving a year, it would reduce our overall maintenance costs and lengthen the life span of our existing vehicles. Since we share all three vehicles, I don't look forward to driving something resembling a penalty box when my wife or daughter has the GTI but an EV MINI with a price of, say, $25,000 (with tax rebate) for a well equipped model has some surprising appeal. And since we have all the range required for our needs in the other two vehicles, the 110 mile range of the MINI isn't an obstacle.
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  471. You and the rest of American consumers who want a wagon could hold a convention in a small ballroom at the local Holiday Inn. Unfortunately, VW (and numerous other automotive manufacturers) have concluded the future in the US is SUV's, not wagons.
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  472. From what I've read Mazda loves Australia. They provide better equipped models and more engine choices (including diesels) than in other markets and it shows in their strong sales figures down under.
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  473. A very impressive vehicle. Unfortunately it's more a "preview of coming attractions" than a movie you can see at the local multiplex in the foreseeable future, much less one you can stream any time soon. With an initial 2021 production run of 5000 vehicles any chance of a $7500 tax credit is likely to be significantly reduced or eliminated by the dreaded second sticker reflecting a dealer's estimate of local "market adjustment." And even that penalty may be preferable to discovering that each and every RAV4 Prime is sold before it shows up on a dealer lot.Frustrated by the MSRP+ pricing and/or long waiting lists for the KIA Telluride? You ain't see nothin' yet, baby. Put it all together and a realistic estimate of when the overwhelming majority of consumers can purchase the vehicle is more than a year away or even later. So think of the current press reviews as an effort on Toyota's part to (a) add sales to sales of the currently available RAV4 Hybrid (as if that's needed) and/or (b) put a brake on sales of competing available vehicles while consumers wait (impatiently) for the RAV4 Prime.
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  474.  @fcg243  Automotive manufacturers don't care how "numb" their customers' nuts are as long as they can write checks and there will be more than enough to purchase each and every one RAV4 Prime to consume the initial production run. In fact, if Toyota manages to produce 20,000 of the 2022 model that's less than 5% of total RAV4 sales in the US. Unlike the old V6 RAV4, Toyota will sell each and every one and dealers will create waiting lists.
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  475. A "sporty" Corolla that consists mainly of makeup and a new dress? I'm truly SHOCKED! As for the promised "GR" model, I'm skeptical. Toyota knows its market and its number one priority is never to offer a vehicle that might have an event slight negative impact on its reputation for reliability. Turbocharging runs that risk. In short, the Apex won't satisfy the internet fan boys but Toyota couldn't care less.
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  476. No doubt others will find your comment to be an example of an intrusive grammar cop. Personally, I appreciate it. But I'm one of those people who knows there's a difference between "lose" and "loose" and "it's and its." :)
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  477.  @ZACH_95_  Good response, Zach. It's also worth noting that VW's HP and torque figures are notoriously underrated (by VW.) That's partly as a result of their testing procedures and partly as a result of European insurance rates that are heavily influenced by claimed HP ratings.
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  478. The best way for North Americans and others accustomed to driving on the right side of the road to drive on the left is simply to hug the center line and stop thinking about left and right. Takes a little while to get used to it but not long. As far as the Venue is concerned, it will be interesting to see how well it does in the US. Americans typically want their vehicles larger and cheaper than consumers in other markets (as VW has found repeatedly.) And the novelty and love affair with the Mini has more of less fallen off a cliff in terms of sales. I suspect that Hyundai isn't expecting chart busting sales of the Venue in North America. Its natural "venue" is in Asia, Europe, and South America where cars the size of the Venue are not unusual and they're typically seen as "compacts" rather than "sub-compacts." In that context it's worth noting that the US version of VW's Tiguan is sold in Australia and elsewhere as the Tiguan "AllSpace" alongside the smaller Tiguan (now discontinued in the US) and promoted for its roominess and suitability for families. LIkewise KIA's Sorento sells very well in Australia and widely considered a relatively "large" SUV while in the US it is among the smallest crossovers in the "midsize" category. I'll be interested to see how the Venue fares in crash tests. Typically larger vehicles fare better than smaller counterparts but Hyundai (and KIA) vehicles usually fare well in large part because of the extensive use of high strength steel in their vehicles. (Hyundai is sometimes referred to as a steel company that makes cars.) If the Venue follows that pattern it will look good in comparison to its rivals. All in all an appealing daily driver and urban/suburban errand runner. If the price is kept around $20K for a moderately optioned version (something that may well depend on US tariff policies) it should be a reasonable choice for some parents sending their kids off to college or recent graduates drowning in student debt. P.S. Bonus historical fact. In 1931 Winston Churchill was visiting the US and mistakenly looked the wrong way when he stepped out of a car on 5th Avenue in NYC. He got out on the wrong side of the car and looked the wrong way. He was hit by a car and nearly killed. The history of WWII might well have been different if he had.
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  479. Jeez, do some research. The Autobahn, like all GTI trims comes standard with a manual transmission. The DSG is an option.
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  480. Not all. When I shopped extensively a year ago the best price for an "R" I found from any dealer within 500 miles of Seattle was $10,000 more than I paid for a fully loaded GTI Autobahn. (i.e. $32K plus TTL vs $42K.) At the time there were VERY few "R's" available in the Pacific Northwest (3 in the entire Puget Sound region) while GTI's were readily available. That situation is currently reversed. Very few Autobahn GTI's available while "R's" are discounted by about a thousand bucks under MSRP. In short price differences depend on location and timing. In addition, though, while the "R" is a magnificent vehicle the weight difference between the "R" and a GTI is about 250 lbs, the equivalent of putting an NFL linebacker in the back seat. On tight mountain roads where the additional HP of R can't be effectively used, the GTI is far more nimble. Then there's the available sunroof in the GTI that's absent in the R. Many may view that as a minor issue or may even prefer the R but in the Puget Sound area we can use every bit of sunlight in the dark, dark cabin of a Golf we can get.
