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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