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  481.  @jermainejpshepherd2778  Well, to be fair when I was shopping last year I ultimately rejected the Mustang because when I go on a "recreational" drive or a trip I like to include my wife, my daughter, and our big dog. The Mustang barely qualified. And that only because my daughter promised not to complain about being consigned to the imitation of a rear seat in the Mustang. (Unfortunately, the Miata failed on that score completely.) So I went with a replacement for my GTI with a new one. Far better suits my needs and driving style than the Mustang but I wouldn't begrudge someone who makes another choice.
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  482. You could consider surgery, you know. :)
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  483.  @jasonquinn4516  There are in effect two primary European competitors to the Stinger: the VW Arteon and the Audi A5. All three a 4 door "liftback" GT (i.e. Grand Touring) sedans. It's true that if one opts for the GT2 Stinger the MSRP is over $50K. But a comparison of the three in terms of engines/drivetrains/features if not in brand prestige suggests that a fully loaded GT-Line has an MSRP of about $42,000 vs the Audi at $54,000 and the Arteon at around $48,000. I wouldn't argue that the GT2 Stinger is a bargain unless one compares it with high end GT sedans with similar performance profiles and more luxurious features than the A5 or the Arteon. But the base GT-Line with the new 2.5L turbo and AWD is a screaming bargain compared to its most comparable vehicles from Europe or Japan.
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  484. And that's a good thing.
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  485. I have the same model and haven't experienced what you describe even once much less 3 times. The only roughly comparable experience was once when a vehicle in front of me moved into the left turn lane with the right rear corner extending a few inches into my lane. I had no problem passing on the right in my lane but the adaptive cruise control slowed my GTI and AEB engaged abruptly and momentarily as I approached. It was startling but understandable. All in all, I rather the systems incorrectly engaged than failing to engage when needed. In your case I'd ask the dealer to take a look, especially since it's happened on multiple occasions. But as with many intermittent issues I wouldn't be surprised to hear it can't be fixed if it can't be replicated.
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  486. No. In Mexico with German robots.
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  487. If the US could only get the Euro model option without the ridiculous wing. Just can't get over the fact that it looks like a full size version of a Hot Wheels toy. Have to admit, though, that I'm somewhat more resigned to its looks than I was a couple of years ago, especially in the matte gray paint job. Good call, by the way, on the error of covering the steering wheel in Alcantara material. A mistake that will become a daily annoyance after a while. Otherwise, a minor issue can sometimes come close to being a deal breaker. For me, or rather for my big dog, it's the absence of rear HVAC vents in a vehicle that is almost certainly going to run $40K. No rear vents, no sale. As far as exhaust sound is concerned I'm closer to being a Tesla type than a Mustang fan. The better the performance and the less the roar, the better I like it. Those are all nits, of course. The Type R is an awesome vehicle. But for what amounts to the same price I'll take the Golf R with its classic looks, AWD, more compact dimensions, and more versatile and slightly larger cargo capacity
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  488.  @erics.5785  You're right. I should have said the question is like comparing an apple with a pineapple.
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  489. Very different vehicles aimed at significantly different market segments.
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  490. ​ @NisuUuno  The Veloster N, the only Veloster with an LSD, is a dedicated 3 door sports car that amounts to a 2+2 vehicle aimed at single drivers or (at most) couples.. Its appeal is laser focused on the tiny market of drivers who want to drive from the showroom to a track. It's a fine car for that mission. The K5, on the other hand, is at heart a midsize "family" sedan. The sporting pretensions of the GT are largely limited to the sort of performance metrics that American drivers focus on, e.g. 0-60 mph acceleration and quarter mile times, each on a flat road in a straight line. Thus like Toyota and Nissan KIA offers AWD only in the less powerful 4 cylinder trim levels in their midsize sedans. That's largely because the "take rate" for the more powerful engines is minuscule. For example, less than 5% of Camrys are fitted with its optional V6 engine. (That's less than 15,000 vehicles from the best selling midsize sedan in the world. Even if Toyota added an AWD option to the V6 Camry it would likely increase sales by no more than 5000 vehicles a year.) So it comes down to this. From KIA's or a KIA dealer's perspective what's the point of a K5 GT? Basically, it's meant to create "buzz" about the K5 but not to result in many sales. And adding AWD won't make a significant difference in that. Do you find it disappointing that KIA and their dealers are so laser focused on volume sales rather than the desires of self-styled "enthusiasts"? If so, the good news is that your KIA dealer will be happy to sell you a Stinger.
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  491.  @NisuUuno  I don't entirely disagree. I wouldn't buy the K5 GT (or the V6 Camry or the Nissan VC-turbo or the Sonata N-LIne that are FWD only or the Sorento or Santa Fe with the optional turbo engine) without AWD. And my GTI has an electronic LSD, a worthwhile feature. I've seen the Savage Geese video on the Sorento and while I think Mark's reaction to the FWD is a bit over the top, it's certainly true that one can't take full advantage of the turbo 4 without AWD. (On that score it's noteworthy that KIA doesn't offer any Sorento without AWD including the lower power version in Canada.) On the other hand, as Sofyan's reaction suggests, some drivers may actually view wheel spin and torque steer as "fun." No accounting for taste. And as far as the Stinger is concerned, the fact that you don't car for its styling is a red herring, I think. The fact is that the very features you're complaining about the K5 lacking are found on another midsize sedan, a more expensive model that's a far better example of a true "sports sedan" than the K5. Moreover, it's important to understand KIA's overall corporate strategy with regard to pricing. They've largely eliminated the public perception that KIA is a "cheap" brand but they jealously guard their reputation as a "value" brand that offers comparable features to rivals at a slightly lower price. They accomplish it in part by offering almost no individual options and very few packages of options for a specific trim level. It's an approach that simplifies the entire production process and thereby constrains costs. Compare KIA's approach to that of Ford's for, say, the Explorer that offers literally dozens of individual options and packages to a lower trim vehicle that eventually brings the MSRP close to that of a higher trim. Such customization is even more extreme for European where lists of options can run several pages of check boxes. I suspect one can buy a BMW, for example, with a purple paint job and pink interior. A highly custom version of a vehicle that almost no one else would consider buying. KIA, on the other hand has a radically different approach. For a specific trim level only one or two option packages are available. Want option X but not option Y? Too bad. Want a sunroof on a lower trim as an option? Sorry. Opt for a higher trim where a sunroof (along with a wealth of other features) is standard. In short, KIA limits customization and what their market research indicates are less important priorities to preserve their costs and therefore their price advantage.
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  492.  @NisuUuno  I agree that the 1.6L turbo K5 is a honey. :) I own a 2018 Sorento (my wife's daily driver and our family trip vehicle) and I'm especially impressed by the new Sorento with the same optional engine as the K5 GT plus AWD. But with a daughter soon off to college and my beloved GTI I won't be replacing either one in the near future. Nice to hear your opinions, by the way.
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  493. I doubt VW would be willing to build one just so you and the other 12 consumers who want one could get one.
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  494.  @viktors9385  Not likely. I'm more prone to think the comment comes from someone with a vivid fantasy life.
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  495. Worth noting that the 2.5L turbo in the K5GT is not only found on the Sonata N-Line. It's also available in the KIA Sorento, the and Hyundai Santa Fe SUVs, and on Genesis vehicles including the GV70, the GV80, and the G80 sedan. Finally, it's now available on the Korean version of the Stinger (and will almost certainly be offered on the 2022 Stinger in the US.) In short the Hyundai/KIA/Genesis conglomerate has a lot of confidence in the the engine's flexibility especially when combined with the new dual clutch transmission and the Korean brands' well known 10 year/100K drivetrain warranty. It's usually good advice to avoid the first model year of a vehicle with a new engine especially when it's combined with a new transmission. In this case, however, that advice has less force than usual. As for offering AWD on the K5 GT, it would no doubt be a significant benefit. But it's also absent in the Camry TRD and other V6 Camrys as well as the in the performance version of the Nissan Altima, all of which offer AWD in combination with their less powerful trims. Why? The answer is simple. The take rate for such models is minuscule. Less than 5% of Camrys sold, for example, are fitted with the 300+ HP V6. In an already shrinking midsize sedan market offering a performance engine combined with AWD is simply not a profitable strategy. And in KIA's case, adding $1800-$2000 for AWD to the MSRP of the top trim K5 runs counter to KIA's still significant reputation as a "value" brand and risks cannibalizing the already weak sales of the Stinger. All in all the lack of AWD in the K5 GT is a disappointment to self-styled "enthusiasts" but mainstream automakers typically don't risk their profits for niche models.
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  496. Not sure whether you mean the Civic Type R or the Golf R but in either case in real world prices you'll pay about $10,000 more for either of those vehicles than for a fully loaded GTI Autobahn.
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  497. Sorry to see that Hyundai apparently has decided against either an electronic or mechanical LSD for the Sonata N Line. Considering the torque figures it would make sense. On the other hand, however, the Mazda6 with over 300 ft lbs of torque doesn't have an LSD, either. The Mazda deals with problems of wheel hop and shredded tires in a FWD vehicle by cutting power under hard acceleration. Perhaps Hyundai has adopted a similar approach. Will be interesting to see.
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  498. Reliability trails Toyota/Lexus by a small margin. That's pretty good territory. And my own experience supports that ranking. The old story about tanking resale for KIA's is rapidly becoming very old news. Last year I traded a 2012 SX-L Sorento for an identical 2018 model. The dealer gave me a trade-in value within $800 of the KBB estimate for a comparably equipped, mileage, and condition Toyota Highlander. Considering that I'd paid nearly $8000 less for the KIA than the best offer I received for the new Highlander in 2012, I made out like a bandit. So did my dealer who sold my 2012 Sorento for over $3000 more than he paid me.
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  499. Those who depend upon a vehicle to reinforce their "manliness" would be better served spending their money on therapy than on automobiles.
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  500. In addition to the G80 and the N-Line Sonata, the 2.5L turbo is also found in the GV80, the KIA K5 GT, and is the optional higher performance engine in the 2021 Sorento. With a family of three, a big dog who nearly always occupies the back seat and a daughter who's off to college in a couple of years I won't be rushing out to buy a new Genesis. But the fact that the Hyundai/Kia/Genesis conglomerate is prepared to stand behind the durability of the 2.5L turbo 4 with the best warranty in the business even in a couple of midsize crossovers says a lot.
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  501. VW has been challenged (to put it mildly) in selling their European spec vehicles to Americans. The excellent European Passat languished in showrooms until it was replaced by the larger, cheaper American version. Same with the Tiguan. It's still sold in Europe but the nameplate in the US was transferred to the vehicle known in Europe as the "Allspace." The Touareg comes in a new generation internationally while it's been replaced by the larger, cheaper Atlas in the US that's not even available in Europe. Neither is the best selling VW in the US, the latest generation Jetta. Even the iconic Golf won't be available in 2020 in the US except in its GTI and Golf R configurations. The Arteon is still another effort to sell a European spec VW in the US. But they don't expect to sell many. VW's new chief sees it as a "halo" model for the brand, designed to elevate its overall image and to appeal to the minority of US buyers who look for a true European Grand Touring sedan at a bargain price. My local, relatively high volume VW dealer doesn't expect to receive more than four Arteons for the rest of the calendar year. The distinctly different market focus highlights the difference between North American and European conceptions of "performance." While Americans tend to define performance in terms of scalding 0-60 and quarter mile times on long straight roads, Europeans expect a GT to drive comfortably for hours on superbly maintained highways at speeds well over 100 mph. At the same time, they expect a GT to drive well on rural roads that that follow routes originally laid down by Romans as many as 2000 years ago and to negotiate traffic on narrow urban streets originally paved about the time of the American revolution. Sofyan and others will complain that the ubiquitous 2.0L turbo engine doesn't provide enough power. But apart from the fact that Europeans routinely pay the equivalent of $8 a gallon or more for fuel and are happy to gain mpg's at the expense of stop light drag racing VW jealously guards their Audi brand's sales from being cannibalized by the VW brand. The 2.0L engine in the Arteon is rock solid and if it's not enough, a 30 minute ECU tune will add another 40 hp and a similar increase in torque for less than $800. All with no impact on reliability and, contrary to conventional wisdom, without canceling the Arteon's warranty. There's unlikely to be an Americanized version of the Arteon. The market isn't large enough for that and the Stinger already fills the gap of an American imitation of a German GT sedan with a concealed hatch. And for those who want a turbo V6 they can pay a bit more for the Stinger. The KIA's a fine vehicle but the Arteon is the genuine European grand touring sedan.
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  502. As noted in another comment on this thread, VW routinely limits the content of US spec versions of the GTI in the interest of containing costs. In fact, VW generally find that Americans want cheaper and larger vehicles than the Euro spec vehicles that VW sells.
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  503. Having owned both a 2013 MK6, the last built in Germany and a 2018 MK7.5 built in Mexico, I'd say the major difference is the latter is a tighter, better car. A fact that stems from the MQB platform, not the fact that Mexican robots are better than German robots.
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  504. Envy the trip but having grown up in OKC, I don't envy the destination. :)
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  505.  @Petriku1  You definitely have a point regarding the long deceased Yugo. But you ruined your point by including KIA's. Having owned both GTI's and KIA's, I've found them equally reliable and well designed for their intended missions.
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  506.  @bfielder9097  As noted in another comment VW has never expected to sell many Arteons in the US. It's a Euro-spec vehicle designed for European tastes. In the US it's primarily a "halo" model designed to draw curious customers into US VW dealer showrooms and demonstrate what VW considers to be an upscale alternative to the Americanized Passat. The Arteon was already on sale in Europe for almost two years before it was introduced in the US in 2019. With that in mind, it's noteworthy that VW has enough faith in the value it provides to introduce the new generation at the same time as it's introduced in Europe.
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  507. Actually, Edward, the Sorento is about half a foot less in length than the Highlander, (189" vs 195") A fact that makes its substantially larger interior passenger space than the Highlander, especially in the third row even more impressive. Comparing the 2020 Sorento and the Highlander's overall passenger space, the KIA provides 154.2 cubic ft compared to the Highlander's 139.1 cubic ft. The 2021's full specs haven't been released but we do know that it's only 0.4" longer but has a longer wheelbase (by 1.37") and is slightly taller and wider, all aimed at increasing interior space for both cargo and passengers. I'm somewhat disappointed that KIA has dropped its 3.3L NA V6 option for the Sorento. But the 2.5L turbo 4 cylinder gasoline engine is the same as the Genesis GV80's base engine so I have some confidence it will be both adequately powered and durable. As far as production issues are concerned, it's anyone's (or at least outsiders') guess. The massive demand for the Telluride produced in the same Georgia factory as the Sorento undoubtedly impacted the latter's introduction. And with the COVID-19 impact on top of that, it's unclear just when the 2021 Sorento will be available in the US. (Unlike the Telluride, Sorento's are built in several international locations so the 2021 model will almost certainly be widely available internationally before the US.)
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  508.  @canadabear72  Good to hear, John. Not much chance I can convince my wife to give up her 2018 Sorento for the 2021 model. She considers it a Goldilocks vehicle. On the other hand, when fuel prices return to normal, as they most surely will, the difference between the 22 mpg she gets from her beloved Sorento and 35+ mpg's may be very appealing.
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  509. Captain Obvious adds his perspective. :)
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  510. Not sure why you say that about the bootspace. The versatility of the GTI in terms of cargo capacity and shape is a feature I most treasure in mine. Can you elaborate?
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  511.  @mmmmm4815  Same engine but the R's AWD makes a significant difference in performance even compared to a Stage I tuned GTI.
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  512.  @mmmmm4815  Not sure what you're asking. I have a MK7.5 GTI that I love dearly but a 300 HP FWD vehicle needs either a LSD or (preferably) AWD to put its power down efficiently. Having driven both my GTI and the MK7 Golf R the latter is undeniably superior as a performance vehicle. And if you're asking if I would rather have a Mustang GT350 or a Golf R my vote goes to the VW without question. That's because I prefer the "performance" philosophy of European vehicles to the narrow American version of "performance" that's large limited to 0-60 and quarter mile times on straight, flat roads.
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  513. Right. I'm sure VW specifically ordered the weather.
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  514. Another non-skier.
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  515. Neither the Telluride nor the Palisade is a large three row crossover. They're each toward the short end of 3 row midsize category.
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  516. For those who prefer the performance profile and handling of European vehicles over traditional American muscle cars these are very appealing. The EcoSport 2.3L was already a reasonable alternative to a number of European entries. This configuration ups than ante.
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  517. Cadillac is in another market segment, altogether. And the Ford Explorer is likely to remain the best selling midsize SUV in the US. I personally prefer the KIA but don't discount the competition.
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  518.  @funtimeswithtom4108  That's correct. However, pushing a button on the console when you start the car is definitely a "first world" problem.
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  519. Fan of both the KIA and VW brands. I own a KIA Sorento and a VW GTI and love them both for their quite different strengths. The Forte GT doesn't actually compete with the GTI. It's a GLI rival. The Forte5, available in Canada but not yet in the US, is the GTI competitor. I wouldn't trade my GTI for the Forte5 but if I were in the market for the sedan it would be a tougher choice. The Forte has some undeniable strengths, especially in terms of its value proposition. The Forte has a significantly better infotainment system and a number of other upscale features. The VW's advantages lie in its excellent EA888 engine and top notch DSG transmission along with its electronic LSD. But from the real world prices I see in the Seattle area the Forte GT is about $2000 plus less expensive than the GLI. Deciding between the GLI and the Forte GT would call for some extensive test drives of each.
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  520.  @NA-du5vm  You might be surprised at the cost of adding a self-adjusting steering column linked to an individual driver profile. Several factors are likely involved. First, it requires significant change to the steering column, itself. Second, costs can depend upon when in the production process a specific feature is added. If you look at KIA's "Prestige" option package, it consists of upscale seats, headliner trim, a heated steering wheel, rain sensing wipers, and a 110V power inverter that goes in a "blank" spot in the rear of the center console. I'm guessing that none of these options complicated the production cost of the vehicle very much while an automatic steering column linked to the driver profile would require messing with both the steering column and the driver profile mechanism. Also, keep in mind that a manufacturer often "holds out" some features when a new model is introduced in order to add them later on when the model is "refreshed." KIA is especially adept at "refreshing" their vehicles every model year with features designed to attract new buyers. (The practice isn't limited to automobiles. Couldn't razor manufacturers have designed three, five, or even ten blades in their razors years ago rather than incrementally increasing the number of blades year after year?) Finally, you're undoubtedly underestimating the cost (and therefore the price) of adding significantly to the power of the Telluride engine. And that cost would be even greater if KIA had to add a "performance" version in addition to the engine in the Telluriade; an engine that KIA obviously chose to improve fuel economy at the expense of performance both for marketing purposes (where KIA is historically challenged) and to meet overall CAFE standards for their fleet. It's always easy for outsiders to ask for just this or that little feature to be added to a vehicle. But satisfying customer demand is means to an end, not an end in itself. The goal is making a profit and every little bit makes a difference in the end.
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  521. Nice exterior styling. That's subjective, of course, but given its simplicity, I'd put it near the the Mazda6 and Passat in exterior looks. Better than the Accord (that appears to have been designed by a committee) and the Camry (that looks like the descendant of a 1930's Flash Gordon spaceship.) Have to say though that I'm not a fan of the my-grill-is-bigger-than-yours styling trend. Though the Altima is playing that game, it can't compare to the Camry and especially the (hideous) bass mouth Avalon. Otherwise, the Altima strikes me as competent but hardly inspiring. Those of us who don't like CVT's are unlikely to be mollified by "simulated" gears. On the other hand, have to give props to Nissan for not adding insult to injury by adding "simulated" paddle shifters. Would have been amusing to be a fly on the wall when the marketing folks were told that the BIG NEWS this year would be "the world's first variable compression engine in a mainstream sedan." I suspect the meeting was held on a ground floor to prevent injuries when the participants dived out of the windows. AWD might have been a feature to tout. Of the competitors only Subaru and the dying Ford Fusion offer it. But inexplicably Nissan limits its availability to the base engine. How does that make ANY sense? "Check out our AWD! Oh, you wanted the better engine? Sorry." The interior is OK but hardly distinctive. A button on the steering wheel to turn off/on the complete set of safety features? Huh? Who's going to use it on a regular basis? Otherwise, the only standout feature in the interior is the seats. Badly configured and uncomfortable seats can be a deal breaker but the competition offers perfectly acceptable seats. Do Americans really purchase a car solely because the Altima's seats treat their asses especially well? (Don't answer that.) Other aspects of the interior are no more inspiring. Just one minor cost cutting shortcoming after another. No wireless charging. Cheap plastic in the rear seats, much like the Camry. Plastic wood trim that looks more like plastic than wood. Perforated front seats that do NOT include ventilation? A complex set of trim levels that mix and match features. Would hate to be the salesperson who has to explain them. Bottom line? Not as engaging as the Honda or the Mazda6. Same as far as a premium interior is concerned. Not as much room as the Passat or the Honda. Chock full of minor cost cutting. Lots of "you can't get that with this" trim levels. All in all an also ran.
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  522.  @kilo3-186  If you think the ST "worth it, " I won't argue with you. But if it is, the Lincoln Aviator for about $4-$5K more is a real bargain.
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  523.  @gregholman2930  Yeah, I'm familiar with the failures of the American education system to improve literacy.
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  524. With a kid heading off to college in the next couple of years I won't be considering a new Genesis much less their significantly more expensive rivals. On the other hand as an owner of the last generation KIA Sorento with its optional V6 engine I'm especially interested in the various KIA, Hyundai, and Genesis models that offer the new corporate 2.5L turbo 4 cylinder that the Korean brands are offering as optional or standard in a variety of their vehicles. From various reviews it appears the engine is an especially noteworthy powerplant. And while consumers are well advised to be cautious about the durability of any automaker's first year of a new engine, the fact that KIA, Hyundai, and Genesis are deploying the engine in so many different vehicles and backing it with their well known 10 year/100K warranty suggests the brands have a lot of confidence in it.
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  525. The GTI is a model designation.. TSI is the designation of a gasoline (petrol) engine.
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  526. @Daniel Zhang It's important to remember that VW is a European manufacturer with a focus primarily on European markets where it is the best selling brand in almost all European nations. It would be wrong to say that the American market is an afterthought for VW but it's obvious that the US is far less important to VW than it is to American, Japanese, and Korean brands. VW has apparently concluded they can make a reasonable profit in the US without competing in terms of features, styling, or bells and whistles if they offer generous interior room and a competitive price point. That formula holds for the Atlas, the Cross Sport, the Passat, and the Jetta. I'm not an enthusiastic fan of the Atlas but if my highest priority was interior space including passenger and cargo capacity, I'd consider it even with its shortcomings.
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  527.  @dushyantx  Actually, it's only for North America. The Telluride is not for sale in either Europe or Asia.
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  528. Gorgeous. And if your ambition is to marry an Italian model, it's a perfect complement. But no offense to Italian models, it might not be the most rational choice.
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  529. Necrosis3: And that's because EU emission regulations require it and Europeans are willing to pay for it for cleaner air.
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  530. Treizez34 Wouldn't argue with your first point. But the absence of "bells and whistles" on the GTI is a long standing practice by VW. Europeans are quite willing to pay the equivalent of $55,000 or so for the top trim GTI. Americans, VW believes with good reason, are not.
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  531. Not in over 100K miles in the last two VW's I've owned in the last eight years. Should I check to see if the light is burned out. It's never come on.
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  532.  @elusivellama  Having put about 120,000 miles on the same VW engine, about 40K miles with a Stage I tune, I'd dispute both your subjective evaluation of its sound and the vague comment about "many problems." I've experienced none, whatsoever.
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  533. Why? I've driven cars for many years, some with fog lights, some without. I've never seen the point. Driving lights, yes. Fog lights no.
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  534.  @martyosborne3399  I don't think that's it, Marty. At least not if you mean living somewhere that's frequently foggy. I live on the edge of the Puget Sound and have lived in and driven many miles in places like San Diego and San Francisco where thick fog rolls in regularly. Some areas on the peninsula south of SF haven't seen the sun since the turn of the century. I simply don't find fog lights that helpful in those conditions. Perhaps I've just owned vehicles with lousy fog lights but my current daily drivers, a GTI and a KIA Sorento, don't elicit complaints about their fog lights effectiveness from others. Personally, when I'm driving in fog I simply slow down. YMMV. :)
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  535. Comes with the optional towing package. Tow rating is 5000 lbs.
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  536. Sorry. In terms of performance and other specs, the GRM Terrain is simply not competitive.
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  537. Automobiles with internal combustion engines have been around for about 120 years. Considering the evolution of that technology over that time it's hardly surprising that the G70 enjoys the advantage of familiarity and tried and true features. The Tesla, on the other hand, represents the early stages of 21st century technology. The long term future of vehicles running on dinosaur juice is cloudy at best. Considering the improvements in EV technology over a few short years, the Tesla and vehicles like it promise to be around when petrol engines are as antiquated as the original vehicles running on true "horse power." Pay your money and take your choice.
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  538. It's the Jetta or the GLI.
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  539. I suspect that has to do with expectations born of competitive vehicles. The Mazda6 is up against the Accord 2.0L turbo and the Camry V6. Each has better 0-60 times than the Mazda. The Arteon is an affordable grand touring sedan designed for high speed (100 mph+) cruising for hours on immaculately maintained highways.
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  540. Back in 2012 my wife and I decided to give up our beloved Saab wagon for a new vehicle. (I'll never forgive GM for what they did to that wonderful brand.) Then as now, the pickings among wagons was sparse. So we reluctantly began looking at crossovers. And boy did we look! We drove virtually every midsize CUV/SUV available. Like millions of others, it had never even occurred to me to consider a KIA when I was shopping. But I had rented a couple of Optimas on business trips and was impressed. I figured what the hell and took a look at the Sorento. As we tried various vehicles it finally came down to a Sorento versus an Outback. The top trim (SX-L) KIA offered more for the same money as the Outback and my wife (who would be the daily driver of the vehicle) preferred the higher driver's seat, more upscale interior, and superior visibility of the Sorento. So we bought it. When we decided to replace the Sorento six and a half years later I practically had to pry my wife's cold dead fingers from her beloved Sorento. 80K miles and not a single issue. My wife made a list of points that could be improved on her 2012 model. Again, we looked at every competitor. Not only did the new Sorento upgrade every single point my wife had noted about her 2012 model, there were new and improved features she hadn't even considered. And again, though we looked at numerous competitors (e.g. Mazda CX-9, Ford Edge, VW Atlas, Outback, Hyundai Santa Fe, Toyota Highlander, Honda Pilot, Nissan Murano, etc) we didn't find a single competitor that better met the needs of our family. (2 adults, a teenage daughter, and a big dog.) Though the Sorento is conventionally classified as a midsize 3 row SUV, we loved the more compact size (189") compared to most others, especially the bloated CX-9 that was nearly a foot longer with significantly less passenger and cargo room. Our family seldom uses the 3rd row of seats (and we considered several 5 passenger midsize alternatives) but when we do have to carry 6 or 7 passengers it's a great alternative compared to taking two vehicles. The Hyundai Santa Fe, a nearly identical vehicle in many ways didn't offer a third row or a naturally aspirated V6, an engine I prefer in a two ton plus vehicle. The Telluride wasn't yet available when we broke our usual pattern of changing brands or models when we replace a vehicle but it would probably not have made a difference in our case. The 3rd row of the Sorento is surprisingly accommodating (same legroom as the Telluride, for example) and the more compact overall size of the Sorento was a plus for us, especially when we hang a bike rack on the rear end that adds nearly two feet to the overall length. I don't think of myself as a brand loyalist. In the last 25 years I've owned multiple Mazda's, Volvo's, VW's and Saabs along with a Honda Prelude and a couple of others I can no longer recall. With minor exceptions they've all been equally reliable rides with their own strengths and weaknesses. I don't carve canyons with our KIA. I have a GTI for that duty. But regardless of what I'm looking for in a new vehicle, I'll be sure to check what's available from KIA and Hyundai. Excellent video, by the way, Soyfan. Over the last several years I've noticed the number of trolling comments on the internet denigrating KIA's and Hyundai's have diminished significantly. This video demonstrates why that's been the case.
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  541. FWD vehicles outsell AWD models throughout this segment.
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  542. You don't pay European prices for fuel, I assume.
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  543. @blacknesterI find it difficult to believe that literally every journalist who attended Toyota's introduction of the 2019 RAV4 Hybrid incorrectly noted that the hybrid model has a CVT. Not just the YouTube crowd but the print journalists who drove the new RAV4 Hybrid, as well.
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  544. Question. If you don't "need the most interior space and the most cargo space" why select a vehicle that's larger than almost every other midsize 3 row crossover (only the Durango and the Traverse are longer.) with less interior space than any other mainstream midsize crossover? Less cargo space than a Honda CR-V! Why not opt for a CX-5 with the same engine and drivetrain as the CX-9, a curb weight that's nearly 700 lbs less, more maneuverable with 20 inches (!) less in length and an MSRP about $11,000 less in similar upscale Signature trim? The availability of a third row that's more cramped than every other midsize 3 row crossover except the Toyota Highlander and rear cargo space that's less two cubic ft more than the KIA Sorento (14.4 vs 12.6), a crossover that offers the least rear cargo space of any 3 row crossover but is 10" less in overall length than the CX-9? Answer. Not many customers choose the CX-9. In 2020 it ranks dead last in mainstream midsize SUV sales. Number 20 out of 20. It's even outsold by five crossovers from the luxury category. And with 20,000 sales in the first three quarters of 2020 the CX-9 is outsold by the CX-5 by a factor of five to one. The CX-5 doesn't outshine its competition among compact crossovers in terms of utility but at least it doesn't rank so far beyond every other vehicle in its category that customers turn away in droves. And with its lighter weight and equivalent engine and drivetrain it offers a far better example of Mazda's driving dynamics than the CX-9.
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  545. "Light wheat interior color"? Right. Just perfect for those who have no children, no dogs, and never venture off main street in a California suburb. :)
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  546. It comes down to this. Would I pay $26K more for an XC90 than for an Explorer? No, probably not. But would I pay $5K more for a moderately optioned mid-level (Reserve) trim Lincoln Aviator than for a $60K Explorer? In a heartbeat! Same engine and drive train with a MUCH better interior and a tow rating of 6700 lbs vs the 5600 lb rating of the Explorer. Furthermore, would I pay $12K more for an Explorer than the top trim versions of the Telluride or Palisade? Considering that we're talking about family haulers where 0-60 and quarter mile times rank about 25th of the top 10 priorities, absolutely NOT!
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  547. Latest word is "early 2019" release in the US.
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  548. If the US spec of the Golf R lacks only the pricey sport exhaust Sofyan likes so much I'll be pleasantly surprised. Traditionally both the GTI and Golf R sold in the US lack a number of bells and whistles standard or available on the Euro spec version. American consumers complain about it but VW recognizes that Americans won't swallow the MSRP Europeans pay for those vehicles. For example, a fully loaded MK8 Golf R in the United Kingdom has an MSRP equivalent to over $70,000 at current exchange rates. Ouch! It will be interesting to see just how much and what is missing when the MK8 Golf R (and GTI) reach our shores.
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  549.  @jochenliebig1562  The Golf R has always been built in Germany. And the reduced content of the US spec GTI and Golf pre-dates its production in Mexico.
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  550. Back in the day when the world (and I) were young and dinosaurs roamed the highways, I owned a 1989 Mazda MPV minivan with AWD. It was a great van and its AWD once got me out of a ditch in deep snow on a logging road in the Cascade mountains. Might have saved my life, in fact. As I understand it, the Sienna is the only minivan to offer AWD and with a 300 hp engine it looks like a very good option, especially in harsh winter conditions and even in the messy winters we see in the Pacific Northwest. Would probably have avoided the wheel spin demonstrated in the review, in fact. Though I think the Odyssey is an overall superior choice, the AWD would be a major plus for me if I were in the market for a minivan.
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  551.  @bextar6365  I strongly suspect that this particular R was available in the press fleet because VW found it couldn't sell it. The cost of the 40+ custom colors of the R was absurd ($2500) but there were many very attractive options.
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  552.  @A22DNAL  I can understand your sentiment. I felt the same way about Saab vehicles when GM absorbed the brand and went on to kill it. Likewise I was sad to see the Mazda RX-8, a superb (though flawed) 4 seat sports car, disappear as a result of anemic sales. I Owned examples of each. Hell, my first car was a 1954 Kaiser, another unique brand that disappeared from the same cause. Nevertheless, a mainstream manufacturer cannot survive by selling cars only to people "who want to drive something other than what everyone else is driving." I'm not a fan of the VW Passat but when a manufacturer has a model with worse sales than that slow selling vehicle , it won't last long.
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  553. As VW (and most other manufacturers) have discovered. Two door versions sit unsold on dealer lots for months until they're finally sold at deep discounts.
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  554.  @aayonce4  Can't comment very informatively about the Sportage or the Elantra but I'm not surprised that you felt the Sportage "felt...like a tin can" compared to your Ford Edge. It is, after all, a much lighter compact crossover. I looked very seriously at the Edge (Sport) last year and it came out in second place for my wife and me behind the KIA Sorento. (It's my wife's daily driver and she liked the Sorento over the Edge despite my fondness for that 2.7L turbo engine in the Edge.) Based on my experience with the Sorento I think you'd find the Telluride at least as substantial and quiet as the Edge, if not more so. As far as the Flex is concerned, you might find a good deal on one but you better hurry; it's going bye bye after this year.
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  555. Different strokes for different folks, Richard.
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  556. Cherish it. No Golf with the 1.8T engine in the US for 2020.
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  557. The mainstream midsize CUV category has grown so large that it has become two distinct categories. Nearly every automaker now has two vehicles in overall midsize group. Mazda stands alone with only the CX-9 on offer. The group of smaller crossovers is almost exclusively a two row set and range from about 188" to 192" in length. The group of larger vehicles ranges from about 195" (Highlander) to 203" in length (Traverse) and nearly all offer three rows of seats. But while almost every vehicle from manufacturer fits neatly into these categories, there are a couple of exceptions. The KIA Sorento (less than 190" long) offers three rows of seats. And the Cross Sport with seating for five is considerably larger than its smaller midsize rivals. At 195.5" in length it's half an inch longer than the 3 row Highlander. Further, nearly all of the smaller midsize CUVs are at least 6" shorter than their larger siblings. The Cross Sport is less than 3" shorter than the Atlas. (Over the years VW has learned that Americans like their VW's larger than their European counterparts.) It's the largest 2 row crossover on the market. One might conclude that the Cross Sport provides cargo space that exceeds its two row competition as well. But that would be wrong. For example, the Cross Sport has 40.3 cubic ft of cargo space in the rear and 77.8 cf with the second row folded. Honda claims the Passport, more than five inches shorter than the Cross Sport, offers 50.5 and 100.7 cf respectively. The difference stems from two factors. First, the sloping "coupe-like" roof of the Cross Sport robs a significant amount of cargo space. Second, VW opted to use a significant amount of its length advantage for rear seat legroom. In short, the Cross Sport sacrifices cargo capacity for "people room." Whether that's a reasonable tradeoff depends on a customer's priorities. As far as engine options are concerned, the Cross Sport (and the Atlas) face challenges. The superb EA888 2.0L engine is well tuned in this application even considering the size and weight of the Cross Sport. But there's no denying that it's stressed in moving a vehicle that when loaded tops 2.5 tons. The VR6 is adequate for the Cross Sport's mission but there's no doubt VW has better, more appropriate engines available. Unfortunately for the VW brand, the VW family of brands is extremely protective of the much higher profit Audi vehicles. Management isn't interested in stealing sales from Audi and that leaves the Cross Sport and Atlas with the relatively inefficient and underpowered V6.
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  558.  Chezzyperson  That seems rather odd in view of the fact that Mazda already has the CX-8, a stretched version of the CX-5. They don't sell it in the US. In fact, they don't sell it in markets where the CX-9 is offered. The CX-8, however, seats 7 as does the CX-9. Perhaps they'll simply delete the third row from the CX-8 and call it the CX-7.
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  559. Old news. When I traded my 2012 Sorento for the 2018 model last year, the dealer gave me within $800 of a comparable top trim 2012 Toyota Highlander according to KBB. Considering that I paid $8000 less than that Highlander when I purchased the 2012 model, I made out like a bandit. And so did my KIA dealer. He sold my trade-in within 48 hours for $3000 more than he paid me.
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  560.  @mrnoname7370  I didn't get "lied to. I just related my own experience. Can you read?
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  561. You won't see the VR6 again. Period.
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  562. A three cylinder 257 HP engine without the heritage or the versatile interior space of the GTI? I don't think so.
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  563. FWD architecture is the dominant choice in this class. If you want to tow, RWD and RWD-biased AWD is a better choice. But for efficient packaging of interior room, FWD architecture is superior.
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  564. Don't want to get into an extended discussion of this issue but the "carbon buildup" issue is a vastly overstated problem fueled primarily by internet rumor mills. In any event the MK8 version of the EA888 will very likely include dual injection since it's already in place in MK7 GTI's in Europe. However, in that case, dual injection is provided to meet European emission standards not to combat carbon buildup induced power reduction. Given the updated EA888 in the MK8, it will very likely be included in US versions of the GTI and Golf R.
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  565. I find a NAV system most useful when I'm in the boonies and likely not to have cell service. That's when an integrated NAV system is significantly superior.
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  566. None of these ideas is gonna happen. The Arteon is an affordable European GT. The American market is an afterthought.
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  567. Daniel, your points are well taken. Though they don't really apply to the CX-30. Your point of view is more appropriate when applied to a vehicle like the Ford Ecosport, a crossover that's been more or less universally panned by American automotive journalists but is extremely popular in markets where performance is less important than versatility and "toughness."
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  568. Welcome to Washington State, Sofyan. Gorgeous scenery and roads in need of repair. I suspect that KIA could sell every single one of the 800 Stinger GTS's in Austin, Texas, Knoxville, Tennessee, and Syracuse, New York. Many years ago I lived in Austin and it seemed that every third sorority girl owned an orange Olds Cutlass. :) Why doesn't it have the exhaust cracks and burbles of a Veloster N? Simple. It's an American version of a 4 door European GT sedan, not a track toy. Nor is it meant to be a "sports sedan" in the mold of a 3 series. That's the role of the Genesis G70.
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  569. Toyota is joining almost all of its competitors in offering two SUV's in the jam packed "midsize" unibody category. Larger size crossovers that range from 195" to 203" in length and a smaller size, usually 2 row group, that currently ranger from about 188" to 192" long. In Toyota's case if Sofyan is correct about its length the Venza follows the same pattern as the RAV4 and Highlander being slightly shorter than their rivals by an inch or so. I suspect it will follow the same pattern in terms of interior space with slightly to significantly less overall passenger space. What's unique in the category for the Venza is the availability (indeed the sole choice) of a hybrid power train. That's not surprising considering the popularity of the RAV4 and Highlander hybrids and it will enjoy its unique status for at least a few moths until KIA introduces a hybrid version of the Sorento in the US this fall. It will be interesting to see how sales are for the Venza. Toyota is obviously hoping to attract some buyers who find the RAV4 a bit small and less "upscale" than they prefer. It will also be interesting to see if the Venza cannibalizes sales of the Highlander with the latter's extremely cramped and nearly worthless third row of seats.
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  570. I"d disagree and so would hundreds of thousands of other Sorento 3 row owners. It's a perfect Goldilocks size for those who need a third row occasionally and don't want a vehicle that's up to a foot greater in length.
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  571. European GT's are designed for comfortable high speed cruising, not stop light drag racing. Take a 500 mile trip across Montana and see who gets there first with the least fatigue.
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  572. And if you lived in Europe you'd pay the equivalent of $54,000 for a GTI equipped like a top trim GTI in the US.
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  573. In reference to the absence of a MT on the Golf R that's something of a surprise (to me, at least). But the story may be that VW expects to send the latest generation GTI TCR to the US with near 300 HP and other performance goodies and tweaks inspired by VW's "Touring Car Racing" (get it?) FWD vehicle. If the TCR offers a manual transmission option it might well make sense for the AWD Golf R is limited to a DSG in the even hotter near 400 HP vehicle. It's not unusual for super performance vehicles to no longer offer MT's. They don't sell and they don't actually make much sense in vehicles where performance in paramount and trumps driver "involvement."
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  574. As long as Toyota wants to sell the Highlander and the Venza, your scenario ain't happenin'. Toyota execs probably still have nightmares about the awful sales of the V6 RAV4. They're not likely to make that mistake again.
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